Efd1000 PFD and Efd1000 MFD - Installation Manual

EFD1000 Installation Manual
DOCUMENT # A-01-126-00 PAGE 1-202 Revision C

Copyright 2008 Aspen Avionics Inc.

EFD1000
Installation Manual
Includes Instructions for Continued Airworthiness

Aspen Document #A-01-126-00 Revision C

DOCUMENT REVISIONS
Revision Description of Change
A INITIAL RELEASE
B INITIAL RELEASE FAA APPROVED
C Corrected Figure 9.17 STEC Autopilot Interface to add P1-12 CRS Datum Lo connection. Updated
Section 5.2.4 to add SL-30 limitations. Updated Figure 8.5 ACU Flight Director definitions. Added Table
10.1 EFD1000 Configuration Chart for inclusion in ICAs. Moved ICAs from Section 12 to Appendix D.
Updated Appendix D ICAs. Moved Section 13 Operation to Section 12. Moved Appendix D
Environmental Qualification Forms to Section 13.

Prepared By: TLM Release Authorization
Reviewed By: PDL
Original signatures
on file. See ECO for
release date and
dispositions. Release Date: 3/28/08
Release Initials: DTS
Usage Authorization / Master Control Number:
Release Signature
David T.Stewart


The conditions and tests required for TSO approval of the EFD1000 System are minimum
performance standards. It is the responsibility of those installing this article either on or within
specific type or class of aircraft to determine that the aircraft installation conditions are within
the TSO standards. TSO articles must have separate approval for installation in an aircraft. The
article may be installed only if performed under 14 CFR part 43 or the applicable airworthiness
requirements.
This manual contains FAA Approved installation instructions for installation of the Aspen
EFD1000 system under the EFD1000 AML STC for use as a primary electronic flight display
during day/night IFR and VFR operations in those Part 23 Class I and II aircraft (as defined in AC
23.1309-1C) listed on the EFD1000 AML. Installation of the EFD1000 into part 23 Class I or II
aircraft not included in the EFD1000 AML, into any part 23 class III or IV aircraft, or into any part
25, 27, or 29 aircraft requires separate airworthiness approval.


THIS PAGE IS INTENTIONALLY LEFT BLANK
Table of Contents
1 INTRODUCTION ................................................................................................................. 11
1.1 PART NUMBERS......................................................................................................... 11
1.2 INSTALLATION KIT CONTENTS....................................................................................... 11
1.3 ACCESSORIES REQUIRED BUT NOT SUPPLIED...................................................................... 12
1.4 OPTIONAL ACCESSORIES NOT SUPPLIED ........................................................................... 13
1.5 SPECIAL TOOLS REQUIRED............................................................................................ 13
1.6 VENDOR INFORMATION ............................................................................................... 13
1.7 WARRANTY REGISTRATION........................................................................................... 14
1.8 REGULATORY COMPLIANCE .......................................................................................... 14
1.8.1... Technical Standard Order .......................................................................... 14
1.8.2... Software Certification................................................................................ 14
1.8.3... Environmental Compliance ........................................................................ 14
2 EQUIPMENT SPECIFICATIONS AND LIMITATIONS................................................................... 15
2.1 PRIMARY FLIGHT DISPLAY (PFD) & CONFIGURATION MODULE (CM) ........................................ 15
2.1.1... General Specifications ............................................................................... 15
2.1.2... Operational Specifications: ........................................................................ 15
2.1.3... I/O Specifications:..................................................................................... 15
2.1.4... Certification Specifications: ....................................................................... 15
2.1.5... Outline Drawing: ....................................................................................... 16
2.2 REMOTE SENSOR UNIT (RSM): ...................................................................................... 17
2.2.5... Outline Drawing: ....................................................................................... 18
2.3 ANALOG CONVERTER UNIT (ACU): ................................................................................ 19
2.3.5... Outline Drawing: ....................................................................................... 20
3 SYSTEM DESCRIPTION......................................................................................................... 21
3.1 PRIMARY FLIGHT DISPLAY (PFD).................................................................................... 21
3.2 REMOTE SENSOR MODULE (RSM) .................................................................................. 22
3.3 CONFIGURATION MODULE ........................................................................................... 23
3.4 ANALOG CONVERTER UNIT (ACU) ................................................................................. 23
3.5 SYSTEM ARCHITECTURE............................................................................................... 24
4 SUPPORTED INSTALLED CONFIGURATIONS .......................................................................... 25
4.1 PILOT CONFIGURATIONS.............................................................................................. 25
4.2 SIMPLE PRO CONFIGURATION........................................................................................ 26
4.3 PRO CONFIGURATIONS WITH AUTOPILOT.......................................................................... 27
4.4 PRO CONFIGURATION WITH AUTOPILOT AND DIGITAL/ANALOG VLOC..................................... 28
4.5 PRO CONFIGURATION WITH AUTOPILOT AND DUAL ANALOG VLOC......................................... 29
5 PRE MODIFICATION PLANNING............................................................................................ 31
5.1 PRE MODIFICATION CHECKLIST ..................................................................................... 31
5.2 REQUIREMENTS AND LIMITATIONS .................................................................................. 32
5.2.1... Standby Attitude Positioning...................................................................... 34
5.2.2... Standby Airspeed and Altimeter Positioning ............................................... 35
5.2.3... Directional Gyro/ HSI................................................................................. 35
5.2.4... Back Up Nav Indicator ............................................................................... 36
5.2.5... GPS Annunciators...................................................................................... 37
5.2.6... Power Requirements.................................................................................. 37
5.3 PART 135 IFR OPERATIONS........................................................................................ 37
5.4 SETTING V-SPEED TEXTUAL MARKERS ........................................................................... 37
5.5 OPTIONAL INTERFACES................................................................................................ 38
5.5.1... Autopilot .................................................................................................. 38
5.5.2... GPSS ........................................................................................................ 38
5.5.3... GPS/ NAV Switching .................................................................................. 39
5.5.4... Sonalert .................................................................................................... 39
5.5.5... Heading Output ........................................................................................ 39
5.5.6... Second ACU.............................................................................................. 39
6 MECHANICAL INSTALLATION .............................................................................................. 41
6.1 UNPACKING AND INSPECTING EQUIPMENT......................................................................... 41
6.2 EQUIPMENT LOCATION DOCUMENTATION......................................................................... 41
6.3 LOG BOOK ENTRY ..................................................................................................... 41
6.4 WEIGHT AND BALANCE................................................................................................ 41
6.5 INSTALLATION LIMITATIONS ......................................................................................... 42
6.6 EQUIPMENT BONDING................................................................................................. 42
6.7 COOLING ................................................................................................................ 43
6.8 PFD INSTALLATION.................................................................................................... 43
6.8.1... PFD Mounting Location.............................................................................. 43
6.8.2... Mounting Bracket Installation .................................................................... 44
6.8.3... PFD Bonding Strap..................................................................................... 44
6.8.4... Pitot and Static Connections ...................................................................... 47
6.8.5... Quick Connector Installation...................................................................... 47
6.8.6... Leak Check Requirements.......................................................................... 48
6.9 RSM INSTALLATION................................................................................................... 49
6.9.1... Proposed RSM Location Check ................................................................... 50
6.9.2... Pressurized Aircraft................................................................................... 51
6.9.3... Second RSM Placement (MFD) .................................................................... 51
6.9.4... RSM Mounting Angles................................................................................ 51
6.9.5... RSM Doubler ............................................................................................. 53
6.9.6... RSM Doubler Fabrication ........................................................................... 54
6.9.7... RSM Installation ........................................................................................ 57
6.9.8... RSM mounting on Composite or Fabric ...................................................... 57
6.9.9... RSM Shim Fabrication (if necessary) ........................................................... 58
6.10 ACU INSTALLATION................................................................................................... 60
6.10.1. ACU Mounting........................................................................................... 60
6.11 CONFIGURATION MODULE INSTALLATION......................................................................... 62
7 ELECTRICAL INSTALLATION ................................................................................................ 63
7.1 ELECTRICAL LOAD ANALYSIS......................................................................................... 63
7.2 ELECTRICAL INSTALLATION........................................................................................... 63
7.2.1... HIRF/Lightning Requirements.................................................................... 64
7.2.2... PFD to GPS/VLOC/ACU Wiring.................................................................... 65
7.2.3... RSM Wiring ............................................................................................... 66
7.2.4... Configuration Module Wiring..................................................................... 67
7.2.5... ACU Wiring ............................................................................................... 68
7.2.6... Back Up NAV Indicator Wiring .................................................................... 68
7.2.7... Autopilot Wiring........................................................................................ 68
8 ELECTRICAL CONNECTIONS ................................................................................................ 69
8.1 PFD ELECTRICAL SPECIFICATIONS .................................................................................. 69
8.1.1... Power Input .............................................................................................. 69
8.1.2... Tone (Sonalert) Output .............................................................................. 69
8.1.3... RS-232 GPS Input...................................................................................... 69
8.1.4... ARINC 429 GPS Inputs ............................................................................... 71
8.1.5... ARINC 429 VLOC Input .............................................................................. 72
8.1.6... ARINC 429 GPS Output .............................................................................. 72
8.2 ACU ELECTRICAL SPECIFICATIONS.................................................................................. 72
8.2.1... Power Input .............................................................................................. 72
8.2.2... VLOC Receiver........................................................................................... 73
8.2.3... GPS Receiver ............................................................................................. 73
8.2.4... Autopilot .................................................................................................. 75
8.2.5... ARINC 429 GPS Output .............................................................................. 77
8.3 PFD PIN OUT........................................................................................................... 78
8.4 RSM PIN OUT.......................................................................................................... 79
8.5 CONFIGURATION MODULE PIN OUT................................................................................ 80
8.6 ACU PIN OUT.......................................................................................................... 80
9 INSTALLATION WIRING DIAGRAMS ...................................................................................... 83
10 CONFIGURATION AND EQUIPMENT CHECKOUT.................................................................. 111
10.1 TEST EQUIPMENT..................................................................................................... 111
10.2 WIRING VERIFICATION............................................................................................... 111
10.3 BONDING CHECK FAR 23.867(B) ............................................................................. 112
10.4 SYSTEM CONFIGURATION........................................................................................... 113
10.4.1. Main Menu Access................................................................................... 113
10.4.2. Menu Navigation..................................................................................... 113
10.4.3. Edit Mode ............................................................................................... 113
10.4.4. Main Menu Configuration ........................................................................ 113
10.4.5. INSTALLATION MENU UNIT CONFIGURATION.......................................... 118
10.5 RSM CALIBRATION .................................................................................................. 133
10.5.1. Calibration Overview ............................................................................... 133
10.5.2. RSM Calibration Procedure....................................................................... 135
10.5.3. Heading Offset Adjustment ..................................................................... 137
10.5.4. Heading Accuracy Test ............................................................................ 138
10.5.5. Heading Interference Test ....................................................................... 138
10.6 GROUND TEST PROCEDURE ........................................................................................ 139
10.6.1. Indicated Airspeed Display ...................................................................... 139
10.6.2. Altitude Display ...................................................................................... 139
10.6.3. System Leak Test .................................................................................... 139
10.6.4. Outside Air Temperature ......................................................................... 140
10.6.5. AHRS Sensor Test.................................................................................... 140
10.6.6. GPS Sensor Test ...................................................................................... 140
10.6.7. NAV Receiver Sensor Test ........................................................................ 141
10.6.8. Backup Navigation Indicator .................................................................... 141
10.6.9. Autopilot Sensor Test .............................................................................. 141
10.6.10 Flight Director Test ......................................................................... 142
10.6.11 Sonalert Test................................................................................... 143
10.6.12 Ancillary Equipment Heading Check................................................. 143
10.6.13 TAPES Configuration Check ............................................................. 143
10.6.14 EMI Test.......................................................................................... 143
11 POST INSTALLATION FLIGHT CHECK.................................................................................. 145
11.1 BASIC ADI FLIGHT CHECKS ........................................................................................ 145
11.2 BASIC HSI/DG FLIGHT CHECKS .................................................................................. 145
11.3 ILS FLIGHT CHECKS (IF NO AUTOPILOT, OTHERWISE JUMP TO SECTION 11.4)............................ 145
11.4 AUTOPILOT FLIGHT CHECKS (IF INSTALLED)..................................................................... 146
12 OPERATION...................................................................................................................... 149
12.1 PILOT CONTROLS .................................................................................................... 149
12.1.1. Overview................................................................................................. 149
12.1.2. Power Control ......................................................................................... 150
12.1.3. Display and Control Layout...................................................................... 151
12.1.4. Control Knobs......................................................................................... 152
12.2 SETTING FLIGHT INSTRUMENTS.................................................................................... 152
12.3 KNOB SYNC FUNCTION ............................................................................................. 153
12.4 HOT KEY OPERATION ............................................................................................... 154
12.5 CDI AND BEARING POINTER SOURCE SELECTION .............................................................. 156
12.6 BACK LIGHT CONTROL.............................................................................................. 157
12.7 MAP RANGE CONTROL.............................................................................................. 158
12.8 DISPLAY REVERSION CONTROL AND ABNORMAL SHUTDOWN................................................ 158
12.9 PRIMARY FLIGHT INSTRUMENTS ................................................................................... 158
12.9.1. Attitude Indicator .................................................................................... 158
12.9.2. Airspeed Indicator................................................................................... 160
12.9.3. Altimeter ................................................................................................ 162
12.9.4. Vertical Speed Indicator (VSI) ................................................................... 163
12.9.5. Rate of Turn Indicator ............................................................................. 164
12.9.6. Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set) .......................... 164
12.9.7. Horizontal Situation Indicator .................................................................. 164
12.9.8. Bearing Pointers...................................................................................... 168
12.10 SITUATIONAL AWARENESS MAP DISPLAY ........................................................................ 168
12.11 AUTOPILOT INTEGRATION.......................................................................................... 171
12.12 MAIN MENU........................................................................................................... 175
12.12.1 Menu Controls ................................................................................ 175
12.12.2 Menu Options ................................................................................. 176
13 ENVIRONMENTAL QUALIFICATION FORMS ......................................................................... 179

APPENDIX A ..................................................................................................................... 183
TROUBLESHOOTING.................................................................................................. 184
APPENDIX B...................................................................................................................... 187
INSTALLATION FINAL CHECK SHEET .............................................................................. 188
APPENDIX C ..................................................................................................................... 191
OPERATOR CONFIGURATION CHECKLIST......................................................................... 192
APPENDIX D..................................................................................................................... 193
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS.............................................................. 193


1 Introduction
This Installation Manual is FAA Approved and contains detailed installation instructions for
installing the EFD1000 System into specific aircraft as listed in the EFD1000 AML-STC. There are
required FARs that must be complied with and followed to insure an airworthy installation.
Section 5 Pre Modification Planning will guide you through these requirements.

1.1 Part Numbers
The EFD1000 Electronic Flight Display System consists of the following components:
A-05-110-00 EFD1000, TSO
A-05-111-00 REMOTE SENSOR MODULE (RSM)
A-05-112-00 ANALOG CONVERTER UNIT (ACU) optional

A-05-113-00 CONFIGURATION MODULE, PFD PILOT
OR
A-05-114-00 CONFIGURATION MODULE, PFD PRO

A-08-130-00 INSTALLATION KIT, EFD1000
A-08-131-00 INSTALLATION KIT, RSM
A-08-132-00 INSTALLATION KIT, ACU - optional

1.2 Installation Kit Contents
A-08-130-00 EFD1000 Install Kit
Aspen P/N Description Manufacturers P/N
A-08-125-00-A PFD Mounting Bracket Aspen
A-06-564-00 44 Pin HD D-Sub connector with
contacts
Positronics P/N DD44F10000
A-06-573-00 EMI Metal Back shell Positronics P/N D25000GE0
A-06-505-00 Pitot Quick Connector Aspen
A-06-507-00 Static Quick Connector Aspen
A-08-144-00-A Configuration Module Connector
Assembly with pigtail
Aspen

A-08-131-00 RSM Install Kit
A-06-566-00 RSM Circular Connector Hirose P/N SR30-10JF-7S(71)
A-06-567-00 8-32 Stainless Steel screws (4) MS27039C08-17
A-06-568-00 Stainless Steel locking nuts (4) MS21044C08
A-06-569-00 Stainless Steel washers (4) Cad Plated NAS1149EN0832P

A-08-132-00 ACU Install Kit
A-06-570-00 15 pin D-Sub connector AMP P/N 205163-1
A-06-408-00 DB15 pin EMI Back shell NorComp 970-015-030R121
A-06-409-00 DB25 EMI Back shell NorComp 970-025-030R121
A-06-410-00 DB37 EMI Back shell NorComp 970-037-030R121
A-06-574-00 Crimp Sockets (77) Positronics P/N FC6020D

1.3 Accessories Required but Not Supplied
Description Manufacturers P/N
Tee Fittings for pitot/static (2 req) Thogus Products P/N TT-9444
(1/4x1/4x1/4) or equivalent
1/4 pitot and static tubing Imperial Eastman 44PN or equivalent
Over Braid tinned copper light
Over Braid tinned copper med
Alpha Wire P/N 2142 (1/4), P/N 2146 (1/2)
Daburn P/N 2350-X, X=diameter (i.e., 1/2)
Circuit Breaker pull to open (PFD) 7.5 amp MS 26574-7.5 or equivalent
Circuit Breaker (ACU) 2 amp (1 for each ACU) MS26574-2 or equivalent
PFD to GPS/ACU double shielded cable M27500-22TG2V64 or equivalent
Hose Clamps (8 req) Aero Seal 6604 or equiv.
7 conductor shielded cable (PFD to RSM) M27500-A24SD7T23/ M27500-22TG7T14 or
equivalent
Single stranded 24, 22, 20 AWG MIL-W-22759/16 or equiv.
Shielded Wire 22 AWG MIL-C-27500 or equiv.
PFD Mounting Screws #6-32 MS24693-S30 or equiv.
PFD and ACU Mounting Lock Nuts #6-32 MS21044N06 or equiv.
PFD and ACU Mounting Washers NAS1149FN632P or equiv.
ACU mounting Screw #6-32 MS24694-X or equiv.
Miscellaneous screws, washers, cable ties,
etc.
Installer supplied

1.4 Optional Accessories Not Supplied
Description Manufacturer
Sonalert (continuous type) Mallory PK or PS series or equivalent
EFIS Master switch rated for 7.5 amps cont. MS35059-22 or equivalent
Circuit Breaker/Switch 7.5amp (PFD) Potter Brumfield W31M-7.5 or equivalent
RSM Doubler Installer fabricated per Section 6.9.5
RSM Shim may be required on extreme
mounting angles
Installer fabricated per Section 6.9.9
RSM sealant non-pressure vessel mounting MIL-A-46146, Dow 738 or equiv.
RSM sealant pressure vessel mounting MIL-PRF-81733D, PS 870B-1/2 or equiv.

1.5 Special Tools Required
D-SUB connectors:
Hand Crimp Tool: Positronics P/N 9507-0-0-0 or equivalent
Insertion/Extraction Tools: Positronics P/N M81969/1-02 or equivalent

1.6 Vendor Information
Aspen Avionics Inc. Alpha Wire Company Over Braid
5001 Indian School Road NE 711 Liderwood Ave.
Albuquerque, NM 87110 Elizabeth, NJ 07207
(505) 856-5034 (908) 925-8000
support@aspenavionics.com info@alphawire.com

A.E. Petsche Co. Double Shielded & RSM Cable Daburn Electronics & Cable Corp Over Braid
2112 West Division St. 224 Pegasus Ave.
Arlington, TX 76012-3693 Northvale, NJ 07647
(817) 461-9473 (201) 768-5400
Info@aepetsche.com daburn@daburn.com

Positronic Industries Inc. - Crimpers, Connectors
423 N. Campbell Ave.
Springfield, MO 65801
(417) 866-2322
info@connectpositronic.com

1.7 Warranty Registration
Registration of LRU part numbers and serial numbers must be recorded on the dealer portal of
the Aspen Avionics website at www.aspenavionics.com/dealerramp. Activating the warranty on
the EFD1000 system is just one important aspect of providing a satisfying installation
experience for our customers.

1.8 Regulatory Compliance
1.8.1 Technical Standard Order
All components of the EFD1000 system are produced under Technical Standard Order
Authorization (TSOA).
1.8.2 Software Certification
All software components of the EFD1000 system are developed to RTCA DO-178B
criticality Level C with the exception of the GPS receiver software, which is for
emergency use only.
1.8.3 Environmental Compliance
All system components meet the categories of RTCA/DO-160E according to the
environmental qualification form in Section 13.
2 Equipment Specifications and Limitations
2.1 Primary Flight Display (PFD) & Configuration Module (CM)
2.1.1 General Specifications
Part Number .............................. A-05-110-00
Width ........................................ 3.50 in. (Measured at Bezel)
Height ....................................... 7.00 in. (Measured at Bezel)
Can Depth................................. 4.15 in. (Rear of Bezel to Rear of Can)
Overall Depth ............................ 6.35 in. (Knob to Rear Pressure Fitting)
Weight....................................... 2.9 lbs with bracket
Display Type.............................. 6.0 in. Diagonal TFT Active Matrix LCD (400x760)
Display Colors ........................... 32,768
Face .......................................... Anti-Reflective Coated Glass
Backlight ................................... High Intensity White LED
Rotary Knobs............................. Optical Encoder with Momentary Push
Dimming ................................... Manual & Automatic (Front Bezel Mounted Sensor)
2.1.2 Operational Specifications:
Operating Temp: ...................... -20C to +55C
Storage Temp: .......................... -55C to +85C
Max Operating Altitude.............. 35,000 ft Unpressurised/ 55,000 ft Pressurized
Cooling ..................................... Integral Fan
Max Humidity............................ 95% at 50C
Input Voltage............................. +8 to +32 Volts DC
Nominal Current ........................ 2.4/4.8 Amps (28v/14v)

2.1.3 I/O Specifications:
ARINC 429 Inputs ...................... 5 Low Speed
ARINC 429 Outputs ................... 1 Low Speed
RS-232 Inputs ........................... 5
RS-232 Outputs ........................ 3
Pitot / Static .............................. Quick Connect

2.1.4 Certification Specifications:
Technical Standard Order:
TSO-C2d .................................. Airspeed Instruments
TSO-C3d .................................. Turn and Slip Instrument
TSO-C4c .................................. Bank and Pitch Instruments
TSO-C6d .................................. Direction Instrument Magnetic (Gyroscopically
Stabilized)
TSO-C8d .................................. Vertical Velocity Instrument (Rate-of-Climb)
TSO-C10b ................................ Altitude Pressure Activated Sensitive Type
TSO-C106 ................................ Air Data Computer
TSOC113 ................................ Airborne Multipurpose Electronic Display
Software:
RTCA DO-178B ......................... Level C
Environmental:
RTCA DO-160E.......................... See Environmental Qualification Form Section 13

2.1.5 Outline Drawing:

Figure 2.1 - PFD Outline Drawing (inches)

2.2 Remote Sensor Unit (RSM):
Part Number .............................. A-05-111-00
Width ........................................ 2.65 in. (Measured at Base)
Height ....................................... 1.00 in. (Measured from Base)
Length....................................... 4.40 in. (Front to Rear)
Weight....................................... 0.2 lbs
Operating Temp ....................... -55C to +70C
Storage Temp ........................... -55C to +85C
Max Operating Altitude.............. 55,000 ft Unpressurized
Cooling ..................................... None Required
Max Humidity............................ 95% at 50C
Input Voltage............................. Provided by PFD
Nominal Current ........................ Included in PFD Current

Magnetometer ........................... Proprietary Digital
OAT........................................... Proprietary Digital
GPS ........................................... Proprietary Digital

The RSM is certified as a component of the EFD1000 system

Environmental:


24 inches
4.36
0.99
2.64
1.750
1.625
4 X 0.194
CABLE FEEDTHRU
0.75

Figure 2.2 - RSM Outline Drawing (inches)

2.3 Analog Converter Unit (ACU):
Part Number .............................. A-05-112-00
Width ........................................ 5.75 in. including mounting flanges
Height ....................................... 1.60 in.
Length....................................... 4.30 in.
Weight....................................... 0.8 lbs
Operating Temp: ...................... -20C to +55C
Storage Temp: .......................... -55C to +85C
Max Operating Altitude.............. 35,000 ft Unpressurized/ 55,000 ft Pressurized
Cooling ..................................... none required
Max Humidity............................ 95% at 50C
Input Voltage............................. +11 to +32 Vdc
Nominal Current ........................ 0.5/1.0 Amps (28v/14v)
ARINC 429 Inputs ...................... 2 Low Speed
ARINC 429 Outputs ................... 2 Low Speed
RS-232 Inputs ........................... 1 (software loading only)
VHF Nav Receiver....................... 1 Analog input
GPS Receiver.............................. 1 Analog input
GPS OBS Interface ...................... 1 Output
GPS Discrete.............................. 4 Active low inputs
DH Discrete ............................... 1 Active low input
Flight Director ........................... 1 output port
Autopilot Interface..................... 1 Analog port

The ACU is certified as a component of the EFD1000 system

Environmental:


4
.7
2
4
.3
0

Figure 2.3 - ACU Outline Drawing (inches)

3 System Description
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU). The flight deck
display is designed specifically for general aviation aircraft.
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate, and turn quality. The system may optionally provide display of navigation
information, pilot-selectable indices (bugs), and annunciations to increase situational awareness
and enhance flight safety.
Two configurations, Pilot and Pro are available, which support different software feature sets.
3.1 Primary Flight Display (PFD)
The PFD is a digital system that consists of a high resolution 6 diagonal color LCD display,
user controls, photocell and Micro SD data card slot. The rear portion of the unit consists of a
non-removable electronics module which contains a full air data computer, attitude heading
reference system, power supplies, backup battery, and dual processor electronics. Also on
the rear of the unit, a fan is provided to cool the backlight and electronics.
The PFD mounts to the front surface of most instrument panels. The electronics module and
cooling fins on the back are sized to fit into existing mechanical attitude and heading
indicator instrument panel holes.
The mechanical design allows the instrument to be installed in the place of the mechanical
gyroscopic attitude and heading indicators, without interfering with the surrounding
instruments. The installation will require minimal, if any, mechanical modifications to most
general aviation aircraft instrument panels.
The PFD contains a microSD card port and reader at the bottom of the display bezel. In the
future, software updates and system upgrades will be loaded via this port.


Figure 3.1 - PFD

The PFD is a pure digital system and natively supports both ARINC 429 and RS-232 digital
interfaces. In installations with a modern digital radio installation, the PFD connects directly
to the interfaced equipment.

In installations that require interfaces to non-ARINC avionics (i.e., older VLOC radios and
autopilots) the ACU is required to convert these signals into ARINC 429 for the PFD.
3.2 Remote Sensor Module (RSM)
The RSM is required and connects directly to the PFD. It physically resembles a traditional GPS
antenna and follows the industry standard mounting hole pattern.

However, internally it is substantially more complex in that it contains all of the sensors that
must be remotely located from the PFD display unit.

The RSM is powered by the PFD through a shielded wire harness and contains the following
sub-systems:
Outside Air Temperature (OAT) sensor
Emergency backup GPS engine
Heading flux sensors

The RSM is mounted externally in a magnetically quite environment to provide acceptable
reception for the integral GPS antenna and to minimize magnetic disturbances that would
impact accurate magnetometer operation.

3.3 Configuration Module
The Configuration Module contains an EEPROM device which retains system configuration and
calibration data. The Configuration Module connects to the PFD through a short fabricated
harness and is fastened to the main wiring bundle of the PFD.
The Configuration Module provides two primary functions:
Retains aircraft specific configuration, calibration data and user settings, allowing the
PFD to be swapped for service purposes without re-entering or re-calibrating the
installation.
Contains a license key that configures the PFD software to either the Pilot or Pro
feature set.

3.4 Analog Converter Unit (ACU)
For the Pro model only, the optional Analog Converter Unit (ACU) provides compatibility with
older, analog-based avionics when required. The ACU converts and concentrates multiple
analog interfaces to digital ARINC 429 buses supported by the PFD. Control parameters, such
as desired heading, are also sent from the PFD to the ACU for conversion to analog format for
autopilot support.
The feature set of the Pilot system does not support interface to navigation equipment, and
therefore does not support the ACU interface. The ACU is required when any of the following
capabilities are required in a Pro installation:
Interface to supported autopilots
Interface to supported non-ARINC 429 VLOC navigation radios
Interface to supported non-ARINC 429 GPS navigators
Interface to supported radar altimeter decision height

If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft, and no other
aircraft interfaces are desired, the ACU is not required.

3.5 System Architecture
The system architecture in Figure 3.2 shows the relationships of the PFD, RSM, Configuration
Module and ACU.

Figure 3.2 - EFD1000 System Architecture

Note: Radar Altimeter DH will be functional in
future software release

4 Supported Installed Configurations
The following diagrams show the different options for integrating with existing avionics in the
installed fleet. Most common digital VLOC radios (such as the Garmin 4xx/5xx series), and
analog VLOC radios are supported. The following diagrams show common installation
configurations, but do not represent all possible combinations.

4.1 Pilot Configurations
The following configurations show a basic Pilot installation. The Pilot model does not support
the display of VLOC or GPS navigation deviation, only the GPS flight plan and position is
received and displayed. The Pilot model does not support the ACU and therefore autopilot
interfaces are not available.

Figure 4.1 - Pilot Configurations

4.2 Simple Pro Configuration
The following configuration shows a simple Pro installation, without an advanced autopilot
and flight director. No ACU is required for this installation. This installation would be used
when there is no analog VLOC receiver and the autopilot L/R input is dedicated to the GPS.
The PFD navigation source selection has no control over the autopilot input.
Tracker autopilots that use L/R steering can also be wired to an ACU so that the PFD displayed
navigation source L/R output is switched to the autopilot. These installations will be wired as
shown in Figure 4.3 minus the heading and course datum, flag, ILS Energize, and glide slope
signals.

Figure 4.2 - Simple Pro Configurations

4.3 Pro Configurations with Autopilot
The following configurations show Pro installations with autopilot integration, but without
analog VLOC interfaces. A backup Navigation indicator is required in installations that do not
have an integral CDI display on the GPS receiver or VLOC receiver. There must be one
navigation indicator available to the pilot in the event of a PFD or ACU failure.

Figure 4.3 Pro Configurations with Autopilot

4.4 Pro Configuration with Autopilot and Digital/Analog VLOC
The following configuration shows a Pro installation with autopilot integration, a single digital
VLOC/GPS, a single analog VLOC, and a single RS-232/ analog GPS. A backup Navigation
indicator is required in installations that do not have an integral CDI display on the GPS
receiver or VLOC receiver. There must be one navigation indicator available to the pilot in the
event of a PFD or ACU failure.

Figure 4.4 - Pro Configuration with AP and VLOC
4.5 Pro Configuration with Autopilot and Dual Analog VLOC
The following configuration shows a Pro installation with autopilot integration and dual analog
VLOC interfaces. Two ACUs are required for this installation. A backup Navigation indicator
is required in installations that do not have an integral CDI display on the GPS receiver or
VLOC receiver. There must be one navigation indicator available to the pilot in the event of a
PFD or ACU failure.

Figure 4.5 - Pro Configuration with AP and Dual VLOC



5 Pre Modification Planning
This section contains requirements that must be considered before installing the EFD1000. This
section will guide you through the requirements to ensure FAR compliance; including required
equipment, required secondary equipment, secondary equipment relocation and placement, and
optional equipment.
5.1 Pre Modification Checklist
Complete Table 5.1 to insure that the aircraft to be modified is a candidate for installation of
the EFD1000 system using this AML-STC. It is required to have a PASS or NA for all rows in
order to use this AML-STC as the certification basis for the EFD1000 installation. NA means
Not Applicable because no interface will be made to that device. Only items 5, 8, 9, 10, 11 &
12 below may use NA in the PASS box.
ITEM Criteria PASS
1 Is the aircraft to be modified on the Approved Model List (AML)?
2 Does aircraft have sufficient electrical capacity to supply all required
equipment given the current draw in Table 7.1?

3 Is there an acceptable location to mount or relocate the required standby
instruments in the pilots field of view? (see Figure 5.2)

4 Do the standby instruments meet the requirements of Figure 5.1?
5 Is a backup navigation indicator required (see section 5.2.4) - NA if no
Backup Nav indicator is required. If a backup indicator is required, is there
an acceptable location to mount or relocate a required backup Nav
Indicator in the pilots field of view? (see Figure 5.2)

6 Is there an acceptable location to mount the RSM? (see Section 6.9)
7 Is there a location to mount a PFD circuit breaker that will be accessible
to the pilot while seated?

8 If mounting an optional PFD Master switch is there a mounting location
accessible to the pilot while seated? NA if not installed.

9 If installing an optional ACU or ACUs is there a location to mount a
circuit breaker or breakers that is accessible to the pilot while seated? -
NA if no ACU installed.

10 Does the aircraft have a compatible GPS receiver or will one be installed?
(see Electrical Interface Section 8 to determine compatibility) - NA if no
GPS interface.

11 Does the aircraft have a compatible Navigation receiver or will one be
installed? (see Electrical Interface Section 8 to determine compatibility) -
NA if no NAV interface.

12 If the aircraft is equipped with an autopilot is the Autopilot compatible?
(see Electrical Interface Section 8 to determine compatibility) - NA if no
autopilot interface.

Table 5.1 Pre Modification Checklist
5.2 Requirements and Limitations
FAR 23.1311(a)(5) requires that independent secondary instruments be installed (existing
units may be relocated) for Attitude, Altitude, Airspeed, and magnetic direction indicator
whisky compass when an Electronic Display (i.e., EFD1000) is used as the primary
instrument.
Part 23 aircraft that have no existing attitude Indicator must install a standby attitude
indicator along with the PFD as required by FAR 23.1311(a)(5) even though the aircraft
operates under VFR rules as per 91.205(b). Any deviation from this regulation requires
separate FAA approval.
The existing outside air temperature probe (if installed) and magnetic direction indicator
whisky compass may not be removed during the installation of the EFD1000 system.
Pneumatic Standby Instruments
Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate
them as necessary as described in Section 5.2.1. The standby airspeed and altimeter should
be connected to an independent pitot and static line (independent from PFD) whenever
available.
Electric Standby Instruments
Aircraft that are all electric must keep the EFD1000 PFD on an independent power source from
the standby instruments as determined from the flow chart of Figure 5.1. The installer must
verify that the standby instruments are electrically isolated from the PFD through either of the
following two methods:
A) Standby instruments are powered by a dedicated standby battery separate from the
aircraft starter battery. [Note: The EFD1000 internal battery does not qualify as an
independent battery under FAR 23.1353(h)]
B) Dual independent electrical systems (dual alternators and dual batteries) with the PFD
on one system and the standby instruments on the other system.
Removal of pneumatic standby instruments and installation of electric standby instruments is
not authorized by this STC. Separate installation approval would be required.
The installation of dual independent electrical systems or a standby (emergency) battery is not
authorized by this STC. Separate installation approval would be required.


Figure 5.1 Standby Instrument Power Requirements
5.2.1 Standby Attitude Positioning
The Attitude indicator must be relocated to a position that meets FAR 23.1321(a). The
requirements are 35 degrees from the pilots center line horizontally ( 21 inches
from centerline as defined by AC23-11) to an area just below the basic T configuration
to the glare shield vertically (see Figure 5.2 below). Standby instruments should be
mounted as close as practical to the primary instruments, but in no case outside 35.

NOTE: The existing instrument holes for the Turn and Bank and the Vertical Speed
indicator meet this requirement.

Figure 5.2 Standby Instrument Placement

Also note that some attitude indicators are the primary pitch and roll reference for the
autopilot and must remain in the aircraft (i.e., KI-256). For rate based autopilots the
Turn and Bank Indicator will need to remain in the aircraft, and may be relocated to the
co-pilot side or blind mounted provided it is not used as the autopilot mode controller.
If used as the autopilot mode controller then it must be located where it can be easily
reached by the pilot while seated.

5.2.2 Standby Airspeed and Altimeter Positioning
In a single PFD installation the existing airspeed indicator and altimeter may remain in
their original location. However, if the original location does not satisfy the basic T
configuration per FAR 23.1321(d) it will be required to LOCK the airspeed and
altitude tape in the PFD to ON via the installation menu. If the airspeed indicator is
not in position (AS) and the altimeter in position (AL) of Figure 5.3 below then the
TAPES must be LOCKED ON so that the pilot cannot de-clutter them from the display
during flight.

WARNING: Failure to adhere to the specific instrument layout requirements and
EFD1000 configuration requirements will violate the STC.

Likewise older aircraft panel layouts that do not have the airspeed indicator to the left,
or the altimeter to the right of the attitude indicator (AI) must either relocate the
instrument(s) to these positions or set the TAPES setting to LOCK ON in the
installation configuration menu.

Figure 5.3 Basic T configuration

5.2.3 Directional Gyro/ HSI
The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the
panel. Provided the existing compass system is not driving a heading input to another
device in the aircraft, it may be removed from the aircraft at the operators discretion.
If another device is bootstrapped off of the compass then it will need to be
determined whether low speed ARINC 429 heading is accepted by this device and
rewired appropriately. If the other device only accepts ARINC 407 synchro heading
then it may be necessary to keep the existing compass system in the aircraft and move
the indicator to another location.

A magnetic direction indicator whisky compass or equivalent is required as a
secondary direction indicator per FAR 23.1311(a)(5).

5.2.4 Back Up Nav Indicator
For certification reasons a backup navigation indicator is required in any installation
where the EFD1000 is the only display of navigation information in the cockpit. This
will ensure that a failure of the EFD1000 system does not result in a complete loss of
all navigation data to the flight crew

Thus, for example, an installation that includes a panel mount GPS with an integral LCD
display that includes a CDI indicator would not require a backup nav indicator.
However, a configuration with no GPS and dual legacy VLOC radios that do not include
an integral display with CDI indications will require a backup nav indicator.

If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then
it can be paralleled to the ACU as shown in Section 9.

WARNING: Failure to provide a backup Nav indicator when required will violate the
STC.

Garmin SL-30 Interface
The Garmin SL-30 when connected to the EFD1000 system through the composite
video input requires that the SL-30 be configured for Converter in the set-up mode.
When you configure the SL-30 for Converter it disables the OBS input to the radio
thereby disabling the Left/Right/To/From analog outputs and it also disables VOR
Monitor mode and Back Course mode. Therefore the SL-30 cannot be used to directly
drive a backup HSI or Nav indicator without an internal converter. If you desire to
connect the SL-30 to the EFD1000 you must do one of the following: use one of the
backup Nav indicators in Figure 9.24, use a KN-72 VLOC Converter between the SL-30
composite out and Nav indicator analog in, or use a backup Nav indicator connected to
another navigation receiver in the aircraft.

5.2.5 GPS Annunciators
The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the
display from those ARINC 429 connected GPS receivers that output these labels. If
using the PFD display for any required GPS annunciations verify that the GPS receiver
outputs these messages on the ARINC 429 bus.

GPS Annunciations on PFD (if provided by GPS):
MSG
WPT
TERM
APPR
INTEG

5.2.6 Power Requirements
An electrical load analysis must be performed to ensure the installed EFD1000
components do not exceed the current capacity of the aircrafts charging system (see
Section 7.1).

An EFIS MASTER switch or switch breaker to the PFD may be installed if the customer
desires to isolate the PFD during engine starts. The PFD breaker must be a pull type
breaker and should be connected to the switched battery bus. A location will need to
be found for the ACU breaker(s) and they should be connected to the avionics bus
(switched battery bus if no avionics bus).

5.3 PART 135 IFR Operations
The 30 minute back-up battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement for single engine Part 135 IFR operations under 14
CFR 135.163.

5.4 Setting V-SPEED Textual Markers
Have the aircraft operator complete Operator Configuration Checklist in Appendix C so that
this data is available prior to configuring the system in Section 10. We suggest making a copy
of this form and have it signed by owner/operator, then put a copy in Installation Package.

5.5 Optional Interfaces
5.5.1 Autopilot
The EFD1000 Pro with ACU emulates a KI-525A HSI by providing HDG Datum, CRS
Datum, and navigation L/R outputs to a connected autopilot. Any autopilot compatible
with the KI-525 HSI is compatible with the EFD1000 System.

Similarly, the EFD1000 Pro with ACU emulates the KI-254/KI-256 flight director
indicator by accepting FD signals compatible with these indicators and displaying them
on the EFD. Any autopilots that output a flight director signal that is compatible with
the KI-254/256 is compatible with the EFD1000 System.

Section 9 of this document shows interconnect diagrams for common autopilots that
are KI-525A and KI 254/256 compatible, and therefore also compatible with the
EFD1000. Because the EFD1000 outputs Heading Datum and Course Datum via the
ACU the existing HSI/DG is no longer required to provide this output to the autopilot.
In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain
full HSI features with the installation of the EFD1000 System. Please check the
manufacturers installation data for any jumpers or hardware that needs to be added or
removed from the autopilot to add the HSI interface.

When the EFD1000 System is installed, the ACU controls all analog navigation signals
provided to the autopilot. Navigation signal output to the autopilot is switched
depending on which sensor is coupled to the EFD1000 HSI. Therefore the
LT/RT/UP/DN, flags, and ILS Energize must only be connected between the ACU and
autopilot, and there should be no direct connection between the navigation receiver
and the autopilot.

The autopilots flight director output may be paralleled from the autopilot to the
existing Flight Director and ACU so that it is displayed on both instruments. The FD
may also be connected to just the ACU for Flight Director display on the PFD when
there is no existing flight director.

5.5.2 GPSS
GPS Steering provides a steering command to the autopilot through the HDG Datum
channel to provide for enroute, procedure turn, holding pattern, and turn anticipation
operation. GPSS through the EFD1000 is only available if Label 121 is transmitted by
the GPS over the ARINC 429 bus. RS-232 interfaces do not provide label 121;
therefore, for RS-232 GPS systems GPSS functionality is not provided.

5.5.3 GPS/ NAV Switching
Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be
removed as the PFD will provide this capability. The existing GPS and VLOC receivers
will be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9.
Any analog connections from the GPS and/or VLOC receiver to the autopilot will be
removed and wired per the ACU to autopilot interfaces shown in Section 9.

5.5.4 Sonalert
A Sonalert may be installed to provide an audio tone to the pilot whenever an altitude
or minimums advisory is generated by the system.

5.5.5 Heading Output
It may be necessary to use a digital bus, in lieu of a synchro output, to supply an
external device such as a TCAS or StormScope system with heading. Label 320 is
output from the ACU on P3 pins 4 & 5 via a low speed ARINC 429 bus, if no ACU is
installed then label 320 is available from the PFD pins 26 and 27.

Figure 5.4 Low Speed ARINC 429 Heading

(Note- the Bendix/King KTA810/910 and KMH820/920 only accept High Speed A429
and therefore are not compatible with this output). Contact Aspen Avionics product
support for suggestions on using an ARINC 429 low to high speed converter.

5.5.6 Second ACU
A second ACU is required when two (2) analog VLOC receivers are installed.


THIS PAGE IS INTENTINALLY LEFT BLANK
6 Mechanical Installation
The EFD1000 installation will require mechanical modifications to the aircraft. The PFD, RSM, and
Configuration Module will be installed in all installations, while one (1) or two (2) ACU(s) may be
required in others. Most installations will require removing and relocating existing flight
instruments to alternate locations in the instrument panel to be used as standby instrumentation.
6.1 Unpacking and Inspecting Equipment
Perform a visual inspection of all equipment for evidence of damage that might have occurred
during shipment. If a damage claim is to be filed save all shipping boxes and packing
material to substantiate your claim.
6.2 Equipment Location Documentation
It is required by the AML-STC that the PFD, RSM, CM, and ACU mounting locations be
recorded on Figure D1 of Appendix D. It is also required that an accurate description of wire
and cable routing be noted on the figure. This information will be required later to comply
with the ICAs. Make a copy of the form and give to owner for inclusion in permanent aircraft
records.
6.3 Log Book Entry
Make a log book entry at the completion of the installation indicating that the aircraft has
been modified in accordance with the EFD1000 AML-STC.
6.4 Weight and Balance
Using the component weights in Table 6.1 and the moment arm of the component mounting
locations perform a weight and balance calculation per AC 43.13-1B. Also account for
equipment removed during the modification process.

Component Weight (Ibs)
EFD1000 including bracket 2.9
RSM Remote Sensor Module 0.2
ACU Analog Converter Unit 0.8
Configuration Module 0.1
Table 6.1 Component Weights

6.5 Installation Limitations
The following mounting limitations must not be exceeded during the installation of the PFD
and RSM:
The PFD must be mounted within 8 of perpendicular to the aircraft waterline.
The PFD must be mounted within 0.00.1 of the zero degree roll wings level axis.
The RSM must be mounted within 4 to the longitudinal axis of the aircraft (see
Figure 6.8)
The RSM must be mounted within 10 to the zero degree roll wings level axis (see
Figure 6.10)
The RSM must be mounted within 10 to the zero pitch axis waterline of the
airframe (see Figure 6.9). In no case may the PFD to RSM difference be greater than
18 (8 of PFD tilt plus 10 of RSM tilt).
RSM must be mounted to a relatively flat surface such that when installed it will not
deform the aircraft skin and must not allow more than a .030 gap between RSM and
skin.
RSM must not be mounted to a NO ZONE as pictured in Figure 6.7.
Mounting the RSM to, or making other penetrations through, the aircraft pressure
vessel is beyond the scope of this STC. Separate FAA approval of pressure vessel
penetrations required to accommodate RSM mounting is required prior to the
installation of the remaining EFD1000 system components under the EFD1000 AML-
STC.
Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this
STC. On composite and fabric skin aircraft, separate FAA approval of the RSM
mounting is required prior to the installation of the remaining EFD1000 system
components under the EFD1000 AML-STC.

6.6 Equipment Bonding
All metal components must be grounded and bonded to the airframe with less than 3
milliohms resistance in accordance with FAR 23.867(a).
The PFD uses an installer fabricated braided bonding strap to ensure proper bonding to the
panel. The bond strap is attached with supplied screw (3/8
th
inch length) to back of PFD at
location just below and left of static port. The other end of strap is attached to PFD mounting
bracket screw at backside of panel.
The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet
compliance with DO-160E EMI and Lightning certification requirements. The attached ground
wire on the RSM is not a bonding wire but is a shield ground for the pigtail over braid and
must be connected to airframe ground.
The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal
surface, otherwise a braided or single stranded wire bonding strap to airframe ground will
need to be fabricated for mounting on composite structures.

6.7 Cooling
The PFD has an integral fan mounted to the lower backside of the unit. The fan must not be
covered as to restrict airflow through the unit. The RSM, ACU, and Configuration Module have
no specific cooling requirements.

6.8 PFD Installation
Mechanical installation of the PFD requires installing the included mounting bracket,
connecting a braided bonding strap between the PFD and panel, and installing pitot and static
connections to the two keyed quick release pressure fittings.

6.8.1 PFD Mounting Location
The PFD must be mounted in the center position of the instrument panel per FAR
23.1321(d). If the two existing instrument holes that contain the attitude indicator and
direction indicator are not exactly centered, but are the closest instruments to the
center, then that position is acceptable for mounting the PFD.

NOTE: Modification to the existing instrument panel is not authorized
under this STC. Any modification must be approved separately.
PFD
PFD Mounting Location

Figure 6.1 - PFD Mounting Location
6.8.2 Mounting Bracket Installation
The pre-drilled holes in the mounting bracket (see Figure 6.4) support both standard
3 round instrument holes, and 3ATI square cutouts. The bracket is centered on the
upper instrument hole. The lower portion of the bracket is provisioned with screw
slots, allowing variable vertical spacing configurations.

If the lower cutout is a 3ATI or other larger standard cutout, a commercially available
metal blanking plate should be used to flush fill the cutout. Use the PFD Mounting
Bracket as a template to cut the 2.10 diameter cutout for the fan and two 0.150
diameter mounting holes. All cut edges should be treated to prevent corrosion.

The PFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32
flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also
acceptable to use existing #6 nutplates or equivalent.

1) Burnish the back of the instrument panel around one of the 6 mounting holes to
allow for bracket to instrument panel bonding through the screw/washer/nut.
2) Loosely install the bracket with the upper two mounting screws/nuts/washers as
shown in Figure 6.3.
3) Use an inclinometer on the top of the PFD bracket with the aircraft level to make
this adjustment. It may be necessary to slot the existing holes to align the bracket
in the roll axis.
4) The PFD must be mounted within 0.00.1 of the zero degree roll wings level
axis.
5) Fabricate an 8 bonding strap from braid and two ground lugs. Attach one ground
lug to a mounting screw on the backside of the panel (see Figure 6.2).
6) Install remaining PFD mounting bracket screws and nuts.
7) Tighten all six (6) mounting screws and nuts to 12 in-lbs anchoring the bracket to
the panel.

Aircraft with tilted instrument panels of 8 or less can install the PFD flat against the
panel. The tilt will later be removed electronically in the system configuration using
the Pitch Attitude Trim adjustment.

6.8.3 PFD Bonding Strap
An 8 or shorter braided bonding strap is required between the screw (below and left
of the static port- see Figure 6.2) on the backside of the PFD to a location on the
backside of the instrument panel using one of the mounting screws and nuts. Verify
less than 3 milliohms resistance to airframe ground at bonding strap connection point.


Bonding Strap
Attachment Screw
Rear View of PFD

Figure 6.2 PFD Bonding Strap Connection

Figure 6.3 PFD and Bracket Installation


Figure 6.4 - PFD Mounting Bracket (inches)

6.8.4 Pitot and Static Connections
Pitot and Static connections are made to the PFD via two keyed quick connect fittings.
These connections will typically require a T fitting to be installed in-line with the
existing altimeter and airspeed indicators.

The quick connectors are keyed such that they cannot be interchanged. Once the
correct quick connector is fastened to the pitot and static lines, they cannot be
inadvertently swapped on the rear of the PFD unit.

NOTE: The pitot quick connector will fit on the PFD static port but the static quick
connector cannot be inadvertently connected to the PFD pitot port due to the
keying.
Each connector has a 0.256 diameter barbed fitting that accepts a hose.

Figure 6.5 - Pitot & Static Quick Connector

6.8.5 Quick Connector Installation
1) Insert T fitting into existing aircraft Pitot line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
2) Connect a length of pitot line tubing between the T fitting and the P quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
3) Insert T fitting into existing aircraft Static line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
4) Connect a length of pitot line tubing between the T fitting and the P quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
5) Secure pitot and static lines as necessary to prevent interference with other aircraft
structures and components.

CAUTION: Secure pitot and static lines so that they will not interfere with flight
controls and are not at risk of mechanical damage.


Figure 6.6 Pitot & Static Line Connections

6.8.6 Leak Check Requirements
A pitot static leak check is required after the installation of the quick connectors and
the PFD is installed. The quick connectors are designed such that they seal when
disconnected.

6.9 RSM Installation
The RSM is typically installed near the tail of the aircraft on an unpressurized portion of the
airframe. As the RSM incorporates both the OAT sensor and the emergency GPS antenna, it
must be mounted on the top outside of the airframe. In addition, the RSM includes the
magnetic flux sensors which is why it is important to locate the RSM as far away from the
cabin and baggage (or hat rack) compartment as practical.
Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and inherent
sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer may partially
mask the antennas view of the sky/horizon. Installation on either side of the vertical fin is
acceptable.
The preferred RSM installation area is a minimum of 12 inches behind a typical baggage or
(hat rack) compartment to no closer than 39 from the end of the fuselage (see Figure 6.7).
The NO ZONE areas below are hot zones for a lightning strike and are not to be used for
mounting the RSM. The RSM must not be mounted to the wing, the top of the vertical
stabilizer, the horizontal stabilizer, the fuselage forward of the cabin, or within 39 as
measured from the fuselage aft end as shown.
The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS
or ELT antenna, and within 2 inches of another RSM.
The RSM will need to be mounted to a relatively flat surface such that there is less than .030
gap surrounding the RSM when installed. The RSM must not be mounted to an excessively
curved area which could become deformed upon mounting the RSM.

12"
Prefered Area
Hat Rack
Baggage
Compartment
NO ZONE
NO ZONE
Alternate Locations
12" minimum
separation
39"
NO ZONE
12" minimum
separation

Figure 6.7 - RSM Mounting Location

6.9.1 Proposed RSM Location Check
The installer must determine the best RSM location given the above factors. A
navigation quality handheld compass (i.e., hiking compass) can be used to find a
magnetically quiet area free from the effects of magnetic disturbances from flight
controls, autopilot servos, strobes, or any other large magnetic field appliance.

Place a small handheld compass in the proposed RSM mounting location and operate
all electrical systems. The compass needle should not deflect more than 2 degrees
during testing.

If a location cannot be found with less than 2 degrees of deflection then the electrical
device causing the interference will need to be determined. The device causing the
interference may need to be re-bonded or the wiring may need to be relocated.

Once an area is located free from electrical interference the flight controls will need to
be moved from stop to stop to determine if there is any compass deflection.

If the compass does not show any deflection from electrical or mechanical sources then
that location is acceptable to mount the RSM.

If the proposed location is free of electrical interference but shows deflection from the
flight controls it may be possible to degauss the flight control cables and or flight
control hardware. Large ferric moveable objects that have become magnetized can
cause compass deflection.

Fixed ferric objects can be compensated for by the AHRS during the RSM alignment. A
degaussing coil can be purchased at most audio and video stores.

NOTE: If it is impossible to find a suitable mounting location in the preferred area
it may be permissible to mount the RSM above the cabin. A location
will need to be found that is a minimum of 12 inches from any cabin
speakers or electronic device that can cause compass fluctuations at the RSM
location. Use the above procedure with the handheld compass to locate
a quiet area. During operation of the electrical systems concentrate on
those devices that are in the cabin and within the headliner. Be aware
that headsets and other items worn by and operated by the flight crew
and passengers could potentially interfere with the RSM. Typically this would
be when the headset is within 12 of the RSM location. Find a location
that cannot be affected by the passenger and flight crew headsets while
seated and moving about the cabin.

6.9.2 Pressurized Aircraft
On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft
pressure vessel. The installer is responsible for obtaining proper documentation and
FAA approvals from either the airframe manufacturer or from a DER or FAA field office
for any penetrations of the pressure vessel or bulkhead.

CAUTION: Penetration of the pressure vessel is not approved under this STC and will
require separate approval.
CAUTION: Mounting the RSM on the pressure vessel is beyond the scope of this STC
and requires separate approval.

6.9.3 Second RSM Placement (MFD)
A second RSM may be installed in preparation for a MFD1000 installation. It is
preferred to mount RSM #2 on either side of RSM #1 with a spacing of 2 inches or
more. A typical install would place the RSMs on opposite sides of the vertical
stabilizer. RSMs may be mounted fore and aft if a side by side orientation is
impractical.

6.9.4 RSM Mounting Angles
For RSM mounting the following maximum mounting angles apply.

Figure 6.8 RSM Top View longitudinal Alignment

Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).

Figure 6.9 RSM Fore or Aft Max Tilt

Maximum side to side tilt is 10 degrees in relation to wings level. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).

Figure 6.10 RSM Side to Side Max Tilt

6.9.5 RSM Doubler
This STC approves the use of the doubler shown in Figure 6.11 for Aluminum Skinned
aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by
this STC and will require that the installer obtain separate approval of the RSM
mounting on these classes of aircraft. After the RSM mounting has been approved, this
STC may be subsequently installed.

The doubler is to be fabricated by the installer using the dimensions and rivet holes as
shown. Should the installer wish to deviate from this doubler in size, rivet count, rivet
spacing, or doubler thickness, they are required to seek separate approval.

6.9.6 RSM Doubler Fabrication
1) Determine the thickness of aircraft skin.
2) For aircraft skins 0.050 thick and less the doubler should be made from 0.050
material. For aircraft skins thicker than 0.050 the doubler should be made from
material the same thickness as the skin.

3) Fabricate the doubler from 2024-T3 AMS-QQ-A-250/5 to the dimensions in Figure
6.11, Tolerances 0.030

Figure 6.11 RSM Doubler

4) Remove burrs and break sharp edges (0.005 0.015)
5) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent.
6) Mask around the four (4) mounting holes the diameter of the mounting washers or
1/2" on the down side of the doubler (see Figure 6.12). Prime that side with epoxy
primer per MIL-P-23377 or equivalent. Do not prime the side that faces the aircraft
skin. This allows for a doubler to aircraft skin bond and mounting washer to
doubler bond.
7) Mark forward direction on doubler because pattern is not symmetrical.
8) Using the doubler as a template match drill holes in aircraft fuselage at location
determined from Section 6.9.1. Doubler must be aligned to the longitudinal axis of
the aircraft to within 4 (see Figure 6.8).

Figure 6.12 Masking of doubler

9) Remove burrs and break sharp edges on the aircraft skin (0.005 0.015)
10) Burnish the aircraft skin on the inner surface in the area where the doubler will
mount. Apply Alodine 1201 and do not prime.
11) Mount a ground stud to the doubler for attachment of the RSM shield wire. Use an
MS24694-S9 #8-32 flathead screw and AN264-832A locknut or equivalent as
shown.

Doubler
Aircraft
Skin
Countersink

Figure 6.13 Ground Stud Mounting

12) The doubler is attached to the inside surface of the aircraft skin with solid rivets.
For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head
rivets.
For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the
fuselage skin. Carefully control the countersink depth to not knife edge the
fuselage skin.
For aircraft skin thicknesses 0.040 to 0.063 install with NAS1097AD4 rivets
flush in the fuselage skin.
For aircraft skins 0.070 or thicker install with NAS1097AD5 rivets flush in the
fuselage skin.
13) Verify that the ground stud has less than 3 milliohms to ground.

Figure 6.14 Rivet Installation

6.9.7 RSM Installation
1) It is not required to remove aircraft surface paint below RSM unless an aluminum
shim was required on extreme mounting angles. The shim must be bonded to the
fuselage. Bonding of RSM is through four (4) mounting screws to doubler.
2) Install RSM on aircraft and secure using four (4) MS27039C08-17 stainless screws,
four (4) NAS1149EN0832P cadmium plated stainless washers, and four (4)
MS21044C08 stainless nuts. Torque hardware to 12-15 in-lbs. Installer may
substitute nut plates for washers and nuts provided the nutplates are attached to
the doubler only and not the aircraft skin. Nutplates must be stainless steel.
3) Apply a bead of non-corrosive sealant around the RSM and over each mounting
screw.

CAUTION: Only use stainless steel mounting hardware (i.e., screws, nuts, washers,
nutplates) to mount the RSM. Use of any other ferrous screws or hardware
may cause compass errors.

Doubler
(installer fabricated)
Aircraft Skin
FWD

Figure 6.15 RSM Mounting

6.9.8 RSM mounting on Composite or Fabric
Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this
STC. Separate FAA approval of the RSM mounting is required prior to the installation
of the remaining EFD1000 system components under the EFD1000 AML-STC.

6.9.9 RSM Shim Fabrication (if necessary)
If the RSM exceeds the mounting limits of Section 6.9.4 a shim will be required.

Fabricate a shim with the dimensions of the RSM baseplate. Optionally the shim can be
made square and slightly larger than the RSM baseplate for ease of construction (see
Figure 6.16).

Figure 6.16 Example Shim Top View

The shim must not exceed the minimum and maximum thickness as shown in Figure
6.17.

No Thinner than 0.040"
No Thicker than 3/8"

Figure 6.17 Example Shim Side View

1) Use RSM doubler as a template to mark shim stock.

2) Fabricate shim from 2024-T3 aluminum with the four (4) mounting holes and 0.5
cable pass-thru drilled through.

3) Remove burrs and break sharp edges (0.005 0.015)

4) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent.
5) Mask off top side of shim 1/4 inside mounting surface of RSM and mask off a
similar area on the bottom so that these areas remain Alodine only (see Figure
6.18). Prime unmasked areas with epoxy primer per MIL-P-23377 or equivalent.
Paint to match aircraft color if desired.

Epoxy Primer
Both Sides
Do not Prime
Mask Off
Both Sides

Figure 6.18 Masking of Doubler for Priming

6) The shim must be bonded to the aircraft skin by removing the paint and prepping
the aircraft surface where the shim and RSM will be mounted. Remove paint
inside the outer footprint of the RSM mounting location. Burnish the aircraft skin
and apply Alodine 1201, do not prime.

7) Sandwich the shim between the aircraft skin and the RSM following the RSM
installation procedure in Section 6.9.7.

8) Apply sealant around shim and RSM.

6.10 ACU Installation
The ACU has no user interface, and therefore can be remote mounted. The optimum
mounting location is an area that minimizes wire runs to interfacing equipment. This typically
means near the autopilot computer if installed.

When mounting the ACU find a location in the aircraft of known load carrying capabilities such
as:
Existing Avionics Shelf
Baggage compartment
Radio Rack
Cockpit Floor

Figure 6.18 ACU Mount to Flat Metal Shelf
6.10.1 ACU Mounting
Mount ACU to existing shelf in any orientation using six (6) MS24694-X #6-32 screws,
six (6) NAS1149FN632P washers, and six (6) MS21044N06 #6-32 self locking nuts or
equivalent. Tighten nuts to 12 in-lbs.

An unpainted surface of the ACU case must be bonded to aircraft ground either
through mounting to a metal shelf or with an installer fabricated bonding strap of wire
braid or single stranded wire no more than 12 inches in length. Attach ground lug of
bonding strap to one of the mounting screws if required.

Verify ACU case to airframe ground has less than 3 milliohms of resistance.

Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond
the scope of this STC and will require separate FAA approval for that modification.
15
20
1
1
14
37
19
13
25
1
9
8

Figure 6.18 ACU Dimensions (inches)
6.11 Configuration Module Installation

The Configuration Module will be cable tied to the PFD wire harness. Leave just enough slack
in the cable ties so that the configuration module can slide along the PFD cable. This will
prevent strain on the configuration module connector while the PFD harness is manipulated
during installation and subsequent removal/replacement.

Figure 6.19 Configuration Module Dimensions (inches)

Figure 6.20 Configuration Module Tie Wrapped to Harness
Cable Tie two (2) places
7 Electrical Installation

7.1 Electrical Load Analysis
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using
the current draw of each installed component as determined from Table 7.1 below.

Component Current Draw (amps)
EFD1000 2.4 nominal @ 28Vdc
4.8 nominal @ 14Vdc
RSM Remote Sensor Module Current Draw
included in EFD1000
ACU Analog Converter Unit 0.5 nominal @28Vdc
1.0 nominal @ 14Vdc
Configuration Module Current draw
included in EFD1000
Table 7.1 Current Draw

7.2 Electrical Installation
A 7.5 amp pull type circuit breaker or breaker/switch combination for the PFD will need to be
wired and mounted in a location accessible to the pilot while seated. The breaker will be
powered from the switched battery bus. If installing a switch, label it EFIS Master and install
in a location accessible to the pilot while seated. The switch must be rated for at least 7.5
amps continuous duty. Record the location of circuit breaker on Figure D1 of Appendix D.
A two (2) amp pull type circuit breaker for the ACU will need to be installed in a location
accessible to the pilot while seated. Wire the power source from the avionics bus (switched
battery bus if no avionics bus exists). The breaker is to be labeled ACU or ACU #1 in a dual
ACU installation. If a second ACU is installed it will require its own two (2) amp breaker
labeled ACU #2. Record the location of circuit breaker(s) on Figure D1 of Appendix D.
Use of MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire is recommended.
All wires should be fabricated as shown in Section 9 keeping all grounds as short as possible.
Wires and connectors must be clearly marked per FAR 23.1365(d).
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical
damage and minimize exposure to heat and fluids per FAR 23.1365(e).
7.2.1 HIRF/Lightning Requirements
In order to meet HIRF and Lightning requirements it is required that the following cable
runs use either an over braid applied during fabrication or doubled shielded wires. The
over braid or double shield should extend within the back shell and must be grounded
at both ends.

All ARINC 429 and RS-232 wiring into or out of the PFD require either a double
shielded wire or a tinned copper over braid be applied over the twisted shielded
pair. See Figure 7.1 below and NOTE 1 on Wiring Diagrams 9.4 through 9.14.

Over Braid or
Double Shield
Over Braid or
Double Shield
Over Braid or
Double Shield
PFD
GPS1
RS-232 or A429
GPS2
RS-232 or A429
ACU
A429 PFD to ACU only
*Twisted Shielded Pair or Pairs = all shielded
wires as shown on Wiring Diagrams in Section 9.
This may be one, two, or three sets of twisted
shielded pair. Over braid installed over top.
ACU to Analog GPS,
ACU to Analog VLOC, and
ACU to Autopilot do not require over
braid.
Wire as shown on Wiring Diagrams in
Section 9.
Tinned copper over braid Alpha Wire P/N 214X, Daburn
P/N 2350-X or equivalent , or doubled shielded wires
MS27500-22TG2V64 2 conductor cable or equivalent
are required on the following inputs and outputs.
1
1
1
Twisted Shielded Pair or Pairs*
1

Figure 7.1 Over Braid/ Double Shield Requirements

The following wires require shields to comply with HIRF and Lightning requirements:

Aircraft power to the PFD requires a single stranded shielded wire from circuit
breaker to PFD. See Figure 9.1.
The discrete output from the PFD to the sonalert and the power wire from circuit
breaker to sonalert require a single stranded shielded wire. See Figure 9.1.
PFD to Configuration Module comes as an assembly with color coded wires and
uses an over braid over non-shielded single conductor wires.
PFD to RSM wiring does not require the over braid or double shield, only what is
specified in Section 7.2.3.

ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional
shielding just what is specified in the wiring diagrams of Section 9.

7.2.2 PFD to GPS/VLOC/ACU Wiring
Use tinned copper over braid or double shielded wires on all ARINC 429 and RS-232
wires entering or exiting the PFD back shell. Ground the over braid and wire shields
within the back shell. If using double shielded wire it may be difficult to terminate all
shields within the back shell. If this is the case then use a piece of tinned copper over
braid that extends at least 6 inches outside the back shell to cover all unshielded
wires(see Figure 7.2).

Figure 7.2 PFD Back Shell Grounds

At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as
possible. Ground the over braid at this end using a pigtail as short as possible. If
using double shielded wires then ground both shields at the GPS/VLOC/ACU with
pigtail as short as possible.

7.2.3 RSM Wiring
The PFD to RSM wiring run is made with a single cable seven (7) conductor shielded
wire. M27500-A24SD7T23, M27500-22TG7T14 or equivalent 22 or 24AWG seven (7)
conductor shielded cable can be used.

Assembly using M27500-A24SD7T23 or equivalent Cable:
RSM END
Terminate the aircraft side of the RSM wiring with the Hirose circular connector SR30-
10JF-7S(71) from installation kit as shown in Figure 7.3 below. Due to the compact
design of the Hirose connector it may be easier to solder the wires to the solder cups
on the bench versus inside the tail of the aircraft. Use a fine tip soldering iron for this
procedure.

1. Pass the cable through the hood and metal cover. Strip back the insulation to
expose the shielding and wires with the dimensions that are shown.
2. Stake the metal clamper to the shield in the location shown. A hexagonal crimper
such as the ones used for BNC Coax connector assembly work can be used to
crimp it to approximately 5.2mm outside diameter.
3. Assemble the two pieces of the connector such that the solder cup piece is retained
by the ring. Discard the washer as it is not required.
4. Solder the seven (7) 24 AWG wires to the connector.
5. Thread metal cover onto connector.
6. Insert screw into metal cover so that it indents into metal clamper.
7. Put hood over metal cover.

Metal Clamper
Qty 7 22 AWG conductors
Screw
10mm 4mm
To
PFD
Hood
Metal
Cover
Connector
To
RSM
20mm
M27500-22TG7T14 or
M27500-A24SD7T23 or equivalent

Figure 7.3 RSM Connector assembly


CAUTION: Do not run RSM wiring near high current devices such as strobes and air
conditioners and avoid running RSM wiring in same wire bundle as strobe
and air conditioning wiring bundles if at all practical.

PFD END
Terminate the shield at the PFD end inside the back shell. Attach pigtail ground wire to
shield and connect to ground screw as shown in Figure 7.4.

Figure 7.4 PFD Back Shell Grounds/RSM

7.2.4 Configuration Module Wiring
The Configuration Module (CM) connector comes as an assembly with color coded
wires within an over braid. The wires are inserted into the appropriate pins as shown
in Figure 9.1. The green wire with ground lug is attached to back shell.

PFD Pin Color CM Pin
41 Black 1
42 Brown 2
43 Orange 4
44 Red 3
-- Green 5

7.2.5 ACU Wiring
Wire as shown in Section 9 keeping all grounds as short as possible. No additional
HIRF shielding is required. The ACU case must be grounded to airframe ground for
proper operation.
7.2.6 Back Up NAV Indicator Wiring
Wire as shown in Figures 9.24, 9.25, and 9.26. Do not parallel more than one NAV
Indicator to each ACU.
7.2.7 Autopilot Wiring
Wire autopilot to ACU as shown in Section 9. Remove any existing connections and
switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may
remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all
switching functions to autopilot for GPS1, GPS2, NAV1, NAV2.

8 Electrical Connections

8.1 PFD Electrical Specifications
8.1.1 Power Input
Nominal Input: 14Vdc or 28Vdc
Operating Range: 8Vdc to 32Vdc
8.1.2 Tone (Sonalert) Output
Active on: Ground
Inactive off: Open
Load Current: 100ma maximum

8.1.3 RS-232 GPS Input
The PFD will receive the following data on pin 8 when transmitted from the GPS
receiver. Data is accepted in packets coded in the industry standard "avionics" format
at a baud rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at
approximately 1 Hz.

Serial packets are prefixed by an ASCII <STX> character (0x02 hex), and completed
with an ASCII <ETX> character (0x03 hex). Multiple messages consisting of an ID and
a Value are contained between the <STX> and <ETX>. Each message is terminated
with an ASCII carriage return (<CR> = 0x0d hex).

A single packet therefore is organized as follows:
<STX><ID><VALUE><CR><ID><VALUE><CR><ID><VALUE><CR> . <ID><VALUE><CR><ETX>
ID VALUE VALUE FORMAT DESCRIPTION
A
Latitude sddmmhh s = sign (N for north, S for south)
dd = degrees
mm = minutes
hh = hundredths of minutes
B Longitude sdddmmhh s = sign (E for east, W for west)
ddd = degrees
mm = minutes
hh = hundredths of minutes
C Magnetic Track ddd ddd = track in degrees
D Ground Speed ddd ddd = speed in knots
E Distance to Waypoint ddddd ddddd = distance in nm X 10
E Distance to Waypoint dddddd (Alternate format for ARNAV)
dddddd = distance in nm X 100
I Desired Track dddd dddd = track in degrees x 10
K Active Waypoint Identifier ddd[dd] ddd = ASCII waypoint ID
[dd] is optional for up to 5 characters
ID VALUE VALUE FORMAT DESCRIPTION
L Bearing to Active Waypoint dddd dddd = bearing in degrees x 10
Q Magnetic Variation sddd s = sign (E for east, W for west)
ddd = degrees x 10
T Warnings ---A----- A indicates GPS NAV flagged
Otherwise, all dashed
w Waypoint Info See below

'w' messages are waypoint route information and correspond to the flight plan
programmed in the GPS navigator. A unique 'w' message is allocated for each waypoint
in the current flight plan. The following table describes the bit coding within the
message value field.

Byte VALUE VALUE FORMAT DESCRIPTION
1
ID from above table w ASCII Character
Indicates beginning of a single waypoint
item
2-3 Waypoint Number dd ASCII Characters
dd = waypoint number represented with
two ASCII characters
4 Sequence Number xiannnnn Packed unsigned binary
x = not used
i = 1 if last waypoint in route
a = 1 if active waypoint in route
nnnnn = waypoint number
5-9 Waypoint Identifier ddddd ASCII Characters
Identifier as 5 ASCII characters
10 Waypoint Latitude sddddddd Packed unsigned binary
s = sign (0 for north, 1 for south)
ddddddd = degrees
11 Waypoint Latitude xxdddddd Packed unsigned binary
x = not used
dddddd = minutes
12 Waypoint Latitude xddddddd Packed unsigned binary
x = not used
ddddddd = hundredths of minutes
13 Waypoint Longitude sxxxxxxx Packed unsigned binary
s = sign (0 for east, 1 for west)
14 Waypoint Longitude dddddddd Packed unsigned binary
dddddddd = degrees
15 Waypoint Longitude xxdddddd Packed unsigned binary
x = not used
dddddd = minutes
16 Waypoint Longitude xddddddd Packed unsigned binary
x = not used
ddddddd = hundredths of minutes
17 Magnetic Variation dddddddd Packed unsigned binary
dddddddd = LS Byte
18 Magnetic Variation dddddddd Packed unsigned binary
dddddddd = MS Byte
19 Waypoint Terminator <CR> ASCII Character
Packet terminator

8.1.4 ARINC 429 GPS Inputs
The PFD receives the following labels on pins (16, 17) and (20, 21) when transmitted
from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11.
ARINC Label(s) PFD Parameter
074 Data Record Header
075, bit 9 set OBS/HOLD Mode
075, bit 9 not set Auto Course Select
Label 100, bits 13(0)
and 12(1)
CDI Select (GPS) [GNAV installation only]
Label 100, bits 13(1)
and 12(0)
CDI Select (VLOC) [GNAV installation only]
Label 114 GPS Desired Track
Label 115 GPS Waypoint Bearing
Label 116 GPS Crosstrack
Label 117 GPS Vertical Deviation
Label 147 GPS Magnetic Variation
Label 121 GPS Horizontal Command
Label 251 GPS Distance to Go
Label 252 GPS Time to Go
Label 261G, bits 25
(0), 26(0), 27(0)
GPS ENROUTE
Label 261G, bits
25(1), 26(0), 27(0)
GPS TERMINAL
Label 261G, bits
25(0), 26(1), 27(0)
GPS APPR Active
Label 300 GPS Mag. Station Decl, Wpt Type, Class
Label 303 GPS Message Length, Type, Number
Label 304 GPS Message Characters 1-3
Label 305 GPS Message Characters 4-6
Label 306 GPS NAV Waypoint Latitude Full precision
Label 307 GPS NAV Waypoint Longitude Full precision
Labels 310 GPS Present Position Latitude
Label 311 GPS Present Position Longitude
Label 275, bit 23 GPS TO Flag
Label 275, bit 24 GPS FROM Flag
Label 275, bit 11 set GPS WPT ALERT
Label 275, bit 22 set GPS INTEGRITY
Label 275, bit 27 set GPS MSG ALERT
Label 312 GPS Ground Speed
Label 313 GPS Track
Label 326 GPS Lateral Deviation Scale Factor full precision
Label 327 GPS Vertical Deviation Scale Factor full precision
ARINC Label(s) PFD Parameter
Label 330 GPS FPL Curved CONIC Arc Inbound Course
Label 331 GPS FPL Curved CONIC Arc Radius
Label 332 GPS FPL Curved CONIC ARC Course Change Angle
Label 333 GPS FPL Curved Airport Runway Azimuth
Label 334 GPS FPL Curved Airport Runway Length
Label 335 GPS FPL Curved Holding Pattern Azimuth
Label 340 GPS FPL Curved Procedure Turn Azimuth

8.1.5 ARINC 429 VLOC Input
The PFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted
from a VLOC receiver.

Input Data (Label) Name
Label 34 Tuned Frequency
Label 34, bit 14 set ILS Energize
Label 173 Localizer deviation and validity flags
Label 174 Glide Slope deviation and validity flags
Label 222 VOR Omni bearing

8.1.6 ARINC 429 GPS Output
The PFD transmits the following labels on pins 26 and 27 for GPS receivers and
systems that require low speed ARINC 429 Magnetic Heading. Note - if an ACU is
installed then the connections for the GPS and Heading will be made at
ACU P3 pins 4 and 5.
ARINC Label PFD Data
Label 100 Selected Course
Label 320 Magnetic Heading

8.2 ACU Electrical Specifications
8.2.1 Power Input
Nominal Input: 14Vdc or 28Vdc
Operating Range: 11Vdc to 32Vdc

8.2.2 VLOC Receiver
NAV Composite Input
An input connected to the composite output of a VHF Navigation receiver.

Nominal Input: 0.5Vrms VOR
0.35Vrms Localizer
Input Impedance: 10K ohms
ILS Energize Discrete Input
Low impedance to ground supplied from a Navigation receiver when it is tuned to a
localizer frequency.

Active: Less than 500 ohms to ground or less than 1.5Vdc
Inactive: Open circuit sinking less than 1 ma to ground at 28Vdc

Glide Slope Deviation Input
A low level differential input that accepts a glide slope signal from an external VHF Nav
receiver.

Input Range: 150mVdc full scale
Max Input Range: 300mVdc
Load: 1000 ohm

Glide Slope Flag Input
A low level valid input from an external VHF Navigation receiver.

Valid: Greater than 260mV across a 1000 ohm load
Invalid: Less than 100mV across a 1000 ohm load

8.2.3 GPS Receiver
OBS Sine, Cosine, Rotor
An OBS resolver output for GPS receivers that require an OBS input. The resolver
output electrical zero is set to -60 (300 ORZ) for compatibility with most legacy
resolvers. The ACU accommodates OBS excitation with DC offset.

Excitation Amplitude: 26Vac max (H to C)
Excitation Frequency: 20Hz to 5000Hz
Output Format: Sine (D and E), Cosine (F and G)
Output Gradient: Excitation * 0.408 (26Vac in = 10.6Vac out)
DC Offset: 0Vdc to +5Vdc (Offset applied to Rotor C)

TO/ FROM FLAG Input
Differential input from a GPS receiver indicating whether flying TO or FROM the active
waypoint.

TO the waypoint: +40mV or greater
FROM the waypoint: -40mV or greater

LEFT/ RIGHT Input
Differential input from a GPS receiver indicating LEFT or RIGHT of GPS course.

Load: 1000 ohm

Lateral Flag Input
Validity flag from the GPS receiver indicating valid LEFT and RIGHT data.

Valid: 260mV to 800mVdc
Invalid: Less than 260mVdc

Vertical Deviation Input
Differential input from a GPS receiver indicating a fly UP or DOWN command.

Load: 1000 ohm

Vertical Deviation Flag Input
Validity flag from the GPS receiver indicating valid UP and DOWN data.

Valid: 260mV to 800mVdc
Invalid: Less than 260mVdc

OBS/ LEG (HOLD) Input
Active low discrete input from a GPS receiver when in the OBS or HOLD mode.

APPR Active Input
Active low discrete input from a GPS receiver when approach mode is activated.

FCS-LOC Engage Input
Active low discrete input from a GPS receiver when approach is selected.

8.2.4 Autopilot
Lateral Deviation Output
A low level lateral deviation output that is connected to an autopilot lateral deviation
(RT/LT) input. The low side of the differential output is referenced to ground. Before
connecting this output verify the receiving equipments left/right input can
accommodate a ground potential on the low side.
Lateral Deviation: 15mVdc for 10 of course error
Sense: Positive voltage for fly right
Load: Will drive up to three 1000 ohm loads
Lateral Flag Output
A low level valid output to the autopilot indicating the Lateral (LT/RT) signal from the
ACU is valid.

Valid: 0.4 to 0.8Vdc
Invalid: Less than 0.05Vdc
Vertical Deviation Output
A low level vertical deviation output that is connected to an autopilot vertical (UP/DN)
input. The low side of the differential output is referenced to ground.

Output Voltage: 150mVdc nominal, tracks the glide slope deviation input
signal to within 5%
Loading: Up to three 1000 ohm loads

Vertical Flag Output
A low level output to the autopilot indicating the UP/DN from the ACU is valid.

Valid: 0.4 to 0.8Vdc
Invalid: Less than 0.05Vdc

ILS Energize Output
Active low output to an autopilot when an ILS is selected or GPS approach is active.

ILS/GPS APPR Active: Sink to ground
ILS/GPS APPR Inactive: Open

15 Volt Reference Output
An internally generated +15Vdc reference for KI-525 emulation.

Output Voltage: +15Vdc 2Vdc

Heading and Course Datum Output
Emulated KI-525A outputs to drive the heading and course datum inputs of an
autopilot.
Reference Input: DC (DC may be supplied by the autopilot or ACU
+15Vdc reference)
Heading Datum zero: zero volts when heading bug on the lubber line.
Heading Datum sense: +voltage when the heading bug is to the right
of the lubber line and ACU DATUM is set to NORMAL in
configuration.
Course Datum zero: zero volts when heading bug on the lubber line.
Course Datum sense: +voltage when the heading bug is to the right
of the lubber line and ACU DATUM is set to NORMAL in
configuration.

Century Flight Director Input
Reserved

Bendix King Flight Director Input
When the EFD1000 is configured for ACU FD TYPE = 0 the ACU will accept Bendix King
Flight Director output levels emulating the KI-256 Artificial Horizon Indicator.

Pitch Scaling: 0Vdc = null, -4.3Vdc = 10 up, +6.0Vdc = 10 down
Roll Scaling: 0Vdc = null, -0.6Vdc = 10 right, +0.6Vdc = 10 left
Load: 6650 ohms across single ended input

Cessna ARC Flight Director Input
Reserved

Flight Director Valid Input
A single high level valid discrete supplied by the flight director computer indicating
validity of the command bar signals to the ACU.

Valid: Greater than 5Vdc
Invalid: Less than 2Vdc

Flight Director Engaged Input
A single high level valid discrete indicating the pilot has engaged the flight director.

Engaged: Greater than 5Vdc
Disengaged: Less than 2Vdc

Heading Valid Output
Active low discrete output indicating the PFD directional gyro is valid.

Valid: Sinks to ground
Invalid: Open

GPS Selected Output
Active low discrete output indicating GPS1 or GPS2 is the current coupled sensor on the
HSI.

GPS coupled: Sinks to ground
GPS not coupled: Open

8.2.5 ARINC 429 GPS Output
The ACU transmits the following labels on P3 pins 4 and 5 for GPS receivers and
systems that require low speed ARINC 429 Magnetic Heading.
ARINC Label PFD Data
Label 100 Selected Course
Label 320 Magnetic Heading

8.3 PFD Pin Out
Pin Number Name Input / Output Function
1 POWER - Main DC power input for the unit
2 POWER -
3 POWER -
4 GND - Main DC ground for the unit
5 GND -
6 GND -
7 Digital_Discrete OUTPUT Altitude alert (Sonalert) discrete
8 RS232_RX1 INPUT RS-232 Based GPS Receiver
9 Reserved - Future Expansion
10 -
11 -
12 -
13 -
14 -
15 -
16 ARINC_RX1A INPUT ARINC Receiver 1
17 ARINC_RX1B INPUT ARINC Receiver 1
26 ARINC_TX1A OUTPUT ARINC Transmitter 1
27 ARINC_TX1B OUTPUT ARINC Transmitter 1
29 Reserved -
30 RSM_A - RSM Connection
31 RSM_B -
32 RSM_C -
33 RSM_D -
34 RSM_E -
35 RSM_F -
36 RSM_G -
38 -
39 -
40 -
41 CONFIG_A - Configuration Module connection
42 CONFIG_B -
43 CONFIG_C -
44 CONFIG_D -


Figure 8.1 - PFD Connector (as viewed from rear of unit)

8.4 RSM Pin Out
1 RSM_A - RSM Connection
2 RSM_B - RSM Connection
3 RSM_C - RSM Connection
4 RSM_D - RSM Connection
5 RSM_E - RSM Connection
6 RSM_F - RSM Connection
7 RSM_G - RSM Connection

Figure 8.2 - RSM Connector (as viewed from front of male pin side)

8.5 Configuration Module Pin Out
1 Config_A - CM Connection
2 Config_B - CM Connection
3 Config_DC - CM Connection
4 Config_C - CM Connection
5 Config_S - Shield Ground

Figure 8.3 - Configuration Module Connector (Install side)

8.6 ACU Pin Out
J1-1 429RX2A INPUT ARINC 429 Port 2 Receive A
J1-2 429RX2B INPUT ARINC 429 Port 2 Receive B
J1-3 PWR-COM - Power Common
J1-4 GPS+LT INPUT GPS Lateral Dev Input (-)
J1-5 GPS-LATFLG INPUT GPS Lateral Flag Input (-)
J1-6 GPS+DN INPUT GPS Vertical Dev Input (-)
J1-7 GPS+FR INPUT GPS TO/FROM Input
J1-8 GPS-VERTFLG INPUT GPS Vertical Dev Flag (-)
J1-9 Reserved - Reserved
J1-10 +11 to 32Vdc - Aircraft Primary Power
J1-11 GPS+RT INPUT GPS Lateral Dev Input (+)
J1-12 GPS+LATFLG INPUT GPS Lateral Flag Input (+)
J1-13 GPS+UP INPUT GPS Vertical Dev Input (+)
J1-14 GPS+TO INPUT GPS TO/FROM Input
J1-15 GPS+VERTFLG INPUT GPS Vertical Flag (+)

Figure 8.4 - J1 Connector (as viewed from front of unit)


J2-1 COMPOSITE INPUT VOR/LOC Composite input
J2-2 /ILS-ENERGIZE INPUT Active Low input from VHF Nav Rx
J2-3 /Spare-Disc1 INPUT Spare Discrete Input
J2-4 /BACK-CRS-OUT
OUTPUT Open collector output to drive the back
course sense circuit of an autopilot
J2-5 /ILS-ENERGIZE-OUT
OUTPUT Active Low Output when ILS Selected or
GPS Appr Active
J2-6 /FCS-LOC-IN INPUT Low Input from GPS when Appr Selected
J2-7 /OBS-LEG-IN
INPUT Active Low from GPS when GPS OBS
mode selected
J2-8 Reserved -
J2-9 FD-ENGAGED
INPUT Flight Director Engaged (command bars
in view when active)
J2-10 FD-ROLL2 INPUT Roll input for ARC and Bendix
J2-11 +VLOCFLG-OUT INPUT Valid VHF Nav VOR or Localizer signal
J2-12 +GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-13 +GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-14 FD-PITCH-COM INPUT Pitch Signal common for all FD types
J2-15 FD-ROLL-COM INPUT Roll Signal common for all FD types
J2-16 +UP OUTPUT Vertical output to autopilot (H)
J2-17 +VERT-FLG OUTPUT Vertical output flag (H)
J2-18 +RT OUTPUT Lateral deviation output
J2-19 ACU #1/#2 INPUT Spare Discrete Input
J2-20 COMPOSITE-COM - VOR/LOC common
J2-21 Reserved - Spare Discrete Input
J2-22 Reserved - Spare Discrete Input
J2-24 APPR-ACT
INPUT Active Low input from GPS when GPS
approach mode activated
J2-25 HEADING VALID OUTPUT Active Low Output when Heading Valid
J2-26 Reserved -
J2-27 FD-VALID INPUT Flight Director Active High valid
J2-28 FD-PITCH2 INPUT Pitch Input for ARC Flight Director
J2-29 Reserved -
J2-30 -VLOCFLG-OUT - Common
J2-31 -GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-32 -GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-33 FD-PITCH1 INPUT Pitch Input for Century and Bendix FD
J2-34 FD-ROLL1 INPUT Roll Input for Century FD
J2-35 +DN OUTPUT Vertical output to autopilot (L)
J2-36 -VERT-FLG OUTPUT Vertical output flag (L)
J2-37 +LT OUTPUT Lateral deviation output


J3-1 429RX1A INPUT ARINC 429 Port 1 Receive A
J3-2 429TX1A OUTPUT ARINC 429 Port 1 Transmit A
J3-3 CRS-DATUM OUTPUT Course Datum output
J3-4 429TX2A OUTPUT ARINC 429 Port 2 Transmit A
J3-5 429TX2B OUTPUT ARINC 429 Port 2 Transmit B
J3-6 OBS-SIN OUTPUT Sin of selected course angle (L)
J3-7 OBS-COS OUTPUT COS of selected course angle (L)
J3-8 ROTOR-C OUTPUT OBS sin/cos excitation (L)
J3-9 +15V-EXT-OUT OUTPUT Internal +15Vdc reference
J3-10 SIGNAL-COM - Signal ground
J3-11 HDG/CRS-COM - Signal ground
J3-14 429RX1B INPUT ARINC 429 Port 1 Receive B
J3-15 429TX1B OUTPUT ARINC 429 Port 1 Transmit B
J3-16 SIGNAL-COM - Signal ground
J3-17 GPS SELECTED
OUTPUT Active Low signal to drive GPS and
Autopilot inputs.
J3-18 OBS+SIN OUTPUT Sin of selected course angle (H)
J3-19 OBS+COS OUTPUT Cos of selected course angle(H)
J3-20 ROTOR-H INPUT OBS sin/cos excitation (H)
J3-21 ARINC-HDG-CRS-EXT
- 26Vac reference to emulate an ARINC
synchro interface
J3-22 HDG-DATUM OUTPUT Heading Datum output
J3-23 HDG-CRS-DATUM-EXT INPUT Heading/Course Datum excitation input
J3-25 HDG-CRS-OFST
INPUT Heading/Course Datum excitation
offset input


9 Installation Wiring Diagrams
The following Section contains wiring diagrams for common interfacing equipment to the PFD,
ACU, RSM, and Configuration Module. Although the list of interfacing equipment is quite extensive
it does not cover all compatible equipment. For interfaces that are installed but not shown it is
required by the ICAs that a drawing be made and inserted into Appendix D of this document.
All other drawings used from this section by the installer must be copied and inserted into
Appendix D.
There will be some GPS receivers not shown on these drawings that will be compatible with the
EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers.
For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is
required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can
still be connected to the EFD1000 system using analog signals to drive the HSI deviation
indications. In this situation, GPS flight plan data will not be available. It will be up to the installer
to verify the interface is fully functional by performing a complete ground check of the system.
There are also VLOC receivers not shown in these drawings that can be connected either by ARINC
429 to the PFD or through VOR composite video and the ACU. Any radio with a nominal output of
0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to the
installer to verify the interface is fully functional by performing a complete ground check of the
system.
The EFD1000 Pro with ACU emulates a Bendix King KI-525A HSI by providing outputs for HDG
Datum and CRS Datum to an autopilot. The EFD1000 is compatible with any autopilot that is
compatible with a KI-525A HSI. Should connections be made to an autopilot not shown in these
drawings the installer must verify the interface is fully functional by performing a complete ground
and flight check of the system per the autopilot manufacturers installation manual or maintenance
instructions.
The EFD1000 Pro with ACU also emulates the Bendix King KI-254 and KI-256 flight director
indicators. All autopilots that output flight director signals that are KI-254/256 compatible are
also compatible with the EFD1000 flight director display.
To begin planning the electrical installation, select the drawing in the list below preceded by an *
that matches the aircraft equipment configuration, and then wire as shown. GPS1, GPS2, NAV1,
NAV2, and the autopilot are options on each page. Simply make the connections to the equipment
you plan to install and omit the units from the drawing you dont. You will configure the system
later based upon the Configuration ID#s shown in the Configuration Matrix on each drawing.
Aspen Avionics Inc. uses the terms GNAV when referring to a combination GPS/VLOC Receiver all
in one unit (i.e., GNS-430), GPS for a standalone GPS Receiver (i.e., GNS-400, KLN90B), and
VLOC for stand alone VOR/Localizer equipment (i.e. KX-55, SL30).

NOTE : Although the drawings show the complete interface of connected equipment to the
EFD1000 System, they do not show the complete connections for non-EFD1000
equipment. Please consult other manufacturers reference documents for their
complete interface to the aircraft.
List of Wiring Diagrams

Figure Installation Drawing Page
9.1 EFD1000 Main Connections 85
9.2 ACU Main Power 86
9.3 Decision Height (DH) Reserved 86
*9.4 Pilot Digital RS-232 Interface 87
*9.5 Pilot Digital ARINC 429 Interface 87
*9.6 Pro Single Digital with Tracker or No autopilot 88
*9.7 Pro Single Digital with autopilot 89
*9.8 Pro Digital/Analog Mix with and w/o autopilot 90
*9.9 Pro Dual Digital without autopilot 91
*9.9A Pro Dual Digital with autopilot 92
*9.10 Pro ARINC 429 GPS & Dual Analog VLOC with and w/o autopilot 93
*9.11 Pro Legacy GPS & Analog VLOC with and w/o autopilot 94
*9.11A CNX-80/GNS-480 with and w/o NAV2 and AP 95
9.11B CNX-80/GNS-480 RS-232 and Analog Interface 96
9.12 KLN89/B & KLN94 Interface 97
9.13 KLN-90/A/B RS-232 (only if ARINC 429 unavailable) 98
9.14 Apollo GX-55/65 Interface 99
9.15 Analog NAV/VLOC Interface 100
9.16 KI-525A Emulation Bendix/King autopilots 101
9.17 KI-525A Emulation S-TEC autopilots 102
9.18 NSD-360A Emulation Century autopilots - Reserved 103
9.19 NSD-360A Emulation Cessna ARC autopilots - Reserved 104
9.20 KI-256 Flight Director Emulation Bendix/King 105
9.21 52C77 Flight Director Emulation Century - Reserved 105
9.22 G-550A Flight Director Emulation ARC Reserved 106
9.23 KI-256 Emulation S-TEC 55X with no existing FD 107
9.23A KI-256 Emulation S-TEC 60/65 with no existing FD 107
9.24 Back-Up NAV Indicator (internal converter) 108
9.25 Back-Up NAV Indicator (OBS Resolver) 109
9.26 Back-Up NAV/GPS Indicator (OBS Resolver) 110


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ACU #1
10 +14VDC/+28VDC IN
Figure 9.2 ACU Input Power
AIRCRAFT GROUND 3
P1
1
All wires are 22 AWG unless otherwise
noted.
2 amp circuit breaker MS26574-2 or
equivalent. Connect to avionics bus or
battery bus if no avionics bus exists.
2 2
2A
ACU #2
10 +14VDC/+28VDC IN
AIRCRAFT GROUND 3
P1
Optional ACU #2 is only required
when dual Analog VHF Navigation
receivers are installed.
ACU
LABEL
2
2A
ACU#2
LABEL
3
ACU Chassis must be connected to
airframe ground for proper operation. If
ACU case is not grounded by mounting
to metal shelf or attachment point then a
ground wire from case to airframe
ground must be installed.
Figure 9.3 Decision Height (DH) Interface


Over Braid or
Double Shield
Over Braid or
Double Shield
EFD1000
16 429 GPS RX1A
P4001 P4006 P5006 P5001
46 46
24
429 GPS RX1B
17 47
24
47
23
Figure 9.7 Pro Single Digital w/ Autopilot Interface
GNS430(W)(AW) GNS530(W)(AW)
23
1
2
P1
P3
4
5
48(50)
49(51)
48(50)
49(51)
ACU
P3
18
19
26
27 14
1
15
2 VLOC/ACU RX2A
VLOC/ACU RX2B
PFD 429 TX1A
PFD 429 TX1B
Autopilot
See Figure:
9.16 for Bendix King
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
9.20 & 9.21 Flight Director
_
_
_
_
_
_
_
_
_
_
_
_
429 RX1B
429 RX1A
429 TX1B
429 TX1A A
U
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429 TX2B
429 RX2B
1
Refer to manufacturers installation manual for
complete interface. Drawing is for reference only.
ID#1 Description
B
ID#2
NONE
GNS430, No GPS2
With Autopilot
2
GNAV #1
Use pins 48&49 or 50&51 not both.
3
1
Configure GNS-430/530 Out for Low GAMA 429
Graphics w/Int, IN for Low Sandel EHSI,
VNAV for Enable Labels
*GNS530 uses same config as GNS430
1
Over shield or over braid required on this wire
bundle to comply with HIRF & Lightning. Extend
within back shell if possible. Ground at both ends.
4
2
3 3
Configuration Matrix
(see Section 10)

Over Braid or
Double Shield
Over Braid or
Double Shield
EFD1000
16 429 GPS RX1A
P4001 P4006 P5006 P5001
46 46
24
429 GPS RX1B
17 47
24
47
23
Figure 9.8 Pro Digital & Analog Mix with and w/o Autopilot Interface
23
P3
4
5
48(50)
49(51)
48(50)
49(51)
ACU
P3
18
19
26
27 14
1
15
2 ACU RX4A
ACU RX4B
PFD 429 TX1A
PFD 429 TX1B
Autopilot-optional
See Figure:
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
_
_
_
_
_
_
_
_
_
_
_
_
429 RX1B
429 RX1A
429 TX1B
429 TX1A
G
P
S
#
2
I
N
P
U
T
22
23
V
L
O
C
#
2
I
N
P
U
T
A
U
T
O
P
I
L
O
T
Analog VLOC #2 - optional
RS-232/Analog GPS #2 - optional
See Figure:
9.12 for KLN89/B & KLN94
9.13 for KLN-90/A/B
9.14 for GX-50/60 & GX-55/65
429 VLOC RX2A
429 VLOC RX2B
GNAV #1
RS-232 Flight Plan
To
EFD1000
Pin 8
429 TX2A
429 TX2B
1
Optional
Back-Up
Nav
Indicator
See Figure 9.24, 9.25, 9.26 for
Back-Up NAV recommendations.
2
3
Refer to manufacturers installation
manual for complete interface.
Drawing is for reference only.
ID#1 Description
A
A
A
ID#2
D
F
H
GNS430, No GPS2,
NAV2
GNS430, GPS2,
No NAV2
GNS430, GPS2,
NAV2
4
See Figure 9.15 for:
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
2
Configure GNS-430/530 Out for Low
GAMA 429 Graphics w/Int, IN for Low
Sandel EHSI, VNAV for Enable Labels
Configuration is identical for autopilot and no
autopilot interfaces
3
1
1
1
Over shield or over braid required on
this wire bundle to comply with HIRF
& Lightning. Extend within back shell
if possible. Ground at both ends.
5
4
3
(see Section 10)

Over Braid or
Double Shield
Over Braid or
Double Shield
Over Braid or
Double Shield
EFD1000
16 429 GPS RX1A
P4001 P4006 P5006 P5001
46
46
24
429 GPS RX1B 17 47
24
47
23
Figure 9.9A Pro Dual Digital with Autopilot Interface
23
1
2
P1
P3
4
5
48(50)
49(51)
48(50)
49(51)
ACU
P3
18
19
26
27 14
1
15
2 VLOC/ACU RX2A
VLOC/ACU RX2B
EFD 429 TX1A
EFD 429 TX1B
Autopilot
See Figure:
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
_
_
_
_
_
_
_
_
_
_
_
_
429 RX1B
429 RX1A
429 TX1B
429 TX1A A
U
T
O
P
I
L
O
T
P4001 P4006 P5006 P5001
46 46
24
47
24
47
23
23
48(50)
49(51)
48(50)
49(51)
_
_
_
_
_
_
_
_
_
_
_
_
GNAV #1
GNAV #2
20
21
22
23
429 GPS RX3A
429 GPS RX3B
429 VLOC RX4A
429 VLOC RX4B
1
Please refer to manufacturers installation
manual for complete interface. Drawing is for
reference only.
429 RX2A
429 RX2B
429 TX2A
429 TX2B
2
ID#1 Description
B
ID#2
A
C
M
GNS430, GNS430
With Autopilot
GNS430, GNS400
With Autopilot
3
1
1
1
1
4
GNS430, GNS480
With Autopilot
If connecting a GPS(GNS400/500) for GNAV
#2 then omit A429 wires to PFD pins 22&23.
Configure GNS-430/530 Out for Low GAMA
429 Graphics w/Int, IN for Low Sandel
EHSI, VNAV for Enable Labels,
GNAV#1=LNAV1, GNAV#2=LNAV2
B
B
Contact Aspen Avionics product support for
additional configuration IDs if your
configuration is not shown.
2
2
3 3
3 3
bundle to comply with HIRF & Lightning.
Extend within back shell if possible. Ground at
both ends.
5
4
Optional
Back-Up
Nav
Indicator
5
(see Section 10)
See Figure 9.24, 9.25, 9.26 for Back-Up
NAV recommendations.
6

Over Braid or
Double Shield
Over Braid or
Double Shield
Over Braid or
Double Shield
EFD1000
GPS/VLOC RX2A
GPS/VLOC RX2B
Figure 9.11 Pro Legacy GPS & Dual Analog VLOC
with and w/o Autopilot Interface
ACU #1
P3
18
19
26
27
14
1
15
2
PFD 429 TX1A
PFD 429 TX1B
Autopilot - optional
See Figure:
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
429 RX1B
429 RX1A
429 TX1B
429 TX1A
G
P
S
I
N
P
U
T
22
23
A
U
T
O
P
I
L
O
T
Analog VLOC #2
RS-232/Analog GPS #1
See Figure:
9.12 for KLN89/B & KLN94
9.13 for KLN-90/A/B
9.14 for GX-50/60 & GX-55/65
429 VLOC RX4A
429 VLOC RX4B
RS-232 Flight Plan
To
EFD1000
Pin 8
Analog VLOC #1
ACU #2
14
1
15
2
P3
429 RX1A
429 RX1B
Optional
Back-Up
Nav
Indicator
Optional
Back-Up
Nav
Indicator
V
L
O
C
#
2
V
L
O
C
#
1
429 TX1B
429 TX1A
Autopilot must be connected to ACU #1
See Figure 9.24, 9.25, 9.26 for Back-Up
NAV recommendations. If no GPS installed then
One backup NAV indicator is required.
2
2
1
2
3
Refer to manufacturers installation manual
for complete interface. Drawing is for
reference only.
4
Omit ACU #2 if using only 1 Analog Nav.
1
ID#1 Description
G
H
H
ID#2
NONE
NONE
D
GPS1, No NAV1,
No NAV2
GPS1,NAV1,
No NAV2
GPS1, NAV1, NAV2
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
1
1
5
3
4
(see Section 10)
1


Over Braid or
Double Shield
EFD1000
8 RS-232 IN
Figure 9.11B CNX-80/GNS-480 RS-232 and Analog Interface
P3
18
6
ACU
GPS +TO
/FCS-LOC
/OBS-LEG
/APPR ACTIVE
OBS SIN (D)
OBS SIN (E)
1
22
CNX-80
GNS-480
19
7
20
8
7
16
34
24
P2
6
7
24 61
P1
4
13
6
12
5
15
45
50
51
52
49
OBS COS (F)
OBS COS (G)
ROTOR (H)
ROTOR (C)
APPR ACTIVE
N/C
RS-232 OUT
OBS_D
OBS_H
OBS_F
OBS_G
AUX CDI + TO
AUX CDI + FROM
AUX CDI + VALID
AUX CDI + RIGHT
AUX CDI + LEFT
GPS +UP
GPS +RT
GPS +LT
GPS LAT FLG +
GPS LAT FLG -
P1
The CNX-80/GNS-480 must be
configured as follows to prevent
misleading information on the
PFD:
GND MAINT
MISCELLANEOUS SETUP:
CDI SELECT KEY set to
IGNORE
Note: the CDI button and any
external CDI select switch will
no longer toggle the CDI
window on the 80/480. CDI will
be dedicated to the GPS.
AUX GS + UP
AUX GS + DOWN
46
48
47
54
55 8
11
7
14
AUX CDI - VALID
AUX VDI + VALID
AUX VDI - VALID
GPS +DN
GPS Vert FLG +
GPS +FR
GPS Vert FLG -
P7
P5
17 GPS MODE SEL
3
26
25
N/C
63 SUSP
OBS_E
OBS_C
P2 P7
1
20
12
31
13
32
2
19
37
33
30
31
28
32
NAV Composite
Composite GND
/ILS Engage
GS +UP
GS +DN
GS +FLG
GS -FLG
MAIN GS - VALID
MAIN GS + VALID
MAIN GS + DOWN
MAIN GS + UP
ILS ENERGIZE
COMPOSITE GND
COMPOSITE OUT
SERIAL GND
P1-22 or P1-5 may be used for
RS232 TX. The output must be
configured for MAPCOM (9600)
2
3
The CNX-80/GNS-480 must not
be connected using the ARINC
429 interface. Required labels
are missing to provide a
satisfactory interface.
Refer to manufacturers
installation manual for complete
interface. Drawing is for
reference only.
4
1
Over shield or over braid
required on this wire bundle to
comply with HIRF & Lightning.
Extend within back shell if
possible. Ground at both ends.
2
5


Over Braid or
Double Shield
EFD1000
8 RS-232 IN
Figure 9.12 KLN89/B & KLN94 RS-232 and Analog to ACU Interface
P3
18
6
ACU
GPS +TO
/FCS-LOC
/OBS-LEG
/APPR ACTIVE
OBS SIN (D)
OBS SIN (E)
1
2
KLN89/B
KLN94
19
7
20
8
36
37
35
34
P2
6
7
24
17
18
P1
4
13
6
12
5
15
11
13
14
12
10
OBS COS (F)
OBS COS (G)
ROTOR (H)
ROTOR (C)
APPR ACTIVE
FCS LOC /ENG
RS-232 OUT
OBS RESOLVER COS
OBS RESOLVER OUT
AC GROUND
OBS RESOLVER SIN
+TO
+FROM
LAT FLG +
D-BAR +RT
D-BAR +LT
GPS +UP
GPS +RT
GPS +LT
GPS LAT FLG +
GPS LAT FLG -
GPS DISPLAYED
P1
reference only.
P2
Vert +UP
Vert +DN
12
33
32
P1
31
11
13
8
11
7
14
LAT FLG -
Vert FLG +
Vert FLG -
GPS +DN
GPS Vert FLG +
GPS +FR
GPS Vert FLG -
N/C
P2
P1
17 GPS MODE SEL
1
2


Over Braid or
Double Shield
EFD1000
8 RS-232 IN
Figure 9.13 KLN-90/A/B RS-232 and Analog to ACU Interface
P3
18
6
ACU
GPS +TO
/FCS-LOC
/OBS-LEG
/APPR ACTIVE
OBS SIN (D)
OBS SIN (E)
1
13
KLN-90/A/B
19
7
20
8
37
27
26
31
P2
6
24
7
17
33
P1
11
4
5
13
6
15
25
22
OBS COS (F)
OBS COS (G)
ROTOR (H)
ROTOR (C)
APPR ACTIVE
FCS LOC /ENG
RS-232 OUT
OBS RESOLVER COS
OBS RESOLVER OUT
AC GROUND
OBS RESOLVER SIN
+TO
+FROM
NAV FLG +
D-BAR +RT
D-BAR +LT/NAV FLG-
GPS +UP
GPS +RT
GPS +LT
GPS LAT FLG +
GPS LAT FLG -
GPS DISPLAYED
P901
reference only.
19
20
21
1
8
12
7
14
GPS +DN
GPS Vert FLG +
GPS +FR
GPS Vert FLG -
N/C
17 GPS MODE SEL
1
2
16
Existing
OBS/LEG
switch
N/C
N/C
N/C
/OBS-LEG
3
2
3
4
If existing installation has
external OBS/LEG switch then
splice as shown. If not, then
just connect ACU P2-7 to
KLN90B pin 33.
KLN-90B ONLY. These pins
are not connected on KLN-90
and KLN90A units.
ARINC 429 is the preferred connection see Figure 9.10

Over Braid or
Double Shield
EFD1000
8 RS-232 IN
Figure 9.14 GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface
ACU
GPS +TO
1
6
P1
4
12
5
5
11
10
RS-232 OUT
+TO
+FROM
D-BAR +RT
D-BAR +LT
GPS LAT FLG+
GPS +RT
GPS +LT
P1
Refer to manufacturers installation manual
for complete interface. Drawing is for
reference only.
FLG+
FLG-
4
9
2
11
7
14
GPS LAT FLG-
GPS +FR
2
The GX-50/55/60/65 do not have an OBS
connection.
GPS Vert FLG+
GPS Vert FLG-
GPS +UP
GPS +DN
15
8
13
6
P2
/OBS-LEG
/APPR ACTIVE
7
24
31
30
29
10
14
13
12
11
28
29
Vert FLG+
Vert FLG-
Vert DN+
Vert UP+
34
15
5
_
_
_
_
_
_
P1
GX-55
GX-65
GX-50
GX-60
OBS(HOLD)
ACTIVE
2
3
The GX-50/60 share pin 29 between Vert FLG-
and NAV FLG-.
Configure RS-232 TX Port for MovMap in
GPS.
4
GX-50/55/60/65
1
5
3
3


ACU
1 NAV Composite
P401 P901 A2 A1
H
_
Figure 9.15 ANALOG NAV Interface
KX155/165 Nav units have dual GS outputs. Use
Numbered or Lettered pins, not both.
KX155
KX165
KX155A
KX165A
20
2
32
13
31
12
H
8 8
15 - S 15 - S
14 - R
17 - U
16 - T
17 - U
14 - R
16 - T
_
_
_
_
_
_
_
_
_
_
Composite GND
/ILS Engage
GS +UP
GS +DN
GS -FLG
GS +FLG
1
1
1
ACU
1 NAV Composite
P532 P1
8
Configure SL-30 for Converter in Set-Up Mode.
The SL-30 cannot be connected to a back-up NAV
indicator through the anlalog L/R/T/F outputs. Only
a backup NAV indicator connected to the
composite output will function.
KN-53 SL-30
20
2
32
13
31
12
12
15
32
28
31
13
14
P
R
Composite GND
/ILS Engage
GS +UP
GS +DN
GS -FLG
GS +FLG
1
30
33
37
19
1
2
2
Glideslope interface is for units with GS option. Refer to manufacturers installation manual for
3
2
P2
P2
KX170A/
170B/175B
P171
3
4
Refer to manufacturers installation manual for
See manufacturers documentation for KN-70 and
KN-73 Glideslope connections.
3
_
_
_
_
_
4

A
C
U
3
C
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S

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A
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M
P
1
4
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1
4
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P
1
9
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P
1
9
0
1
P
2
9
5
2
P
2
2
5
1
P
2
2
5
2
J
1
J
2
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W
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AC
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Figure 9.18 NSD-360A/ NSD-1000 Emulation
Century Autopilot to ACU Interface


Figure 9.19 NSD-360A/ NSD-1000 Emulation
Cessna ARC autopilot to ACU Interface

ACU
10
FD PITCH
P1 P1
L L
FD ROLL
9
M M
Figure 9.20 KI-254/ KI-256 FD Emulation
Existing KI-256/254 Flight Director wiring may
be paralleled with ACU Flight Director input.
(-------) lines are existing aircraft wiring.
KI-256 KI-254
P P
33
P2
FD ENGAGE
AP FD Engage
AP CMD Bar Roll
AP CMD Bar Pitch
1
1
S-TEC System 55X requires ST-645 p/n
01188-2. S-TEC System 60-2 and 65 require
ST-670 p/n 01180 FD interface unit. See S-
TEC autopilot installation manual for details.
Figure 9.21 52C77 FD Emulation
H
27
N
15
14
H
N
AP CMD Bar Ref
AP FD Power
FD ROLL COM
FD PITCH COM
FD VALID
2
(see Section 10)
Set ACU FD TYPE = 1


Figure 9.22 G-550A Emulation Cessna ARC

ACU
10
FD +DOWN
16
FD +LEFT
9
21
Figure 9.23 KI-256 Emulation
S-TEC 55X FD interface with no existing Flight Director
ST-645
12
33
P2
FD ENGAGE
1
27
23
15
14
FD +RIGHT
FD +UP
FD VALID
From AP computer P1-34
or AP/FD Master Switch
P/N 3536
14 Volt Aircraft
S-TEC System 55X requires ST-645 p/n
01188-2. . See S-TEC autopilot installation
manual for details and complete interface.
ACU
10
FD +DOWN
16
FD +LEFT
9
21
ST-645
12
33
P2
FD ENGAGE
2
27
23
15
14
FD +RIGHT
FD +UP
FD VALID
From AP computer P1-34
or AP/FD Master Switch
P/N 3536
28 Volt Aircraft
Figure 9.23A KI-256 Emulation
S-TEC 60/65 FD interface with no existing Flight Director
ACU
10
FD +DOWN
9
FD +LEFT
9
1
ST-670
13
33
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FD ENGAGE
3
27
2
15
14
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FD +UP
FD VALID
From Annunciator P/N
0141 pin 5 or FD Master
Switch
14 Volt Aircraft
ACU
10
FD +DOWN
9
FD +LEFT
9
1
ST-670
13
33
P2
FD ENGAGE
4
27
2
15
14
FD +RIGHT
FD +UP
FD VALID
28 Volt Aircraft
Set ACU FD TYPE = 1
S-TEC System 60/65 requires ST-670 p/n
01180. See S-TEC autopilot installation
manual for details and complete interface.
1
From Annunciator P/N
0141 pin 5 or FD Master
Switch
1
(see Section 10)
Set ACU FD TYPE = 1
(see Section 10)



ACU
1 NAV Composite
Figure 9.25 Back-up NAV Indicator (OBS Resolver)
20
2
32
13
31
12
Composite GND
/ILS Engage
GS +UP
GS +DN
GS -FLG
GS +FLG
P2
NAV Receiver
with internal
NAV Converter
KI-525A
KI-202
KI-206
KI-207
KPI-552
GI-102/A
GI-106/A
KX-165
KX-165A
KNS-80/81
1 Parallel all lines shown maintaining
shielding as required.
Complete ACU to NAV hook-up is
shown on previous drawings.
Some Nav Receivers have multiple GS
outputs, They may be used in lieu of
paralleling the 4 wires.
2
3
4
NAV Indicator
NAV FLG+
NAV FLG-
CDI +RIGHT
CDI +LEFT
+ TO
+ FROM
OBS RES A/H
OBS RES C
OBS RES G
OBS RES F
OBS RES E
OBS RES D
3
See NAV Receiver/Indicator
manufacturers reference documents for
complete connection of these units.
This drawing is for reference only.
2


10 Configuration and Equipment Checkout

Print a copy of Appendix B Installation Final Check Sheet prior to starting any tests.
Log a Pass/Fail on check sheet then sign and date upon completion. Include copy of form in
permanent aircraft records.
10.1 Test Equipment
The following Test Equipment will be required to complete the remaining steps in the
ground test procedure:
Pitot Static Test Set
NAV/ILS Signal Generator
Digital Multimeter

10.2 Wiring Verification
Do not install the PFD, ACU, RSM or configuration module until instructed to do so
in the steps below.
Perform a continuity check on all wires between the PFD, ACU, RSM, Configuration
Module and their associated connections per wiring diagrams.
Verify over shields or over braids are installed on required wiring bundles.
Apply aircraft power and close the EFIS and ACU circuit breakers and the EFIS
master switch if installed.
Verify proper voltage on PFD main connector pins 1, 2, and 3 and that there are
proper grounds on pins 4, 5, and 6.
If installed, verify proper voltage on ACU P1-10 and ground on P1-3.
Remove power by pulling applicable circuit breakers.
Install the PFD, ACU, RSM, and Configuration Module.
Push in all applicable circuit breakers and apply power. Verify PFD displays
INITIALIZING after 5 seconds.
NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags
may take up to 20 minutes to clear at temperatures below -20C.

10.3 Bonding Check FAR 23.867(b)
Verify braided bonding strap is installed between PFD ground stud and airframe
ground.
Verify PFD mounting bracket is bonded to instrument panel with less than 3
milliohms resistance.
Verify ACU(s) chassis is bonded to airframe with less than 3 milliohms resistance.
Verify RSM base plate or doubler plate is bonded to airframe with less than 3
milliohms resistance.

10.4 System Configuration

Configure the EFD1000 system prior to running the ground test procedure. The
configuration pages are accessed through the PFD display using the MENU button
and the lower Right Control Knob labeled MODE/SYNC.

10.4.1 Main Menu Access
The Main Menu operation is accessed by pushing the MENU button. See Section
10.4.5 for information on entering the INSTALLATION MENU.

10.4.2 Menu Navigation
When no fields are enabled for editing, rotating the right control knob clockwise
advances to the next menu page and counterclockwise advances to a previous
menu page.

Editable menu items are displayed in white text on a blue background, non-editable
menus items are green text on a blue background while grey text on a blue
background is disabled from editing.

10.4.3 Edit Mode
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads Edit
Value.

When the field is enabled for editing rotating the right control knob will adjust the
value. Pushing the right control knob or the adjacent line select key will exit from the
editable field.

10.4.4 Main Menu Configuration
The Main Menu consists of 7 pages that are pilot selectable. The menus are shown as
they appear on the display of the PFD. The options for each editable field are displayed
to the right of each line select key. See Operation Section 12.12 for a detailed
description of the MAIN MENU pilot configurable settings.

MAIN MENU PAGE 1 General Settings
Set BARO units and AUTOCRS as required. AUTOCRS = ENABLE allows automatic CRS Pointer
slewing to GPS desired track (DTK).

Figure 10.1 Main Menu Page 1

MAIN MENU PAGE 2 360 MAP Settings
Set as desired or use factory defaults settings.


MAIN MENU PAGE 3 ARC MAP Settings
Set as desired or use factory default settings.


MAIN MENU PAGE 4 VSPEEDS A
Set VSPEED Textual Markers to values on Operator Configuration Checklist in Appendix C
or set to zero if not stated.

NOTE: VSPEEDs may be locked by Installation Menu 3. To change these values go to
Installation Menu 3 and change VSPD EDIT from LOCKED to UNLOCKED. Make
changes to these values and then change VSPD EDIT back to LOCKED or as
required.
MAIN MENU PAGE 5 VSPEEDS B
Set VSPEED Textual Markers to values on Operator Configuration Checklist in Appendix C
or set to zero if not stated.


MAIN MENU PAGE 6 Power Settings
Power Settings page requires no configuration.

Figure 10.6 - Main Menu Page 6

MAIN MENU PAGE 7 System Status
System Status page requires no configuration.


10.4.5 INSTALLATION MENU UNIT CONFIGURATION
The Installation Menu is entered from the Main Menus SYSTEM STATUS PAGE (page 7
of 7). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select
Key #2 for 3 seconds while the airspeed is below 30 units.

Figure 10.8 Installation Menu Access

Whenever the warning message in Figure 10.9 is displayed, pressing either control
knob shall advance the Installation menu.

Figure 10.9 Installation Menu Warning

To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and INITIALIZING will appear on the display for
approximately 15 seconds.
WARNING:
THE INSTALLATION MENU CONFIGURATION
SETTINGS MUST BE SET IN ACCORDANCE
WITH THE APPROVED INSTALLATION
INSTRUCTIONS. UNAUTHORIZED
MODIFICATION OF THESE INSTALLATION
SETTINGS MAY INVALIDATE THE TYPE
CERTIFICATED STATUS OF THIS AIRCRAFT
AND/OR RENDER IT UNAIRWORTHY.

PRESS EITHER CONTROL KNOB TO ACCEPT
PRESS MENU KEY TO EXIT
WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).

INSTALLATION MENU PAGE 1 - IAS CONFIG A
Set Speed Bands per Aircraft Flight Manual.

Figure 10.10 Installation Menu Page 1

V
ne
: Never Exceed speed (beginning of red band)

V
no
: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with no
published yellow speed band set V
no
= V
ne
.

V
fe
: Maximum Flap Extend speed (top of white band) - set to V
fe
= V
s
on
aircraft with no flaps

V
s
: No Flap Stall speed (bottom of green band)

V
so
: Full Flap Stall speed (bottom of white band) - set to V
so
= V
s
on aircraft
with no flaps


WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).

INSTALLATION MENU PAGE 2 IAS CONFIG B
Set Speed Markers per Aircraft Flight Manual


V
yse
: Single Engine best rate of climb (blue marker) on multi engine aircraft set to
zero 0 on single engine aircraft.

V
mc
: Single Engine minimum control speed (red marker) on multi engine aircraft set to
zero 0 on single engine aircraft.

Initial Flap Extension Speed set to zero 0 on aircraft without a published initial
flap extension speed. For aircraft that have a published speed at which the first
notch of flap may be deployed, set to that published value.


INSTALLATION MENU PAGE 3- IAS CONFIG C
Set IAS UNITS per Aircraft Flight Manual. Configure TAPES based on Flowchart in Figure
10.13. VPSD EDIT is set based on Operator Configuration Checklist of Appendix C or to
owner/operator preference.

IAS CONFIG C
PAGE 3 OF 11
SEL PAGE
IAS UNITS: KNOTS
TAPES: UNLOCKED
VSPD EDIT: LOCKED
KNOTS/ MPH
UNLOCKED/ LOCK OFF
/ LOCK ON
UNLOCKED/ LOCKED
MENU OPTIONS
M
E
N
U


IAS UNITS: Set to Knots or MPH as defined in the AFM

TAPES: UNLOCKED = Must only be set when Airspeed and Altimeter are still in
basic T configuration. With this setting the pilot can turn airspeed and
altitude tapes on or off via TPS Hot Key.
LOCK OFF = Must be used when aircraft has VMO Barber Pole airspeed
indicator. Tapes are turned off and cannot be turned on by pilot
LOCK ON = This setting required whenever Altimeter or Airspeed Indicator
has been relocated from basic T configuration. Tapes are always enabled
and cannot be turned off by pilot.

VSPD EDIT: UNLOCKED = pilot can modify value of VSPEED textual markers in Main
Menu.
LOCKED = the pilot cannot modify the values of the VSPEED textual
markers in the Main Menu.

Use the following flowchart to determine the proper configuration for the TAPES setting of
Installation Menu 3.

START
Requirements for
configuring Installation
Menu 3 TAPES
Figure 10.13
Is Altimeter and
Airspeed Indicator still
in Basic T
configuration?
Does aircraft have a
VMO barber pole
Airspeed Indicator?
TAPES can be
configured to
UNLOCKED or any
other customer
preference
TAPES must be
configured to
LOCK ON
TAPES must be
configured to
LOCK OFF
YES
NO
YES
NO
STOP

Figure 10.13 TAPES Configuration Flow Chart
INSTALLATION MENU PAGE 4 MISC CONFIG
The following menu will be used to enable or disable the emergency GPS sensor located in
the RSM. The aircraft electrical system voltage is set and the pitch attitude zero reference
point is aligned for tilted instrument panels.


RSM GPS: Set to ENABLE.

RSM GPS USAGE: Set to EMER ONLY. RSM GPS REVERSION EMER USE ONLY will appear
on PFD if all connected GPS receivers fail. Do not set to VFR as it is not approved for
use at this time. Configuring for VFR will disable the RSM GPS receiver.

ELEC SYSTEM: Set to 14V or 28V as per aircraft electrical system.

PITCH ATT TRIM: Pitch Attitude Trim is used to align the horizon line of the PFD to the
horizon line of the standby attitude indicator. Aircraft with panel tilts of up to 8
degrees will use this adjustment to electronically compensate for the mechanical tilt of
the PFD. The attitude horizon cannot be seen while making this adjustment so make
note of how many degrees the zero pitch attitude mark is off. For example, if the zero
pitch reference was 3 too high, then set the Pitch Attitude Trim to -3.

INSTALLTION MENU PAGE 5 NAV SET UP
The following menu will be used to configure the EFD1000 system for the installed GPS, NAV
and autopilot interfaces. The installation wiring diagrams in Section 9 have a Configuration
Matrix table that will be used to set ID#1 and ID#2.


GPS/NAV#1 (ID#1): Ranges from A to R as specified on the wiring diagrams of Section
9. See example below

GPS/NAV#2 (ID#2): Ranges from A to M as specified on the wiring diagrams of Section
9. See example below.

Using the Configuration Table from Figure 9.11 as an example;

If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D.
This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an
Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A).

If you have the above installation without a NAV2 then select ID#1 = H and ID#2 =
NONE.

If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then
select ID#1 = G and ID#2 = NONE.

Whenever the GPS / NAV #1 and/or #2 selection(s) have been made or changed, the
ACCEPT CHANGES? and REJECT CHANGES? menu options shall be enabled.

Once the ACCEPT CHANGES? option is selected and the validity of the GPS / NAV #1
and #2 selections has been determined, the annunciation shown in Figure 10.16 shall
be displayed for 5 seconds, and then return the NAV SET UP menu page to its initial
state with the accepted GPS / NAV #1 and #2 selections.

Figure 10.16 Navigation Configuration ACCEPTED

If the ACCEPT CHANGES? option is selected and the GPS / NAV #1 and #2 selections
are determined invalid, the routine shall reject current GPS / NAV #1 and #2 selections
(i.e. revert to previously stored selections (if any)), display the annunciation shown in
Figure 10.17 for 5 seconds, and return the NAV SET UP menu page to its initial state.

Figure 10.17 INVALID Configuration

NAVIGATION CONFIGURATION

ACCEPTED

INVALID CONFIGURATION SELECTION

SEE INSTALLATION MANUAL FOR
INSTRUCTIONS

INSTALLATION MENU PAGE 6 A429 CONFIG
Installation Menu pages 6 through 8 are not editable and are for status only. They can
help in the troubleshooting process if a GPS or NAV sensor does not function.





INSTALLATION MENU PAGE 9 ACU CONFIG
The following menu configures the emulation modes for the Flight Director and HDG
and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.


ACU HSI TYPE: 0= KI-525A, Emulates KI-525A HSI
1= reserved
2= reserved
3= reserved

Below is an example from Figure 9.16 showing a KI-525A Emulation with a Bendix
King autopilot. In this case you would set the ACU HSI TYPE =0:

ACU FD TYPE: 0= None, no flight director installed
1= KI-254/KI-256, Emulates KI-254/256 Flight Director
2= reserved
3= reserved

Below is an example from Figure 9.20 showing a KI-256 Emulation. In this case you
would set the ACU FD TYPE =1:

ACU DATUM: 0 = Normal
1 = Reversed. It may be necessary to select Reversed if the HDG or
CRS Datum drives the autopilot in the opposing direction. Some HSIs
use reversed logic for CRS and HDG Datum. Verify through ground test
the proper setting (see section 10.6.9).

FD ROLL OFFSET ADJ: Flight Director Roll Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the roll axis. Positive
number increases roll in RIGHT (clockwise) direction. Negative number increases roll in
LEFT (counterclockwise) direction.

FD PITCH OFFSET ADJ: Flight Director Pitch Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the pitch axis. Positive
number increases pitch in UP direction. Negative number increases pitch in DOWN
direction.

Since the command bars are not visible in the Installation Menu you will need to make
note of how many degrees the bars must move to be aligned. Next enter the noted
offset value, then exit the menu and check command bars for alignment, then enter
Installation Menu again if necessary to make any further adjustment.

EXITING / SAVING DATA
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and INITIALIZING will appear on the
display for approximately 15 seconds. Normal operation continues.

INSTALLATION MENU PAGE 10 RSM Calibration
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors that are all in the same direction (all high or
all low of actual) can be corrected in this menu.


INSTALLATION MENU PAGE 11 ACCEL BIAS CAL
Installation Page 11 is for Factory Calibration only and has no installation purpose.


EFD1000 CONFIGURATION CHART
Insert copy in permanent aircraft records for use with Appendix D - Instructions for Continued
Airworthiness.
Aircraft Model:
Aircraft Type:
Aircraft Serial Number:

INSTRUCTIONS:
Fill in all non-shaded areas of Table 10.1
FEATURE PAGE/KEY
ASSIGNMENT
AVAILABLE
OPTIONS/RANGE
EFD1000 CONFIGRATION PER AIRCRAFT
NOTED ABOVE
IAS CONFIG PAGE A PAGE 1:11 PAGE 1 OF 11
IAS CONFIG A
Vne KEY 1 Editable: 0 to 450

Vno KEY 2 Editable: 0 to 450

Vfe KEY 3 Editable: 0 to 450

Vs KEY 4 Editable: 0 to 450

Vso KEY 5 Editable: 0 to 450

IAS CONFIG PAGE B PAGE 2:11 PAGE 2 OF 11
IAS CONFIG B
Vyse KEY 1 Editable: 0 to 450

Vmc KEY 2 Editable: 0 to 450

Triangle KEY 3 Editable: 0 to 450

IAS CONFIG PAGE C PAGE 3:11 PAGE 3 OF 11
IAS CONFIG C
Airspeed Display Units KEY 1 kts/mph

Airspeed and Altitude
Tapes Display Lock
KEY 2
UNLOCKED / LOCK
OFF/LOCK ON

Airspeed Textual Markers
Lockout
KEY 3
UNLOCKED/
LOCKED

MISC CONFIG PAGE PAGE 4:11 PAGE 4 OF 11
MISC CONFIG
RSM GPS Enable KEY 1 DISABLE / ENABLE

RSM GPS Usage KEY 2 EMER ONLY / VFR EMER ONLY
Electrical System KEY 3 14 VOLT /
28 VOLT

Pitch Attitude Trim KEY 4 Editable:
-10.0 to +10.0

NAVIGATION
CONFIGURATION SET UP
PAGE
PAGE 5:11 PAGE 5 OF 11
NAV SET UP
GPS / NAV #1
Configuration
KEY 1 NONE, A, B, C, D,
E, F, G, H, I, J, K,
L, M, P, Q, R

GPS / NAV #2
Configuration
KEY 2 NONE, A, B, C, D,
E, F, G, H, I, J, K,
L, M

429 PORT
CONFIGURATION PAGE
A429 CONFIG No Configuration Required
RS232 PORT
CONFIGURATION PAGE
PAGE 7:11 PAGE 7 OF 11 No Configuration Required
RS232 CONFIG
NAVIGATION SOURCES
CONFIGURATION

PAGE 8:11 PAGE 8 OF 11 No Configuration Required
NAV CONFIG
ACU CONFIGURATION
PAGE
ACU CONFIG
ACU HSI TYPE: KEY 1 0,1,2,3

ACU FD TYPE:

KEY 2 0,1,2,3,4,5,6,7

ACU DATUM: KEY 3 NORMAL,
REVERSED

FD ROLL OFFSET ADJ: KEY 4 +/- 7.5 units (0.5
unit increments)

FD PITCH OFFSET ADJ: KEY 5 +/- 7.5 units (0.5
unit increments)

RSM CALIBRATION PAGE 10:11 PAGE 10 OF 11
RSM CALIBRATION
HDG OFFSET:

KEY 5 Editable: -10 to
+10 degrees

ACCEL BIAS CAL PAGE 11:11 PAGE 11 OF 11 No Configuration Required
ACCEL BIAS CAL
Table 10.1 EFD1000 System Configuration Chart

10.5 RSM Calibration
10.5.1 Calibration Overview
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any new installations and any follow up maintenance activities that could
affect RSM accuracy.

Such activities might include but are not limited to the replacement of the RSM,
replacement of the Configuration Module, installation of a mechanical or electrical
device in the vicinity to the RSM, installation of an appliance that might generate a
magnetic interference.

An overview of the RSM Calibration procedure is as follows (see Figure 10.24):

The aircraft will be taxied to a magnetically quiet area at least 200ft from metal
buildings and clear of metal grates, manhole covers and rebar within the
concrete. A Compass Rose is ideal for this procedure.
The aircraft can start from any heading.
With engines running, all electrical equipment operating, and the aircraft
stationary the RSM CAL page will be entered and Start Calibration will be
initiated (see Figure 10.25).
After a 10 second count down timer the pilot/operator will begin to taxi the
aircraft in a circle (cw or ccw) with the radius of approximately twice the length
of the aircrafts wing as viewed from the cockpit ( 30ft).
The aircraft will be taxied under its own power at a constant rate around a
circle until a 60 second timer elapses. The aircraft must not stop until the timer
has exhausted.
At the completion of the 60 seconds the aircraft will have made at least a 450
circle (360 + 90) to no more than two complete circles (720).
At the end of the 60 second timer four headings about 90 apart will be
checked against a calibrated heading source (i.e., site compass, compass rose).
If PFD heading is acceptable then the calibration is Accepted.
If the PFD heading is not within tolerance then it is Rejected and the calibration
procedure is re-run.
After the calibration is accepted headings are checked using a calibrated
reference (i.e., a sight compass) every 45 (starting from North) to verify that
the heading accuracy is within 4.

The RSM calibration routine is accomplished using the Installation Menu RSM
CALIBRATION menu page. See Section 10.4.5 (Installation Menu Access) for
instructions on entering the INSTALLATION MENU.

Figure 10.24 RSM Calibration Graphic
10.5.2 RSM Calibration Procedure

Figure 10.25 RSM Calibration Page
On the RSM CALIBRATION menu page the current calibrated heading (to the
nearest 0.1 degrees) will be continuously displayed adjacent to the CAL HDG:
menu field.

With aircraft stationary at (POSITION 1) of Figure 10.24 press the START CALIBRATION
line select key. The annunciation shown in Figure 10.26 will be displayed with a
countdown timer that begins with 10 secs and counts down to 0 secs.

Figure 10.26 Calibration in Process

MAGNETOMETER CALIBRATION
IN PROGRESS

DO NOT MOVE THE AIRCRAFT FOR
THE NEXT 7 SECS
When the menu of Figure 10.27 is displayed immediately begin taxing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right.
Approximately 10 seconds after initial movement (see POSITION A) the aircraft should
be taxiing at a constant rate (CR) throughout the rest of the procedure. When the
countdown timer is reached between one and a quarter turns (450) (POSITION B) and
two turns (720) (POSITION D) should have been completed. While turning the aircraft
do not stop the aircraft until the end of the 60 second timer and Figure 10.28 appears.

If you find that the timing of the turns was not right such that Magnetometer
Calibration Complete message occurs between B & D of Figure 10.24, then REJECT the
results and re-run the procedure.

Figure 10.27 Aircraft Turning

At the end of the calibration routine the ACCEPT CALIBRATION? and REJECT
CALIBRATION? menu options will be enabled.

Figure 10.28 Accept/Reject Results

To determine whether to ACCEPT or REJECT the results check four headings
approximately 90 apart against a known good heading source (i.e., aircraft compass,
sight compass, compass rose). If the headings are all within 4 then press ACCEPT. If
the headings are off by more than 4, but all in the same direction (all higher or all

IN PROGRESS

TURN THE AIRCRAFT
NO FASTER THAN
1 CIRCLE IN 30 SECS
UNTIL TIMER STOPS

TIME REMAINING: ## SECS

COMPLETE

PLEASE ACCEPT OR REJECT RESULTS
lower than actual) then ACCEPT the results and use the Heading Offset Adjustment in
Section 10.5.3 to correct for a miss-aligned RSM.

Pressing the ACCEPT CALIBRATION selection shall accept the calibration results,
display the annunciation shown in Figure 10.29 for 5 seconds, and return the RSM
CALIBRATION menu page to its initial state.

Figure 10.29 Results Accepted

Pressing the REJECT CALIBRATION selection shall reject the calibration results. The
only reason to reject results would be if a previously stored calibration has better
heading accuracies.

Figure 10.30 Results Rejected

10.5.3 Heading Offset Adjustment
Monitor current aircraft heading on the PFD and compare it to actual aircraft heading.
Check the four cardinal headings and determine if the PFD heading is consistently higher
or lower than actual. Use the HDG OFFSET on Installation Menu page 10 of 11 to correct
for any misalignment of the RSM during mounting.


REJECTED


ACCEPTED
10.5.4 Heading Accuracy Test
As a final check, position the aircraft on the headings shown on Installation Final Check
Sheet of Appendix B and verify heading is within +/- 4 degrees using a calibrated
heading source (i.e., site compass, compass rose). Record actual PFD headings in table
for inclusion in aircraft maintenance records.
If any heading is outside 4 then rerun the Calibration Procedure and or Heading Offset
adjustment.

10.5.5 Heading Interference Test
With aircraft engine(s) running monitor current aircraft heading on PFD and exercise flight
controls stop to stop including flaps and any electric trim tabs. Verify the heading does
not change on the PFD by more than 2. If movement of flight controls causes more than
a 2 heading change then it may be necessary to degauss the flight controls including the
cables. A handheld degausser can be found at most audio and video stores.
Operate all electrical and environmental equipment including:
Blowers, fans, heaters, air conditioner
Deice boots, fuel pump(s), backup vacuum pumps
Landing, logo, NAV lighting
Operate pulse equipment transponder, WX radar, DME
Key all VHF communication radios.
Operate autopilot so that all servos run (roll, pitch, yaw, trim)
If the operation of any electrical system causes the heading to change by more than 2 the
RSM wiring may need to be relocated away from the offending system. The offending
system may also have a bonding issue to the airframe that needs to be corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2.
This completes all RSM calibration and tests.

10.6 Ground Test Procedure
The ground test procedure will consist of checking for proper operation of the following
items:
a) Airspeed Tape, Altitude Tape, and OAT Sensor
b) AHRS Sensor
c) GPS Sensor Inputs (including Backup RSM GPS Sensor)
d) Navigation Sensor Inputs (if installed)
e) Backup Navigation Indicator
f) Autopilot Sensor Outputs (if installed)
g) Flight Director (if installed)
h) Sonalert (if installed)
i) Ancillary Equipment Heading Check (if using ARINC 429 heading from EFD1000)
j) EMI Test

CAUTION: Do not exceed the aircrafts maximum Airspeed, Altitude, or Vertical
Speed at anytime during the testing. Damage could result to the pre-
existing aircraft instruments.

10.6.1 Indicated Airspeed Display
WARNING: This test must be performed by a certified mechanic.

Using Installation Final Check Sheet of Appendix B record the aircraft speed settings
from the Aircraft Flight Manual in the IAS Setting column. Set the Pitot/Static test set
for 5000 ft above field elevation. Increase airspeed to V
ne
and check all Speed Bands
and Speed Markers listed in table.
10.6.2 Altitude Display
With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO Set
to 29.92 inHg on the PFD (see Section 13), verify altitude tape displays altitude within
40ft of the calibrated test set altitude.
10.6.3 System Leak Test
Perform a pitot-static system leak test per the aircraft manufacturers maintenance
manual or set the Pitot Static Test Set to 1000ft above field elevation and without
additional pumping for a period of 1 minute the aircraft static system should not lose
more than 100ft of altitude in a non-pressurized aircraft.
10.6.4 Outside Air Temperature
Verify the OAT displays on the DataBar and is not dashed.
10.6.5 AHRS Sensor Test
Verify that correct aircraft attitude information is presented on the Attitude Indicator
portion of the PFD. The Flags may take up to 5 minutes to clear when the ambient
temperature is below -20 C. Typically the attitude solution will be available in less
than 3 minutes.
10.6.6 GPS Sensor Test
Refer to GPS manufacturers instructions for operating GPS receiver and verifying a
complete and fully functional interface.

All GPS interfaces
Allow GPS receiver to acquire a valid position and enter a Direct To waypoint or a Flight
Plan. Verify the flight plan data appears on the PFD (if wired) and that it is correctly
oriented on the magnetic compass card.

NOTE: If the basemap does not correctly orient on the compass card, ensure that
the GPS is configured for magnetic north reference.

Ensure GPS2 (if installed) is OFF

Select GPS1 on the PFD and verify the CRS pointer auto-slews (if enabled) to the
desired track (DTK). To enable AUTOCRS go to Main Menu page 1.

Select OBS or Hold Mode (if available) on the GPS and verify that the CRS knob on the
PFD has control over the CRS pointer (manual-slew).

Verify the To/From and Left/Right deflection has the correct polarity.

Check GPS vertical deviation for proper polarity (if connected).

NOTE: The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator
without an activated valid LPV approach with APPROACH mode active.

Verify that the OBS resolver output (if available) reads correctly on the GPS.

Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on PFD.

Verify that RSM GPS Reversion is correctly annunciated.

Repeat procedure for GPS2 if installed.

Analog GPS interfaces
Verify OBS accuracy on GPS and calibrate if necessary using GPS manufacturers
instructions.

RSM GPS
With RSM GPS enabled verify RSM in yellow box does not appear on left side of HSI
display. Absence of RSM annunciation verifies operation RSM GPS. See Installation
Menu 4 for instructions on enabling the RSM GPS module.

10.6.7 NAV Receiver Sensor Test
Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal
Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.

Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is
displayed on the ADI portion of the PFD.

Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide
Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the ADI.

Generate a signal above and below the Glide Slope beam and verify proper polarity of
the GS deviation for Fly Up and Fly Down on the PFD.

NOTE: The EFD1000 system will not display a VDI (Glide Slope) indicator without
both valid localizer and Glide Slope signals.

Repeat procedure for NAV2 if installed.

10.6.8 Backup Navigation Indicator
Verify the backup navigation indicator continues to function after pulling the PFD
circuit breaker.

10.6.9 Autopilot Sensor Test
Refer to autopilot manufacturers post installation check out procedures for complete
autopilot post installation ground checks. At a minimum complete the following
checks to verify the EFD1000 interface is satisfactory.

Note: For attitude based autopilots it might be necessary to level the
autopilot gyro to get proper FD and autopilot response from the test.

Caution: Verify control surfaces are free and clear.

If installed, center the HDG Bug under the lubber line and engage the autopilot and
select HDG Mode. The FD (if installed) should be level and yoke should not turn. Move
the HDG Bug left of the lubber line and the FD and or yoke should bank left. Move the
HDG Bug to right of lubber line and the FD and or yoke should bank right.

With NAV1 selected on the PFD and a valid Nav Signal generated engage the autopilot
in NAV Mode and verify that the FD and/or yoke follow the CRS Pointer in phasing.

Verify that the autopilot responds to correct Left/Right phasing by generating left and
right needle deflection. For autopilots that monitor the NAV FLAG, generate an invalid
Nav Signal and verify autopilot responds accordingly.

Engage APPR Mode and verify that the autopilot responds correctly to a generated Fly
Up and Fly Down command. For autopilots that monitor the GS FLAG, generate an
invalid GS Signal and verify autopilot responds accordingly.

10.6.10 Flight Director Test
If installed, engage the Flight Director (FD) in HDG Mode and verify that the command
bars are in view

Adjust the HDG Bug to the right of the lubber line. Verify the command bars indicate
bank right. Adjust the HDG Bug to the left of the lubber line and verify the command
bars indicate bank left.

Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust FD Roll Offset Adj as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 2 more degrees of right bank then set FD Roll Offset Adj = +2.

Generate a pitch up command with the flight director and verify FD bars indicate pitch
up. Generate a pitch down command with the flight director and verify FD bars indicate
pitch down.

Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust FD Pitch Offset Adj as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 3 more degrees of pitch up then set FD Pitch Offset Adj = +3.

10.6.11 Sonalert Test
If installed, verify the Sonalert is operational by generating a Selected Altitude alert on
the PFD. This can be done by setting the Selected Altitude to 300ft above current
altitude. Then adjust the BARO setting (increasing altitude on the tape) until the solid
yellow altitude flag is seen on the PFD (just left of Selected Altitude window). The
Sonalert should sound before reaching the selected altitude.

10.6.12 Ancillary Equipment Heading Check
Verify proper operation of any ancillary components that are using the Low Speed
ARINC 429 heading output from the EFD1000 system. Use ancillary equipment
manufacturers installation tests procedures to perform ground check on their
equipment.

10.6.13 TAPES Configuration Check
Verify the tapes are LOCKED or UNLOCKED as required by the flowchart in Figure
10.13.

If TAPES are LOCKED ON - IAS and Altitude tapes should be visible and pressing
the TPS line select key should have no effect.

If TAPES are LOCKED OFF IAS and Altitude tapes should not be displayed on
PFD and TPS line select key has no effect.

If TAPES are UNLOCKED then pressing TPS line select key will de-clutter IAS
and Altitude tapes from PFD.

10.6.14 EMI Test
Monitor the PFD for Flags, Red-Xs, Red Slashes, heading changes, altitude changes,
airspeed changes, attitude changes or any error messages while performing the
following Test:

a) Transmit on all Comm radios for 20 seconds each at 118.000mhz, 126.900mhz,
and 136.950mhz.

b) Turn on all transponders, DMEs, Wx Radar, and all other pulse type equipment for
20 seconds each.

c) Operate all aircraft lighting including position lights, strobe lights, navigation
lights, and all other forms of lighting for 20 seconds each.

d) Operate all environmental equipment including fans, air conditioning, heaters, and
all other forms of environmental control equipment for 20 seconds each.
e) Operate Fuel pump(s), deice boots, windshield heat, prop heat, etc.

f) Operate engine(s) and verify no interference.

11 Post Installation Flight Check
CAUTION: Only perform flight test in day VFR conditions with an appropriately rated
pilot for the aircraft type to be flown.
11.1 Basic ADI Flight Checks
Fly the aircraft in straight and level flight and verify that the ADI roll indication is level
with reference to the horizon. Observe the Slip Indicator is centered under the Roll
pointer and adjust rudder trim if available to center.
Make a coordinated 30 degree banked turn to the right and verify that the ADI roll
indication is correct with reference to the horizon.
Make a coordinated 30 degree banked turn to the left and verify the ADI roll
indication is correct with reference to the horizon.
Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct
with reference to the horizon.

11.2 Basic HSI/DG Flight Checks
Make a 180 degree coordinated turn to the right and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.
Make a 180 degree coordinated turn to the left and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.

11.3 ILS Flight Checks (if no autopilot, otherwise jump to Section 11.4)
Hand fly an ILS approach and verify that the raw data on the PFD for Lateral and
Vertical Deviation Indicators are correctly displayed. Check the CDI indication for
correct needle displacement.
Check ILS2 if installed.

11.4 Autopilot Flight Checks (if installed)
WARNING: Remember to disconnect the Autopilot immediately if it is
not performing its intended function.
With wings level and the HDG Bug centered under the lubber line, deselect GPSS and
engage the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the
aircraft makes no abrupt turns during engagement and the aircraft continues to track
straight.
Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly
turns to the right with a bank angle not exceeding 10 degrees. If 10 degrees was
acceptable in performance then proceed by turning the HDG Bug 90 degrees to
the right and verify the aircraft makes a standard rate turn and smoothly rolls out
on to the correct Heading.
Now repeat the test to the left.
With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the
CRS pointer to center the CDI. Engage the autopilot in NAV Mode and verify the
aircraft tracks to the VOR.
Repeat with NAV2, if installed.
Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI.
Engage the autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS
is disabled for this test, this test is verifying the GPS deviations to the autopilot)
Repeat with GPS2, if installed.
For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the
autopilot in HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the
GPS into OBS (HOLD) Mode (some GPS installations may require manual disabling
of AUTOCRS). Use the CRS Pointer on the HSI to steer the autopilot via the GPS.
With the HDG Bug centered, press the GPSS button again and verify the HDG Bug
controls the autopilot as before.
Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the
autopilot tracks the localizer, then captures and tracks the glideslope if installed.
Now repeat with ILS2 if installed.
If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using
GPS1. Verify that the autopilot tracks the GPS lateral approach guidance, then
captures and tracks the GPS LPV vertical guidance.

Repeat with GPS2, if installed.
This completes the flight test. If everything was satisfactory then document the completion of the
Test Flight in aircraft log book in accordance with FAR 91.407(b).


12 Operation
The operation section contains all of the features of the PRO model with all available sensor
options configured. Should your installation not include a particular sensor (i.e., NAV2,
autopilot) then that system feature will be not available. Likewise if you have the PILOT model
which does not have navigational and autopilot interfaces the operational features associated
with those sensors will be not available. The PILOT model is similar to the PRO minus the
following features:
HSI has slaved DG with pilot settable HDG Bug
Dual Bearing Pointers
Lateral and Vertical Deviation Indicators
MINIMUMS
Basemap naviads, curved flight plan legs
GPS and VLOC navigation interfaces
Autopilot interface GPSS, HDG BUG and CRS Pointer

12.1 Pilot Controls
12.1.1 Overview
Pilot interaction with the EFD1000 is accomplished through two knobs with
push/rotate function and 11 buttons located on the display bezel. Refer to
Figure 12.1.

Two control knobs are used to control pilot settable bugs and references.

Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.

Three dedicated buttons on the upper side of the right bezel control map range,
display reversion, and provide access the main menu.

Five soft keys on the lower half of the right bezel control frequently used commands,
such as the HSI mode or map de-clutter setting. These five keys are also used when
navigating the main menu.

12.1.2 Power Control
To enhance safety, the EFD1000 includes an internal battery that allows the system to
continue to operate in the event of a failure of the aircraft electrical system. This
ensures that in addition to the standby instruments, the EFD1000 primary flight
instrument continues to remain available for a period of time following the loss of all
external supply power.

This internal battery is not required by regulation; however, it is good practice to verify
that the charge state of the battery prior to takeoff.

The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and optional EFIS Master Switch.

Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up
and power down with the application or removal of external power. A message is
presented during the normal power down sequence to enable the pilot to abort the
shutdown and switch to internal battery.

When IAS is greater than 30 KIAS and the input voltage drops below 12.8V (14V
Electrical System) or 25.6V (28V Electrical System) the EFD will automatically switch to
its internal battery (e.g. aircraft charging system failure).

The EFD1000 internal battery will provide at least 30 minutes of power when it is fully
charged. The battery provides power to the display head, RSM and emergency GPS.
Reducing the backlight intensity will extend the battery operating time.

When operating from battery, a red ON BAT annunciation and battery charge status
indication is presented in the lower portion of the Attitude Indicator.

A unit operating from battery may be powered off using the Shut Down command
available in the Power Settings Menu.

In the unlikely event that the normal power control is not working, the EFD may be
forced to shut down by first pulling its associated circuit breaker and then pressing
and holding the REV button for at least 5 seconds.

Battery charge status may be viewed from the Power Settings page of the Main Menu.
12.1.3 Display and Control Layout

Figure 12.1 Bezel and Display Features
1) Reversion Control
2) Range Control
3) Menu Control
4) TPS Tapes ON/OFF Control
5) MIN Minimums ON/OFF Control
6) 360/ARC HSI View Control
7) MAP Map declutter logic Control
8) GPSS GPS Steering ON/OFF Control
9) Right Control Knob

10) Left Control Knob
11) Single-Line Bearing Pointer Source Select
12) CDI Source Control
13) Dual-Line Bearing Pointer Source Select
14) Micro SD Card slot
15) Automatic Dimming Photocell
16) Attitude Indicator
17) Aircraft Symbol
18) Single Cue Flight Director (optional
compatible autopilot required)
19) Roll Pointer
20) Slip / Skid Indicator
21) Airspeed Indicator Tape
22) Selected Airspeed Field
23) Airspeed Drum/Pointer
24) Altitude Alert
25) Selected Altitude Field
26) Altitude Drum/Pointer
27) Altitude Tape
28) MINIMUMS annunciation
29) Selected Minimums Field
30) Decision Height DH Annunciation
31) LDI Navigation Source Indication
32) Lateral Deviation Indicator
33) Vertical Deviation Indicator
34) True Airspeed
35) Barometric Pressure Setting Field
36) Ground Speed
37) OAT
38) Wind Direction Arrow
39) Wind Direction and Speed
40) Selected Source Information Field
41 Selected Course (CRS)Field
42) Selected Heading Field
43) Vertical Speed Digital Value
44) Vertical Speed Tape
45) Left Control Knob state
46) Right Control Knob state
47) Single-Needle Bearing Pointer Source
48) Single-Needle Source Info Block
49) Dual-Needle Bearing Pointer Source
50) Dual-Needle Source Info Block
51) CDI Navigation Source
52) Magnetic Heading
53) Compass Scale
54) Hot Key legend
55) CRS Pointer
56) Single-Needle Bearing Pointer
57) Double-Needle Bearing Pointer
58) Heading Bug
59) Airspeed Bug
60) Altitude Bug
12.1.4 Control Knobs
General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields. The left
knob adjusts data fields on the left side of the display, and the right knob adjusts data
fields on the right side of the display.

The knob logic includes active and inactive states to prevent inadvertent adjustment of
editable fields. After 10 seconds of inactivity, the knob returns to an inactive home
state. A single push activates an inactive knob. Pushing the knob again will advance the
knob to the next editable field in a round-robin sequence.

When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
Left control knob
The left control knob adjusts the CDI Course Set CRS and Indicated Airspeed Bug IAS
editable fields. To adjust these values PUSH the knob in a round robin fashion until the
desired field text turns magenta, then ROTATE the knob to set the value (clockwise to
increase, counterclockwise to decrease).

The home state for the left knob is CRS.
Right control knob
The right control knob controls Heading Bug HDG, Altitude Bug ALT, Barometric
Pressure Setting BARO, and Minimums setting MIN editable fields in that order. To
adjust these values PUSH the knob in a round robin fashion until the desired field text
turns magenta, then ROTATE the knob to set the value (clockwise to increase,
counterclockwise to decrease).

The home state for the right knob is HDG.

To adjust the MIN field, the field must first be enabled using the MINs hot key.

12.2 Setting Flight Instruments
The following procedures are used to adjust pilot editable data on the EFD1000:
Heading Bug Set
To set the heading bug, repeatedly PUSH the right control knob until the HDG field is
enabled for editing. ROTATE the knob to the desired setting.
Altitude Bug Set
To set the altitude bug, repeatedly PUSH the right control knob until the ALT field is
Barometric Pressure Set
To set the barometric pressure, repeatedly PUSH the right control knob until the BARO
field is enabled for editing. ROTATE the knob to the desired setting.
Minimums Set
To set the MINIMUMS alert, repeatedly PUSH the right control knob until the MIN field is

The minimums field must first be enabled via the Hot Keys before it may be adjusted.
CDI Course Set
To select the CDI value, repeatedly PUSH the left control knob until the CRS field is
enabled for editing. ROTATE the knob to the desired value. When the CDI navigation
source is selected to a GPS and AUTOCRS is enabled the course is automatically set by
the GPS and is not pilot adjustable.
Indicated Airspeed Bug Set
To set the indicated airspeed bug, repeatedly PUSH the left control knob until the IAS
field is enabled for editing. ROTATE the knob to the desired setting.

12.3 Knob Sync Function
Editable fields may be synchronized as a function of data type as described in Table 12.1 below.
Whenever a control knob is held for approximately one second the active data type will be
syncd as follows:

Left Knob
Data Type
SYNC Behavior Right Knob
Data Type
SYNC Behavior
IAS The airspeed bug is set to the
current IAS.
HDG The heading bug is set to
the current heading.
VOR CRS The CRS is set to the bearing to
the tuned VOR Station (this will
result in the deviation bar
centering with a TO indication).
ALT The altimeter bug is set to
the current altitude.
ILS CRS The CRS is set to the current
aircraft heading.
BARO The barometric pressure is
set to standard pressure of
29.92 in Hg or 1013 mB.
Left Knob
Data Type
SYNC Behavior Right Knob
Data Type
SYNC Behavior
GPS CRS AUTOCRS disabled CRS is set to
the Desired Track to the GPS
active waypoint.
AUTOCRS enabled No effect.
NOTE: AUTOCRS is
enabled/disabled via the Main
menu.
MIN The MINIMUMS value is set
to the current altitude.
Table 12.1 - Knob "Sync" Operation

12.4 Hot Key Operation
During normal operations, the five line select soft-keys on the lower right side of the display
bezel are referred to as Hot Keys. Hot Keys provide single-action access to frequently used
functions. An electronic legend adjacent to each Hot Key indicates its hot key function. When
the legend is green, the function is active. When it is grey, the function is inactive. The legend
always annunciates the current state.

Figure 12.2 Hot Key buttons
Tapes
Hot key 1 enables/disables the display of the airspeed and altitude tapes. In some
installation where the backup airspeed and altitude instruments are not installed
adjacent to the EFD1000 system the TPS hot key will be disabled and it will not be
possible for the pilot to disable the airspeed and altitude tapes.
Minimums
Hot Key 2 enables / disables the MINIMUMS display. When enabled, the minimums field
is available for editing and minimums alerts are provided. When disabled, no minimums
alerting is provided and the field may not be selected for editing. Upon enabling the
MINs field, the right knob cursor is activated for editing the MINs value.
Compass Presentation Format
Hot Key 3 toggles the compass between a 360 rose display and a 100 deg ARC display.
Basemap and Declutter Level
Hot Key 4 is used to enable the basemap and control the amount of basemap symbology
that is presented to the pilot. Refer to Section 12.10 Situational Awareness Map Display
for additional information about the basemap.

Each successive push of the MAP hot key will change the basemap declutter level in a
round robin sequence. Available selections are HIGH, MEDIUM, LOW, FP ONLY, and OFF.

In the HIGH, MEDIUM, and LOW settings the basemap symbology is rendered according
to selections made by the pilot in the main menu.

The FP ONLY selection displays just the flight plan legs and waypoints associated with
the GPS flight plan, and no other basemap features.

OFF removes all basemap and flight plan symbology.

Separate basemap declutter and range settings are retained for the 360 and ARC
compass modes.

A basemap feature display level icon is presented with the range in the lower left portion
of the display as follows:

OFF High Medium Low FP Onl y

Figure 12.3 Basemap Range and Declutter Settings

GPSS
Hot Key 5 is used to enable or disable GPS Steering (GPSS) outputs to the autopilot. See
Section 12.11 for more information about GPSS.

12.5 CDI and Bearing Pointer Source Selection
Overview
The pilot may couple navigation data from external GPS or VOR/Localizer (VLOC) radio
system to the HSI and bearing pointers. Navigation source selection is controlled by the
three buttons located between the control knobs.

The center button is used to control the source coupled to the Course Deviation
Indicator on the HSI.

The left button controls the source coupled to the single-needle bearing pointer.

The right button controls the source coupled to the double-needle bearing pointer.

Single-line BP
Source
CDI Nav
Source
Double-line BP
Source

Figure 12.4 Navigation Source Selection Controls

Nav Source Selection
To couple a navigation source to a bearing pointer or the CDI press the associated
button to sequence between the available sources in a round-robin sequence. Available
sources are VLOC1, GPS1, VLOC2 and GPS2.

For integrated GPS/VHF radios, such as the Garmin GNS4xx/5xx, control of the data type
(i.e. GPS or VLOC) coupled to HSI course deviation indicator (but not for bearing pointers)
is controlled by the radio. When coupled to a radio of this type, the EFD1000 will not
toggle the operating state of the radio, but will annunciate the radios current operating
state in the CDI Nav Source display field. If the integrated radio is not reporting its
current state to the EFD1000, such as when the equipment is OFF, failed, or a GPS
waypoint has not been programmed, the EFD1000 will default to the VLOC mode.

Refer to the operating instructions or Aircraft Flight Manual Supplement for the
associated GPS or VLOC radio system for instructions on how to operate that equipment.

Nav Source Display
The name of the currently coupled CDI or bearing pointer navigation source will be
displayed directly above the associated button. When the coupled source data is invalid
or not available, the legend is slashed with a red line.

12.6 Back Light Control
The PFD includes an adjustable LCD backlight that provides both automatic and manual
brightness adjustments over a wide dimmable range. A single bezel-mounted photocell
measures the ambient light, allowing an automatic dimming mode to be selected by the pilot.

Manual dimming control is enabled by the pilot to override the photocell input and adjust the
display to any desired intensity level (except off).

In either mode, the bezel-key backlighting is maintained at a fixed brightness level.

To adjust backlight intensity, press the MENU button and then press the left control knob to
toggle between auto (BRT AUTO) and manual brightness (BRT ADJUST) control.

To manually adjust the brightness, with BRT ADJUST displayed above the left knob rotate the
knob until the desired brightness level is set.

On power up, the display defaults to AUTO brightness control.

When operating on the internal battery, backlight intensity setting is capped at a value of 70 for
both manual and automatic operation.

Under extreme temperature conditions, such as may be encountered during ground operations
on extremely hot days, the system backlight will automatically dim to an intensity of 30
whenever internal sensors determine that the system operating temperature has exceeded
65C. Should this occur the pilot should take steps to reduce the cockpit ambient temperature.

Figure 12.5 Lighting Control adjustment

12.7 Map Range Control
The EFD1000 basemap range may be set to ranges of 2.5, 5, 10, 15, 20, 30, 40, 60, 80, 100,
and 200 nautical miles. Map range is measured from the own ship position to the outside of
the compass arc.
To increase the range push the + side of the range key located on the upper right side of the
bezel. To decrease the range push the side of the key. The currently selected map range is
displayed in the lower left corner of the display.

12.8 Display Reversion Control and Abnormal Shutdown
Single PFD installations do not have any display reversion capability that can be activated by
the REV button. As such, the reversion function is inoperative in single display installations.
In addition to display reversion control, the REV button may be used to force the unit to power
off should, for example, the display stop responding to pilot inputs. When external power has
been removed, pressing and holding the REV button for 5 Seconds will produce in an
immediate system shut down. When external power is available, pressing and holding the REV
button for 5 seconds will result in a system restart.

While the button is pressed, the following annunciation is provided adjacent to the button

Figure 12.6 REV Button
12.9 Primary Flight Instruments
12.9.1 Attitude Indicator
The Attitude Indicator consists of a conventional blue over brown attitude ball rendered
behind a fixed aircraft symbol to display pitch, roll and slip/skid information. The
horizon line is represented by a fixed white line extending to each edge of the display
area separating the blue sky and brown ground of the artificial horizon. A fixed roll
pointer reads degrees of bank against a moveable roll scale.

The AHRS attitude solution continually self-monitors and will present a CROSS CHECK
ATTITUDE annunciation whenever it determines that the AHRS solution may be
degraded. Should this alert be presented, the pilot should immediately cross compare
the attitude against backup sources of attitude information.


Figure 12.7 Attitude Indicator
Pitch Markings
The pitch scale consists of minor pitch marks in 2.5 increments up to 20 and major
pitch marks in 10 increments up to 90.
Roll Markings
The roll scale is indicated by tick marks at 10, 20, 30, 45 and 60 on both sides of
the zero roll inverted solid white triangle. The 45 marks are represented as hollow
triangles.
Slip / Skid Indicator
Slip / skid is indicated by the lateral position of the white rectangle under the roll
pointer. One rectangle width is equivalent to one ball width of a conventional
inclinometer.

Figure 12.8 Slip/Skid Indicator

Unusual Attitude Cues
Red chevrons are presented on the pitch ladder to guide in unusual attitude recovery.
The Chevrons come in to view at pitch attitudes greater than 15 nose up or 10 nose
down). The Chevrons indicate the direction of the horizon.


Figure 12.9 - Excessive Pitch Down Figure 12.10 Excessive Pitch Up

12.9.2 Airspeed Indicator
Airspeed is indicated by a moving airspeed tape against a fixed position airspeed pointer.
A digital, drum-type readout is provided adjacent to the fixed pointer. Tick marks are
provided every 10 knots. The integral ADC will compute airspeeds between 20 kts (23mph)
to 450 kts (518mph). Outside of this range the airspeed value is dashed.

NOTE: The airspeed tape and drum may be de-cluttered from the display by pilot
selection or through installer configuration.

Figure 12.11 Airspeed Indicator

Speed Bands
Color speed bands are displayed on the indicated airspeed tape corresponding to the
colored arcs found on a traditional airspeed instrument. The range of these markings
are determined by the Federal Regulations, and correspond to the aircraft limiting
speeds that are identified in the Aircraft Flight Manual.

The color bands are configured during installation and are not pilot adjustable.

Band
Color
Band
Range
Description
Red
>V
NE

Red arc displayed at all speeds above aircraft never
exceed speed (V
NE
)

Yellow
V
NO
V
NE

Yellow arc extending from maximum structural cruising
speed (V
NO
) to never exceed speed (V
NE
).
Green
V
S
V
NO

Green arc corresponding to the normal operating range
extending between the no flap stall speed (V
S
) to the
maximum structural cruising speed (V
NO
).
White
V
SO
V
FE

White arc corresponding to the flap operating range
extending from the full-flap stall speed (V
SO
) up to the
full flap extend speed (V
FE
)
Red
<V
SO

Red arc extending from the bottom of the airspeed tape
range up to full flap stall speed (V
SO
). This band is
disabled on the ground and during takeoff.
Table 12.2 Speed Bands

Speed Markers
Color speed markers are displayed on the indicated airspeed tape corresponding to the
colored radial lines found on traditional airspeed instruments. These speed markers are
depicted in accordance with requirements in the Federal Regulations, and correspond to
the aircraft limiting speeds that are identified in the Aircraft Flight Manual.

The color markers are configured during installation and are not pilot adjustable.

Speed
Marker
Value Description
Red Line V
NE
A Red line is displayed across the airspeed tape at the
aircraft never exceed speed (V
NE
)

Red Line
(multi
engine
only)
V
MC
Multi Engine Aircraft Only.
A red line is displayed across the airspeed tape at the
aircraft single engine minimum control speed.
Blue Line V
YSE
Multi Engine Aircraft Only.
A blue line is displayed across the airspeed tape at the
aircraft single engine best rate of climb speed

Initial
flap
extension
airspeed
If the aircraft manufacturer has published an initial flap
extension speed, a white triangle will be presented on
the airspeed tape at the speed corresponding to this
limitation.
Table 12.3 Speed Markers
V-Speed Markings
Pilot-adjustable V-speeds can be configured and/or viewed via the Main Menu. Choices
include: V
a
, V
bg
(best glide speed), V
r
, V
ref
, V
x,
and V
y.
and for retractable gear aircraft: V
le

and V
lo

NOTE: V-speed editing can be locked during installation to prevent inadvertent or
unauthorized adjustment.
12.9.3 Altimeter
Altitude is indicated by a moving altitude tape against a fixed position altitude pointer. A
digital, rolling drum readout indicating altitude values to the closest 20 feet is provided
adjacent to the fixed pointer. Minor tick marks are provided every 20 feet and major tick
marks are provided every 100 feet. The thousands and ten-thousands digits are larger
than all other digits. Negative altitudes are indicated by a - sign preceding the
numerical altitude value in the drum.
The range of the altimeter is -1,600 to +51,000 feet

Figure 12.12 Altimeter Markings

Altitude Pointer/Drum
Altitude Bug
Selected Altitude
MINIMUMS Set
Barometric Pressure Setting (BARO)
Barometric pressure is adjusted with the right knob to provide a barometric-corrected
altitude on the display.

The barometric pressure value can be entered in either inches of mercury (IN) or
millibars (mB), as configured in the Main Menu GENERAL SETTINGS page.
The barometric pressure setting is retained over a power cycle of the equipment.
Altitude Alerts
Visual (and optional aural) altitude alerts are generated for level-off and deviation
conditions. A yellow, level-off alert illuminates next to the selected altitude numerical
field when the aircraft is within 15 seconds or 200 feet (whichever is greater) of the
selected altitude. When an optional aural alerter is installed, a 1 second tone is
provided.

After reaching the selected altitude if the aircraft altitude deviates by more than 200
feet from the preselect value then a flashing yellow altitude deviation alert is generated,
accompanied by a one second tone from the optional aural alerter.

Figure 12.13 Alert ON Figure 12.14 Alert OFF
12.9.4 Vertical Speed Indicator (VSI)
Whenever the vertical speed exceeds +/- 100 fpm the vertical speed is indicated by a
rising/sinking white vertical tape and associated scale markers immediately to the right
of the compass rose. A numerical indication or current aircraft vertical speed is shown
directly above the tape. Rates of 2000 feet per minute (FPM) are indicated by the tape
while the numerical value will display rates of up to 9990 FPM. A triangle caps the tape
whenever rates exceed 2000 FPM.
In the ARC compass mode only the digital vertical speed value is presented.

Figure 12.15 Positive Rate of Climb Figure 12.16 Rate Exceeding 2000 fpm
12.9.5 Rate of Turn Indicator
A rate of turn indicator with a range of 0 to 6 degrees per second is provided on both
the 360 and ARC Compass modes. The indicator consists of a curved white tape
originating from the heading index mark and extending in the direction of the turn along
the outer curve of the compass card.

Figure 12.17 Rate of Turn
The rate of turn indicator features scale marks for standard and half standard rate turns
(Standard rate of turn = 3 degrees per second). When the rate of turn exceeds 4.5
degrees per second, an arrowhead is added to the end of the tape to show that the rate
of turn has exceeded the limits of the instrument.
12.9.6 Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set)
The Data Bar visually separates the upper and lower halves of the EFD display. True
Airspeed (TAS), GPS Ground Speed (GS), Outside Air Temperature (OAT), Wind Direction,
Wind Speed, and Barometric Pressure Setting data are all presented in the data bar.

Figure 12.18 Data Bar

12.9.7 Horizontal Situation Indicator
The traditional HSI is an instrument which combines a Direction Indicator overlaid with a
rotating Course Deviation Indicator (CDI). The HSI on the EFD1000 can be presented in
either a full 360 degree compass rose mode, or in a 100 deg ARC format. Within the
ARC mode, the pilot may select (via the main menu) between two different formats of
CDI presentation ARC HSI mode and ARC CDI mode.
Half Standard Turn Marking
Full Standard Turn Marking

Figure 12.19 - 360 Compass Mode
The ARC HSI mode, presents traditional rotating CDI symbology which resembles that
used in the HSI 360 Compass mode. The ARC CDI mode presents a fixed, non-rotating
CDI resembling that used in contemporary GPS navigation displays.

Figure 12.20 ARC HSI Mode Figure 12.21 ARC CDI Mode

Lateral and Vertical Deviation Indicators
A Lateral Deviation Indicator (LDI) is presented on the attitude indicator whenever the
pilot has selected an ILS, LOC, LOC(BC), or a GPS Approach Mode to the HSI and valid
lateral guidance is being provided.

Back course deviation indications are automatically corrected for reverse sensing.
Therefore, there is no further pilot action required to enable reverse sensing other than
setting the inbound course on the HSI. BC will be annunciated to the left of the LDI
indicator.

A Vertical Deviation Indicator (VDI) is presented on the attitude indicator whenever the
LDI is shown and valid vertical guidance is provided, such as from an ILS or WAAS GPS


Figure 12.22 LDI and VDI Indicators

Navigation Source Information Block
A Navigation Source Information Block is presented in the upper left corner of the HSI
display area. The Source Information Block indicates the navigation source coupled to
the HSI and its associated mode (e.g. VOR, ILS, LOC, etc). Information is provided related
to the coupled source including, when available, waypoint or navaid identifier or
frequency, bearing and distance, and the estimated time to the active waypoint.

Figure 12.23 Navigation Source Information Block

Off Scale Indication
Whenever the lateral deviation exceeds the maximum displayable range of 2.5 dots, the
deviation needle of the CDI and the deviation diamond of the LDI or VDI is rendered as a
hollow ghosted image pegged on the corresponding side.

Figure 12.24 Off Scale CDI Figure 12.25 Off Scale VDI and LDI

Auto Course Control
The pilot may configure the EFD1000 via the main menu to enable Auto Course Select so
that a connected GPS will automatically set the course (CRS) value whenever the GPS is
auto sequencing between waypoints. This capability relieves the pilot from manually
setting the course at each waypoint transition along a GPS route. When Auto Course
Select is active the pilot cannot edit the CRS value.

Auto Course Select is indicated by an inverted green A presented adjacent to the
numerical CRS value and the CRS knob legend.

Figure 12.26 Auto Course Select Legends
GPS Annunciations
When a compatible GPS system is coupled to the HSI, annunciations of MSG, WPT, TERM
or APPR, and INTEG that are associated with that GPS navigation source are shown on the
HSI display whenever these annunciations are output by the GPS. If a configured GPS
fails, an amber failure annunciation is also provided indicating the failed GPS (i.e. GPS1,
GPS2, RSMGPS). No other GPS annunciations are provided on the EFD1000 display.
Refer to the GPS Flight Manual for information related to GPS annunciations, including a
list of all possible annunciations that can be provided by any particular GPS system.

Figure 12.27 GPS Annunciations

GPS Track Indicator
Whenever the EFD1000 is connected to a compatible GPS a track indicator is provided.
Track is indicated as a blue diamond rendered on the compass scale at the value that
corresponds to the current aircraft track.


Figure 12.28 GPS Track Diamond

12.9.8 Bearing Pointers
General
Two bearing pointers that show the radial of a VOR station or the bearing to a GPS
waypoint are provided. Bearing Pointers are only available in the 360 Compass mode.
Any available navigation source may be connected to either bearing pointer. If
connected to a source that does not provide angular bearing data, such as a localizer,
the bearing pointer is not presented and the source is flagged as invalid.

Figure 12.29 Bearing Pointers

Bearing Pointer Source Information Block
Each bearing pointer has an associated source information block that displays
information about the source of bearing pointer data (when available). Information that
can be displayed includes distance to station and either the station identifier or the
tuned frequency.

12.10 Situational Awareness Map Display
Basemap
The basemap presents map symbols for nearby navaids, intersections, airports, GPS
flight plan waypoints, including curved and straight flight legs. Basemap data is
presented whenever the EFD1000 system is connected to a compatible GPS system. The
basemap symbols underlay all other instruments and annunciations in the lower half of
the display. Map and flight plan elements are received from the GPS, and are only
available when connected to a compatible GPS unit (i.e., Garmin GNS4xx/5xx).

The base map is always oriented with magnetic heading up and centered so that the
current aircraft position coincides with the aircraft own ship symbol.

Map Features
When available, flight plan waypoints, airports, VORs, DMEs, NDBs, and intersection
symbols are rendered as shown in Figure 12.30 below. Map feature identifiers, when
displayed, are shown adjacent to their associated symbol.

Figure 12.30 Map Feature Identifiers
Flight Plan
When a flight plan is received from a compatible GPS system the Basemap will show the
current and future flight plan waypoints and legs. The active leg waypoint and its
associated identifier are displayed in magenta. Other waypoints and legs are white.
Depending on the range and selected feature display level, waypoint identifiers are
displayed adjacent to their associated waypoints.

Flight plan depictions are rotated within the display to maintain their correct compass
orientations at all times.

Figure 12.31 Basemap Flight Plan

Basemap Position Source and Reversion
Position and flight plan data for the basemap is provided at all times by GPS1, except
when GPS2 is the navigation source coupled to the HSI. In the event that GPS1 fails, the
basemap will continue to present flight plan and mapping symbols that were received
from GPS1, but will use position data from GPS2. When the basemap position is in the
reversion mode, no flight leg or fly-to waypoint is indicated as active (i.e. in magenta),
no fly to waypoint data is provided (e.g. bearing, distance, etc), and navigation data
coupled to the CDI is flagged as invalid.

When an alternate GPS is being used as the Base map position source, the message
GPS# REVERSION (where # indicates the source of the reversionary GPS position,
either 1 or 2 ) is presented.

Figure 12.32 GPS1 Failure, Reversionary Navigation


Emergency GPS Position Reversion
When the RSM GPS is enabled at installation this emergency-use only non-certified GPS may
be used as the basemap position source, but only when all external GPS systems have failed
or become invalid. In this case, the basemap will continue to show the last programmed
flight plan information from the external GPS system, but no active flight leg or fly to
waypoint is indicated and the GPS navigation data coupled to the CDI will be flagged
invalid.
The RSM GPS will only be activated upon failure of the external GPS system and cannot be
used as a primary source of position data.
When the RSM GPS is being used as the base map position source, the message: RSM GPS
REVERSION EMER USE ONLY is presented.

Figure 12.33 GPS Failure, RSM GPS Reversion
12.11 Autopilot Integration
General
The EFD1000 can connect with many differnet legacy autopilot systems that are typically
found in general aviation aircraft. The EFD1000 emulates the HSI and/or Flight Director
(FD) indicator with which the autopilot was originally certified. Autopilot integration is
limited to heading bug and navigation integration, including vertical approach modes.

When connected to an autopilot system that includes Nav or Approach couplers, the EFD
also acts as a navigation source switch to the autopilot. This assures that the navigation
information presented on the PFD is the same as that being provided to the autopilot.
This arrangement also eliminates the need for any external autopilot navigation source
switch selectors or relays.

The EFD1000 does not currently provide vertical coupling to barometric references such
as altitude hold, vertical speed, or altitude capture.
GPSS
When GPSS is enabled, a digital GPS steering command generated by a compatible GPS
system (such as the Garmin GNS430) will be passed to the autopilot in the form of a
heading command. To have the autopilot follow this GPS steering command, engage the
autopilot in heading mode and select GPSS via the GPSS hot key on the PFD.

When GPSS is not selected, the autopilot will follow the heading bug value manually set
by the pilot.

If the connected GPS system does not provide the required roll steering command, the
GPSS legend adjacent to the GPSS Hot Key will be rendered in grey and it will not be
possible to enable GPSS operation via the Hot Key.

NOTE: Refer the Aircraft Flight Manual Supplement for your GPS system for information
about GPSS steering commands that may be output by that system.
The autopilot must be in Heading Mode to receive GPSS signals from the EFD1000.

Flight Director
When connected to a compatible autopilot system the EFD1000 will display a single-cue
flight director. The flight director command bars visually represent the lateral and
vertical steering cues transmitted to the PFD by the autopilot. When the FD output from
the autopilot is unavailable or flagged invalid, the FD command bars are removed from
the display.

Figure 12.34 Flight Director

Typical Autopilot Operations
Whenever the EFD1000 installed configuration includes connections to GPS, VLOC and
autopilot systems, the EFD1000 acts as a conduit of data between the navigation radios and
the autopilot system. This configuration enables any navigation sensor available for display
on the EFD system to be coupled to the autopilot.

HDG Mode Operation Heading Bug Steering
1. Set the heading bug on the EFD1000 to the desired heading
2. Verify that GPSS is not selected (GPSS Legend on Hot Keys shown in GREY)
3. Select the autopilots heading mode.
4. Engage the autopilot
5. Verify that the autopilot turns the aircraft to the desired heading.


HDG Mode Operation GPS Steering (GPSS)
1. Couple the EFD1000 HSI to a GPS sensor
2. Select GPSS by pressing the GPSS Hot Key so that GPSS is rendered in GREEN (e.g.
GPSS Active).
3. Select the autopilots heading mode.
4. Engage the autopilot
5. Verify that the autopilot turns the aircraft to follow the GPS flight plan.

NAV Mode Operation VLOC Navigation
1. Using the CDI Nav Source Select switch, couple a tuned/valid VLOC radio to the HSI
and set the desired course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the desired course that
the autopilot switches to NAV Capture, and turns to track the desired course

NAV Mode Operation GPS Navigation
1. With a valid flight plan programmed in the GPS, use the CDI Nav Source Select
Switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the flight plan.
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the flight plan leg that
the autopilot switches to NAV Capture, and turns to track the desired course.

APPR Mode Operation ILS Approach
1. Use the CDI Nav Source Select Switch, couple a tuned/valid ILS radio frequency to
the HSI, and set the desired approach course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course, or as
instructed by ATC
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
4. Once cleared for the ILS approach, arm the autopilots Approach mode.
5. Monitor the CDI localizer deflection and verify upon intercepting the localizer that
the autopilot switches to Approach NAV Capture, turns to track the localizer course,
and arms the glide slope.
6. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.

APPR Mode Operation GPS or GPS LPV WAAS Approach
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and verify that upon intercepting the active leg
of the approach that the autopilot turns to track the GPS Approach guidance
THE FOLLOWING APPLIES FOR GPS LPV APPROACHES ONLY
5. Once cleared for the GPS LPV approach, arm the autopilots Approach mode.
6. Monitor the CDI GPS Lateral Deviation and verify that while tracking and/or
intercepting the final approach course that once the GPS APPROACH mode goes
active and LPV vertical deviation is presented on the EFD that the autopilot arms the
glide slope.
7. Monitor the autopilot lateral approach course tracking. Upon intercepting the LPV
glide slope verify that the autopilot switches from glide slope ARM to glide slope
capture, and initiates a descent to track the LPV glide slope.

GPSS APPR Mode Operation GPS Underlay to ILS Approach
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. Select GPSS ON via the GPSS Hot Key.
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and progress along the ILS GPS Approach
Underlay
5. Verify that the ILS frequency is tuned
6. Once cleared for the ILS approach, couple the EFD1000 HSI to the tuned ILS (if not
done automatically by the coupled radio) and arm the autopilots Approach mode.
7. Monitor the CDI localizer deflection and verify that upon intercepting the localizer
that the autopilot switches to Approach NAV Capture, turns to track the localizer
course, and arms the glide slope.
8. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.

12.12 Main Menu
12.12.1 Menu Controls
The EFD1000 Main Menu is used to adjust various system configuration settings and
preferences. To select the Main Menu, press the MENU button on the right side of the
display bezel. To exit the Menu, press the MENU button again.
Main Menu Navigation
Once the Main Menu is activated, rotating the lower right control knob will select the
various menu pages. The current menu page is indicated by the page name and legend
page # of #, and by the location of the green segment within the segmented menu
navigation bar displayed at the bottom of the display.

Figure 12.35 Main Menu Navigation

Configuring Menu Items
Each menu page shows a series of menu selections adjacent to the right bezel line select
keys. Editable menu selections are indicated by white text, while status only or non-
editable items are shown in green. Items that have been inhibited from editing are
shown in gray.
Pressing a line select key adjacent to an editable field enables the item for editing,
indicated by showing the editable value in magenta. Rotating the lower right control
knob adjusts the editable value. Changes are effective immediately.

Menu Page Name
Page Location Legend
Segmented Menu Bar
ON

Figure 12.36 Main Menu Line Select Keys
To exit the edit mode press the adjacent line select key, press the right control knob, or
leave the menu by pressing the MENU button.

12.12.2 Menu Options
General Settings Page
From the general settings page the pilot may:
Configure the barometric altimeter setting units to inches or millibars (IN/mB)
ENABLE or DISABLE the display of V-Speeds
ENABLE or DISABLE GPS Auto Course operations
Select between ARC HSI and ARC CDI compass view modes.
Perform an AHRS RESET.

360 and ARC Map Settings Display Level Pages
From the 360 and ARC Map Settings Pages the pilot may configure the way basemap
features are displayed in both the 360 and ARC HSI views. For each feature, the pilot
may select either ON, AUTO, or OFF.

When a display feature is selected ON, it will always be displayed on the basemap.

When a feature is OFF, it will never be displayed on the basemap.

When a feature is set to AUTO, it will be displayed in accordance with a proprietary
pre-set relationship that is a function of the feature display level setting (e.g. High,
Medium of Low), the current map range, and the type of feature.
For example, when set to AUTO Terminal VOR/DMEs are shown at range scales less
than 30nm on the HIGH feature display level setting, but would not otherwise be shown.
Similar logic is employed for all basemap features.

V-Speed Setting Pages
The V-Speed settings page allows the pilot to set the values at which V-Speed markers
will be presented on the airspeed tape. V-Speed values may be set for:

Va Design Maneuvering Speed
Vbg Best Glide Speed
Vref Approach Reference Speed
Vr Rotation Speed
Vx Best Angle of Climb Speed
Vy Best rate of Climb Speed
Vlo Maximum Landing Gear Operating Speed
Vle Maximum Landing Gear Extended Speed

NOTE: V-Speed editing may be inhibited in the installation configuration menus. When
inhibited, V-speed values are rendered in grey and cannot be adjusted by the
pilot.

Power Settings Page
The POWER SETTINGS Page is used to monitor and control the source of power to the
EFD1000, including overriding automatic power states. From the POWER SETTINGS Page
the pilot may:
Switch to Battery Power from external power
Switch to External Power from Battery Power
Shut down or Restart the unit
View the External Power Source Voltage
View the Internal Battery Status
System Status
The SYSTEM STATUS page is used to display information about the EFD1000 system and
software. From the SYSTEM STATUS page the pilot may:

View the Main Application Processor software version
View the Input Output Processor software version
View the EFD1000 Feature load version


13 Environmental Qualification Forms

Nomenclature: EFD1000 Primary Flight Display (PFD)
Part Number: A-05-110-00
TSO Numbers: TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b,
TSO-C106, TSOC113
Manufacturer: Aspen Avionics, Inc
Address: 5001 Indian School Road NE, Albuquerque, NM 87110
Date Tested: 2/2008

Test Name DO-160E
Para
Test
Category
Notes
Temperature/ Altitude
(Pressurized)
4.0 A1, decompress
to 55,000
Controlled temp and pressurized to <15,000
Temperature/ Altitude
(Unpressurized)
4.0 C1 Controlled temp and non-pressurized to 35,000
Loss of Cooling 4.5.5 Y 300 minutes minimum
Temperature Variation 5.0 C Internal, temperature controlled - 2 deg. C/minute
Humidity 6.0 A Standard humidity environment
Operational Shocks and
Crash Safety
7.0 B Standard operational shock and crash safety
Vibration (Fixed Wing) 8.0 S, Curve M Fixed Wing, Instrument Panel, Single/Multi-engine
Recip. and Turboprop
Magnetic Effect 15.0 Z Causes < 0.5 deg deflection to compass 0.3 meter away
Power Input 16.0 B (14V and 28V
tests)
DC equipment with significant battery floating on bus
Voltage Spike 17.0 A Equipment for which a high degree of protection is
required
Audio Freq Conducted
Susceptibility
18.0 B DC equipment with significant battery floating on bus
Induced Signal
Susceptibility
19.0 ZC Equipment whose primary power is DC
RF Susceptibility 20.0 WW (Conducted/Radiated) Bench test to show compliance
with interim HIRF rules. 100V/m
RF Emissions 21.0 M Significant EM apertures, not in direct view of radio
receiver antenna (Equipment mounted in cockpit or
cabin area)
Lighting Induced
Transient
22.0 B3K33 Moderately exposed all-metal airframes, airframes
composed of metal framework and all composite skin
panels or carbon fiber composite airframes whose
major surface areas have been protected with metal
meshes or foils
ESD 25.0 A Equipment installed in aerospace environment
Nomenclature: EFD1000 Remote Sensor Module (RSM)
TSO Numbers: TSOd with EFD1000 system
Date Tested: 2/2008

Test Name DO-160E
Para
Test
Category
Notes
Temperature/ Altitude 4.0 F2 Non-controlled temp and non-pressurized
to 55,000
Temperature Variation 5.0 A External, non-temperature controlled - 10
deg. C/minute
Humidity 6.0 C External humidity environment
Operational Shocks 7.0 A Standard operational shock
Vibration 8.0 S, Curve M Fixed Wing, Fuselage Mount, Single/Multi
Recip. and Turbo <12,500 Lb.
Waterproofness 10.0 S Heavy stream as encountered during washing
or deicing
Fluid Susceptibility 11.0 F (Deicing fluids and aircraft
cleaning compound only)
Self explanatory
Magnetic Effect 15.0 Z Causes < 0.5 deg deflection to compass 0.3
meter away
Power Input 16.0 n/a Powered from PFD display
Voltage Spike 17.0 n/a Powered from PFD display
Susceptibility
18.0 n/a Powered from PFD display
Induced Signal
Susceptibility
RF Susceptibility 20.0 WW (Conducted/Radiated) Bench test to show
compliance with interim HIRF rules. 100V/m
RF Emissions 21.0 H Direct view of radio receiver antenna.
(equipment mounted outside airframe)
Lighting Induced
Transient
22.0 B3K33 Moderately exposed all-metal airframes,
airframes composed of metal framework and
all composite skin panels or carbon fiber
composite airframes whose major surface
areas have been protected with metal meshes
or foils
Lightning Direct Effects 23.0 2A Mounted in area with sweptback attachment,
but no hang on
Icing 24.0 C External environment
Nomenclature: Analog Converter Unit
TSO Numbers: TSOd with EFD1000 system
Date Tested: 2/2008

Test Name DO-160E
para
Test Category Notes
Temp/ Altitude
(Pressurized)
4.0 A1, decompress to
35,000
Controlled temp and pressurized to <15,000
Temp/ Altitude
(Unpressurized)
4.0 C1 Controlled temp and non-pressurized to 35,000
Temperature Variation 5.0 C Internal, temperature controlled - 2 deg. C/minute
Humidity 6.0 A Standard humidity environment
Operational Shocks
and Crash Safety
7.0 B Standard operational shock and crash safety
Vibration (Fixed Wing) 8.0 S, Curve M Fixed Wing, Instrument Panel, Single/Multi-engine Recip. and
Turboprop
Magnetic Effect 15.0 Z Causes < 1.0 deg deflection to compass 0.3 meter away
Power Input 16.0 B (14V and 28V
tests)
DC equipment with significant battery floating on bus
Voltage Spike 17.0 A Equipment for which a high degree of protection is required
Susceptibility
18.0 B DC equipment with significant battery floating on bus
Induced Signal
Susceptibility
RF Susceptibility 20.0 WW (Conducted/Radiated) Bench test to show compliance with
interim HIRF rules. 100V/m
RF Emissions 21.0 M Significant EM apertures, not in direct view of radio receiver
antenna (Equip mounted in cockpit or cabin area)
Lighting Induced
Transient
22.0 B3K33 Moderately exposed all-metal airframes, airframes composed
of metal framework and all composite skin panels or carbon
fiber composite airframes whose major surface areas have
been protected with metal meshes or foils



APPENDIX A
TROUBLESHOOTING

System Troubleshooting

Fault Cause Corrective Action
Display does not power on
(Note: there can be up to a 20
second delay from the
application of power to a
visible display)
a) PFD missing A/C power

b) PFD missing A/C ground
c) PFD is defective
d) Configuration Module
(CM) fail
a) Check PFD circuit breaker,
PFD on/off switch on panel,
wiring, and A/C battery
voltage > 12 volts.
b) Check wiring to PFD
c) Repair or replace PFD
d) Check configuration
module wiring. Repair or
replace CM.
Display does not power off
(Note: PFD will switch to
internal battery if airspeed is
greater than 30kts.)
a) Airspeed is above 30kts
b) PFD may have been
switched to internal battery
c) PFD is defective
a) Normal operation
b) Switch unit off using
REV button.
INITIALIZING message
for more than 20 seconds
a) RSM to PFD
communication lost
b) RSM failed
c) PFD failed
a) Check RSM to PFD wiring

b) Repair or replace RSM
ALTIMETER, AIRSPEED, VSI
FAIL (RED-X)
a) Air data sensor has not
had sufficient warm-up
time.
b) Air data sensor failed
a) Allow up to 20 minutes at
temps below -20C for flags
to clear
b) Repair or replace PFD
ATTITUDE FAIL or
DIRECTION FAIL ( RED-X)
(Note: Attitude flags could
take up to 3 minutes to clear
at temps below -20 C)
a) AHRS sensor has not
completed initialization.
b) RSM failed/data missing.

c) PFD is defective
a) Allow up to 3 minutes for
AHRS to initialize.
b) Check RSM to PFD wiring.
Repair or replace RSM.
c) Repair or replace PFD.
CROSS CHECK ATTITUDE
message (yellow)
a) If it occurred on system
start.
b) Normal after abrupt
maneuvers on ground or in
air
c) PFD is defective
a) RESET AHRS

b) RESET AHRS

OAT Display dashed a) Wiring fault between PFD
and RSM
b) RSM is defective
a) Check wiring

b) Repair or replace RSM
WINDS Display dashed a) Groundspeed < 20kts
b) No GPS ground track
c) Airspeed failed
a) Normal operation
b) GPS not computing GTK
c) See AIRSPEED FAIL
troubleshooting procedure

System Troubleshooting -continued
Fault Cause Corrective Action
Red Slash through
Navigation Sensor (i.e.,
GPS1, NAV2)
a) GPS or VLOC receiver
turned off.
b) GPS or VLOC receiver
failed

c) Wiring fault between
sensor and ACU or PFD
d) ACU wiring fault.

e) ACU is defective.
f) PFD is defective.
a) Turn on GPS or VLOC
receiver
b) See GPS/VLOC
manufacturers instructions
for troubleshooting
c) Check wiring between
GPS/VLOC and ACU or PFD
d) Check ACU circuit
breaker, check ACU to PFD
wiring and ACU to sensor
wiring
e) Repair or replace ACU
f) Repair or replace PFD
Autopilot or analog
NAV/GPS inoperative
a) ACU chassis not
grounded
b) ACU not powered

c) ACU to sensor wiring

d) ACU fault
e) PFD fault
a) Ground ACU chassis to
airframe ground
b) Check ACU circuit breaker
and power/grounds
c) Check ACU to sensor
wiring
d) Repair or replace ACU
e) Repair or replace PFD
Excessive Heading errors
in one quadrant, or errors
that are higher than actual
in some quadrants and
lower than actual in other
quadrants.
a) RSM is tilted more than
allowed per Section 6 of this
manual
b) Poor RSM calibration

c) RSM calibrated too close
to buildings or ferrous
objects
d) Airframe or external
magnetic interference
a) Shim RSM to within limits
defined in Section 6 of this
manual
b) Re-run RSM calibration at
constant rate turns.
c) Re-run RSM calibration
away from buildings and
other ferrous objects
d) Check for magnetized
areas on airframe close to
RSM. Degauss magnetized
area
Heading errors in all
quadrants all errors are
higher than actual
a) RSM misaligned on
aircraft fuselage in
clockwise direction
a) Use HDG OFFSET
adjustment to correct for
RSM alignment.
Heading errors in all
quadrants all errors are
lower than actual
a) RSM misaligned on
aircraft fuselage in counter-
clockwise direction
a) Use HDG OFFSET
adjustment to correct for
RSM alignment.




APPENDIX B
INSTALLATION FINAL CHECK SHEET

EFD1000 Installation Final Check Sheet
(page 1 of 3)

Aircraft Type: Date:
Aircraft Serial Number: Tail Number:
The following three (3) pages must be printed and used during checkout. The Section number
refers to the section in the manual where the test is performed. This form must be included in
document package to be included in aircraft maintenance records.
Complete by performing test of Section 10.5.4
Calibrated Heading
Source
TOLERANCE Actual PFD Heading
0 +/- 4
45 +/- 4
90 +/- 4
135 +/- 4
180 +/- 4
225 +/- 4
270 +/- 4
315 +/- 4

Complete by performing test of Section 10.6.1
IAS Setting Band
Color
Band
Range
Description Pass
V
ne
= Red >V
ne
Red arc displayed at all speeds above V
ne

V
no
= Yellow V
no
- V
ne
Yellow arc extending from V
no
to V
ne

V
s
= Green V
s
- V
no
Green arc extending from V
s
to V
no

V
fe
= White V
so
- V
fe
White arc extending from V
so
to V
fe

V
so
=
V
yse
= Blue
Marker
= V
yse
Blue Marker at V
yse

V
mc
= Red
Marker
= V
mc
Red Marker at V
mc

=
Triangle
(White)
= White triangle at initial flap extension
airspeed

NOTE: Single engine aircraft and aircraft with no flaps will not use all parameters above

(page 2 of 3)

SECTION POST INSTALLATION TESTS PASS FAIL
10.5.4 Heading Accuracy Check (above)
10.5.5 Heading Interference Test
10.6.1 Indicated Airspeed Test
10.6.2 Altitude Display Test
10.6.3 System Leak Test
10.6.4 OAT- Outside Air Temperature Test
10.6.5 AHRS (attitude solution) Test
10.6.6 GPS Sensor Test - GPS1 (if installed)
10.6.6 GPS Sensor Test GPS2 (if installed)
10.6.6 RSM GPS (Back-up) Sensor Test
10.6.7 NAV Receiver Sensor Test NAV1 (if installed)
10.6.7 NAV Receiver Sensor Test NAV2 (if installed)
10.6.8 Back-up NAV Indicator Test (if installed)
10.6.9 Autopilot Sensor Test (if installed)
10.6.10 Flight Director Test (if installed
10.6.11 Sonalert Test (if installed)
10.6.12 Ancillary Equipment Heading Check (if connected)
List equipment interfaced:

10.6.13 TAPES Configuration Check
10.6.14 EMI Test
6.4 Weight and Balance performed
7.4 Electrical Load Analysis performed
11 Post Installation Flight Test
11.4 Document successful completion of flight test in aircraft log
book per FAR 91.407B


(page 3 of 3)
SECTION COMPLIANCE CHECK PASS FAIL
5.2 Standby Attitude, Airspeed, Altimeter, Magnetic Compass
installed in pilots field of view

5.2.4 Backup Navigation Indicator (if required) connected to a
navigation source installed in pilots field of view. The
indicator must continue to function if the PFD circuit
breaker is pulled.

7.2 Circuit breaker installed for PFD and 1 ea. for each ACU
10.3 PFD braided ground strap installed between unit and panel
with < .003 ohms to ground.
RSM ground wire attached to ground stud < .003 ohms.
RSM doubler plate bonded to airframe ground < .003 ohms.
ACU(s) chassis bonded to airframe ground < .003 ohms.

7.2 Wires, cables, and connectors clearly marked or stamped
7.2 If installed, PFD master switch must be easily accessible to
flight crew and clearly marked

MISCELLANEOUS
1.7 Update warranty records on Aspen Avionics website at
www.aspenavionics.com/dealerramp

6.3 Log book entry stating aircraft has been modified in
accordance with EFD1000 AML-STC.

Misc Complete cover page of EFD1000 AFMS Aspen document #
A-01-175-00 (Pro) or A-01-179-00 (Pilot) and insert in
Airplane Flight Manual.

Misc Complete wire routing diagram Figure D1 in Appendix D
Misc Copy of ICAs Appendix D with copy of wiring diagrams
(Section 9 or installer drafted), copy of Configuration Chart
Table 10.1, and copy of Pre-Modification Checklist Table
5.1 inserted. This data package is to be given to
owner/operator for inclusion in aircraft permanent records.

Installer/ Inspector Date

Appendix C
OPERATOR CONFIGURATION CHECKLIST
Operator Configuration Checklist

Aircraft Type: Aircraft S/N:
Aircraft Tail #:
Owner/Operator:
I request that the following settings be configured into my EFD1000 PFD as described below.
These airspeeds must match the requirements for the aircraft above and must match the values in
the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of
documentation (e.g., Placard).
Vne
V
no
V
fe

V
s
V
so
V
yse Multi engine only
V
mc Multi engine only
initial flap extension speed

I also would like my VSpeed Textual Markers set as per below: (Note these may be edited by the
pilot unless LOCKED). Insert a zero 0 in any field you wish not to appear on display.
V
a
V
bg
V
ref
V
r
V
x
V
y
V
lo Retractable Gear only
V
le Retractable Gear only

I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)

Owner/ Operator Date


APPENDIX D
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

AIRCRAFT MAKE:
AIRCRAFT MODEL:
AIRCRAFT SERIAL NUMBER:

Modification of an aircraft under the EFD1000 AML Supplemental Type Certificate obligates the
aircraft operator to include the maintenance information provided by this document in the
operators Aircraft Maintenance Manual and operators Aircraft Scheduled Maintenance Program.


ICA RECORD OF REVISION
Revision Date Description of Change
C 3/28/08 INITIAL RELEASE

D.1 Introductory Information
This ICA provides instructions necessary for authorized personnel to inspect and maintain the
EFD1000 system installed by the EFD1000 AML-STC. The following data may be required for this
maintenance:

Replacement Parts: A-01-126-00 Rev. C or later EFD1000 Installation
Manual (see Section 1)
Operating Instructions: A-01-126-00 Rev. C or later EFD1000 Installation
Manual (see Section 12)
Wire Routing Locations: See attachment to this document Figure D1 (part of
permanent aircraft records)
Wiring Diagrams: See attachment to this document (part of permanent
aircraft records)

D.2 System Description
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU).
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate, and turn quality. The system may optionally provide display of navigation
information through interfaces to GPS Receivers and/or VHF Navigation Receivers.
When interfaced with a compatible autopilot, the EFD1000 system provides heading and course
datum information to the autopilot, which enables the autopilot to follow the Course and Heading
values set by the pilot on the EFD1000.
D.3 System Operation
Refer to EFD1000 Installation Manual A-01-126-00 Rev. C or later, or AFMS for instructions on
system operation.
D.4 Servicing
The PFD, RSM, ACU, CM have no field serviceable components. Return defective units to Aspen
Avionics or an authorized dealer.
D.5 Overhaul Period
None required
D.6 Special Tools
See document A-01-126-00 Rev. C or later Section 1.5 for special tools required.

D.7 Airworthiness Limitations
There are no Airworthiness limitations associated with the installation of this appliance. The
Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14
CFR 43.16 and 91.403 unless an alternate program has been FAA approved.
D.8 Distribution of Revisions
Any revision to this document will be available on the Aspen Avionics website at
www.aspenavionics.com. Significant changes or revisions will be electronically mailed to dealers
on record at the time the revision is available.

D.9 Periodic Maintenance and Calibration
All maintenance is considered ON CONDITION unless otherwise noted in these ICAs.
Internal Battery
The 30 minute back-up battery in the PFD is not approved as a required power source to
meet electrical power requirement for essential equipment following loss of aircraft power
generation equipment. Because the battery is not required equipment, it is up to the
operator to replace the battery when its performance no longer meets his/her
expectations. However, the battery must be replaced by the end of its useful life of five (5)
years. Status of the battery can be determined by switching the PFD to internal battery
power by:
Press MENU Key
Select POWER SETTINGS, Main Menu 6 of 7
Press BATTERY line select key
After a short delay the percentage of battery charge remaining is displayed on the PFD as:

To switch back to external power:
Press EXT PWR line select key
Instructions for battery replacement are contained in Section D.12. Contact customer
service at Aspen Avionics or an authorized Aspen Avionics Dealer for a replacement battery.
Display Backlight
The PFD display backlight has a median expected life of 50,000 operating hours.
Replacement of the lamp is on-condition as it may last longer or shorter than 50,000
hours. It is up to the operator to determine whether the backlighting has become too dim
for its intended use.
The ACU, RSM, and Configuration Module require no periodic maintenance or calibration.
D.10 Unit and Wiring Inspection
All units, brackets, installation hardware and wiring of the EFD1000 system should be checked as
defined below during annual inspection. Items found to be defective should be repaired or
replaced prior to returning the aircraft to service.

PFD Inspection
The PFD should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICAs. The PFD wiring should be checked for damage,
chafing, or excessive wear. The PFD braided bonding strap should be checked for proper
termination at the PFD and aircraft grounding point to maintain HIRF and Lightning
compliance. Verify less than 3 milliohms from PFD ground stud to airframe ground. The
installation of the PFD should be inspected for corrosion on the PFD and the structure it is
mounted on. The fasteners should be inspected for tightness and general condition.
ACU Inspection
The ACU should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICAs. ACU wiring should be checked for damage,
chafing, or excessive wear. Verify ACU chassis bonding to airframe ground is less than 3
milliohms to maintain HIRF and Lightning compliance. The installation of the ACU should
be inspected for corrosion on the ACU and the structure it is mounted on. The fasteners
should be inspected for tightness and general condition.
RSM Inspection
The RSM should be visually inspected for damage and wear on the lightning strip. RSM
wiring should be checked for damage, chafing, or excessive wear. Verify RSM doubler plate
bonding to airframe ground is less than 3 milliohms to maintain HIRF and Lightning
compliance. This can be checked with a milliohm meter between one of the RSM mounting
screws and airframe ground. The RSM installation and doubler should be inspected for
corrosion on the RSM, the RSM shim (optional), the fuselage skin, and the doubler. The
installation should be inspected for cracks in the fuselage, and loose or damaged fasteners.
Configuration Module Inspection
The Configuration Module should be checked for damage. The Configuration Module wiring
should be checked for damage, chafing, or excessive wear.

D.11 Troubleshooting
See Appendix A of the document A-01-126-00 Installation Manual for troubleshooting
procedures.

D.12 Removal and Replacement
This section provides instructions for removal and replacement of LRUs that have been previously
installed in the aircraft. No special tools are required for the removal and replacement of any
system LRUs. If an LRU is found to be defective it should be removed and returned to Aspen
Avionics for repair or replacement.

PFD Removal
Verify power is off. Carefully insert a flat blade screw driver into the locking mechanism on
the top center of the PFD. While gently prying pull back the top of the PFD and extract from
bracket. Remove nut securing braided ground strap to PFD. Remove pitot and static quick
connectors by pulling back outer spring loaded locking sleeve while unplugging
connectors. To remove 44 pin D-sub connector unscrew both jackscrews fully and pull
connector straight back.
PFD Replacement
Verify power is off. Install 44 pin D-sub connector and tighten jackscrews until connector
is fully seated. Install pitot and static lines to back of PFD by firmly pressing the fitting
until fully seated (pitot and static quick connectors are keyed and cannot be crossed).
Gently pull on connector to ensure proper connection. Connect braided bonding strap to
PFD with nut. Insert bottom of PFD into bracket and pivot top forward until it locks into
place on bracket.
Perform pitot and static leak check and verify the airspeed and altitude indications on the
EFD correspond to the values set on the pitot static test set.
Perform return to service test by verifying no sensors are flagged invalid and there are no
RED-Xs on display. Perform sonalert test in Section 10.6.11.
PFD Battery Replacement
PFD battery replacement must only be performed by a properly certified individual or
facility. Remove PFD from panel as above. Remove two screws on each end of the football
shaped cover plate on rear of the PFD. Unplug electrical connector and slide battery out of
PFD. Install new battery in PFD then connect battery plug. Replace cover plate and
tightened cover screws. Reinstall and test PFD as above.
ACU Removal
Verify power is off. Remove ACU by unscrewing the jackscrews of all three D-sub
connectors. Gently remove the connectors by pulling straight out. Remove the six (6) 6-32
mounting screws securing the ACU to the aircraft and remove unit from aircraft.

ACU Replacement
Verify power is off. Install ACU in mounting location and install six (6) 6-32 mounting
screws through holes in ACU mounting tabs. Install all three (3) D-sub connectors securing
each with the two jackscrews per connector.
Perform post installation tests in Sections 10.6.6, 10.6.7, 10.6.9, 10.6.10.

RSM Removal
Verify power is off. It will be necessary to gain access to the underside of the RSM mounting
location in order to unplug the RSM connector. Unscrew RSM electrical connector from
inside and undo shield ground wire from ground stud. Remove sealant from around base
of RSM and on mounting screws. Remove four (4) 8-32 non-ferrous mounting screws from
RSM and remove RSM from aircraft taking care to guide 24 inch pigtail connector out
through inch hole in aircraft skin.

RSM Replacement
Verify power is off. Verify O-ring on RSM is in good condition with no cracking or
flattening. Contact Aspen Avionics for replacement O-ring if required. Verify RSM shim is
installed between aircraft skin and RSM if required. Feed circular connector down through
inch hole in aircraft skin and mount RSM (vent hole faces aft) with four (4) 8-32 non-
ferrous screws. It is critical that the screws be non-ferrous to prevent the introduction of
compass errors. Connect electrical connector from inside and cable tie connector and
harness to prevent interference with flight controls as per AC43.13. Connect shield ground
wire to ground stud. Re-seal around base and on top of four mounting screws of RSM
using one of the following non-corrosive sealants:
Non-pressure vessel mounting Dow Corning 738, MIL-A-46146 or equiv.
Pressure vessel mounting Pro-Seal PS 870B-1/2, MIL-PRF-81733D,
or equiv.
Perform RSM Calibration per Section 10.5 of this manual. Also check OAT operation per
Section 10.6.4 and check RSM GPS operation per Section 10.6.6.

CM Removal
Verify power is off. Cut the two (2) cable ties affixing the CMU to the PFD wiring harness.
Unplug the Molex connector by pressing down on the locking tab and gently pulling the
connector from the module.
CM Replacement
Verify power is off. Plug the Molex connector into the module until it clicks. Cable tie the
module to the PFD wiring harness being careful to prevent interference with flight controls
per AC43.13.
Perform the post-installation unit configuration per section 10.4.5 of this manual.
Perform RSM Calibration per Section 10.5 of this manual.

INSTRUCTIONS:
1. Draw in RSM and optional ACU and autopilot locations as done for PFD below.
2. Draw in circuit breaker locations.
3. Draw in PFD to RSM cable routing.
4. Draw in ACU to PFD and ACU to autopilot cable routing.

A

Figure D1 LRU and cable routing diagram

LRU and Circuit Breaker Definitions
A) PFD (CM is wired within 12 of PFD) E) PFD circuit breaker location
B) RSM F) ACU#1 circuit breaker location - optional
C) ACU#1 optional G) ACU#2 circuit breaker location optional
D) ACU#2 optional H) Autopilot computer location

INSERT WIRING DIAGRAMS AFTER THIS PAGE


INSERT THE FOLLOWING AFTER THIS PAGE
COMPLETED - CONFIGURATION CHART - TABLE 10.1
COMPLETED - PRE MODIFICATION CHECKLIST TABLE 5.1
COMPLETED - OPERATOR CONFIGURATION CHECKLIST FROM APPENDIX C
COMPLETED - EFD1000 INSTALLATION FINAL CHECKSHEET FROM APPENDIX B

Efd1000 PFD and Efd1000 MFD - Installation Manual

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EFD1000 Installation Manual

DOCUMENT # A-01-126-00 PAGE 1-202 Revision C

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