EFIS HORIZON - Caseys` Page Mill

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EFIS HORIZON
SERIES I
User’s Guide and Reference Manual
Rev. A
12-20-06
Rewritten by Mike Casey
February 27, 2007
www.caseyspm.com/RV7A.html
Home Phone 303.771.0815
Grand Rapids Technologies, Inc.
3133 Madison Avenue
Wyoming, MI 49548
Phone (616) 245-7700
www.grtavionics.com
TABLE OF CONTENTS
FORWARD by Mike Casey............................................................................................................................. 5
My Experience:....................................................................................................................................... 5
Manual Conventions............................................................................................................................... 5
SECTION 1: INTRODUCTION . ...................................................................................................................... 6
1.1 Revisions.......................................................................................................................................... 6
1.2 Accessories and Packing List ........................................................................................................... 6
SECTION 2: PRIMARY FLIGHT DISPLAY (PFD).............................................................................................. 7
2.1 Power Up ................................................................................................................................7
2.2 Inflight Power-Up............................................................................................................................. 7
2.3 AHARS.............................................................................................................................................. 7
2.4 Knobs and Buttons........................................................................................................................... 8
2.5 Messages.......................................................................................................................................... 9
2.6 PFD Page And Split Screens.............................................................................................................. 9
2.7 Menu Overview ............................................................................................................................. 10
2.8 Instrument Approach Submenu...................................................................................................... 10
2.9 Settings Menu................................................................................................................................. 11
2.10 Next Submenu.............................................................................................................................. 11
2.11 Detail View of The PFD................................................................................................................. 12
2.12 Understanding The Primary Flight Display................................................................................... 13
2.13 Synthetic Approach SAP . ............................................................................................................. 13
2.14 Primary Flight Display Details ...............................................................................................14
2.15 Artificial Horizon ........................................................................................................................ 14
2.16 Airspeed and Altimeter ............................................................................................................... 14
2.17 Heading ...................................................................................................................................... 14
2.18 Wind Speed/Direction.................................................................................................................. 14
2.19 Turn Coordinator......................................................................................................................... 15
2.20 GPS CDI Display & Slip Indicator ................................................................................................ 15
2.21 Slip Indicator............................................................................................................................... 15
2.22 User Selectable Data Boxes ......................................................................................................... 15
2.23 Fixed Data Boxes . ....................................................................................................................... 15
2.24 Reset ........................................................................................................................................... 15
2.25 Warnings...................................................................................................................................... 15
SECTION 3: AUTOPILOT COUPLING .......................................................................................................... 16
3.1 Example 1 — Heading and Altitude Bug......................................................................................... 16
3.2 Example 2 — Flying a GPS Course................................................................................................. 16
3.3 Example 3 — Flying a VOR Course................................................................................................. 16
3.4 Selecting Navigation Source........................................................................................................... 16
3.5 Selecting Autopilot Coupling.......................................................................................................... 17
SECTION 4: APPROACHES . ........................................................................................................................ 18
4.1 Example 1 — Synthetic Approach.................................................................................................. 18
4.2 Preset Altitudes.............................................................................................................................. 18
4.3 Example 2 — ILS Approach........................................................................................................... 19
Table of Contents
II
SECTION 5: MOVING MAP . ........................................................................................................................ 22
5.1 Moving Map Group . ...................................................................................................................... 22
5.2 Waypoints and Approaches ........................................................................................................... 23
5.3 Map Range (RNG)........................................................................................................................... 23
5.4 Selecting Map Details .................................................................................................................... 23
5.5 Auto-Tuning (SL30/40) . ................................................................................................................ 23
5.6 XM Weather . ................................................................................................................................. 23
5.7 Range Select . ................................................................................................................................ 24
5.8 MAP Slew ...................................................................................................................................... 24
5.9 Traffic . .......................................................................................................................................... 24
5.10 Terrain......................................................................................................................................... 24
5.11 Other Menus................................................................................................................................ 25
5.12 Check Lists................................................................................................................................... 25
SECTION 6: INTERNAL GPS ........................................................................................................................ 27
6.1 Flight Plan . ................................................................................................................................... 27
6.2 Creating a new DirectTo ................................................................................................................ 28
6.3 Creating User Waypoints ............................................................................................................... 28
6.4 Selecting a User Waypoint ............................................................................................................. 28
SECTION 6B GPS SUGGESTIONS TO GRT..................................................................................................... 29
6B.1 DirectTo Nearest Airport.............................................................................................................. 29
6B.2 Find.............................................................................................................................................. 29
6B.3 Example of Choosing A Waypoint Type......................................................................................... 29
6B.4 Example 1 Current....................................................................................................................... 29
6B.5 Example 2 Airport........................................................................................................................ 30
6B.6 Example 3 Highlight Airport........................................................................................................ 30
6B.7 Example 4 Altimeter Check.......................................................................................................... 30
6B.8 Flight Plan.................................................................................................................................... 30
SECTION 7: ENGINE MONITOR .................................................................................................................. 31
7.1 Engine Lean.................................................................................................................................... 31
7.2 Engine Data.................................................................................................................................... 31
7.3 Engine Page Settings ..................................................................................................................... 32
SECTION 8: SETTINGS MENU — GENERAL SETUP....................................................................................... 33
8.1 General Setup ............................................................................................................................... 33
8.2 Serial Port Settings ....................................................................................................................... 35
8.3 Analog Function Settings ............................................................................................................... 35
8.4 Settings Values (for Display Unit 1)............................................................................................... 35
8.5 Settings Values (for Display Unit 2)............................................................................................... 37
8.6 Adjusting Autopilot Response ....................................................................................................... 38
8.7 Gain Adjustments........................................................................................................................... 38
SECTION 9: SETTINGS MENU — PRIMARY FLIGHT DISPLAY....................................................................... 39
9.1 Primary Flight Display Settings...................................................................................................... 39
9.2 Data Box Values Available ............................................................................................................. 40
9.3 Labels Available............................................................................................................................. 40
Table of Contents
III
SECTION 10: SETTINGS MENU — MOVING MAP......................................................................................... 41
10.1 Moving Map Settings ................................................................................................................... 41
SECTION 11: SETTINGS MENU — GRAPHICAL ENGINE DISPLAY................................................................. 42
11.1 Graphical Engine Display Settings ............................................................................................... 42
SECTION 12: SETTINGS MENU — ENGINE LIMITS...................................................................................... 45
12.1 Engine Limits:....................................................................................................................................................................................45
SECTION 13: SETTINGS MENU — DISPLAY UNIT MAINTENANCE................................................................ 48
13.1 Display Unit Maintenance . .......................................................................................................... 48
SECTION 14: SETTINGS MENU — AHRS MAINTENANCE.............................................................................. 49
14.1 AHRS Maintenance ...................................................................................................................... 49
SECTION 15: CALIBRATION ....................................................................................................................... 50
15.1 Altimeter Calibration .................................................................................................................. 50
15.2 Magnetometer Calibration .......................................................................................................... 51
15.3 Magnetometer Status.................................................................................................................... 52
15.4 Magnetic Heading Accuracy ......................................................................................................... 52
15.5 Multiple AHRS ............................................................................................................................. 52
15.6 Dual AHRS . ................................................................................................................................. 52
15.7 True Airspeed and Wind Calibration ........................................................................................... 52
15.8 Flap/Trim Calibration . ................................................................................................................ 53
15.9 Post Installation Checkout Procedure ......................................................................................... 53
15.10 Fuel Flow Totalizer Calibration ................................................................................................. 54
Table of Contents
IV
APPENDIX A: SPECIFICATIONS . ................................................................................................................. 55
Physical . ............................................................................................................................................. 55
Power . ................................................................................................................................................ 55
Interfaces............................................................................................................................................. 55
APPENDIX B: MOUNTING DIAGRAMS.......................................................................................................... 56
APPENDIX C: MAGNETOMETER................................................................................................................... 57
APPENDIX C: AHRS..................................................................................................................................... 58
APPENDIX D: SERVO/POSITIOn SENSOR..................................................................................................... 59
APPENDIX E: FAQ’s .................................................................................................................................... 60
APPENDIX F: TROUBLESHOOTING ............................................................................................................. 63
APPENDIX G: FACTOIDS.............................................................................................................................. 64
Rules for NAV Mode ............................................................................................................................ 64
Rules for Synthetic Approach Mode .................................................................................................... 64
Transitioning from Enroute to Synthetic Approach ............................................................................. 64
Automatic Runway Selection . .............................................................................................................. 64
Manual Runway Selection . .................................................................................................................. 64
APPENDIX H: WIRING LIST AND PORT SETTINGS....................................................................................... 65
APPENDIX I: ARINC-429 CONNECTOR........................................................................................................ 66
Nine pin connector on EFIS.................................................................................................................. 66
GLOSSARY.................................................................................................................................................. 67
Table of Contents
FORWARD
by Mike Casey
I have added new sections to this manual:
• This FORWARD
• SECTION 6B GPS SUGGESTIONS TO GRT
• APPENDIX G: WIRING LIST AND PORT SETTINGS (I strongly recommend that you follow
this when wiring your EFIS. Not because it is better, but because it will give all of us a standard
by which we can compare notes).
• GLOSSARY
My knowledge of this EFIS was obtained by spending many days sitting in my hangar, in the cockpit
and playing with the EFIS buttons. I could not have accomplished this without a re-emitting GPS.
The problem was that inside my heated metal hangar the GPS signal couldn’t be received. A re-emitting GPS was the answer. It picked up the GPS signal on the outside of the hangar and re-transmitted it
inside the hangar.
The unit I have is GPS Reradiator RA-46 which you can order at http://mobilegpsonline.com for about
$90.
The unit plugs into a 12V cigarette lighter. So you will probably want to get a 110V AC to 12V DC adaptor from Radio Shack.
Radio Shack Model: 22-505 and Catalog #: 22-505.
My Experience:
• Electronics Technician in the Navy
• BS-EE from New Mexico State University
• Instrumented Rated Private Pilot with 1,000 hours
• I have built an RV-7A with an Eggenfellner Subaru engine and the following avionics: SL-30,
Dual GRT EFIS with weather, GPS, ARINC-429. The autopilot is a TRU-TRAK II VSGV.
Manual Conventions
Indicates that an item has been updated. Inserting new items may change the table of contents and page numbers. I will not alert you to that.
Throughout the manual you may see { } or ____. This is used to indicate the settings I have made on
my EFIS. I am learning the same as you, so use my setting with caution.
Please eMail any corrections or suggestions to:
[email protected]
Forward
SECTION 1: INTRODUCTION
NOTE: This manual is incomplete at this time. Most, but not all data contained within is accurate. This manual reflects the operation of EFIS software version 29 and AHRS software version .22 or later. Some differences may be observed when comparing the
information in this manual to other software versions. Copyright © 2001- 2006 Grand Rapids Technologies or its subsidiaries.
All rights reserved.
1.1 Revisions
Revision
A
Change Summary
Extensive Changes
Revision
A
Date of Revision
12-20-06
Change(s)
Extensive
Welcome to Grand Rapids Technologies’ EFIS Horizon! In this first section we will cover the Standard Horizon package, powering the Horizon,
and give an overview of the different display pages.
1.2 Accessories and Packing List
Before installing the EFIS Horizon, Series 1, please check to see that the package includes the following items. If any parts are missing or damaged, please contact GRT, Inc. or your dealer immediately.
Standard Package
Multi-Function Display (MFD) Unit Air Data, Attitude, Heading, Reference
System (AD/AHRS) Magnetometer Wiring Harness USB Memory Stick User’s Guide and Reference Manual
Multi -Display Package
In addition to the standard package, multiple display unit packages contain:
Additional display unit(s) Engine Information System (EIS) Computer Four (4) Exhaust Gas Temperature (EGT) Probes Four (4) Cylinder
Head Temperature (CHT) Probes Oil Temperature Probe Oil Pressure Probe
• NOTE: The current software version comes installed from GRT, Inc. Any product or software updates can be found on the Grand Rapids
Technologies, Inc. website at
www.grtavionics.com
Copyright © 2001- 2006 Grand Rapids Technologies or its subsidiaries. All rights reserved.
Introduction
SECTION 2: PRIMARY FLIGHT DISPLAY (PFD)
2.1 Power Up
2.2 Inflight Power-Up
The EFIS Horizon will turn on once power is supplied via an avionics master switch. It will determine if the aircraft is in on the ground or in flight.
An In-Flight power-up occurs when the following is true:
When an Aircraft On Ground (AOG) and, power-up occurs, the startup
screen will show software and navigation database version and EFIS system
status shown in Figure 2.1.
EFIS HORIZON Power Up
EFIS HORIZON Software Integrity Check: PASS
EFIS HORIZON Software Version: 29d: 2006-12-01
AHRS Software Version: 0.23
Navigation Database Integrity Check: PASS
Navigation Database Date: 2006-1-23
AHRS Communication Check: OK
GPS Communication Check: OK
Inter-Display Communications: OK Primary
• Airspeed greater than 50 mph and/or GPS-reported groundspeed
greater than 25 mph.
An In-Flight power-up will result in the display unit showing the same
screen as was selected when the display unit was last powered down. The
startup screen will not show.
2.3 AHARS
The AHRS is subject to an angular rate maximum of 200 deg/second. If
this limit is exceeded, the AHRS Unreliable message will be displayed. The
air data (airspeed and altimeter) will remain valid however, attitude data
will not be.
The AHRS may take up to 180 seconds to align during initial startup. During this time the aircraft should remain motionless. The Align message will
show on the screen with the time remaining for alignment.
Speed/Distance Units: Knots, nautical miles
ACCEPT
Figure 2.1 Startup Screen
To acknowledge the database information: Press the button [ACCEPT]
Note: The accept button is the white button with the word [ACCEPT]
showing on the screen above it.
Once acknowledged the factory default screen appears as shown on the
following page.
Primary Flight Display (PFD)
Figure 2.2 Labels
2.4 Knobs and Buttons
The EFIS Horizon Series I system is designed to make its use and operation
simple. The left and right Knobs and the five white Buttons are used to access the many features of the EFIS. Menu Option Labels show functions for
each knob and button.
Knobs
The Left and Right black knobs have two motions, rotary and push.
These provide particular menu options on different pages.
Examples:
Buttons
There are five white buttons. Pressing any button will display the corresponding [Labels] for that page.
Labels
Labels are blue boxes over the knobs and buttons. The labels will be
different for different pages.
When a Button is pressed the Label will appear then disappear after 5
seconds, unless another button is pressed.
When the Left Knob is pressed the Label will remain until the [Next]
or [Exit] Button is pressed.
• Rotate the left knob to set the heading.
• To adjust the display brightness, press the left (DIM) knob twice
and then rotate it. To state this another way, repeatedly press the
left knob until (DIM) is highlighted. Then rotate it.
• To adjust the altimeter setting rotate the right knob.
• To set the Altitude bug, repeatedly press the right knob until (ALT)
is highlighted then rotate the knob.
2.5 Messages
2.6 PFD Page And Split Screens
From time to time you will receive an unexpected message on the screen.
The following is how to deal with the message. Let’s suppose the screen
displayed the following message:
The EFIS Horizon PFD page is the first and main page used during flight.
AUX 4 (Fuel Pressure) TOO LOW
SHOW
HELP
ACK
Exit
INHIBIT
Figure 2.3 Menu — PFD
To View - [automatic]
• [SHOW] — pushing and holding the [SHOW] button will display
the engine menu so that you can view the alarm source.
• [HELP] — pushing and holding the [HELP] button will display a
help banner.
• [ACK] — momentarily pressing the [ACK] (Acknowledge) button
will make the message go away. As long as there is a message to be
acknowledged you won’t be able to change screens or do much of
anything else.
Figure 2.5 Full PFD Screen
Pressing any button will bring up the following display for 5 seconds. Pressing the left knob will bring up the following display and keep it up until the
[Next] or [Exit] button is pressed
Repeatedly press the left [PFD] button and you will notice the displays
change as shown in figures 2.7 through figures 2.9.
NAV
MODE
• [INHIBIT] — Let’s suppose that you [ACK] the above message
but the fuel pressure remains too low. The message will return
after each acknowledgement. Pressing [INHIBIT] gets around the
problem. Pressing [INHIBIT] will bring up the following menu:
DIM
AUX 4 (Fuel Pressure) TOO LOW
FLIGHT
15
MIN
1
MIN
PFD
MAP
ENG
GPS1
GPS2
NAV
Next
To View - [any button]
NO
INHIBIT
To View - [INHIBIT]
• [FLIGHT] will make the message go away for the entire flight.
• [15 MIN] will make the message go away for 15 minutes.
• [1 MIN] will make the message go away for 1 minute.
• [NO INHIBIT] will exit the inhibit page.
P
Figure 2.7 Split Screen
PFD/Map Heading-Up
10
ALT
VRATES
Repeatedly pressing the [NAV MODE] button allows the user to highlight
(choose) a navigation source. The chosen source is the one that is highlighted.
Pressing and then rotating the right hand knob will allow the user to set
an altitude and climb rate. This information will be used by the autopilot
to climb or descend to a preset altitude. See: Section 3: Autopilot Coupling
Press [Next] to display the following menu:
DIM
PFD/Map HSI
LAT
A/P
HDG
NAV
Vert
A/P
AUTO
VS
ASPD
VNAV
ARM
OFF
LOC
LOC-REV
ILS
SAP
ARM
OFF
Next
ALT
VRATES
Figure 2.11 Menu — PFD Output to Autopilot
To View - [any button] [Next]
See Section 3: Autopilot Coupling
2.8 Instrument Approach Submenu
Pressing [NEXT] in Figure 2.11 will bring up Figure 2.12.
DIM
ENG
SET
PRESET
ALT
SET
MENU
Next
ALT
VRATES
[SET DA] sets the Decision Height MSL for an instrument approach. The
Altitude AGL will blink Red when below DA. AGL altitude can be seen
in Figure 2.17 and is 963 feet.
NAV
MODE
MAP
7300
To View - [any button] [Next] [Next]
Press the left knob and you should see the following menu:
PFD
SET
MISSED
ALT
Figure 2.12 PFD Menu — Set Altitudes
2.7 Menu Overview
DIM
6600
.
PFD/Engine
GPS1
GPS2
NAV
5500
SET
DA
Next
ALT
VRATES
[SET MISSED ALT] This is the altitude that the autopilot will climb the
aircraft to in the event of a missed approach.
[SET PRESET ALT] This is just a reference number set on the PFD which
will have no effect on the autopilot.
To View - (left knob) or [any button]
Pressing [MAP] will take you to the Map pages which will be discussed
under Section 5: Moving Map.
[SET MENU] will bring up the dialog box shown in Figure 2.13. Think of
SET MENU as a preferences menu. This is where you can configure
the EFIS to behave and display in the manner of your choosing.
Pressing [ENG] will take you to the Engine pages which will be discussed
under Section 7: Engine Monitor.
[NAV Mode] shown above, may look different on your EFIS due to the
instruments in your system.
In this example: • GPS1 is the EFIS internal GPS
• GPS2 is an external GPS
• NAV is an SL-30 Nav/Com.
11
2.9 Settings Menu
General Setup
Primary Flight Display
Moving Map
Graphical Engine Display
Engine Limits
Display Unit Maintenance
AHRS Maintenance
Altimeter Calibration
Figure 2.13 Menu — PFD Set Menu
To View - [Next] [Next] [SET MENU]
2.10 Next Submenu
Pressing [Next] in Figure 2.12 will bring up Figure 2.14.
DEMO
PFD
LOCK
DIM
ON
OFF
Status
PLAY
RECORD
OFF
Exit
ALT
VRATES
Figure 2.14 Menu — PFD Sub Menu
To View - [any button] [Next] [Next] [Next]
Pressing [Status] displays:
STATUS
Oil Pressure Too Low
Aux4 (Fuel Pressure) Too Low
AHRS-1: Airspeed Invalid
Figure 2.15 PFD Status Menu
To View - [any button] [Next] [Next] [Next] [Status]
[PFD LOCK] locks the screen in the Primary Flight Display mode.
Note: if you can’t change screens it is probably because this is set
to [On]
[DEMO] allows you to record a flight onto the memory stick supplied with
the EFIS, and later play that flight back into the EFIS.
[Exit] returns back to the PFD.
12
2.11 Detail View of The PFD
Figure 2.16 PFD
The following is a description of some of the PFD items:
•
•
Flight Track Marker (FTM) is shown at the top of the page
under GPS Track.
indicates that the FTM may be in error.
•
The GPS Course as shown at the top right corner of the
above screen is hollow. This is because the course to the selected
waypoint is off the screen.
•
Aligning the Flight Track Marker below this Course marker
will result in a ground track directly to the waypoint.
•
Heading Bug. A hollow heading bug as shown at the top
right of the screen indicates that bug is out of view. This is because
the heading selected at the bottom left is 247° which can’t be
displayed. The wind is from 356° at 33 Knots.
The user can set-up what information is to be displayed in the black (User
Selectable Data Fields) at the bottom of the screen. You would choose
this information under [SET MENU]. See Section 9
Tip: The heading bug can be moved to the current heading by
simultaneously pressing both Knobs.
• The Engine RPM is 2190.
• Altimeter is set to 29.89 by the right hand knob.
• The Course Deviation Indicator at the bottom of the screen is
deflected to the left.
• The transition from green to yellow on the airspeed tape shows that
the Maneuvering speed is 125 MPH.
• The Airspeed Trend shows a decreasing airspeed.
• The ground speed is 141 mph.
• The white bar next to the altitude tape shows that the aircraft is
climbing at 1000 fpm.
13
Figure 2.17 PFD Synthetic Approach
2.12 Understanding The Primary Flight
Display
A few facts you can observe from Figurer 2.17:
• HDG (heading) is 284°
2.13 Synthetic Approach SAP
Information for the Synthetic Approach comes from either an internal or
external GPS. The SAP provides altitude and heading information just like
an ILS.
Figure 2.17 shows the PFD view of a synthetic approach. At the top left
you can see that this is a synthetic approach being made to KGRR airport,
runway 26R.
• Indicated Air Speed is 76 Knots
• True Airspeed is 78 Knots
The synthetic approach is flown by simply maneuvering the aircraft so
that the FPM (Flight Path Marker) is in the center of the smallest box.
The boxes will appear to be three dimensional and to zoom out toward the
pilot.
• Altitude is 1750 ft. MSL
• Altitude 963 ft AGL
• Wind is 320° at 30 Knots
• Altimeter is 29.92
• The aircraft is 3 nautical miles from the airport
• RPM is 2200
• Manifold Pressure is 24.0 inches
• Altitude bug is set to 2500 ft and is out of view.
Note: The left knob sets the Heading bug and the right knob sets
the Altitude bug.
14
2.14 Primary Flight Display Details
2.17 Heading
The PFD page consists of the basic flight instruments which are arranged
as follows:
The Heading Tape shows
GPS ground track. Its position relative to the
heading scale indicates the current ground track.
• Artificial Horizon in the center
Also on the Heading Tape is
indicating the bearing to the GPS
waypoint. Aligning the ground track indicator with this indicator will result
in a ground track directly to the waypoint.
• Airspeed Tape on the left
• Altimeter Tape on the right
• Heading Indicator along the top
• Vertical Speed Indicator next to the Altimeter.
You should also notice the:
• Pitch Ladder and Bank Angle Indicators in the center of the screen
• Trim/Flap Indicator in the lower left (under the Airspeed Digital
Display).
To finish the basic PDF page there are five boxes which display:
If in Figure 2.11 under [LAT A/P] you choose [HDG] the indicators will be
white. If you choose [NAV] the indicators will be red.
When a strong cross-wind component results in a ground track that differs
from heading (drift angle) by more than 30 degrees, the ground track
triangle becomes hollow to indicate it is “display-limited”. Simultaneously,
the waypoint bearing indicator also becomes hollow. The relative position
between these two indicators remains accurate, allowing the pilot to align
these two indicators to achieve a ground track directly to the GPS waypoint
in the same manner as if they were not display limited.
When the ground track indicator is display-limited, the flight path marker
and ground-referenced symbols (runways and obstacles) are artificially
shifted so that they remain on the screen, but in such a way that their position relative to each other is correct. This allows these items to be visible on
the screen no matter how large the drift angle.
• Ground or True Airspeed-upper left
• NAV Mode Status — upper left
• Heading Select — lower left
• Altitude Selected — upper right
• Altimeter/Baroset Setting — lower right
2.15 Artificial Horizon
The Artificial Horizon is just that, a pictorial representation of the earth’s
horizon. The blue portion represents the sky; the brown portion represents
the ground.
A portion of the artificial horizon is the Pitch Ladder. It depicts pitch angle
of the aircraft in relation to the horizon.
The Flight Path Marker, shown in Figure 2.16 depicts the aircraft’s flight
path. The FPM will appear to float about the display as the aircraft pitches
and rolls. This movement is most evident in strong crosswind or unusual
attitudes.
CAUTION: When the ground track indicator is hollow, indicating
it is display-limited; the ground track indicated is necessarily
inaccurate. This means that the aircraft’s track over the ground
is not as indicated, and the pilot should be aware of this inaccuracy with regard to obstacle and terrain clearance.
If the waypoint bearing indicator
is off the scale, an arrow will
appear in the upper left or upper right portion of the screen indicating the
direction to turn to achieve a ground track to the waypoint.
The digital representation of the heading is shown below the Heading Tape.
See figure 2.17 and note 284° HDG
You chose [HDG] or [NAV] in figure 2.11.
2.18 Wind Speed/Direction
2.16 Airspeed and Altimeter
The wind speed and direction may be displayed in a variety of formats.
The Airspeed tape shows airspeed and set points for:
The vector representation of wind direction (the arrow drawn on the
screen) shows wind direction relative to the aircraft’s heading.
• stall (Vs),
A wind vector pointing directly up indicates a tailwind and a vector pointing to the right indicates the wind is blowing from left to right.
• flap extenion (Vfe)
• maximum structural cruising speed, (Vno)
• never exceed speed (Vne)
In addition to direction and speed Headwind and Crosswind components
may be displayed as well.
• and three user selectable speed bugs.
The numeric display of wind direction is relative to magnetic north.
The Altimeter Tape shows mean sea level (MSL) altitude in hundreds of
feet. It also shows the Off Route Obstacle Clearance Altitude (OROCA)
which provides obstruction clearance with a 1,000 foot buffer in nonmountainous terrain areas and a 2,000 foot buffer in designated mountainous areas within the United States.
• Yellow — altitude below OROCA
If insufficient data exists for calculations of winds, the wind vector
arrow, and digital data, are blanked (not displayed). Calculated winds are based on GPS ground track and groundspeed,
and heading and airspeed data provided by the AHRS. Accurate winds require accurate magnetic heading and airspeed
data.
• Green — altitude above OROCA
15
2.19 Turn Coordinator
2.24 Reset
The Turn Coordinator is depicted at the top of the pitch ladder and below
the heading window as inverted green triangles. The EFIS Horizon adjusts
the angle of bank required to make a Standard Rate turn (180° in 2 minutes) at a given airspeed. The Turn Coordinator triangles will spread out or
in as the airspeed increases or decreases. The markings indicate 10°, 20°,
30°, 45° and 60° bank angles.
To reset the EFIS Horizon: Press both outside (left and right) buttons
simultaneously for two seconds.
2.20 GPS CDI Display & Slip Indicator
The GPS CDI is located at the bottom center of the screen. It displays the
direction and magnitude of the GPS cross-track error.
The cross-track deviation is represented by the deflection of the bar from
the center of the CDI scale. A deflection to the left indicates the airplane
needs to be maneuvered to the left to get back on course. The center of the
CDI includes a triangle that points up or down to indicate TO or FROM the
GPS waypoint respectively.
Note: FROM indications result in reverse sensing for the deviation
indicator, identical to that of a VOR type CDI indicator. This
allows normal sensing when tracking outbound from a GPS
waypoint.
The deviation bar and TO/FROM indicator are displayed whenever a
DirectTo waypoint is active in the GPS flight plan.
The scaling of the CDI indicator changes automatically from:
• 5.0 nm full scale when enroute
• 1.0 nm full scale in terminal phase (within 30 nm of the destination)
• 0.3 nm during approach phase
Approach phase can be detected by the EFIS only when Aviation
format of GPS data is provided to the EFIS
2.21 Slip Indicator
The slip indicator works just like a water level slip indicator.
2.22 User Selectable Data Boxes
2.25 Warnings
WARNING: Obstacle clearance is not assured in Synthetic Approach Mode.
CAUTION: If any display unit in the chain is inoperable, the display units will not be able to share information. The pilot must
account for this down-graded mode of operation and expect
data will not transfer between displays.
CAUTION: If GPS position data is lost for more than 30 seconds, the EFIS Horizon issues a No GPS Position warning,
and automatically reverts to dead-reckoning using the AHRS
heading, true airspeed, and last known winds, and time. This
data is used to estimate changes in position, which are applied
to the last known GPS position, to give an approximate navigation solution. The accuracy of the dead-reckoning function will
degrade with time depending on the accuracy of this data and
changes in the winds.
CAUTION: Dual Nav radios tuned to Localizer frequencies with
autopilot function ARM engaged will result in the EFIS Horizon
selecting either NAV radio to fly the Localizer.
CAUTION: When the ground track indicator is hollow, indicating
it is display-limited, the ground track indicated is necessarily
inaccurate. This means that the aircraft’s track over the ground
is not as indicated, and the pilot should be aware of this inaccuracy with regard to obstacle and terrain clearance.
There are 8 boxes for user selectable data.
Anything from GPS waypoints to engine parameters may be placed in these
boxes. These data boxes are configured using [SET MENU].
2.23 Fixed Data Boxes
There are 4 fixed data boxes that display:
• Ground speed or true airspeed in the upper left corner
• Heading selection in the lower left corner
• Autopilot altitude selection and status in the upper right
• Altimeter setting (baroset) in the lower right.
The Primary Flight Display Setting Menu allows to you customize
the PFD page. For a description of settings see Section 9 General
Setup.
16
SECTION 3: AUTOPILOT COUPLING
2� Tune the NAV radio to the VOR you wish to track.
In the following examples we will assume that your autopilot is connected
to the EFIS Horizon via the AIRINC-429 data bus. This will give you the
capability of GPSS (GPS Steering) and GPSV (GPS Vertical steering).
When the EFIS is connected to the TruTrak Digiflight IIVSGV autopilot via
ARINC-429 data bus you can expect:
• Horizontal steering using the heading bug
3� In Figure 3.2 choose NAV which will output the SL-30 left, right
course data. Choose [VNAV] which will enable the altitude bug.
4� Put the autopilot in GPSS and GPSV mode (press the left and
right autopilot buttons).
5� Change the VOR radial using the EHSI found on the MAP page of
the EFIS Horizon.
6� Change the Altitude using the right knob.
• Vertical steering using the altitude bug.
3.4 Selecting Navigation Source
• Coupled ILS approaches
From the PFD page pressing any button will bring up the following display
for 5 seconds. Pressing the left knob will bring up the following display
until the [Next] or [Exit] button is pressed
• Coupled GPS approaches
• Coupled Synthetic GPS Approaches
NAV
MODE
3.1 Example 1 — Heading and Altitude Bug
In this example we will fly left and right, up and down using nothing but
the heading and altitude bugs of the EFIS Horizon.
DIM
PFD
MAP
ENG
GPS1
GPS2
NAV
Next
ALT
VRATES
1� In Figure 3.2 highlight [HDG] and [VNAV].
2� Engage the Autopilot
Figure 3.1 Menu — EFIS Input From Navigation Source
3� Put the autopilot in GPSS and GPSV modes (press the left and
right autopilot buttons).
4� Simultaneously press both the left and right EFIS knobs. This
will move the heading bug to your current heading.
[NAV Mode] may look different on your EFIS due to the instruments in
your system.
In this example:
5� Change the heading using the left knob.
• GPS1 is the EFIS Horizon internal GPS
6� Change the altitude using the right knob.
Note: When you change altitude you may be ask for a vertical
rate (Feet Per Minute) or an air speed.
• GPS2 is an external GPS
• NAV is an SL-30 Nav/Com.
Pressing the [NAV MODE] button allows the user to highlight a navigation
source.
3.2 Example 2 — Flying a GPS Course
In this example we will fly a GPS course line and change altitude using the
altitude bug.
1� In Figure 3.1 choose a GPS source. I will choose GPS2 which is
my external GPS.
2� In Figure 3.2 choose [NAV] and [VNAV] which will output the
GPS course data and the Altitude bug data to the Autopilot.
3� Put the autopilot in GPSS and GPSV mode (press the left and
right autopilot buttons). The autopilot should now turn the
aircraft to capture the GPS course.
4� Change the Altitude using the right knob.
3.3 Example 3 — Flying a VOR Course
In this example we will fly a VOR Radial and change altitude using the
altitude bug.
1� In Figure 3.1 choose a NAV as your source. NAV on my EFIS
represents the SL-30 Nav/Com radio.
Autopilot Coupling
17
3.5 Selecting Autopilot Coupling
DIM
LAT
A/P
HDG
NAV
Vert
A/P
AUTO
VS
ASPD
VNAV
ARM
OFF
LOC
LOC-REV
ILS
SAP
ARM
OFF
Next
ALT
VRATES
Figure 3.2 Menu — Output to Autopilot.
To View - [any button] [NEXT]
[LAT A/P] (Lateral Autopilot Coupling) instructs the autopilot to:
• [HDG] follow the heading bug
• [NAV] follow the navigation instrument chosen in Figure 3.1 under
[NAV MODE].
[Vert A/P] (Vertical Autopilot Coupling) instructs the autopilot to:
• [AUTO] (Autopilot) allows vertical steering to be controlled at the
autopilot. This selects preset airspeed for climb and preset vertical
speed for descents.
• [VS] (Vertical Speed) allows the user to set vertical climb and
decent rate in feet per minute (fpm).
• [ASPD] (Air Speed) allows the user to set Air Speeds for climbs and
descents.
• [VNAV] (Vertical Navigation) enables the altitude bug to control
the autopilot. This is selected automatically when a glideslope is
captured.
[ARM] Arms the autopilot for:
• [Off] un-arms the approaches
• [LOC] flying a localizer approach
• [LOC-REV] flying a back-course localizer approach
• [ILS] flying an ILS approach.
[SAP] (Synthetic Approach) instructs the autopilot:
• [ARM] Arms the Synthetic Approach
• [Off] un-arms the Synthetic Approach
Note: Both both the ILS and SAP can be armed at the same time.
But, the LOC/ILS ARM function will override the SAP function.
That means the LOC/ILS could capture, while the SAP would be
display-only. SAP will attempt to display the boxes and height
above the runway, but all commands to the autopilot will use
the LOC/ILS information.
Autopilot Coupling
18
SECTION 4: APPROACHES
All approaches can be hand flown (un-coupled) or coupled to the autopilot
(coupled). In the following examples we will only show coupled approaches
The examples assume GPSS (GPS Steering) and GPSV (GPS Vertical
steering) is available from your Digiflight II VSGV autopilot.
KFTG
35
8000
Hard
PCL
x Wind 0 KTS
KFTG
36
4000
Hard
No Lights x Wind 0 KTS
KFTG
26
8000
Hard
PCL
x Wind 0 KTS
KFTG
08
8000
Hard
PCL
x Wind 0 KTS
KFTG
18
4000
Hard
No Lights x Wind 0 KTS
KFTG
17
8000
Hard
PCL
x Wind 0 KTS
Figure 4.1 Menu — Runways
4.1 Example 1 — Synthetic Approach
The EFIS Horizon uses an internal database and a GPS to calculate a vertical and horizontal approach path (synthetic approach) to a runway. See
section 2.13.
1� In Figure 3.1 choose a GPS source.
Based on the EFIS calculated winds, favorable runways will be
blue and unfavorable runways will be yellow. This may be in
error since the winds aloft are not necessarily the same as the
winds on the ground.
2� The last waypoint on your GPS flight plan must be an airport.
4.2 Preset Altitudes
3� In Figure 3.2 highlight [HDG] and SAP [ARM] then exit the
menu
From Figure 3.2 Press [NEXT]
4� You will be asked to pick a runway as shown in figure 4.1
DIM
5� Rotate the left knob to highlight a runway then press the knob to
select it.
6� You will next see a banner “Check Altimeter Setting”
5500
SET
DA
6600
SET
MISSED
ALT
7300
SET
PRESET
ALT
SET
MENU
Next
ALT
VRATES
Figure 4.2 Menu — Preset Altitudes
7� Note: Any messages must be acknowledged [ACK] before you can
proceed.
To View - [any button] [NEXT] [NEXT]
There are three altitude settings that can be preset:
8� [CHG RWY] After selecting a runway, it may be changed by using
the [SAP] button again.
• [SET DA] sets the Decision Height MSL for an instrument approach. The Altitude AGL will blink Red when below DA. AGL
altitude can be seen in Figure 2.15 and is 963 feet.
10� Put the autopilot in GPSS and GPSV modes (press the left then
the right autopilot buttons).
• [SET MISSED ALT] After the approach is captured, you will see a
[MISSED] button on the PFD. Pressing this button will cause the
autopilot to climb straight ahead to the [SET MISSED ALT].
• [SET PRESET ALT] This is just a reference number set on the PFD
which will have no effect.
12� Use the left knob to change the heading and approach the
extended runway at less than a 45° angle and more than 8 miles
from the runway end. See Figure 4.3
Note: The altitude window will show on the display and blink.
Waiting 5 seconds allows the number to be changed by tens of
feet.
14� When you get near the runway centerline you will see a message
“Synthetic Approach Captured.”
15� At this point the heading and altitude bugs no longer function
and the aircraft is being automatically flown down the synthetic
glideslope and synthetic localizer.
16� You will see a [Missed] button on the EFIS. Press the button if
you wish to make a missed approach. See Section 4.2
If the nav radio is tuned to the ILS frequency while making the
synthetic approach, you can observe the CDI needles superimposed on the PFD.
Approaches
19
4.3 Example 2 — ILS Approach
1� Tune the ILS frequency on nav receiver
2� Highlight [NAV] in Figure 3.1
3� Figure 3.2 highlight [HDG], [VNAV], [ILS] and [Off] SAP
4� Verify that the ILS inbound course is set correctly. The EFIS
Horizon will attempt to set it for you. You can manually set the
course pointer from the map page on the EHSI screen.
6� Put the autopilot in GPSS and GPSV modes (press the left then
the right autopilot buttons).
8� Use the heading and altitude bugs to fly the plane.
9� Use the left knob to change the heading and approach the
extended runway at less than a 45° angle and more than 8 miles
from the runway end. See Figure 4.3
11� The EFIS Horizon will automatically capture the ILS
12� At this point the heading and altitude bugs no longer function
and the aircraft is being automatically flown down the glideslope
and localizer.
13� You will see a [Missed] button on the EFIS. Press the button if
you wish to make a missed approach. See Section 4.2
Approaches
20
Figure 4.3 Synthetic Approach Capture
Approaches
21
Figure 4.4 Synthetic Approach Capture
Approaches
22
SECTION 5: MOVING MAP
5.1 Moving Map Group
The MAP page shows:
• Airports
• Airspace
• NAVaids
• GPS/NAV Course
Figure 5.2 North Up
To View - [MAP]
• Heading Select Bug
• HSI
• NAV mode status
• Wind Direction and Speed
• Weather (optional)
• Traffic (optional)
Pages within the MAP group are selectable by repeatedly pressing the MAP
button. There are 4 MAP pages which are:
• Arc
• North-up
• 360°
Figure 5.3 Map 360°
• EHSI
To View - [MAP]
Figure 5.1 Map Arc View
Figure 5.4 MAP EHSI
To View - [MAP]
To View - [MAP]
The Electronic Horizontal Situation Indicator (EHSI) works just like a
conventional HSI and is displayed in the MAP group.
The Moving Map Display provides a top-down view of the world out to the
user’s selected range and includes the user’s defined data from the settings
menu.
Moving Map
23
5.2 Waypoints and Approaches
User-defined databases are limited to waypoints and airports. The airports
may include up to 3 runways (6 runway ends).
Details page. The Details page will also have weather information
such as METARs, if equipped with the GRT Weather module and XM
subscription.
Approaches to user-defined airports can be selected if the runway end position, elevation, and runway heading are specified.
Waypoints, previous and current, are shown connected via a magenta line.
Subsequent waypoints are shown connected via a white line.
When a DirectTo selection has been made on the GPS, the EFIS
Horizon will create a course line from the planes present position to
the destination.
When in heading select mode, a green line is drawn from the airplane
symbol to the heading bug.
5.3 Map Range (RNG)
To access the DETAILS function:
(Press Left Knob to highlight RNG) (Rotate Left Knob select a range) (Press
Left Knob)
SHOW
RNG
DIM
PFD
MAP
Figure 5.7 Map Details
To View - [Press R-Knob] [Rotate R-Knob] [Press R-Knob]
ENG
Radar
Terrain
None
1� Press the right knob and
2� Turn the knob to select the desired navaid or airport.
3� Press again to select DETAILS
Next
SELECT
DETAILS
5.5 Auto-Tuning (SL30/40)
The EFIS Horizon’s auto-tune feature allows the EFIS to program the
SL30/40 frequencies.
Figure 5.5 Menu — Map
• SEND LIST — sends all the frequencies for an airport.
• SET COM — sends a selected communications frequency
5.4 Selecting Map Details
• SET NAV — sends a selected navigation frequency
When the MAP page is selected, information about navaids and airports in
the database are selectable by pressing the right knob and turning the knob
to highlight desired airport or navaid.
To send a frequency list or set a com or nav:
1� Press any button, followed by MAP
2� Press the right knob to highlight DETAILS.
3� Use the right knob to scroll through the nearest airport or
navaid,
4� Chose the airport or navaid by pressing the knob.
5� Use the sofkeys to SEND LIST, SET COMM or SET NAV
This feature will then program your com or nav with the selected
frequency in the standby mode. To use the standby frequency set
it to active in the nav/com radio.
5.6 XM Weather
XM Weather is an optional feature of the EFIS Horizon. When equipped
the MAP group will show precipitation, lighting, meteorological
conditions, METARs and AIRMETS according to your XM subscription.
(GRT Weather module and XM Weather service required).
Figure 5.6 Waypoint Selection
To View - [MAP]
A yellow line is drawn on the screen from the airplane to the highlighted
item.
While on any Map Page press any button or the left knob to display figure
5.8 Menu.
Details for each navaid or airport, if in the database, are viewable in the
Moving Map
24
5.9 Traffic
SHOW
RNG
DIM
PFD
MAP
ENG
Radar
Terrain
None
Next
SELECT
DETAILS
The MAP group is capable of displaying traffic if a Garmin GTX330
Transponder is connected to the EFIS Horizon. Traffic targets are
displayed as diamonds with direction of flight and separation in
hundreds of feet.
To View - [any Button]
In Figure 5.8 choose [Radar] to display XM weather. Choose Terrain to
show the Terrain data.
Figure 5.11 Traffic
To View - [MAP]
5.10 Terrain
The EFIS Horizon uses the terrain database currently available on the
Grand Rapids Technologies website. Go to www.grtavionics.com/download
for the latest version. The colors displayed correspond to terrain as follows:
Figure 5.9 XM Weather - IFR Conditions
5.7 Range Select
The map view has user selectable range views from 1-1000 miles.
To access the RNG view setting:
1� While on any MAP page press the left knob, the range box will
highlight in yellow and show the current range selection.
2� Turn the knob to the desired viewing range.
5.8 MAP Slew
The MAP Slew feature allows you to move the map without changing
the map scale.
RNG
DIM
NAV
MODE
GPS1
GPS2
NAV
LAT
A/P
HDG
NAV
Figure 5.12 Terrain Illustration
• RED terrain less than 500’ below
• YELLOW terrain is 500’ to 1000’ below
• GREEN terrain is 1000’ to 2000’ below.
SLEW
PLAN
Next
SELECT
DETAILS
• BLACK terrain is more than 2000’ below.
• BLUE Ocean coasts.
• BLUE DOTS terrain data not in memory or has not loaded yet.
Figure 5.10 Menu — Map [Next]
•
To View - [any Button] [Next]
To slew the MAP view:
1� Press [SLEW] followed by [WEST], [EAST], [NORTH] or
[SOUTH]
2� To return to present position press [EXIT]`
Moving Map
25
5.11 Other Menus
RNG
DIM
NEAR
Link data is not currently recorded.
LTG
LOOP
RADAR
ON
OFF
ON
OFF
ON
OFF
5.12 Check Lists
Next
SELECT
DETAILS
Figure 5.13 Menu — Map XM-Weather
To View - [any Button] [NEXT] [NEXT]
• [NEAR] Brings up the menu for the nearest lists. You can select
AIRPORTS, WTHR (weather comm frequencies), NAVAIDS, or
METARS.
• [LTG] turns on or off the lightning on the weather map.
• [LOOP] Turns the radar and lightning loop on and off. The
display holds on to the last 5 radar and lightning updates. You can
use the LOOP function to see the movement and development of
storms.
• [RADAR] Turns on or off the XM-weather. This appears to be a
duplicate since Figure 5.5 also turns on or off Radar.
CHECK
LIST
LOG
BOOK
SET
MENU
STATUS
Next
SELECT
DETAILS
Figure 5.14 Menu — Map Set Menu
To View - [any Button] [NEXT] [NEXT] [NEXT]
• [Check List] the user can write a check list on their home computer and load the check list via the USB memory stick into the
EFIS. See: 5.12
• [LOG BOOK] after a few flights click on this button and the information will be self evident.
• [SET MENU] See Section 8
• [STATUS] See Figure 2.15
Press [NEXT]
DEMO
RNG
DIM
and so on.
There are also codes you can enter, such as :
item CHECK OIL PRESSURE - %25%
item SET BAROSET - %53%
The %code% will be filled in with the current value (or dashed if unavailable). The following is a test version of CHECKLIST.TXT that includes most
of the data codes.
Press [NEXT]
RNG
DIM
You can make a file CHECKLIST.TXT file using the notepad on your
Personal Computer. Save the file as a text file to the USB flash drive. Use
the [IMPORT] function in the [CHECK LIST] to load the checklists into the
display from the USB flash drive. All existing lists are replaced by the new
file. Here’s the format:
list NAME OF LIST #1
item ITEM #1
item ITEM #2
item ITEM #3
list NAME OF LIST #2
item ITEM #1
item ITEM #2
item ITEM #3
PLAY
RECORD
OFF
Exit
list TEST1
item FLAPS - %66%
item AILERON TRIM - %67%
item ELEVATOR TRIM - %68%
item ACTIVE WAYPOINT - %69%
item ESTIMATED TIME TO WAYPOINT - %70%
item RANGE TO WAYPOINT - %71%
item BEARING TO WAYPOINT - %72%
item GROUNDSPEED - %73%
item WIND SPEED - %74%
item WIND DIRECTION - %75%
item NAV MODE - %76%
item A/P MODE - %77%
item VNAV MODE - %78%
item SELECTED HEADING - %79%
item SELECTED COURSE - %80%
item SELECTED ALTITUDE - %81%
SELECT
DETAILS
Figure 5.15 Menu — Map Demo
To View - [any Button] [NEXT] [NEXT] [NEXT] [NEXT]
• [DEMO] allows you to record a flight onto the memory stick supplied with the EFIS, and later play that flight back into the EFIS.
The DEMO function records all data coming into the display no
matter what page it’s on. The only exception is that Display Unit
Moving Map
26
list TEST2
item RPM - %0%
item EGT 1 - %1%
item EGT 2 - %2%
item EGT 3 - %3%
item EGT 4 - %4%
item EGT 5 - %5%
item EGT 6 - %6%
item EGT 7 - %7%
item EGT 8 - %8%
item EGT 9 - %9%
item CHT 1 - %10%
item CHT 2 - %11%
item CHT 3 - %12%
item CHT 4 - %13%
item CHT 5 - %14%
item CHT 6 - %15%
item EIS VOLTS - %16%
item FUEL FLOW - %17%
item EIS TEMPERATURE - %18%
item CARB TEMPERATURE - %19%
item COOLANT TEMPERATURE - %20%
item HOURMETER - %21%
item FUEL REMAINING - %22%
item FLIGHT TIME - %23%
item OIL TEMPERATURE - %24%
item OIL PRESSURE - %25%
item EIS AUX 1 - %26%
list TEST3
item FUEL ENDURANCE - %32%
item FUEL RANGE - %33%
item ENGINE PERCENT POWER - %34%
item EFIS VOLTS 1 - %35%
item ANALOG AUX 1 - %38%
item OAT - %46%
item INDICATED AIRSPEED - %47%
item TRUE AIRSPEED - %48%
item VERTICAL SPEED - %49%
item ALTIMETER - %50%
item PRESSURE ALTITUDE - %51%
item DENSITY ALTITUDE - %52%
item BAROSET - %53%
item AHRS ALIGNMENT - %54%
item AHRS STATUS - %55%
item AHRS ATTITUDE STATUS - %56%
item AHRS ALTITUDE STATUS - %57%
item AHRS ROLL - %58%
item AHRS PITCH - %59%
item AHRS HEADING - %60%
item AHRS SLIP - %61%
item AHRS VOLTS 1 - %62%
item AHRS TEMPERATURE - %65%
Note: Tests 1, 2 and 3 can be a continuous list.
Loading CHECKLIST.TXT into the display:
1� Go to a [MAP] page
2� Push the [CHECK LIST] button
3� Push the [SELECT LIST] button
4� Push the [IMPORT] button
5� The display will look for CHECKLIST.TXT on the USB flash drive
and show the list names.
6� Push YES to accept the new lists or NO to keep your previous lists,
if any.
Moving Map
27
SECTION 6: INTERNAL GPS
1� From Figure 6.3 press the right knob then rotate the knob to
scroll and select PFD
2� Press right knob to turn on or off
6.1 Flight Plan
The EFIS Horizon allows for quick and easy selection of a waypoint for
Direct To navigation or a series of waypoints for flight PLAN destinations.
To use an external source for flight plans:
scroll to External
The PLAN pages, DIRECT –TO and FLIGHT PLAN, allow viewing of:
2� Press right knob to view
• Waypoint Details
3� Press the button labeled [COPY] to copy the external flight plan
to the EFIS Horizon
• PFD On - Artificial horizon, Airspeed, Altitude
• External flight plans
To import a flight plan (any GPS format) from flight planning software on
a USB stick:
• Copying flight plans
• Importing flight plans.
scroll to [Import]
These functions are selectable using the right knob.
SHOW
RNG
DIM
PFD
MAP
ENG
Radar
Terrain
None
3� Press the button labeled LOAD to copy it to the EFIS Horizon
Next
SELECT
DETAILS
Select a waypoint as a destination
To select a waypoint as a destination:
1� From a MAP page, press the right rotary ncoder.
2� Scroll to the desired waypoint.
RNG
DIM
NAV
MODE
GPS1
GPS2
NAV
LAT
A/P
HDG
NAV
3� Press right knob and the waypoint details will show
4� Press NEXT
SLEW
PLAN
Next
SELECT
DETAILS
6� Press MAP to go back to the MAP view. The course to the active
destination is shown with magenta line from the current position.
Figure 6.2 Menu — Map Plan
To View - [any Button] [NEXT]
Del WP
Sel FP
Rev FP
Save
User WP
Clr FP
Insert
Before
Direct
To
Goto
Leg
5� Press ADD WP. The waypoint will be added to the Direct To list
and be the active destination. The active destination is shown
with a white arrow next to it.
Exit
Details
PFD On
External
Copy
Import
Selecting the Nearest Airport
Within the Direct To page are functions which allow for selection of a
nearby waypoint.
To go to the nearest airport do the following:
• Press the right button until [NEAR] appears.
• Press [NEAR] then [AIRPORT]
Figure 6.3 Menu — Map Flight Plan
• Rotate the right or left knob to outline an airport in the list, then
press [ADD WP][Exit][MAP]
To View - [any Button] [NEXT] [PLAN]
To view waypoint details:
Also, instead of choosing [AIRPORT] the user can choose:
1� From Figure 6.3 Press the right knob to select [Details]
• [WTHR] Nearest Weather Frequencies
• [NAVAID] Nearest Navaids
To turn on PFD artificial horizon, airspeed and altitude while in the PLAN
page:
• [METAR] Nearest Metar’s
Internal GPS
28
To select a near waypoint as a destination:
2� To add a new waypoint press NEW
1� Scroll with either knob to the desired waypoint
3� To edit an existing waypoint press EDIT
2� Press GOTO
4� To delete an existing waypoint press DELETE
The selected waypoint is now the active destination in the Direct To
page.
5� To exit the User WP page press EXIT
6.4 Selecting a User Waypoint
6.2 Creating a new DirectTo
Press User WP knob selection from the Direct To or Plan page.
The Plan page also allows you to enter an airport or navaid identifier into
the Direct To page.
When in the FLIGHT PLAN page the left knob controls the following page
functions:
The left knob controls a clear (CLR) function as well as EXIT. The CLR
function removes the letter or number entered and backspaces the
entry.
• delete waypoint (Del WP)
• select flight plan (Sel FP)
• reverse flight plan (Rev FP)
• save flight plan (Save)
The EXIT function exits to the Direct To page.
The right knob controls the NEXT function which moves the cursor
to the next space. The right knob also controls the CREATE function.
This allows you to enter your own latitude and longitude data and
make a User WP.
When selecting an airport or navaid the EFIS Horizon will automatically ask for the ICAO prefix identifier K (for North America) for the
airport if it is required. If one has been entered but is not required the
EFIS Horizon will suggest removing only the prefix identifier. A right
knob selection, REM K will show. Similarly, if the prefix identifier K
has been left off, the EFIS Horizon will suggest adding it. A right knob
selection, ADD K will show.
To add or remove the prefix identifier:
Scroll to ADD K or REM K to add or remove K for the identifier.
• user waypoint selection (User WP)
• clear flight plan (Clr FP)
When a waypoint is selected on the Flight Plan button labels will appear.
They are:
• Insert Before — will put the waypoint entered in front of the current selected waypoint.
• Clear FP — will clear the plan from the screen.
• Direct To — set a waypoint in the flight plan as the active Direct
To destination.
• Goto Leg — will cause the EFIS Horizon to fly the next leg to the
selected waypoint, skipping previous legs
To create a NEW GOTO:
Press NEW GOTO from the Direct To page
1� Use the alpha-numeric buttons to enter the identifier for the
airport or navaid.
2� Press the appropriate button to select the letter or number.
3� Press ENTER when complete
Note: When pressing multiple times in the same column the cursor
moves to the next letter in that column. When pressing a different column button the cursor automatically moves to the next
space in the identifier field.
The EFIS Horizon PLAN will add it to the DIRECT -TO page or
FLIGHT PLAN page.
6.3 Creating User Waypoints
You may also choose from user defined waypoints.
To create a User WP:
1� Press User WP
Internal GPS
29
SECTION 6B GPS SUGGESTIONS TO GRT
6B.2 Find
The following is used to find a navigation waypoint.
While on a MAP page press any button and Figure 6B.3 should display.
A message to:
Grand Rapids Technology
I have tried for over one year to use the GRT internal GPS. I have found its
user interface to be so convoluted that I have given up.
I would be very happy with a user interface which could only do a DirectTo.
SHOW
RNG
DIM
PFD
MAP
ENG
Radar
Terrain
None
Next
SELECT
DETAILS
Exit
SELECT
I suggest that GRT abandon the Flight Plan mode at this time and focus on
making the worlds best DirectTo user interface.
I think that the users will find my following suggestion easy and intuitive
to use. Many of you may have even better ideas.
Personally I think the GRT EFIS is an overall wonderful product. I just
can’t use the Internal. GPS.
Mike Casey
6B.1 DirectTo Nearest Airport
During an emergency the pilot has her hands full and doesn’t need his
head buried in the cockpit trying to find a nearby airport.
From any page (PFD, Map, ENG) simultaneously press the two most right
hand buttons.
A list of airports within 100 nautical miles will appear. The list is sorted so
that the nearest airport is at the top of the list.
Identifier
KFTG
KDEN
KBLK
Distance
3.5
8.2
9.1
Bearing
240°
245°
233°
Figure 6B.3 Menu — Map
Press [Next] to view Figure 6B.4
FIND
Current
Airports
VORs
NDBs
Intersections
Cancel
Navigation
Figure 6B.4 Menu — Map [NEXT]
6B.3 Example of Choosing A Waypoint Type
From Figure 6B.4 you can choose the following type of destination:
• (Current) — this would be the waypoint you are currently
navigating to. Current will be gray if you are not navigating to a
waypoint.
• (Airport) — you can choose an airport
Figure 6B.1 Nearest GoTo
• (VOR) — you can choose a VOR
To View - [two right most buttons]
• (NDB) — you can choose an NDB
DirectTo
Cancel
Scroll
• (Intersections) — you can choose an aviation intersection
Rotate the left knob to highlight an item then press the left knob to select
the highlighted item.
Figure 6B.2 Nearest GoTo
Or rotate the right knob to highlight an airport on the map then press the
right knob to select the airport.
To View - [two right most buttons]
Rotate the right knob to highlight an airport.
Note: A banner will appear and display the length of the longest
runway at the highlighted airport.
Artificial horizon, Airspeed, Altitude will also be displayed.
Press [DirectTo] and a course line will be drawn on the map from the present position to the selected airport.
[Cancel Navigation] — this would cancel navigation to an existing
waypoint. It really isn’t necessary to cancel navigation since navigating DirectTo a new waypoint automatically cancels navigation to a
previous waypoint.
6B.4 Example 1 Current
We will assume that you chose Current in Figure 6B.4.
Note: Current would be grayed out unless you are currently
navigating to a waypoint.
Suggested Internal GPS
30
RNG
DIM
KFTG
KFTG
DirectTo
Details
Previous
Exit
KFTG
KFTG
DirectTo
Details
Previous
Exit
Figure 6B.5 Menu — Map Current
Figure 6B.8 Select a Waypoint
To View - [any Button] [NEXT] [FIND] [Current]
To View - [any Button] [NEXT] [FIND] (SELECT)
In this example we are assuming that you are currently navigating to the
airport KFTG.
If you press the Details button the EFIS will display the details for
KFTG.
But, let’s suppose that you are navigating to KFTG and you see a thunderstorm ahead. You navigate around the storm and you are now 10
miles off course. By pressing [DirectTo] the EFIS will plot a new course
from your present position to KFTG.
6B.5 Example 2 Airport
Airport
Airport
Nearest Identifier
• [DirectTo] will plot a course on the map from the present position
direct to KFTG airport.
• [Details] will show the details page of KFTG airport.
• [Previous] will return to Figure 6B.4
6B.7 Example 4 Altimeter Check
Suppose you are near Kansas City and you are flying DirectTo KFTG in
Colorado as shown in one of the examples above. Bring up the menu
shown in Figure 6B.4
FIND
Current
Airports
VORs
NDBs
Intersections
In this example assume that you chose Airport.
RNG
DIM
RNG
DIM
Cancel
Navigation
Exit
SELECT
Exit
Figure 6B.9 Menu — Map Type
Figure 6B.6 Menu — Map (Airport)
To View - [any Button] [NEXT] [FIND]] [Airport]
Now you will choose the easiest method for you to select the Airport.
• Nearest — this will give a list of airports near your present position, the same as Figure 6B.1
To View - [any Button] [NEXT] [FIND]
Choose (Airports) under FIND.
RNG
DIM
Airport
Airport
Nearest Identifier
Exit
• Identifier — allows the pilot to key in an airport identifier
Let’s assume you have selected KFTG by one of the above methods.
Up to this point we have merely selected a waypoint, we haven’t
decided what to do with it.
RNG
DIM
KFTG
KFTG
DirectTo
Details
Previous
Exit
Figure 6B.7 Select a Waypoint
To View - [any Button] [NEXT] [FIND] [Airport]
Figure 6B.10 Menu — Map (Airport)
To View - [any Button] [NEXT] [FIND]] [Airport]
Now press [Nearest]
Choose from the list one of the airports near your Kansas City position.
Now press [Details]
Find the ATIS frequency and listen for an altimeter report.
Note: what we are showing with Example 4 is that while you are
DirectTo a waypoint you can find details of any other waypoint.
• [DirectTo] will plot a course on the map from the present position
direct to KFTG airport.
6B.8 Flight Plan
• [Details] will show the details page of KFTG airport.
I will wait to see what GRT comes up with before specifying this.
• [Previous] will return to Figure 6B.6
6B.6 Example 3 Highlight Airport
Note: The difference between a Flight Plan and DirectTo is:
• A Flight Plan has a name and may have many waypoints. Flight
Plans are stored for use now and in the future.
Assume that in Figure 6B.4 you rotated the right knob to highlight KFTG
• DirectTo has a single waypoint and is a course plotted from the
Airport then you pressed the right knob.
current position to a destination.
Suggested Internal GPS
31
SECTION 7: ENGINE MONITOR
The EFIS Horizon ENG page displays engine parameters in a variety of user
selectable graphics including the following:
• Revolutions per Minute (RPM)
• Manifold Pressure (MAP)
• Oil Temperature/
• Oil Pressure
• Voltage
• Cylinder Head Temperature
Figure 7.3 EGT Page-LEAN Off
• Exhaust Gas Temperature
With the [LEAN] function on the ENG/EGT page shows the first cylinder
to peak surrounded by a white box. The last cylinder to peak is shown in a
green box. The [LEAN] function will show the cylinders peak from first to
last and their temperature difference from that point in time.
• Fuel Flow
• Fuel Pressure
• Coolant Temperature
The numbers then shown are the current temperatures near peak or negative (-) representing the difference from peak.
• Carburetor Temperature
• Turbine Inlet Temperature
• N1/N2
• Lean Function
Repeatedly pressing the [ENG] button will switch between the Engine page
and the Engine/Map page shown in Figure 7.1.
Figure 7.4 EGT Page-LEAN On
The [NORM] function shows the difference between the cylinder temperatures from the time the NORM function is pressed.
7.2 Engine Data
Figure 7.1 Engine Data and Map
The Engine Monitor Display provides a graphical representation of the information from sensors attached to the Engine Information System (EIS).
In this section we will show you the different pages and leaning function.
7.1 Engine Lean
LEAN
FUEL
DIM
PFD
MAP
ENG
LEAN
NORM
OFF
Next
FUEL
DIM
Data
Temps
EGT
Hist
Bars
Stats
Dials
DEMO
Set
Menu
Status
Play
Record
Off
Exit
Figure 7.2 Menu Lean
To View - [any Button] [ENG]
Figure 7.5 Menu Lean
Within the the Engine page you may also select what data you would like
to view as standard. Those page views are:
Engine Monitor
32
• Temps — Figure 7.6
• EGT — Figure 7.3 and 7.4
• History — Figure 7.7
• Bars
• Stats — Figure 7.8
• Dials — Figure 7.9
Figure 7.9 Engine Dials
The Engine Dials page allows certain parameters to be viewed in a dial
format.
7.3 Engine Page Settings
There are two Setting Menus for the Engine Monitor Display page. The first
is the Graphical Engine Display menu. It provides settings to customize the
bar graphs and dials on the ENG page. See Sections 11 and 12
Figure 7.6 Engine Monitor Temperatures
7.4 Fuel Totalizer
You usually set the fuel quantity (the total fuel in all tanks) after a fill-up.
To access the Total Fuel function you must be on the [ENG] page:
Press the left knob and you will get Figure 7.2
Press the left knob again
FUEL
DIM
Figure 7.7 Engine History
The Engine History page provides 30-240 user selectable seconds of CHT
and EGT history
OK
40.0
42.0
ADJ
Figure 7.10 Menu Fuel
To View - (Press Left Knob) (Press Left Knob)
Rotate the left knob to highlight a selection. In this example highlight
ADJ then press the knob.
Now rotate the left knob to represents the total fuel onboard.. Press the
left knob to set the amount.
The Fuel label will show the following:
• OK — no changes will be made
• Total fuel onboard
• (Preset number) See section 11, item 100
• ADJ
Figure 7.8 EGT Engine Stats
The Engine Stats page provides a quick reference area for a number of different user definable parameters.
Preset Number is a preset fuel total. The preset fuel total is set-up in
the Graphical Engine Display [SET MENU]. See Section 11
Example: My aircraft holds a total of 42 gallons. So under [SET
MENU] I entered 42. And now, every time I fill-up the number 42 is
waiting for me to select. I don’t need to use ADJ.
Engine Monitor
33
SECTION 8: SETTINGS MENU — GENERAL SETUP
8.1 General Setup
The General Setup allows the setting of equipment inputs and outputs and
units of measure.
To find the Settings Menu:
1� Press any button or knob
2� Press [NEXT] (more than once may be required)
3� Press [SET MENU]
4� Use either knob to scroll to General Setup
5� Press the knob to select
Figure 8.1 Settings Menu
To access am item:
1� Rotate then Press either knob when the Settings Menu item you
wish is highlighted.
2� Then repeat the process to select an item within a menu
Note: Not all fields are user selectable. If field is not user selectable
the value will not change.
To change a value:
1� Press either knob.
2� Turn knob to change value
3� Press knob to set
The Table 8.1 lists the input and output description for each setting.
NOTE: It is highly desirable to provide each display unit with its own
connection to each source of data if possible, and not use the interdisplay link. This increases the redundancy of the system, and reduces
the amount of lost function in the event a display unit becomes
inoperative.
See Also: Appendix H
General Setup
34
Inter - Display Link Menu
Setting
Selections
Description
Inter-Display Link ID
Auto/Primary/
{Auto (2)}
Set one display unit to “Primary”, all others to “AUTO”. The numeric entries force the display
unit to a particular “address”, and may be useful for troubleshooting, but should otherwise
not be used.
Valid Frames Received
{counting number}
Will be continuously changing when the inter-display unit link is operating correctly. (Not a
user setting.)
Compare Limits
Yes/No {Yes}
“Yes” allows the display units to compare limits, and prompt you to correct mis-matching
limits between display units. Normally limits are automatically transmitted between display
units when updated by the pilot.
Send EIS Data
Yes/No {Yes}
Send Analog Inputs
Yes/No {No}
Select “Yes” only if a display unit has analog inputs wire to it that other display units do not
have.
Send SL30-1 Data
Yes/No {Yes}
Select “Yes” if an SL30 is used as nav/com radio 1, and a different display unit is providing the
serial output to the radio.
Send SL30-1 Commands
Yes/No {Yes}
Send SL30-2 Data
Yes/No {No}
Send SL30-2 Commands
Yes/No {No}
Send SL40 Commands
Yes/No {No}
Select “Yes” if an SL40 is used as a com radio, and a different display unit is providing the
serial output to this radio.
Send GPS Data
Yes/No {Yes}
Select “No” unless another display unit is not provided with GPS serial data. Normally all
display units should be wired to the GPS serial data output.
Send ARINC Data
Yes/No {No]
Set to “Yes” only if this display unit includes an ARINC 429 module, and other display units do
not include this module.
Send Demo Data
Yes/No {Yes]
“Yes” is preferred, as it allows all display units to show the demo data being re-played from
any other display unit.
Table 8.1 Table of Interlink Display Settings
See Also: Appendix H
Note: ____ indicates settings for Display Unit 1 and { } indicates settings for Display Unit 2.
General Setup
35
8.2 Serial Port Settings
• Aux (EIS Compatible)
There are six serial ports which can be configured for any of the functions listed below. The function of the port, and the baud rate, must be set
correctly according to the equipment wired to the port. The default settings
correspond to the recommended wiring described in the installation and
cable description documents.
• Flaps
Note: A suggested wiring list and port settings can be found in Appendix H.
NOTE: When both the analog, and serial outputs from a navigation receiver are wired to the EFIS, the EFIS will use, in order of
priority:
Serial Port Input/Output Functions
• ARINC 429 serial data
• Aileron Trim
• Elevator Trim
• Page Flip – allows remote switching between pages
• Off
• RS-232C serial data
• AHRS-1or 2
• Analog data
• EIS (Engine Monitor)
8.4 Settings Values (for Display Unit 1)
• GPS NMEA0183 1 or 2
• GPS Aviation/MapCom 1 or 2
1� Inter-Display Link | (Change to Activate menu) see table 8.1
• SL-30 1 or 2
2� ARINC Module Connected | YES
• Sl-40
3� ARINC Receive Rate | Low
• Display-Unit Link
4� ARINC Transmit Rate | Low
• Weather
5� ARINC Input Counter | counting A:0 B:0
6� Serial Port 1 Rate | 9600
If you’re using more than one radio or GPS use the 1 or 2 settings.
For example:
7� Serial Port 1 Input | SL30-1
• If you have two radios 430 and SL30, the 430 will be the number 1
radio and the SL30 will be the number 2 radio
8� Serial Port 1 Output | SL30-1
• set accordingly, GPS Aviation/Mapcom 1 for the 430 and SL-30 2
for the SL30.
10� Serial Port 2 Rate | {115200}
Serial Port Rate:
110 / 600 / 1200 / 2400 / 4800 / 9600 / 14400 / 19200 / 38400 / 56000
/ 57600 / 115200 / 128000 / 25600
NOTE: The devices connected must match or be able to work with
the baud rate set.
9� Serial Port 1 Input Counter | counting
11� Serial Port 2 Input | Weather
12� Serial Port 2 Output | Off
15� Serial Port 3 Input | Display-Unit Link
16� Serial Port 3 Output | Display-Unit Link
Serial Port Input Counter
This counter increments when any data, valid or invalid, are received.
This function is useful for verify an electrical connection to the port is
providing data.
19� Serial Port 4 Input | EIS/Engine Monitor
20� Serial Port 4 Output | Fuel/Air Data (Z Format)
8.3 Analog Function Settings
In addition to serial ports the EFIS Horizon has eight analog inputs.
Each input can have any of the following functions:
• Off
23� Serial Port 5 Input | NMEA0183 GPS2/GlobalPositioning
• ILS Tuned 1 & 2
24� Serial Port 5 Output | Autopilot or (NMEA0183)
• GPS Deviations Active 1 & 2
• VOR/ILS Deviations Active 1 & 2
• External A/P Heading Select
• Hold/Sequence (Active Hold)
27� Serial Port 6 Input | AHRS-1/Air Data Computer #1
28� Serial Port 6 Output | AHRS-1/Air Data Computer #1
General Setup
36
60� Nav 1 Label | VOR or TACAN
30� Analog 1 Function | Off
61� Nav 2 Label | VOR or TACAN
62� GPS1 Flight Plan Source | Internal or External
63� GPS2 Flight Plan Source | Internal or External
64� Virtual GPS2 | Off The setting allows the Horizon to use external
GPS position data and internal flight plan to make a GPS2 nav
mode.
65� Flaps and Trim Calibration | Unused
66� Clock Set Mode | On Auto uses GPS NMEA0183 or weather data
to set time. (Clock power must be provided to retain local time
settings.)
38� EIS Model | 4000/6000/9000
39� EIS Temperature Units | Degrees Fahrenheit (°F)
67� Lateral Autopilot Functions | On or Off, This setting turns on
page view labels for LAT A/P.
40� EIS Fuel Flow Units | Gallons
68� Vertical Autopilot Functions | On or Off, This setting turns on
page view labels for VERT A/P.
41� EIS Baroset Units | inches Hg
42� AltEnc1 Serial Format | #AL +1212345T+25CK
43� AltEnc2 Serial Format | #AL +1212345T+25CK
44� Page Change | Double Click This setting controls how page
views change. One click (press) of a button or knob will change
the view. Two clicks will show the labels then another click is
required to change the view.
45� Default Page | PFD This setting sets the default page after the
start up screen is acknowledged.
46� Speed /Distance Units | Knots, Mile per hour, or Kilometers per
hour
69� Turn Anticipation Range | 1.0This setting determines the distance in miles the autopilot needs to be from the navaid before it
will start a turn.
70� Autopilot Serial Output | Default setting is Normal This setting is
for older autopilots that use a GPS coupler.
71� Cross Track Gain (XTGain) | 1.00
See: 8.7 Gain Adjustments
72� Roll Gain | 1.00
73� Heading Gain | 1.00
47� Temperature Units | Degrees Fahrenheit or Celsius
74� Localizer Gain | 1.00
48� Fuel Units | Gallons or Liters
75� VOR Gain | 1.00
49� Tachometer Units | RPM
76� Altitude Hold Gain | 1.00
50� Manifold Pressure | in Hg or 100 mm of Hg
77� Vertical Speed Gain | 1.00
51� Oil Pressure Units | Psi or Kg/cm2
78� Airspeed Gain | 1.00
52� Outside Air Temperature Source | Auto, AHRS or EIS
79� Glideslope Gain | 1.00
53� Analog VOR/ILS Inputs | Off, Nav1 or Nav2
54� EXT2 Nav Mode | Off, Nav1 or Nav2
55� ARINC VOR/ILS Inputs | Off, Nav1 or Nav2
56� SL30 OBS Source | EFIS Course Knob or SL30 Nav HeadNav
57� Nav Mode Source | Internal or External
Internal tells the EFIS that NAV MODE changes will be made
using the EFIS buttons. External tells the EFIS that the changes
will be made by an external device such as a CDI button or
a 480, 430 or 530. External switching uses the analog inputs
for ILS tuned, GPS deviations, and VOR/ILS deviations for NAV
MODE selection.
58� Nav EXT1 Label | EXT1, G430-2, CX80-2, G530-2
59� Nav EXT2 Label | EXT2, G430-2, CX80-2, G530-2
General Setup
37
8.5 Settings Values (for Display Unit 2)
39� AltEnc1 Serial Format | {#AL +1212345T+25CK}
1� Inter-Display Link | (Change to Activate menu) see table 8.1
40� AltEnc2 Serial Format | {#AL +1212345T+25CK}
2� ARINC Module Connected | {No}
41� Page Change | {Double Click} This setting controls how page
views change. One click (press) of a button or knob will change
the view. Two clicks will show the labels then another click is
required to change the view.
4� Serial Port 1 Input | {NMEA0183 GPS1/Global Positioning}
5� Serial Port 1 Output | {NMEA0183 GPS1 Configuration}
6� Serial Port 1 Input Counter | {counting}
8� Serial Port 2 Input | {Weather}
9� Serial Port 2 Output | {Off}
12� Serial Port 3 Input | {Display-Unit Link}
13� Serial Port 3 Output | {Display-Unit Link}
16� Serial Port 4 Input | {EIS/Engine Monitor}
42� Default Page | {PFD} This setting sets the default page after the
start up screen is acknowledged.
43� Speed /Distance Units | {Knots}, Mile per hour, or Kilometers per
hour
44� Temperature Units | {Degrees Fahrenheit} or Celsius
45� Fuel Units | {Gallons} or Liters
46� Tachometer Units | {RPM}
47� Manifold Pressure | {in Hg} or 100 mm of Hg
48� Oil Pressure Units | {Psi} or Kg/cm2
49� Outside Air Temperature Source | Auto, AHRS or {EIS}
50� Analog VOR/ILS Inputs | {Off}, Nav1 or Nav2
51� EXT2 Nav Mode | {Off}, Nav1 or Nav2
52� ARINC VOR/ILS Inputs | {Off}, Nav1 or Nav2
53� SL30 OBS Source | {EFIS Course Knob} or SL30 Nav HeadNav
54� Mode Source | {Internal} or External
24� Serial Port 6 Input | {AHRS-1/Air Data Computer #1}
55� Nav Mode Source | {Internal} or External
Internal tells the EFIS that NAV MODE changes will be made
using the EFIS buttons. External tells the EFIS that the changes
will be made by an external device such as a CDI button or
a 480, 430 or 530. External switching uses the analog inputs
for ILS tuned, GPS deviations, and VOR/ILS deviations for NAV
MODE selection.
56� Nav EXT1 Label | {EXT1}, G430-2, CX80-2, G530-2
57� Nav EXT2 Label | {EXT2}, G430-2, CX80-2, G530-2
27� Analog 1 Function | {Off}
58� Nav 1 Label | {VOR} or TACAN
59� Nav 2 Label | {VOR} or TACAN
60� GPS1 Flight Plan Source | {Internal} or External
61� GPS2 Flight Plan Source | Internal or {External}
62� Virtual GPS2 | {Off} The setting allows the Horizon to use external GPS position data and internal flight plan to make a GPS2
nav mode.
63� Flaps and Trim Calibration | {Unused}
35� EIS Model | {4000/6000/9000}
64� Clock Set Mode | {On} Auto uses GPS NMEA0183 or weather data
to set time. (Clock power must be provided to retain local time
settings.)
20� Serial Port 5 Input | {SL30-1}
36� EIS Temperature Units | {Degrees Fahrenheit (°F)}
37� EIS Fuel Flow Units | {Gallons}
38� EIS Baroset Units | {inches Hg}
65� Lateral Autopilot Functions | {On} or Off, This setting turns on
page view labels for LAT A/P.
General Setup
38
66� Vertical Autopilot Functions | {On} or Off, This setting turns on
page view labels for VERT A/P.
67� Turn Anticipation Range | {1.0} This setting determines the distance in miles the autopilot needs to be from the navaid before it
will start a turn.
68� Autopilot Serial Output | Default setting is {Normal} This setting
is for older autopilots that use a GPS coupler.
8.6 Adjusting Autopilot Response
Gain adjustments are provided to allow the user to optimize the commands
provided to the autopilot for the GPSS mode.
NOTE: It is recommended the EFIS Horizon autopilot gains be left
at the factory settings of 1.0.
To access Gain Adjustments:
1� Press a button
2� Press [NEXT] button (more than once may be required)
3� Press [SET MENU] button
4� Highlight General Setup, press knob
5� Scroll to ARINC Module Connected
6� Highlight by pressing knob (setting will have a white box around
it)
7� Change setting to YES
8� Press the knob to CHANGE
NOTE: Depending on the intercept angle when the approach is
captured, the turn rate available through the autopilot, and
other factors, pilot intervention may be required to capture the
approach without overshoot.
The recommended procedure for intercepting the synthetic approach is to do so at a distance of 8 nm or more from runway,
at an intercept angle of 45 degrees or less.
The accuracy of the autopilot to track the synthetic approach
will be maximized when the intercept occurs in this manner.
The adjustment of these gains allows the user to account for
variations in the response of the autopilot, airplane and pilot’s
preferences for the aggressiveness of autopilot tracking.
8.7 Gain Adjustments
The following guidelines are provided to assist the pilot with adjustments to
these gains. See: 8.4 Setting Values (for Display Unit 1)
Start with all gains at 1.0
1� Cross Track Gain (XTGain) | {1.00} Normally this gain should
not be altered, as it currently affects GPS, Synthetic Approach,
Localizer, and Glideslope.
With the Roll Gain adjusted as desired, airplane on course with
minimal cross-track error, change to heading mode, select a
heading 20 degrees different from the current heading.
When the airplane is 500-1000’ off course, and heading 20
degrees away from the course, change back to NAV mode for the
lateral autopilot mode. Adjust the XTGain so that the airplane
recaptures the GPS course with a small overshoot.
If XTGain is too low, the intercept angle will be at shallow angles,
and will be sluggish. If too high, overshoot will be observed.
2� Roll Gain | {1.00} Put the airplane on course; with zero crosstrack error (use the GPS on a 500’ range scale to see when very
close to being on track.)
Note how much activity there is in the ailerons in smooth air
while on course. Set the roll gain as high as possible, but not so
high that it results in any noticeable roll activity in smooth air.
Note: Roll Gain affects all modes except Heading.
3� Heading Gain | {1.00} Slow the airplane to the minimum speed
at which you will use the heading select function.
Adjust the Heading gain as high as possible without excessive roll
or heading oscillations.
4� Localizer Gain - Adjust the gain so that it is as high as possible
without oscillations back and forth across the localizer until 100200 feet above the ground.
5� VOR Gain | {1.00} Adjust the gain as high as possible so that
oscillations begin when close to the VOR. If tracking of the VOR
causes an uncomfortable ride (due to noise on the VOR data),
reduce the gains as desired.
6� Altitude Hold Gain | {1.00} Adjust the gain to hold altitude
without oscillations in turbulence.
7� Vertical Speed Gain | {1.00} Adjust the gain to hold vertical speed
8� Glideslope Gain | {1.00} Adjust the gain to stay on the glideslope
General Setup
39
SECTION 9: SETTINGS MENU — PRIMARY FLIGHT DISPLAY
9.1 Primary Flight Display Settings
18� Artificial Runways | On or Off
To set PFD settings from the PFD page:
1� Press a button
19� Flight Path Marker | On or Off. The Flight Path Marker is the
projected flight path the aircraft will take with current conditions.
2� Press [NEXT] button (more than once may be required)
20� Airspeed Display Size | Normal or Large
21� Altimeter Display Size | Normal or Large
4� Scroll to Primary Flight Display
22� Track/ Heading Display size | Normal or Large
23� Airspeed Resolution | Fine or Coarse
The following are the Flight Display Settings and are the same for Display
Units 1 and 2.:
1� Up Reference | {Heading} This setting allows for Heading or GPS
track to be displayed in the heading field.
2� Stall Speed (Vso) | {56} Stall speed (Vso) is the lower end of the
airspeed tape at the bottom of the green and white sections. This
speed setting results in airspeed below is red on the airspeed tape.
Note: These values depend on whether you are using Miles per
Hour or Knots.
24� Max Indicator vertical speed | {3000}This is the maximum setting for the Vertical Speed indicator
25� Pitch Ladder Offset | -15 to + 15 degrees {5}
26� Flight Level Altitude | {18000} This setting automatically sets the
baroset to standard pressure when at or above this preset altitude.
27� Altitude Alerting | On or Off
28� Max Altitude Deviation | {100} Altitude deviation which will trigger the above mentioned alarm
3� Max Flap Extension Speed (Vfe) | {86} This setting is the top of
the white section on the airspeed tape.
29� Climb IAS Preset 1 | {96}
4� Maximum Structural Cruising Speed (Vno) | {123} Maximum
Structural Cruising speed. This setting is the top of the green
section of the airspeed tape.
31� Climb VS Preset 1 | {200}
5� Never Exceed Speed (Vne)| {200} Never Exceed speed. This setting is the top the airspeed tape.
30� Climb IAS Preset 2 | {110}
32� Climb VS Preset 2 | {500}
33� Descent IAS Preset 1 | {140}
34� Descent IAS Preset 2 | {180}
6� Speed Bug 1 {70} These are user selectable speed bugs.
35� Descent VS Preset 1 | {500}
7� Speed Bug 2 {96}
36� Descent VS Preset 2 | {1000}
8� Speed Bug 3 {50}
37� Upper Left Corner Box | Ground Speed or True Airspeed
9� Below stall | {RED}Red or none. This allows user selectable
colors for speeds below stall speed.
38� Data Boxes {On}
10� HITS (Highway – In – The – Sky) frame color | {WHITE}
40� Left Box, Upper Right Entry | {Data: Dest Wpt Est Time Enroute}
11� Attitude Heading Reference Index |{BARS} Allows for BARS or
NOSE to be displayed. The BAR settings shows “wings”, the NOSE
setting is a circle with a line through it.
41� Left Box, Lower Left Entry | {Data: Dest Waypoint Range}
12� GPS CDI | {On} Turns on the GPS CDI in the PFD page
13� Slip Indicator | {On} Turns on the slip indicator.
14� Turn Rate Indicator | {On} Turns on the turn rate indicator
15� Wind Indicator Mode | {Vector and Digital Speed/Direction}
Turns on the wind indicator and displays, Vector/ Speed and
Direction
16� Digital Head/Cross Wind Display | {On} Turns on the head or
crosswind indication
17� Baroset Units | inches of Hg or millibars
39� Left Box, Upper Left Entry | {Data: True Airspeed}
42� Left Box, Lower Right Entry | {Data: Density Altitude}
43� Right Box, Upper Left Entry | {Data: RPM}
44� Right Box, Upper Right Entry | {Data: MAP}
45� Right Box, Lower Left Label | {Label: RPM}
46� Right Box, Lower Right Label | {Label: MAP}
47� Synthetic Approach Glideslope Angle | {3.5}
48� Synthetic Approach Height Intercept | {4000}
Maximum SAP Intercept Height AGL
49� ILS Type | Off, Needles or Scales. This setting displays scales or
traditional needles for ILS course deviation.
Primary Flight Display Setup
40
50� Show VOR CDI on Localizer | Yes or No. This setting shows the
VOR CDI when localizer is active.
21� DATA: Density Altitude
51� Show GPS CDI on LOC/GS | Yes or No. This setting displays the
GPS CDI when localizer and glideslope is active.
23� DATA: Fuel Remaining (from Fuel Flow)
52� ILS Inhibit of HITS | Inhibit HITS or No inhibit of HITS. This
setting will enable/disable the Highway-In-The-Sky when the ILS
is active.
25� DATA: Groundspeed
22� DATA: Volts (from EIS) DATA: Fuel Flow
24� DATA: Fuel Range (from Fuel Flow)
26� DATA: True Airspeed
53� Default Decision Height | {200}
27� DATA: Percent Power
54� G-Meter Mode | Off, Auto, On, On with Min/Max. The auto setting displays the G-meter when a preset limit has been passed.
28� DATA: Power Bus 1 Voltage
55� G-Meter Maximum | {8.0}
56� G-Meter Minimum | {-8.0}
9.3 Labels Available
57� G-Meter Caution Max | {6.0}
58� G-Meter Caution Min | {-5.0}
1� Label: ETE (Estimated Time Enroute)
59� Auto G-Meter High Threshold | {2.0}
2� Label: RNG (Range)
60� Auto G-Meter Low Threshold | {0.5}
3� Label: BEAR (Bearing)
4� Label: DEST (Destination)
9.2 Data Box Values Available
On or Off, This setting turns on the data boxes at the bottom of the
PFD page.
Labels and data for these boxes at the bottom of the PFD are as follows:
5� Label: RPM (Revolutions per minute)
6� Label: RPM2 (Revolutions per minute)
7� Label: N1
8� Label: N2
1� Off {On}
9� Label: OilT (Oil Temperature)
2� DATA: Dest Waypoint ID
10� Label: OilP (Oil Pressure)
3� DATA: Dest Wpt Est Time Enroute
11� Label: Cool (Coolant Temperature)
4� DATA: Dest Waypoint Range
12� Label: Carb (Carburetor Temperature)
5� DATA: Dest Waypoint Bearing
13� Label: Hi EGT
6� DATA: RPM
14� Label: Hi CHT
7� DATA: RPM2
15� Label: Hi TIT
8� DATA: N1
16� Label: MAP (Manifold Pressure)
9� DATA: N2
17� Label: FPrs (Fuel Pressure)
10� DATA: Oil Temperature
18� Label: L Fuel (Left Fuel tank)
11� DATA: Oil Pressure
19� Label: R Fuel (Right Fuel tank)
12� DATA: Coolant Temperature
20� Label: Amp (Amps)
13� DATA: Carb Temperature
21� Label: Volts
14� DATA: Highest EGT (Exhaust Gas Temperature)
22� Label: Volt1
15� DATA: Highest CHT (Cylinder Head Temperature)
23� Label: Volt2
16� DATA: Highest TIT (Turbine Inlet Temperature)
24� Label: Volt3
17� DATA: MAP (Manifold Pressure)
25� Label: D Alt
18� DATA: Fuel Pressure
26� Label: OAT (Outside Air Temperature)
19� DATA: Amp (Amps)
27� Label: GS (Groundspeed)
20� DATA: Outside Air Temperature
28� Label: TAS (True Airspeed)
Primary Flight Display Setup
41
SECTION 10: SETTINGS MENU — MOVING MAP
10.1 Moving Map Settings
To set Moving Map settings from the PFD page:
• Press any button
• Press [NEXT] button (more than once may be required)
• Press [SET MENU] button
• Scroll to Moving Map
• Press the knob to select
The following are the moving map settings and are the same for Display
Units 1 and 2.:
1� Up Reference | {Heading} This setting allows for Heading or GPS
track to be display in the heading window.
2� Airport Symbol Size | Large or Small
3� Label Font Size | Large or Small
4� HSI Plane Symbol | Conventional or Canard
5� Connect Bearing Pointers: on HSI | Yes - RMI or No - HSI
6� Max map range: Small airports | {35} This is a de-clutter setting.
It will show small airports up to the set range.
7� Max map range: Medium airports | {35} This is a de-clutter setting. It will show medium airports up to the set range.
8� Max map range: Large airports | {300} This is a de-clutter setting. It will show large airports up to the set range.
9� Max map range: VOR | {300} This is a de-clutter setting. It will
show VORs up to the set range.
10� Max map range: NDB | {35} This is a de-clutter setting. It will
show NDBs up to the set range.
11� Max map range: Airspaces | {50} This is a de-clutter setting. It
will show airspaces up to the set range.
12� Max obstructions distance: | {10} This is a de-clutter setting. It
will show obstructions up to the set range.
13� Obstacle Alarm | On or Off
14� Terrain | On or Off
15� Terrain Alarm | On or Off
16� Auto Declutter | On or Off This setting turns on the preset declutter settings.
17� Show Lighting | {On All Map Pages} This setting displays lighting on user selected map pages.
18� Show AIRMET | {On All Map Pages} This setting displays
AIRMETs on user selected map pages.
19� Show METAR | {Translated} This setting displays METARs on
user selected map pages.
Moving Map Setup
42
SECTION 11: SETTINGS MENU — GRAPHICAL ENGINE DISPLAY
11.1 Graphical Engine Display Settings
30� Dial #2 Yellow Start | {4500}
To set Graphical Engine Display settings from the PFD page:
31� Dial #2 Yellow End | {4920}
1 Press any button
32� Dial #2 Red Start | {4920}
2 Press [NEXT] button (more than once may be required)
3 Press [SET MENU] button
34� Dial #2 Bug #1 Position | {4000}
4 Scroll to Graphical Engine Display
35� Dial #2 Bug #1 Color | {Magenta}
5 Press the knob to select
The following are the display settings and are the same for Display Units 1
and 2.:
1� Dial #1 Source | {MAP}
2� Dial #1 Scale | {0.1}
3� Dial #1 Units Label | {in Hg}
4� Dial #1 Start | {10.0}
5� Dial #1 End | {40.0}
6� Dial #1 Label Increment | {5.0}
7� Dial #1 Tick Increment | {1.0}
8� Dial #1 Green Start | {15.0}
9� Dial #1 Green End | {33.0}
10� Dial #1 Yellow Start | {33.0}
11� Dial #1 Yellow End | {34.0}
12� Dial #1 Red Start | {34.0}
13� Dial #1 Red End | {54.8}
16� Dial #1 Bug #2 Position | {0.0}
21� Dial #2 Source | {RPM}
22� Dial #2 Scale | {100}
23� Dial #2 Units Label | {X100}
24� Dial #2 Start | {1000}
25� Dial #2 End | {5500}
26� Dial #2 Label Increment | {200}
27� Dial #2 Tick Increment | {100}
28� Dial #2 Green Start | {800}
29� Dial #2 Green End | {4500}
33� Dial #2 Red End | {5500}
41� Dial #3 Source | {Percent Power}
42� Dial #3 Scale | {1}
43� Dial #3 Units Label | {%}
44� Dial #3 Start | {0}
45� Dial #3 End | {100}
46� Dial #3 Label Increment | {10}
47� Dial #3 Tick Increment | {5}
48� Dial #3 Green Start | {0}
49� Dial #3 Green End | {0}
50� Dial #3 Yellow Start | {0}
51� Dial #3 Yellow End | {0}
52� Dial #3 Red Start | {0}
53� Dial #3 Red End | {0}
61� Dial #4 Source | {Fuel Flow}
62� Dial #4 Scale | {0.1}
63� Dial #4 Units Label | {No Label}
64� Dial #4 Start | {0.0}
65� Dial #4 End | {15.0}
66� Dial #4 Label Increment | {5.0}
Graphical Engine Display Setup
43
67� Dial #4 Tick Increment | {1.0}
106� MAP Graph Max Level | {36.0}
68� Dial #4 Green Start | {0.0}
107� Aux 2 Function | {Amp}
69� Dial #4 Green End | {0.0}
108� Amp Integer/Decimal | {Integer}
70� Dial #4 Yellow Start | {0.0}
109� Amp Graph Min Level | {-20}
71� Dial #4 Yellow End | {0.0}
110� Amp Graph Max Level | {20}
72� Dial #4 Red Start | {0.0}
111� Aux 3 Function | {Gear Box Temp}
73� Dial #4 Red End | {0.0}
112� Gear Box Temp Integer/Decimal | {Integer}
113� Gear Box Temp Graph Min Level | {0}
75� Dial #4 Bug #1 Color | {0.0}
114� Gear Box Temp Graph Max Level | {250}
115� Aux 4 Function | {Fuel Pressure}
116� Fuel Pressure Integer/Decimal | {Integer}
117� Fuel Pressure Graph Min Level | {0}
118� Fuel Pressure Graph Max Level | {40}
119� Aux 5 Function | {Left Fuel}
81� Performance/Fuel Box 2 | {Off}
120� Left Fuel Integer/Decimal | {Decimal}
82� Fuel Flow Data | {On}
121� Left Fuel Graph Min Level | {0.0}
83� Number of Cylinders | {4}
122� Left Fuel Graph Max Level | {22.0}
84� EGT Vertical Graph Min | {0}
123� Aux 6 Function | {Right Fuel}
85� EGT Vertical Graph Max | {0}
124� Right Fuel Integer/Decimal | {Decimal}
86� EGT Vertical Graph Increment | {0}
125� Right Fuel Graph Min Level | {0.0}
87� CHT Vertical Graph Min | {0}
126� Right Fuel Graph Max Level | {22.0}
88� CHT Vertical Graph Max | {0}
127� Typical Cruise Fuel Flow | {8}
89� CHT Vertical Graph Increment | {0}
128� Reserve Fuel Display at Airports | {On}
90� EGT Time History Temp Min | {0}
129� Bar Graph A1 | {Oil Pressure}
91� EGT Time History Temp Max | {0}
130� Bar Graph A2 | {Oil Temperature}
92� EIS Volt Graph Min | {0}
131� Bar Graph A3 | {Coolant Temperature}
93� EIS Volt Graph Max | {18}
132� Bar Graph A4 | {EIS Volts}
94� EIS Volt 1 Graph Min | {0}
133� Bar Graph A5 | {Amp}
95� EIS Volt 1 Graph Max | {18}
134� Bar Graph A6 | {Off}
135� Bar Graph B1 | {Gear Box Temperature}
136� Bar Graph B2 | {EFIS Power Bus 1 Volt}
137� Bar Graph B3 | {Off}
100� Fuel Flow Max Fuel | {42.0}
Total Fuel Preset and defines the top of the total fuel bar graph.
101� Flow Rate Bar Graph Max | {36}
102� Prompt for Fuel Add | {NO}
103� Aux 1 Function | {MAP}
104� MAP Integer/Decimal | {Decimal}
105� MAP Graph Min Level | {15.0}
44
146� Split: Box 1 | {RPM}
147� Split: Box 2 | {MAP}
148� Split: Box 3 | {Oil Temperature}
149� Split: Box 4 | {Off}
151� Split: Box 6 | {Oil Pressure}
157� Reset Oil Hours on Next SAVE | {NO}
45
SECTION 12: SETTINGS MENU — ENGINE LIMITS
12.1 Engine Limits:
These settings are the same for Display Units 1 and 2.
Setting
Use
Recommended Setting
Max Flight Time {0} Alerts pilot when flight time exceeds this limit. Useful as a warning to check
fuel. Limit is entered in minutes, so 2 hours is entered as 120, etc. Range is
0-500 minutes.
Interval {60}
Min EFIS Voltage
Bus 1 {10.8}
Max EFIS Voltage
Bus 1 {15.6}
Min EFIS Voltage
Bus 2 {0}
Max EFIS Voltage
Bus 2 {0}
Min EFIS Voltage
Bus 3 {0}
Max EFIS Voltage
Bus 3 {0}
Max Fuel Flow {14}
30-45 minutes less than airplane’s endurance.
Provides a warning that repeats at the interval entered in minutes. Useful as a As required. Typically 30-60 minutes is used for
reminder to perform periodic tasks such as switching fuel tanks. Acknowledg- changing fuel tank selection.
ing this alarm cancels the warning completely, therefore the warning light will
not remain on after acknowledging this alarm. Range is 0-500 minutes.
Maximum Fuel Flow – Generates a warning when the fuel flow (rate of fuel
burn) exceeds this limit. Useful for detecting badly leaking fuel lines, loose
connections to fuel injectors, etc. Very useful safety feature for all engines,
but especially fuel injected engines. Be sure to use it! Range of Max Fuel Flow
Limit is 0-500 gph, in increments of 1 gallon/hour.
Set about 10-20% above max fuel flow rate at full
takeoff power. Applicable only if the fuel flow option is installed.
Min Oil Pressure
{20}
Minimum Oil Pressure – Essential! Be sure to use this one! Warns of loss of oil
pressure. As this is the most serious alarm, some pilots may take drastic action
when seeing this alarm. Consider you situation carefully if you get this alarm.
An instrumentation failure (sensor failure) is possible, as is complete engine
stoppage or anything in between. Use your judgment! Range is 0-99 psi
As recommended by the engine manufacturer, or
20 psi.
Max Oil Pressure
{95}
Maximum Oil Pressure. Useful as a reminder to reduce RPM when warming
a cold engine, especially in winter conditions, to avoid excessive oil pressure.
Range is 0-99 psi
98 or less. Max oil pressure displayed by the instrument is 99 psi.
Min Cruise Oil Pressure {0}
Minimum Cruise Oil Pressure -Generates a warning when the oil pressure is
below this limit. This limit is active only when the engine RPM is above the
min Lim-RPM setting. This allows setting a low oil pressure limit that apply
only at higher engine. RPM.
As recommended by engine manufacturer, if available. If not provided, set based on experience.
Min Oil Temperature
{0}
Minimum Oil Temperature – Intended for troubleshooting engine problems.
Also useful as an “engine not warmed up yet” reminder. Range is 0-300 F.
Set limit based on experience.
Max Oil Temperature Maximum Oil Temperature Range 0-300 deg F.
{230}
Min RPM {800}
As recommended by engine manufacturer.
Warns when engine RPM falls below this entry. Useful for troubleshooting en- Set limit based on experience.
gine problems. May also be used as a warning that the engine RPM is dropping
too low on the landing rollout which could result in engine stall. No warning
is generated when the engine RPM is zero. Range is 0-9990.
Engine Limits Setup
46
Warns when engine exceeds maximum RPM. Range of Max RPM Limit is
0-9990.
Set according to engine manufacturer’s recommendation.
Minimum Fuel Quantity – Generates a warning when the fuel flow function’s
fuel quantity drops below this limit. Range is 0-500 gallons.
Set to at least enough useable fuel to provide 30-60
minutes of fuel at cruise power. Applicable only if
the fuel flow option is installed
Minimum & Maximum for Aux input. (Jeff – ideally these limits would use the
name the user selected for this input. The displayed value must be either an
integer, or a decimal number with 1 digit after the decimal, according to the
user selections below.) Range is 0-999, or 0-99.9
Set limit as needed depending on the use of the
auxiliary input. Some uses of the auxiliary inputs
do not require limits (such as manifold pressure)
and some do, such as fuel pressure.
Min H2O {0}
Minimum water temperature limit. Intended for troubleshooting engine
problems. Also useful as an “engine not warmed up yet” reminder. Range is
0-300 deg F.
Set limit as recommended by engine manufacturer
Max H2O {230}
Maximum water temperature limit Range is 0-300 deg F.
Min Volt {11.5}
Minimum Voltage Limit – Allows for detection of loss of charging. Range is
0-35.0 volts (increments of 0.1 volts)
Set limit to about 12.8 volts to get immediate alerting of loss of charging, although this will cause
low voltage alarm whenever instrument is on while
engine is not running. Set to 12.4 volts or less to
avoid alarm when engine not running, but still
gives alarm shortly after battery discharging has
begun.
Max RPM {5100}
Min N1 | {0}
Max N1 | {0}
Min N2 | {0}
Max N2 | {0}
Min Fuel {10}
Min Aux 1 (MAP){4}
Max AUX 1 (MAP)
{36}
Min Aux 2 (Amp){-5}
Max AUX 2 (Amp)
{10}
Min Aux 3 (Gear Box
Temp){0}
Max AUX 3 (Gear
Box Temp) {225}
Min Aux 4 (Fuel
Pressure){20}
Max AUX 4 (Fuel
Pressure) {34}
Min Aux 5 (Left
Fuel){5.0}
Max AUX 5 (Left
Fuel) {22.0}
Min Aux 6 (Right
Fuel) {5.0}
Max AUX 6 (MAP)
{22.0}
Engine Limits Setup
47
Max Volt {15.6}
Maximum Voltage Limit – Allows for detection of failed regulator. Loss of
correct voltage regulation resulting in over-charging (and subsequent high
voltage) will greatly shorten the life of the battery, and could be dangerous.
Range is 0-35.0 volts (increments of 0.1 volts)
Start with 15.6 volts. Lower as much as possible
without getting false alarms. Typical limit should
be 14.6 Volts.
Min Carb {0}
See Max Carb Range is –30 to +120 deg F
0-20 deg F
Max Carb {0}
Carb temp warning is generated when the carb temp falls between the Max
Carb and Min Carb Limit. Range is –30 to +120 deg F
40-60 deg F
Min EGT {0}
Minimum EGT – This alarm is active only when the engine RPM is above the
entry for EGT-RPM. This alarm is useful to detecting the loss of a cylinder, or
for troubleshooting engine problems. Range is 0-1900 deg F
800-1200 deg F, depending on sensitivity desired. If
false alarms are consistently generated, reduce the
limit to less than 800 deg F, or set to 0.
Max EGT {0}
Maximum EGT – Not all engines have published limits, nor do all engines
require a maximum EGT limit. This alarm can be useful for troubleshooting
engine problems also. Range is 0-1900 deg F
Set limit according to engine manufacturer recommendation, or based on experience.
Defines the RPM at which the following RPM dependant limits become active.
These are: Min EGT and Min Crz_OP Range is 0-9990 RPM.
Set limit to an RPM slightly less than the RPM used
for the MAG check. This allows the Min Volt test to
become active during the MAG test to automatically
test for charging.
Max EgtSpan {0}
Maximum difference between the highest and lowest EGT. This limit can be
used to help detect changes in normal engine operation. It is also useful when
leaning using the digital leaning pages, as it is possible to not notice a EGT
that is abnormally low when using these pages to lean the engine. (Its more
obvious on the bar graph pages.) Range is 0-1900 deg F.
Set this limit based on experience. It may take
some trial and error to arrive at a good limit. After
establishing a limit that rarely generates alarms,
activation of this alarm may indicate developing
engine problem.
Max EGT-Inc {0}
Maximum Increase in EGT from the Lean Point. This alarm is active while
lean point is active. This alarm will often generate a false alarm when the load
on the engine significantly reduced during descent. To avoid this false alarm,
reset the Lean Point. (Selecting “Set Lean Page” and “Yes” activates alarm;
“Reset” de-activates alarm.) This limit also sets the horizontal red line on the
vertical bar graph. Range is 0-1900 deg F.
Set limit based on experience. A small value will
allow sensitive detection of EGT increases, which
is useful for detection of intermittent problems.
Normal operation may require a larger setting to
prevent false alarms due to normal EGT fluctuation caused by turbulence or other small power/
load fluctuations.
Max EGT-Dec {0}
Maximum Decrease in EGT from the Lean Point. See also Max EGT-Inc
description. Range is 0-1900 deg F.
Set limit based on experience. You may find that
this limit is significantly different from the Max
EGT-Inc. See also Max EGT-Inc description.
Max Cooling Rate
{0}
Maximum Cooling Rate for CHT – The alarm is provided in degrees/minute,
and corresponds to the maximum rate of decrease in CHT. No limit applies to
the maximum rate of increase. All cylinders are checked for this limit. Range
is 0-255 deg F/minute.
Set limit based on engine manufacturer’s recommendation. If no limit is provided, establish a limit
based on experience.
Min CHT {0}
Minimum Cylinder Head Temperature. Intended for engine troubleshooting
problems. Also useful as an “engine not warmed up yet” reminder. Range is
0-700 deg F
Max CHT {0}
Maximum Cylinder Head Temperature. Often engines will normally operate
significantly lower than the engine manufacturer’s limit. Consider setting this
limit lower than the maximum to get early warning of abnormal CHTs. This
limit also sets the horizontal red line on the vertical bar graph. Range is 0-700
deg F
Set according to engine manufacturer’s recommendation.
Min TIT | {0}
Max TIT | {0}
Lim-RPM {0}
Engine Performance
| {Invalid}
Fuel Data Scale |
{Disabled/Invalid}
Engine Limits Setup
48
SECTION 13: SETTINGS MENU — DISPLAY UNIT MAINTENANCE
13.1 Display Unit Maintenance
This page allows system maintenance and installing/recording data within the EFIS Horizon.
EFIS Settings Backup
This feature allows you to backup and restore all settings to a USB flash drive. The Backup Directory function will name a directory on the flash drive
for easy identification. It is recommended you backup settings after they have been entered.
When Activated, the Backup All Settings function should start with “Waiting for USB device...”. Then it will say it’s saving several things and end with
“Backup complete.” Saved backup of display unit 1 to BACK0000 and unit 2 to BACK0001.
Load EFIS Software
This feature allows you to load new EFIS software. The USB flash drive (memory stick) must be installed in the display unit and the unit powered.
In multiple display systems each unit must be loaded with the software and the software version must match on each display unit.
To Load EFIS Software:
• Press any button
• Press NEXT button (more than once may be required)
• Press SET MENU button
• Scroll to Display Unit Maintenance, press the knob
• Scroll to Load EFIS Software, press the knob and turn to start
Copy Terrain
This feature allows you to load terrain data, again from the USB flash drive (memory stick).To copy terrain data:
1� Press any button
2� Press NEXT button (more than once may be required)
3� Press SET MENU button
4� Scroll to Display Unit Maintenance, press the knob
5� Scroll to Copy Terrain Data, press the knob and turn to start
To view the terrain data on the MAP page make sure TERRAIN is selected with the SHOW button.
Weather Status
To activate the weather module you must have XM Weather service established and the Horizon set to receive incoming signals.
To activate the weather module (assuming activation has been requested from XM) :
1� Press any button
2� Press NEXT button (more than once may be required)
3� Press SET MENU button
4� Scroll to Display Unit Maintenance, press the knob
5� Scroll to Weather Status, change to activate menu
6� Scroll to Activation Mode, turn to On within 4 hours of XM subscription activation
If the activation is successful the Service
Level will show the subscribed level and the Signal Status should be at least Marginal or better for good reception.
7� Turn Activation Mode to Off. If left On weather data will not show on MAP pages.
The other functions on this page are for troubleshooting by GRT technicians and should be changed with care.
Display Unit Maintenance
49
SECTION 14: SETTINGS MENU — AHRS MAINTENANCE
14.1 AHRS Maintenance
This page displays raw data measurements useful for calibration and troubleshooting.
Maintenance / Built-In-Test Messages
All devices connected via the serial ports can generate either of the following messages.
Device – No Communication.
This indicates a serial port has been assigned to receive data from this device, but no serial data is being provided by this device. This could occur if
the device is not turned on, or its serial data output is not connected, or if it has suffered a failure
Device – Checksum Failure.
Data from the device was received in the last 10 seconds which failed its checksum test. This indicates communication with this device may be
unreliable.
Status
At anytime the status to the EFIS system is available by pressing the STATUS button.
True Airspeed Corrections
This setting allows for corrections of up to 8 true airspeeds.
See Section: 15 Calibration for more detail.
AHRS Maintenance
50
SECTION 15: CALIBRATION
NOTE: Failure to connect the test set to the pitot connection will damage the airspeed sensor in the AHRS, and any
mechanical airspeed indicators which are also connect to the
pitot/static system under test.
Now that your system is working and communicating with the EFIS
Horizon we want to make sure the information it receives is accurate. The
following steps will help you accomplish this goal
4� Set the baroset to 29.92 on the EFIS Horizon display unit. Turn
the right knob to set baroset.
5� From the display unit which controls (has a serial output to) the
ARHS select the Altimeter Calibration page in the Settings Menu
15.1 Altimeter Calibration
The accuracy of the altimeter can be adjusted using entries provided on
this page to account for sensor errors that may occur due to aging.
6� Verify the baroset is 29.92.
7� Use the left knob to select (blue box) and press the knob to
highlight (white box) the BIAS field.
The adjustments are stored within the AHRS/Air Data Computer. This
means that it is not necessary to enter these corrections into other display
units that use data.
8� Temporarily adjust the BIAS on this page until the altimeter
reads 0’.
Partial Altimeter Calibration – Correcting Altitude vs. Baroset
This calibration adjusts the relationship between the altitude display,
and the barometric pressure setting. This calibration does not require
an air data test set, and may be performed on an annual basis, or as
needed as follows:
1� Position the aircraft at a location with a known elevation.
2� Turn on the EFIS Horizon and AHRS, and allow at least 5 minutes to elapse before continuing.
3� Obtain the current barometric pressure setting. This setting
should be provided by the airport at which the airplane is located, or a nearby airport, and should be as recent as possible.
4� Select the Altimeter Calibration screen by selecting SET MENU
from the button menu, and Altimeter Calibration from this
menu.
5� Using the left knob, highlight the Altimeter Calibration – Off
selection.
6� Toggle this to (Initiate) On.
7� Set the baroset to the currently reported altimeter setting.
8� Select Altimeter Bias. Adjust the setting until the altimeter
matches the airport elevation. (Note that there is about a 2
second delay until adjustments are reflected in the displayed
altitude.)
9� Set the altimeter test set to 30,000’ and note the EFIS Horizon
altimeter reading.
10� Calculate the scale factor as follows:
Calculate the Altitude Error as:
Altitude_Error = EFIS Horizon_Altimeter_Reading 30,000.
If the EFIS Horizon altitude is too low (the Altitude_Error is negative):
Calculate the Pressure_Error by multiplying the Alitude_Error by 0.819.
The result will be a negative number.
If the EFIS Horizon altitude is too high (the Altitude_Error is Positive):
Calculate the Pressure_Error by multiplying the Alitude_Error by
0.795. The result will be a positive number
The scale factor is then calculated as follows:
Alt_Scale_Factor = 42012 / (42012 + Pressure_Error)
The result should be a number greater than 0.9744, and less than
1.0255
Set the Alt_Scale_Factor as calculated.
1� Set the altimeter test set back to sea level (0’)
9� Use the buttons to [EXIT].
2� Set the BIAS so that the altimeter reads 0’.
Calibration is complete! Do not alter any other altitude settings. The
altimeter calibration will be turned off automatically when this page
is exited.
3� Complete the calibration by setting the altimeter test set to each
altitude listed on the calibration page (5000, 10000, 15000, etc.),
and adjusting the corresponding entry until the altimeter reads
this altitude.
Full Altimeter Calibration – Using an Air Data Test Set
This calibration adjusts the relationship between the altitude display,
and the barometric pressure setting using an Altimeter Test Set.
4� Adjust the 30,000 foot correction until the altimeter reads 30,000
feet.
1� Turn on the EFIS Horizon and allow at least 5 minutes to elapse
before continuing.
5� Exit the calibration page.
6� Calibration is complete.
Notes:
2� Connect test set to the pitot AND static ports of the AHRS.
1� If necessary, the BIAS adjustment can be made without affecting
3� Set the test set to sea level (0’).
Calibration
51
the other corrections at any time.
2� Current EFIS Horizon software may show ERROR next to Calibrate. This can be ignored.
3� The accuracy of the scale factor adjustment can be verified by
noting a small altitude error (less than 200 feet) is observed with
a zero correction at 30,000 feet.
15.2 Magnetometer Calibration
Magnetometer calibration is required to achieve accurate magnetic heading readings. This calibration corrects for errors induced by magnetic
disturbances local to the sensor, such as ferrous metal objects.
1� Point the aircraft to magnetic north, in an area without magnetic disturbances, such as a compass rose.
2� After the aircraft is positioned accurately, turn on the EFIS
Horizon. (If it was already on, then turn it off and then back on
again.)
3� Allow at least 1 minute for the AHRS to fully stabilize.
4� Activate the magnetometer calibration function by selecting the
Maintenance Page, and highlighting the Magnetometer Calibration selection.
5� Change this setting with the knob to select the magnetometer
calibration page.
Before performing this procedure, the magnetometer location should be
validated as follows:
6� Press Start.
Magnetometer Location Validation
8� Verify the airplane is still pointed to magnetic north, and
answer the question Is the airplane, AHRS, and magnetometer
pointed north? with Yes.
1� Select AHRS Maintenance, and locate the Magnetic Heading field
on this screen. This shows the magnetic heading data provided
by the magnetometer. (The heading data shown on the normal
display screens is the gyro slaved heading, which responds slowly
to magnetic heading changes.)
7� Answer the question, Yes.
9� A message will appear at the bottom of the screen indicating the
system is waiting for the gyros to stabilize.
2� Observe this reading and verify it does not change by more than
+/- 2 degrees while doing the following:
10� Wait until this message is replaced with the message, Calibration
in Progress, and immediately (within 15 seconds) begin the next
step.
3� Turn on and off any equipment whose wiring passes within 2 feet
of the magnetometer. Move the flight controls, if the magnetometer is located near retractable landing gear, operate the landing
gear.
11� Rotate the aircraft 360 degrees plus 20 degrees in a counterclockwise manner (initially towards west). The airplane does
not need to be rotated in place, but simply pulled or taxied in a
circle.
Before performing the magnetometer calibration procedure, the approximate accuracy of the uncorrected magnetic heading data must be
checked by facing the plane in the 4 cardinal headings, North, East,
South and West.
While the calibration procedure can remove errors as large as 125
degrees, accuracy is improved if the location chosen for the magnetometer requires corrections of less than 30 degrees.
Note: The magnetometer must be installed according to the
mounting instructions provided with the magnetometer.
Calibration Procedure
The Magnetometer Calibration page will guide you through this
procedure with it’s on-screen menus.
Note: The AHRS will not allow magnetometer calibration to be
initiated if the airspeed is greater than 50 mph to prevent
inadvertent selection while in flight. If calibration is successful,
the existing calibration data (if any) will be replaced with the
new corrections.
The airplane must be rotated completely through 360 degrees, plus
an additional 20 degrees past magnetic north, within 3 minutes after
initiating the calibration. The airplane should be rotated slowly, such
that it takes approximately 60 seconds for the complete rotation.
A simple means of pointing the airplane toward magnetic north
is to taxi the airplane slowly and use the GPS ground track to
determine when you are taxiing in a magnetic north direction. Make small corrections to the direction of travel of the
airplane, and continue to taxi for several seconds for the GPS
to accurately determine your ground track. The GPS cannot
determine your track unless you are moving.
If calibration is successful, the AHRS will re-start itself automatically,
and begin using the corrections. While re-starting, the AHRS data will
not provide data, and this will result in the AHRS data disappearing
from the display unit for about 10 seconds.
If calibration is unsuccessful, one of two things will happen:
1� It will exit calibration mode, and will show Calibration INVALID
-Maximum correction exceeded if a correction of greater than
NOTE: Be sure your GPS is displaying MAGNETIC track, not TRUE
127 degrees is required. (Invalid OVERLIMIT will be shown on
track, if using it to align the airplane with magnetic north.
the AHRS maintenance page next to the Magnetometer Calibration field.
The steps you will follow are:
A correction of greater than 127 degrees can be caused by incor52
Calibration
rect mounting of the magnetometer, or location of the magnetometer too close to ferrous metal in the aircraft, or starting with
the airplane not pointed toward magnetic north.
2� If the airplane is rotated too rapidly, the calibration will not end
after the airplane has been rotated 380 degrees. In either case,
the calibration procedure must be repeated.
The accuracy of the magnetometer calibration can now be verified.
heading error can be expected.)
15.5 Multiple AHRS
If more than one AHRS is configured to the EFIS Horizon the following
annunciations are provided on the PFD page:
15.6 Dual AHRS
2� Turn on the AHRS (if already on, turn it off, and then back on).
Each display unit will annunciate under the Pitch Ladder when two AHRS
are providing valid data and in agreement. The roll and pitch data must be
within 7.5 degrees and 5 degrees, respectively.
3� Verify the AHRS shows a heading close to north. (Small errors are
likely to be a result of not positioning the airplane to the exact
heading used during magnetometer calibration.)
If the ARHS’s do not agree within the above criteria the Primary Display
Unit will use AHRS1 data as configured in the Inter-Display Link setup
page. All other displays will use AHRS2 data.
1� Point the airplane toward magnetic north.
4� Select the Magnetometer Calibration page. (Do not activate
the calibration this time.)
5� Rotate the airplane through 360 degrees, and inspect the Calculated error graph (the red line) drawn on the screen.
6� Calibration is complete.
The magnetic heading errors should be less to 5 degrees, and can typically
be reduced to about 2 degrees.
Accurate magnetic heading is required for the AHRS to display accurate heading data, and to allow accurate wind speed/direction calculations. The graph will also show the correction stored in the AHRS as
a green line. The green line will be within the +/- 30 degree range if
the magnetometer was mounted in a good location, and was mounted
accurately with respect to the AHRS.
15.3 Magnetometer Status
The status of the magnetometer correction data are indicated by the field
next to the Magnetometer Calibration setting on the AHRS Maintenance
page, if the field has the message (Change to open page), then valid data
are stored within the AHRS.
Valid data means that the data are present, but the accuracy of this data
are not assured. The accuracy is dependent on how carefully the user
performed these steps.
15.4 Magnetic Heading Accuracy
To check the accuracy of the uncorrected magnetic heading:
1� Scroll to Magnetometer Calibration
At power-up an AHRS button label will show. The AUTO setting will use
ARHS1 on the Primary Display unit or you may use another selection.
AHRS X — Each display unit will annunciate under the Pitch Ladder
when only 1 AHRS (in a multiple ARHS setup) is providing valid data.
15.7 True Airspeed and Wind Calibration
The EFIS Horizon accurately calculates indicated airspeed via its measurement of the difference between pitot and static pressures.
Typical instrument errors are less than 2 mph at 100 mph, and diminishing to less than 1 mph at 200 mph. It is not uncommon for airspeed errors
to be observed however, as the pressures provided by the aircraft’s pitot/static system does not always represent the actual static and impact pressures.
The EFIS Horizon provides a means of correcting the true airspeed that it
displays in the PFD data box, and which is used in the wind calculation.
Since the wind calculation is based on the difference between GPS groundspeed, and true airspeed, it is quite sensitive to true airspeed errors, and a
significant improvement in the accuracy of the winds can be achieved by
performing this calibration for some airplanes.
The EFIS Horizon does not provide any means to correct the indicated
airspeed, as this would result in the EFIS Horizon showing a different indicated airspeed than other indicators that may be installed in the airplane.
True Airspeed Corrections:
The AHRS Maintenance page provides a True Airspeed Corrections
selection.
When selected, a correction table is shown, over-laid on the PFD
screen. The table allows for up to 8 corrections. It is recommended
that at least 3 airspeeds be used for the corrections, as follows:
• correction at the typical cruising speed
3� While on this page, rotate the airplane 360 degrees. A red graph
will appear on this page showing the errors showing the calcu• typical climb airspeed
lated errors.
• typical approach speed
If errors of greater than 30 degrees are observed, this may be caused by
For example, with an RV-6, a good approach speed might be 80 mph
magnetic disturbances near the magnetometers, such a ferrous metal,
with flaps at 1 notch. Additional corrections as desired can be entered,
magnetic fields from electric motors, or if the magnetometer orientaespecially if TAS errors are noted that vary significantly with speed.
tion is not the same as the AHRS. (For every 1 degree of misalignment
between the magnetometer and the AHRS, approximately 3 degrees of
53
Calibration
EFIS Horizon has been properly made. This is accomplished by operating
the EFIS Horizon, and the equipment which connects to it and observe
responses that indicate the various connections.
Only one correction for a specific airspeed should be made.
To record a TAS correction:
Clearly the exact checkout procedure will be dependent on the exact configuration of the EFIS Horizon, and thus the following tests are provided as
a basis from which the installer may wish to expand upon.
1� Press any button or knob.
2� Press [NEXT] (more than once may be required)
1� Apply power to the display unit(s).
4� Scroll with either knob to AHRS Maintenance
2� Verify they start up and show the startup page.
If multiple buses provide power to the display unit, verify each
bus is able to power the display unit(s).
7� Turn the knob to open calibration page
3� Apply power to the AHRS.
8� Select a blank table entry in the correction table using a knob.
If no entries are blank, then select an entry and press Delete to
clear the entry. The Start Cal button will be displayed when the
cursor box is on a blank entry.
4� Verify communication with the AHRS by observing that attitude
data are provided on the primary flight display page.
If multiple buses provide power to the AHRS, verify each bus
is able to power the AHRS. This verifies power connection, and
serial input from the AHRS).
5� Scroll to True Airspeed Corrections
9� Press the Start Cal button to begin.
10� Find a heading such that the ground track indicator is aligned
with the heading indicator on the PFD or map pages within 5
degrees. This will result in the airplane flying directly into, or
with the wind.
11� Establish the desired IAS for the correction. Do not change the
power setting until the calibration is complete.
12� Press the Ready button.
The EFIS Horizon will average the data until the on-screen
count-down timer reaches 0.
5� Select the Set Menu, AHRS Maintenance on the display unit
which controls the AHRS.
6� Verify the software version is displayed. This verifies power is
power connection from each bus. While on the AHRS Maintenance page, locate the Magnetic Heading field on the Primary
Flight Display.
7� Verify the magnetic heading is reasonable.
8� Change the heading of the airplane by about 90 degrees and
verify the heading changes and again is approximately correct.
13� Maintain constant heading and altitude until the count-down
timer reaches 0.
9� Verify operation of the magnetometer with the aircraft in the
North heading.
14� Turn to the reciprocal heading when prompted.
10� Apply pressure to the pitot system and verify the airspeed on the
EFIS HORIZOn responds.
15� When established on this heading, at the same altitude and
power setting as in step 2, press the READY button.
The data will be collected until the count-down timer reaches 0.
The correction table will then display this correction.
16� Process is complete
If you feel that an entry is inaccurate, it may be deleted by selecting it
with the cursor box using the knob, and pressing the DELETE button.
You will be asked to confirm deletion of this entry before it is erased.
These entries can be saved using the EFIS Horizon Settings Backup
selection on the display unit maintenance page. They may also be
manually entered if desired using the EDIT function.
CAUTION: Applying pressures greater than 1.5 psi may damage
the AHRS and/or other equipment connected to the pitot system.
11� Vary the static pressure and verify the altimeter responds.
This verifies static port connection.
12� If a GPS is connected, turn it on.
13� Set the navigation mode to GPS, and verify the navigation mode
is displayed as GPS, and not GPS-HDG XXX, which would indicate no GPS data being received.
14� Alternatively, select the MAP page on the EFIS Horizon display
unit. Select a map range of at least 50 miles.
15� Verify the map shows data, such as airports, navaids, etc. This
verifies communication with GPS.
15.8 Flap/Trim Calibration
See General Setup, Flaps and Trim Calibration. This setting assumes
electric flap/trim servos.
15.9 Post Installation Checkout Procedure
The intent of this procedure is to verify each electrical connection to the
16� If the EIS is connected, turn it on.
17� Select the engine page on the EFIS Horizon, and verify the
tachometer display is not dashes. This verifies communication
with the EIS engine monitor.)
18� If localizer and glideslope data are provided to the EFIS HORI54
Calibration
ZOn, verify it is displayed properly by selecting a test mode on the
navigation radio, or by using an ILS test set.
19� Verify the accuracy and sense (direction) of the indications on
either the primary flight display, or the H.S.I. page. Note: Some
navigation receivers do not provide test data on their digital
bus. This verifies analog localizer and glideslope connections.
Similarly validate all other interfaces, such as the connection
to the autopilot, data provided by the ARINC 429 data, and any
analog inputs that may be wired into the EFIS Horizon. This
verifies all other connections.
20� Verify inter-display unit communication by setting the altimeter on any display unit, and verifying all other display units
reflect the new setting.
proaches
• Navigation Mode
• Synthetic Approach On/Off
• Fuel Flow Totalizer
• Alarm Acknowledgements
NOTE: General Settings must be made and verified on each display unit. These do not update across the Inter-Display Link.
Other data may also be shared between display units using the Inter-Display Link menu on the General Setup screen, including analog data and
ARINC 429 data. See the section User Settings, General Setup, for more
information.
CAUTION: If any display unit in the chain is inoperable, the display units will not be able to share information. The pilot must
account for this down-graded mode of operation as necessary
and expect data will not transfer between displays.
22� Verify all analog connections to the EFIS Horizon. This requires
selecting test modes for the various pieces of equipment that connects to these inputs. The state (voltage level) of these inputs is
observed by selecting Display Unit Maintenance, and then Analog
Inputs menu.
15.10 Fuel Flow Totalizer Calibration
The fuel flow totalizer (fuel quantity) can be set on the EIS engine monitor, or the EFIS Horizon display unit.
If the EIS is mounted in the instrument panel, it is used to set the fuel
quantity whenever fuel is added to the airplane. This data will be transmitted to, and displayed on, all display units to which it is connected.
If the EIS is not mounted in the instrument panel, the fuel quantity can be
set on any display unit, but only if the fuel quantity in the EIS communicating with the EFIS Horizon, and is reporting zero fuel. If the display unit
detects a change in the fuel quantity reported by the EIS fuel flow function,
it will use this data, overriding the user selection made on the display unit.
By setting EIS fuel quantity to zero, it assures the EIS reported fuel quantity
will not change.
The fuel flow calibration must be set in the EIS, via its FloCal entry. See EIS
manual for more detail.3.7 Multi-Display Unit Communication
The display units share information, including user selections, analog
input data, and ARINC 429 input/output data between all display units.
This allows user selections that affect the entire system to affect all display
units, such as the altimeter setting for instance.
The following items are updated in all display units whenever this data are
changed in any display unit.
• Altimeter Setting
• Heading Selection
• Selected Altitude
• All autopilot modes and selections, including ARMing of apCalibration
55
APPENDIX A: SPECIFICATIONS
Physical
Display Case Size: 6.25”W x 3.75”D x 4.65”H
Face plate Size: 7.25” W x .375” D x 4.75”H
Unit Weight: 2.25 lb.
Power: 12 VDC to 28 VDC 1.3 amps
ARHS Size: 6” L x 4” D x 3.5” H
Unit Weight: 1.75 lb.
Power: 12 VDC to 28 VDC less than .25 amps
Magnetometer Size: 5.125” W x 2.8”D x 1.125” H
Unit weight: .25 lb
EIS Size: 5.125” W x 2.375” D x 2.375” H
Face Plate Size: 5.94”W x .125”D x 2.75”H
Unit Weight: .9 lb.
Power: 9-18 Vdc, .1 amps
Power
Input: 12 VDC 28 VDC (*optional)
Interfaces
RS-232 serial, ARINC 429 (optional), analog
Appendix
56
APPENDIX B: MOUNTING DIAGRAMS
Appendix
57
APPENDIX C: MAGNETOMETER
Appendix
58
APPENDIX C: AHRS
Appendix
59
APPENDIX D: SERVO/POSITIOn SENSOR
Appendix
60
APPENDIX E: FAQ’s
What is the difference between the EFIS Horizon and Sport?
The EFIS Horizon is built for Instrument Flight Rules (IFR) flying.
It accepts a wide variety of radios, gps and autopilots. The autopilot
command functions built into the EFIS Horizon allow for lateral and
vertical coupling to the Digiflight II VSGV autopilot. This permits
“hands-offstick” flying much like current and future technology
airliners.
The EFIS Sport is much like the Horizon although tailored to the
Visual Flight Rules (VFR) pilot. It accepts a Garmin SL30/40 radio exclusively and provides lateral-only autopilot commands. The AD/ARHS
computer is physically inside the Sport instead of external like the
Horizon The Sport has limited inter-display link features.
If you like would like to fly hard IFR with an automated cockpit your
choice will likely be the EFIS Horizon. If you fly on fair weather days
mostly with occasional light IFR your choice will likely be the EFIS
Sport.
Why a wide format display?
The wide format of the display was chosen to allow a more natural
sense of the horizon, this especially useful for low-time IFR, or VFR
pilots. The wide format also is necessary to allow split screen displays,
and allows for airspeed and altitude tapes to include analog and
digital representations.
Why was the overall size chosen?
The overall size is such that two will fit, stacked on top of each other,
in the RV and similar panels. This allows a great deal of flexibility, yet
is still large enough to be easily readable.
Why not save the cost of the magnetometer, and make this optional?
Without a magnetometer, GPS data is required for calculation of attitude. Bad or loss of GPS data would cause unexpected loss of attitude
data, and would reduce the integrity of the attitude data, and would
reduce the performance of the GPS/AHRS cross-check.
Why not build the EIS into the EFIS for its engine monitoring functions?
The EIS provides a full time, easy-to-read display of engine data. This
makes a single EFIS display unit completely practical. Without the
EIS, a second EFIS display would be required to allow full time display
of engine data.
Engine monitoring requires numerous connections to the engine
and its sensors. Each of these connections is exposed to high levels
of electrical noise, and has the potential of electrical faults introducing unexpected voltages to them. Bringing signals of this type into
the EFIS has the potential for adversely affecting the EFIS, and thus
reducing its integrity.
The EIS provides a convenient backup for altitude and airspeed data if
desired.
For multiple display screen configurations, the EIS may be remotely
mounted.
What are the limitations of the AHRS?
When flying close to the magnetic north or south poles, the AHRS
must revert to using GPS track data, instead of magnetic heading
data. This reduces the integrity of the AHRS calculation of attitude,
and the effectiveness of its GPS/AHRS crosscheck. The EFIS will alert
the pilot to this degraded mode of operation. Obviously, this is unlikely
to affect most users.
In theory, it is possible for the AHRS to be affected by vibration, especially if resonances (flexibility) exist in the mounting of the EFIS to
the airplane. A simple flight test is performed to check for this possibility. We have not seen this problem occur in our testing, but in theory, it
is possible.
The maximum angular rates are 200 degrees/second in roll, pitch,
and yaw simultaneously.
What backup instruments are recommended for a single EFIS Horizon
installation?
For VFR flight, the addition of airspeed is suggested.
For IFR flight a turn coordinator, airspeed indicator, and altimeter
is a minimum, but the pilot should consider their flying skills when
configuring their cockpit. For dual electrical bus installations, the EIS
can be equipped to serve as a backup airspeed indicator, and altimeter.
This has the added benefit of automatic crosschecking against the
EFIS Horizon’s airspeed and altitude.
Why is the GPS database free?
Our database is based on U.S. government data, provided to us at no
charge.
How often does the EFIS update the GPS map?
Our displays are gyro-stabilized, so our map moves smoothly when
you turn, no matter how slowly or quickly your GPS updates. Our
screens update at high rates, so everything appears smooth on our
screens.no jerks or jumps. This makes a significant difference when
rolling out to capture a new ground track on the moving maps, as you
don’t have to guess or anticipate what the map will look like at the
next 1 second update.
Will a database be available for airspace outside of the United States?
Yes. The only difference regarding the database outside of the US is
that it will only include airports with runways of 3000 feet or greater.
Can I use a low-cost handheld GPS with the EFIS Horizon?
Yes. Even low-cost GPS receivers include the required NMEA 0183
output.
Are EFIS settings user-selectable?
Yes. Practically all data may be displayed in your choice of units,
including the barometric pressure setting, temperatures, fuel quantity,
etc.
What is the most important feature of the EFIS Horizon?
The most feature of the EFIS Horizon is the high integrity AHRS that is
not GPS dependent. What good are attitude data, and the EFIS, if you
Appendix
61
can’t trust it?
This second level is the level where the quality is designed in.
• The Third Level
These details are usually unseen, but are what distinguishes
aviation equipment from non-aviation equipment. It includes
not only the selection of components suitable for use in an aircraft environment, but also relies on a failure modes and effects
analysis. This analysis results in design features and functions
(such as built-in-test functions) that add integrity. High integrity
means a low probability of an undetected failure of any of the
flight critical data provided to the pilot.
This third level is the level where safety is designed in.
Conclusion
In the simplest terms, the difference between us and the others
is the engineering and flying experience upon which our system
is designed. The EFIS Horizon Series I provides aerospace grade
design, at kit plane affordable prices.
How does this EFIS compare with the other EFIS systems?
There are 3 “levels” of differences.
• The First Level
The obvious differences are the size and functionality.
This size of the display unit is large enough to allow the artificial
horizon to look “natural”, that is, like a synthetic view of the
outside world (complete with airports and obstructions), and still
have room for both tapes and large digital displays of airspeed
and altitude.
At the same time, the size is is small enough to allow multiple
display screens. Since each multi-function display unit can
display any data (primary flight data, moving map, graphical engine data, or a split screen of any 2), the use of 2 display
units provide twice as much viewable data, while at the same
time, adding redundancy. This also allows for a simple means to
expand your system to meet future avionics needs.
The functions of our EFIS are extensive, including major functions such as integrated navigation/attitude displays on the
wide-format primary flight display, graphical engine monitoring, moving map, and also including interfaces to the autopilot,
localizer and glideslope inputs, with planned growth for weather
and traffic.
Clearly the functionality and size is far beyond that provided by
other manufacturer’s units. The difference in architecture, that
is, the ability to use multiple display units independently, vastly
distinguishes us from single screen systems.
Those familiar with commercial jets may notice a similarity
between the architecture (and functionality) our equipment,
and that of commercial jets. This is no accident, as the chief
engineer’s background included 10 years experience in the
aerospace industry.
This first level is where the functionality that results in efficient
and safe automation of the cockpit is built in.
• The Second Level
These differences are more subtle. They include such things as
wide-temperature range operation, direct sunlight readability
and hardware designed specifically for aircraft use. The design of
this hardware is based on the design principles developed over 12
years of experience with the Engine Information System (EIS)
line of engine monitoring and more than 20 years of aerospace
experience. This results in a robust design that has excellent
tolerance for real-world exposure to wiring errors, radio and
electromagnetic fields, etc.
By comparison, other manufactures will use displays not viewable in direct sunlight, or their system may operate only over a
limited temperature range, or may be limited by low maximum
angular rates, incomplete interfaces, lack of built-in test functions or data validation, and further may operate in “unconventional manners”.
Why doesn’t the EFIS include an autopilot function?
While it is possible for the EFIS to also perform an autopilot function
with the addition of a control panel, and appropriate servos, we intentionally choose to interface to stand alone autopilots. A stand-alone
autopilot does not use the attitude data from the EFIS, and thus is
effectively another source of this data. If the autopilot was driven from
the EFIS attitude data, an undetected failure of this data would result
in the autopilot following the bad data. This would make detecting
the failure more difficult. While undetected attitude failure is unlikely
with our system, the consequences of such a failure are potentially
fatal. In effect, the autopilot serves as another source of attitude data,
and a good argument could be made for choosing an autopilot over a
backup attitude indicator. (A turn coordinator would still be required
for IFR flight)
Conversely, with the independent autopilot and EFIS attitude combination we have chosen, a failure of either the autopilot, or the EFIS attitude data would result in an obvious disagreement, and could trigger
an EFIS unusual attitude warning. Safety is greatly enhanced.
Also, autopilot designs are far from trivial. The safety concerns, and
control laws which dictate the response of the autopilot require a
degree of expertise that we feel is best left to the experts.
Why do you recommend the TruTrak autopilots?
We felt the design of the TruTrak was excellent in terms of safety, and
performance. We especially liked the safety considerations in the design of the servos. More obvious to the pilot, the control laws are based
on the extensive experience of the designer, Jim Younkin, which result
in excellent performance in smooth air or turbulence. In the same
way that we have developed extensive experience in instrumentation,
TruTrak has extensive experience in autopilots.
Other autopilots work well with the Horizon also. Some may require
a GPS-coupler which converts the digital data to analog used by the
autopilot.
Appendix
62
What will be your policy on revisions to the software and hardware systems?
Software updates are available via the www.grtavionics.com website at
no cost. We do not have a policy for hardware revisions.
Can non-TSO instruments be approved for IFR flight in an experimental
aircraft?
What happens if the AHRS is turned off in flight?
It would be unusual to turn off the AHRS in flight, as it is the primary
source of attitude data. If it is turned off, the airplane must be flown
as steady as possible for the first 10 seconds after power is re-applied.
The plane can then be flown in any manner, and the AHRS will begin
providing attitude data within a minute or two.
Yes.
What provides the land and airspace data (database)?
We have our own database derived from US government databases.
Is the HITS offset on the screen because you are crabbed for wind?
Yes, exactly. It “grows” up and out of the runway, which is obviously a
ground-based reference. The primary flight display is shown in Heading Up mode, which is the preferred mode, as this makes the view on
the EFIS match the view out the window. Thus, the difference between
the heading up centered display and the ground-based runway
guidance is the crab angle. This means that the approach is flown
by maneuvering the airplane so that the flight path marker (which
represents your path through space) is centered in the HITS. Even
without the flight path marker displayed, interpreting the HITS is very
natural, as it is identical to the visual clues you use when you look
out the window and fly the airplane to the runway in the presence of a
cross-wind. You instinctively develop a sense of the direction of travel
of the airplane through space when you look out the window, and the
flight path marker is a precise indication of this point. The flight path
marker is commonly used on head-up displays in fighter aircraft.
If so, what happens if the wind is stronger - does the HITS go off
screen?
It would, except that we apply “display limiting”. This means we
alter the position of all ground based symbology to keep the HITS and
runway on the screen.
What is the sight picture if you are doing a circling approach or a close in
base leg?
You see the HITS as though it was a tunnel projected up from the
ground. The HITS will not appear on the screen if it is out of view,
unless it is out of view due to a strong-cross wind. We will be adding
guidance to bring you to the top of the HITS so that we guide you to
the vicinity of the airport, and then provide steering to get you to top of
the HITS. This is not trivial however.
Does the EFIS have a “Quick Erect” function?
No. The only reason to have such a function is if the attitude information was to sometimes become corrupted. The attitude data provided
by our system is of very high integrity, and there is no need for a
“quick-erect” function. Note that even if the airplane is continuously
performing turns and/or aerobatics, the attitude data will remain
accurate.
Appendix
63
APPENDIX F: TROUBLESHOOTING
OAT
The Troubleshooting section gives aid to common installation or use questions.
Terrain
If an Engine Information System is used connect the OAT sensor to the
EIS. If the EIS is not used the OAT sensor must be connected to the Air
Data/AHRS.
If the EFIS Horizon is unable to show Terrain data you may see one or
more of these flags. This list will help in correcting in the Terrain data
being displayed or not.
• DISABLED -- Terrain was disabled in the SET MENU but is still
selected on the SHOW button.
• NOT READY -- The display is busy loading other databases.
• Waiting for USB -- The display did not find terrain on a flash card,
and is waiting for a USB flash drive to be inserted. A USB flash
drive may take up to a minute to be detected.
• No database -- A terrain database was not found on any storage
device. The display will stop searching until the next boot.
• Loading --The terrain database integrity is being checked and the
index is being loaded into memory. The time this requires depends
on the size of the database and how busy the display is. The terrain
will start up faster while on the Power Up and MAP pages.
• OK -- The terrain database has completed loading. Terrain will be
drawn and the terrain alarm activated if requested.
• Low memory -- Some part of the terrain database was not able to
load because the display is low on memory. This message should
not normally be seen, but is possible if several memory intense
features are all active at the same time. Weather, terrain, large
map ranges, and DEMO recording can consume large amounts of
memory. The display will attempt to use any parts of the terrain
that could be loaded. Report this message to GRT.
• Bad database --The terrain database has been damaged or is not
compatible with the display software.
• ERROR -- The display has detected a failure in its terrain processing and has disabled all terrain functions. Terrain will not be
available until the next boot. Report this message to GRT.
AHRS/Magnetometer-Com Interference
Most problems encountered with attitude or heading after installation
is the placement of the ARHS and Magnetometer near ferrous metals
or com coax cables. Most of these problems can be avoided if the
Installation Guide is followed.
Wire bundles from the AHRS or magnetometer must be kept away
from com coax cables. It is suggested to run com coax on one side
of the fuselage and ARHS/Mag wire bundles on the other. If the coax
must pass by the wire bundles it is suggested that it be made perpendicular to the wire bundle.
See ARHS and Magnetometer Installation Guide for more detail.
Appendix
64
APPENDIX G: FACTOIDS
Below are facts which were cluttering the manual, but I didn’t want to
throw the facts away.
Rules for NAV Mode
1� If the EFIS Horizon detects an ILS frequency has been tuned, but
is unable to determine the inbound course, a caution message,
Set Inbound Course, will be displayed on the EHSI page.
2� If the GPS flight plan or synthetic approach indicates the runway
being used, and the database has the ILS frequency for this
runway, the ARM will be available, but attempting to ARM will
generate the message TUNE LOC to XXX.X.
3� If the NAV mode is GPS at the time an ILS frequency is tuned, a
second course pointer is displayed, in white, on the EHSI, allowing the localizer course to be pre-set. (The GPS course pointer is
being driven by GPS flight plan data.)
4� If the NAV mode is VOR at the time the ILS frequency is tuned,
the EFIS Horizon will pre-set its internal ILS course pointer.
Since the selected course knob on the EHSI is being used for
the VOR, the ILS course may not be pre-set by the pilot without
changing the NAV mode to LOC.
5� If the EFIS Horizon detects that the ILS frequency is flagged, the
EHSI course is reset to its previous, non-localizer course.
6� The [LOC-REV] selection is provided for flying localizer back
course approaches.
7� The selection will reverse the sense of the LOC deviations
displayed on the PFD and MAP EHSI pages, and commands to
the autopilot, so that the localizer sensing appears as it does on
a front course. This eliminates the need to mentally reverse the
localizer sense.
Rules for Synthetic Approach Mode
Lateral steering for the synthetic approach is constructed by the EFIS Horizon according to the following list, in order of priority.
1� If an approach has been selected on the GPS, the synthetic approach path will match the course into the runway waypoint.
(An approach is a flight plan that includes guidance to the
runway, and will include a runway waypoint, such as RW25.)
2� If no approach has been selected on the GPS, but the last waypoint in the flight plan is an airport, the pilot will be prompted
to select the runway. If the runway includes a localizer in the
EFIS Horizon database, then the approach will be constructed to
mimic the localizer, otherwise it will be constructed to follow the
extended runway centerline
4� If the selected runway includes an associated localizer in the
EFIS Horizon navigation database, the message Synthetic Approach using LOC Course will be provided to remind the pilot
that the approach will follow the localizer, and my not necessarily be aligned with the runway centerline.
5� If the approach mode is selected, but the GPS flight plan does not
contain an approach or an airport as the last waypoint that can
be matched to the EFIS Horizon database, then the synthetic approach cannot be activated. The EFIS Horizon will respond with
a message No Airport found for Synthetic App, and the approach
mode will be turned off.
Transitioning from Enroute to Synthetic Approach
If an approach has been selected in the GPS flight plan, the transition from
enroute to a path that aligns the airplane with the runway will be inherent
in the GPS flight plan.
The synthetic approach will be considered captured (causing the synthetic
approach HITS to be displayed, and enabling vertical guidance to the
runway) when the airplane is within 2.5 degrees of the synthetic approach
course, and within 20 nm of the runway threshold, emulating the typical
capture of a localizer. If no approach has been selected on the GPS flight
plan, the EFIS Horizon will override the GPS flight plan or HDG selection to
turn the airplane onto the extended runway centerline.
This will typically occur when the airplane is within 2.5 degrees of the
extended runway centerline, and within 20 nm of the runway threshold.
A message Synthetic Approach Captured will be displayed when this transition occurs, and the GPS CDI, Autopilot and course indicator will then be
driven by the synthetic approach.
Automatic Runway Selection
If an approach has been selected in the GPS flight plan, and the EFIS
Horizon is able to determine the airport and runway for this approach,
a message will be generated confirming the runway selected by the GPS
approach was identified (For example, Synthetic App using 26L at KGRR).
The selected runway will blink yellow on the MAP page.
Manual Runway Selection
If an approach has not been selected on the GPS, the last waypoint in the
flight plan must be an airport. The EFIS Horizon will then provide a list of
the available runways. The desired runway is selected using the left knob.
This list shows the runway identifier, the length, surface (hard or soft),
lighting, and crosswind component.
The crosswind component is shown as X-Wind = speed L/R, where the
speed is in the units selected on the EFIS Horizon, and the L/R indicates a
left or right crosswind, such that a left crosswind indicates the wind is blowing from left to right when on the approach.
The EFIS Horizon will list the runways in order of how closely aligned they
3� If no approach has been selected, and the last waypoint in the
are with the calculated wind direction. To find the unit serial numbers
GPS flight plan is not an airport, the synthetic approach is not
select the PIC Calibration Data to find Serial Number.
available.
Appendix
65
APPENDIX H: WIRING LIST AND PORT SETTINGS
by Mike Casey
20061129
Display Unit 1 (with ARINC-429 Module) Connector A 25-pin Female
Function
Inter-Display Link
ARINC Module Connected
ARINC Receive Rate
ARINC Transmit Rate
ARINC Input Counter
General Setup (1)
(Change to activate menu)(2)
Yes
Low
Low
Serial
Serial
Serial
Serial
Port
Port
Port
Port
1
1
1
1
Rate
Input
Output
Input Counter
9600
SL30-1
SL30-1
20
2
Serial
Serial
Serial
Serial
Port
Port
Port
Port
2
2
2
2
Rate
Input
Output
Input Counter
115200
Weather
Off
19
4
Serial
Serial
Serial
Serial
Port
Port
Port
Port
3
3
3
3
Rate
Input
Output
Input Counter
19200
Display-Unit Link
Display-Unit Link
23
25
White
Connects to D.U. 2 Pin 25
Black/Yellow Connects to D.U. 2 Pin 23
Serial
Serial
Serial
Serial
Port
Port
Port
Port
4
4
4
4
Rate
Input
Output
Input Counter
9600
EIS/Engine Monitor
Fuel/Air Data Z Format
21
5
Green/Black EIS Pin 11
Conntects to GTX 327
Transponder, Pin #19
Serial
Serial
Serial
Serial
Port
Port
Port
Port
5
5
5
5
Rate
Input
Output
Input Counter
9600
NMEA0183 GPS2/Global Positioning
Autopilot (NMEA0183)
22
3
Gray/Red
Serial
Serial
Serial
Serial
Port
Port
Port
Port
6
6
6
6
Rate
Input
Output
Input Counter
19200
AHRS/Air Data Computer
24
1
Yellow
Brown
14
15
16
17
Red
Primary Power Input
Secondary Power Input
Third Power Input
Ground
Pin
Color
Comments
ARINC module is
connected to autopilot.
SL/30 Nav/Com, Pin #5
Yellow
Weather must be connected to I/O
port 2, all other I/O is optional.
Lowrance 2000C GPS
TruTrak DigiFlight II VSGV, Pin #17
Black
Display Unit 2 (with Weather and GPS Modules) Connector A 25-pin Female
Function
Inter-Display Link
ARINC Module Connected
General Setup (1)
(Change to activate menu)(3)
NO
Pin
Color
Serial
Serial
Serial
Serial
Port
Port
Port
Port
1
1
1
1
Rate
Input
Output
Input Counter
4800
NEMA0183GPS1/Global Positioning
NEMA0183GPS1 Configuration
Serial
Serial
Serial
Serial
Port
Port
Port
Port
2
2
2
2
Rate
Input
Output
Input Counter
115200
Weather
Weather
19
4
Serial
Serial
Serial
Serial
Port
Port
Port
Port
3
3
3
3
Rate
Input
Output
Input Counter
19200
Display-Unit Link
Display-Unit Link
23
25
Serial
Serial
Serial
Serial
Port
Port
Port
Port
4
4
4
4
Rate
Input
Output
Input Counter
9600
EIS/Engine Monitor
Off
21
5
White
Serial
Serial
Serial
Serial
Port
Port
Port
Port
5
5
5
5
Rate
Input
Output
Input Counter
9600
SL30-1
Off
22
3
Gray Red
Serial
Serial
Serial
Serial
Port
Port
Port
Port
6
6
6
6
Rate
Input
Output
Input Counter
19200
Off
24
1
Yellow
Comments
Internal GPS
Yellow
Brown
Weather must be connected to I/O
port 2, all other I/O is optional.
Black/Yellow Connects to D.U. 1 Pin 25
White
Connects to D.U. 1 Pin 23
Primary Power Input
14
Red
Secondary Power Input
15
Third Power Input
16
Ground
17
Black
Uninterrupted Battery for GPS clock (optional)
18
See Note 4
Note 1: Access via [Set Menu]/General Setup
Note 2: Inter-Display Link ID (Primary), Compare Limits (Yes)
Note 3: Inter-Display Link ID (Auto(2)), Compare Limits (Yes), Send GPS Data (Yes)
Note 4: Without this power, when the unit powers up the time set will be UTC from the GPS.
With power the user can set local time and the system will maintain local time even when the power is off.
Connect direct to battery with 10K Ohm resistor in series and fuse with 1A fuse.
Draws just mA of power, the same as the clock in your car.
Appendix
66
APPENDIX I: ARINC-429 CONNECTOR
Nine pin connector on EFIS
Pin 5 A output to Trutrak A input
Pin 9 B output to Trutrak B Input
Pin 1 A input
Pin 2 B input
On the EFIS ARINC 9 pin connector I suggest that you connect pin 1 to pin 5 and pin 2 to pin 9.
This connects the output to the input which will enable the
input counter. By looking at the input counter you can see if
there is ARINC data output. Great for trouble shooting.
5
Trutrak A
1
EFIS 9 Pin Connector
9
Trutrak B
2
Figure I.1
Appendix
67
GLOSSARY
RMI
Radio Magnetic Indicator
TRK
Track
Va
Design Maneuvering Speed
Vc
Design Crusing Speed
Vd
Design Diving Speed
Vf
Design Flap Speed
Vfe
Maximum Flap Extension Speed
Vne
Never-exceed Speed
Vno
Maximum Structural Cruising Speed
VOR
Vhf (Very high frequency) Omnidirectional Range navigation system
Vs
Stall Speed
Vx
Speed for Best Angle of Climb
Vy
Speed for Best Rate of Climb
by Mike Casey
ADC
Air Data Computer
AHRS Attitude Heading Reference System
AOG
Aircraft On Ground
ARINC-429
Aeronautical Radio Incorporated standard for data communications within an aircraft.
ASCII
American Standard Code for Information Interchange
Button
Button (the 5 white keys)
CDI Course Deviation Indicator
EFIS
Electronic Flight Instrument System
EHSI
Electronic Horizontal Situation
Indicator
EIS
Engine Instrument System
FPM
Flight Path Marker
fpm
Climb Rate Feet Per Minute
FTM
Flight Track Marker
GPS
Global Positioning Satellite
GPSS
Global Positioning Satellite Steering
GRT
Grand Rapids Technology
HITS
Highway In The Sky (Synthetic Approach)
HSI Horizontal Situation Indicator
Knob
Rotary Encoder (left and right)
ILS
Instrument Landing System
mph
Miles Per Hour
NDB
NonDirectional Beacon
OROCA
Off Route Obstacle Clearance Altitude
PFD
Primary Flight Display
Glossary
68

EFIS HORIZON - Caseys` Page Mill

Transcription

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