Sport GRT
Sport GRT
Sport GRT
Installation Manual
Revision G
20-April-2017
SPORT Installation Manual GRT Avionics
Copyright© 2016
www.grtavionics.com
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GRT Avionics SPORT Installation Manual
FORWARD
Congratulations on your purchase of the GRT Avionics EFIS! We are pleased that you have chosen
our product to meet your flying needs.
This manual describes installation of the GRT Sport SX/EX and Horizon EX EFIS using the software
version shown in the Record of Revisions. Some differences may be observed when comparing
the information in this manual to other software versions. Every effort has been made to ensure
that the information in this manual is accurate and complete. Visit the Grand Rapids Technologies
(GRT) website, www.grtavionics.com, for the latest manual updates, software updates and
supplemental information concerning the operation of this and other GRT products. GRT is not
responsible for unintentional errors or omissions in the manual or their consequences.
Information in the document is subject to change without notice. Grand Rapids Technologies
reserves the right to change or improve their products and to make changes in the content of this
material without obligation to notify any person or organization of such changes or improvements.
Copyright © 2001 - 2016 Grand Rapids Technologies or its subsidiaries. All rights reserved.
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RECORD OF REVISIONS
Sport SX Sport EX
Revision Date Change Description
SW Rev SW Rev
1- May-
A N/A Initial Release
2007
1-April-
B 3f Extensive
2008
18-Dec-
D 8g Complete Reissue
2012
07-Mar-
E 11 Addition of adaptive AHRS
2015
23-Nov-
F 11 — Numerous updates. Added Sport EX/Horizon EX.
2016
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TABLE OF CONTENTS
RECORD OF REVISIONS....................................................................................................iv
Certification....................................................................................................................................................8
USB Port........................................................................................................................................................14
Physical Wiring...........................................................................................................................................14
Cooling Considerations..........................................................................................................................19
Pitot-Static Connections........................................................................................................................19
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Power Connections..................................................................................................................................21
Ground Connections................................................................................................................................22
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Serial Ports...................................................................................................................................................34
Mounting Template.................................................................................................................................39
Sport SX200 (Legacy*) Connector A -Suggested wiring for a dual-screen system .......47
Sport SX100 Connector A Pinout - Suggested wiring for a Multi-Screen System .......48
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This document, the Sport Set Up Guide and the Sport Users Guide make up the set of Sport user
documentation.
Certification
The GRT Sport EFIS is not certified for installation in FAA Type Certificated Aircraft. It is designed
and intended for installation in VFR aircraft licensed as Experimental or Light-Sport.
The GRT Sport system can be as simple as a single EFIS with pitot/static input or as complex as the
imagination and number of serial & USB ports allows. The most basic configuration is a single EFIS
screen to display the primary flight instruments of airspeed, altitude, heading, attitude, vertical
speed, and rate of turn. To do this, the primary display unit contains an attitude-heading reference
system, or AHRS, which works with an externally-mounted magnetometer unit to determine aircraft
attitude and heading information. The internal air data computer is connected to the aircraft
pitot/static system to determine airspeed and altitude. The GRT AHRS is unique in the industry in
that it provides attitude data without gyros, GPS or pitot/static input, making it more reliable than
systems that require external data.
The Sport SX EFIS display units have two model numbers. The S200 is used as the primary flight
display (PFD) in a multi-display system, or the only display in a single-display system. It contains
the AHRS, Air Data Computer, and altitude encoder for the transponder. It may also contain the
optional Internal GPS, but this is typically installed in the secondary unit in multi-unit systems.
The S100, or multi-function display (MFD) or slave unit, is never used as a primary unit. It does not
contain an AHRS, air data computer or encoder, but may contain the Internal GPS if ordered. The
S100 may be used to display map & weather data, engine instruments, or a redundant display of
the flight instruments through the inter-display link. If a builder prefers dual AHRS systems for
redundancy, they would install a second S200 in place of the S100.
An internal GPS is standard in the Sport SX and EX models, providing ground track and a moving
map. Any external GPS may also be used which includes the standard NMEA0183 serial data output,
or aviation format. Most GPS units will always transmit their flight plan, allowing the EFIS to show
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this on its map and flight plan pages. This feature is also useful for adding IFR GPS capability to
the Sport system via an IFR approved GPS. Note that the only GPS functions will be transmitted
via a GPS serial output, such as position, ground track, flight plan, etc, and other non-GPS data,
such as map details, terrian, XM weather, etc, are not displayed on the GRT EFIS screen.
When the Grand Rapids Technologies Engine Information System (EIS) unit is installed in the aircraft,
every engine parameter imaginable is able to be monitored through the EFIS system. The EIS
module senses the desired engine or environmental data, such as exhaust gas temperature, cylinder
head temperature, oil temperature/pressure, and outside air temperature, and displays it on both
the EIS screen and the EFIS screen. While the EIS displays it in numerical data only, the EFIS can
display data in graphical format, which is useful and easy to read during flight. One notable feature
is the EGT line graph, which tracks EGT data for each cylinder over time and allows easy and
instantaneous rough-engine troubleshooting. The ENG page on the EFIS is dedicated to engine
and environmental parameters. Engine data can also be displayed on a portion of the primary
flight display page, fully customizable in-flight according to the pilot’s taste and situation.
GRT strives to maintain open compatibility with third-party equipment vendors. This allows aircraft
builders and pilots the freedom to choose whatever brands fit their mission and budget, as well
as the flexibility for easy upgrades as technology evolves. Radios, transponders, ADS-B modules,
and many other third-party units interface with the GRT Sport through serial and USB ports. Gray
code output is available for transponders that require it. VOR/localizer data, traffic alerts, and
in-flight weather are very common additions that are easily displayed on the EFIS screen. The
addition of a second or third EFIS screen also doubles or triples the number of available serial and
USB ports available, allowing use of more third-party devices. The inter-display link between EFIS
screens allows data from most devices to be shared among screens for redundancy and
convenience.
See Section 5, the Appendix of this manual, and the Support section of grtavionics.com for
information on various GRT system & third party equipment configurations.
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Ÿ Interfaces to SL30/40 for display of VOR/ILS/GS and tuning pre-set radio frequencies
Ÿ Fully-integrated autopilot functionality or interface with third-party autopilot units
Ÿ Flight director
Ÿ Customizable split-screen views, PFD-MFD screen swap, engine page and moving map overlays
Ÿ Up to 5 serial ports (4 standard; fifth comes with upgraded processor)
Ÿ Optional ARINC 429 expansion module for full interface with Garmin panel mount GPS
The serial interfaces with at least the following equipment. The list is always growing...
Ÿ ADS-B (Traffic and Weather)
Ÿ EIS Engine Monitor (all versions)
Ÿ GRT Autopilot Servos
Ÿ Single or Dual GPS Receivers (all types)
Ÿ Full Nav Interface with Garmin 400/500/600/700 Series Panel Mount GPS/Nav/Comm
Ÿ Single or Dual SL30/SL40
Ÿ Deviation data from all Nav radios except those with composite outputs
Ÿ XM Satellite Weather
Ÿ CO Guardian
Ÿ TIS Traffic datalink (GTX 330)
Ÿ Zaon Traffic
Ÿ BF Goodrich WX-500 Stormscope
Ÿ Vertical Power (All Models)
Ÿ Tru-Track Autopilot
Ÿ Trio Autopilot
Ÿ All transponders which use serial data input
Ÿ TCAS
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Airspeed Range (Standard) SX200: 35-285 mph IAS SX200A 20-330 mph IAS
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Most electrical connections to the EFIS are made through d-sub connectors. These connectors
provide pins for dedicated functions, such as power, ground, warning light output, etc., and other
pins for serial ports.
All serial ports are user-configurable to allow them to be used with a wide variety of other
equipment. Each serial port consists of two pins– a Transmit (OUT) and a Receive (IN)–that
exchange information between the display unit and a connected device such as a GPS, radio or
autopilot. Some devices will only transmit data (such as a GPS), some will only receive data (such
as altitude data to a transponder), and some will do both (such as autopilot servos).
There are two potential limitations that should be considered when planning your serial port
connections:
● The baud rate set for as serial port in the EFIS corresponds to BOTH the serial input and output.
● The type of function for an EFIS serial input does not have to match, but the baud rate must be
considered. For example, serial input 1 on the EFIS could be wired to an EIS engine monitor. It
would be configured for 9600 baud. Serial output 1 on the EFIS could be used to send altitude
data to a transponder if it accepted data at 9600 baud.
● The hardware design of the serial inputs to the EFIS impose less than RS-232 standard loads, so
the data provided to multiple EFIS screens can be provided by any standard RS-232 output. For
example, as serial output from an external GPS can be wired to multiple GRT EFIS display units
without concern for the loading the EFIS may place on this signal.
The Sport SX has four serial ports, all high speed (five if it has the upgraded processor). Sport HS
or WS units only have four serial ports, and Port 4 is the only high-speed port. (This is why XM
Weather must be wired to Serial Port 4 when installed in a WS or HS system.) During the display
unit Setup Procedure, you will use the GRT Sport Setup Guide to program the display unit and “tell”
it which device uses each serial port and the baud rate it requires.
The Sport EX and Horizon EX provide 6 serial ports, all of which are high-speed.
Data is transported through the serial ports to make the devices work. A stream of serial data is
like a sentence, and data packets are like the words. Data packets are transmitted in a
predetermined order and frequency. This frequency is known as the baud rate. A device that
communicates at a baud rate of 9600 delivers 9600 coded data packets per second in a sequence
that the receiving device expects. The baud rate of the serial port in the EFIS must be configured
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to match that of the device. Note that when two devices share one serial port, they must use the
same baud rate.
USB Port
In some cases other equipment may communicate with the EFIS via a USB connection. A USB port
is easy to connect and transmits large amounts of data quickly. USB devices do not require you to
program a baud rate. The Sport SX/EX/Horizon EX all have one USB port that may be used for one
USB device, or you may attach a USB hub to run up to three devices. Software updates are also
delivered to the EFIS via USB– simply install the software update files onto a USB thumb drive from
the GRT website, then install the thumb drive to the EFIS USB port. The EFIS will upload the files
when you follow the Update instructions in the Sport Setup Guide.
Physical Wiring
The EFIS is supplied with a wiring harness composed of 22 gauge tefzel insulated stranded wire
suited for use in any aircraft. All wires are different colors, and are terminated with a d-sub
connector pin. Wires that are certain to be used, such as power and ground, are factory installed
in the d-sub connector housing. The remaining wires are can be inserted into the connector for
inputs that are to be used. If a wire is installed in the wrong location in the connector housing it
can be removed using a d-sub pin removal tool, although this can be somewhat difficult.
When routing wires it is highly desirable to allow to allow extra wire length to allow for future
maintenance or alterations. When wiring an airplane it can also be useful to run spare wires to
accommodate future changes. Be sure wires are never so short that they must be put under tension
to allow them to be plugged.
If you should need to install you own pins, information on how to crimp wires is available on the
EAA’s Hints for Homebuilders website, as well as written information in the publications listed at
the end of this section.
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The pinout diagrams included in this manual show the function of each d-sub connector pin. NC
means “no connection,” or a pin that should not be used. TX, or transmit, designates a Serial OUT,
and RX, or receive, designates a Serial IN connection.
The graphic interface diagram is provided as an example of how different devices are wired to the
EFIS. The example provided uses two EFIS screens, an EIS, Garmin SL30 nav/com and GTX327 Mode
C transponder, Navworx ADS-B unit, and a GRT integrated autopilot. It shows one efficient way
to use the serial ports, and is based on many years of experience of our techs. Of course, this is
just an example, and different third-party equipment and serial port configurations are left up to
the builder and panel designer.
● Moving Map - Includes free database updates for US territory. Worldwide database coverage is
provided by Jeppesen database subscritpion.
● Synthetic Vision/Terrain Relief Map - 10 mile range, high-resolution forward looking synthetic
vision includes terrain, runways, obstacles, waypoints, and traffic
● ADS-B Displays for traffic and weather on the PFD and MAP screens - Requires a connection to
any ADS-B receiver that provides data in the standard GDL-90 format.
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The audio output provides alerting when limits are exceeded, altitude call-outs on approach, traffic
alerts, and much more. The audio output is wired through your intercom or audio panel.
While this manual covers the very basics of EFIS wiring & communication and the GRT Sport-specific
details, there are many very important safety aspects of aircraft wiring that we cannot even begin
to discuss in this manual. The techs at GRT recommend the following sources for more information
on proper aircraft avionics & electrical system design:
Longtime EAA columnist Tony Bingelis’s books, the series, have long been a
staple of experimental aircraft builder knowledge. In addition to wiring considerations, Mr. Bingelis
discusses all aspects of kitplane building, from spinner to tail.
FAA Advisory Circular 43.13-2B provides the “certified” reference for safe and durable aircraft wiring
techniques, though it is a bit outdated. It is available online for free download from www.faa.gov.
The Experimental Aircraft Association has compiled a collection of videos called Hints for
Homebuilders on its website, www.eaa.org. A quick search through these will give you valuable
hints on various wiring topics, including properly crimping D-sub/Molex connector pins.
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Mount the display unit(s) in the desired location in the instrument panel. The main consideration
in choosing a location is the ability to view the display unit and reach its controls. Since the display
is fully sunlight-readable, no consideration for shielding the display unit from sunlight is required.
Be mindful of the space behind the instrument panel as well; some aircraft with tip-up canopies,
for example, have canopy supports that may interfere with the back of the EFIS when the canopy
is closed. See the Appendix of this manual for 6.5” and 8.4” Sport mounting templates.
1. For panel mount style display units, the use of nut plates behind the instrument panel greatly
simplifies the task of installing and removing the 4 screws used to retain the display unit in
the panel. #6 socket cap stainless steel screws are recommended.
2. For radio rack style display units, the #6 screws on the side of the unit (2 per side) should be
used to attach the display unit to the radio rack.
The remote magnetometer must be placed in an area of the airplane with little or no
electromagnetic interference. The cable is 20 feet long and designed to reach out to the wingtip
or tail. The magnetometer is marked with an arrow pointing in the direction of flight. Mount the
it with the arrow pointing forward, parallel to the centerline of the airplane. There is not a
designated “top” of the magnetometer, so it can be turned on its side for easier mounting. The
side of a wing tip rib is a simple place to put it. The arrow on the magnetometer should be parallel
with the centerline of the airplane for yaw. Pitch attitude is not critical as long as it is within 60
degrees nose up or nose down.
60° up limit
Longitudinal Axis
NOTE: The most common cause of magnetic sensing error is simply magnetic disturbances near
the magnetometer. This can be caused by ferrous metal (any metal that a magnet will stick to),
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control cables, or cable carrying electrical currents, such as navigation or landing lights, being too
close to the magnetometer. The magnetometer’s location will be tested for interference in Section
4, after the initial boot-up checks of the Mini.
Determining the location of the magnetometer requires considerable care because of the
magnetometer's sensitivity to magnetic disturbances generated by the airplane. No periodic
maintenance is required for the magnetometer, although it is desirable to mount it in a location
that allows access to it if necessary. The most important consideration when mounting the
magnetometer is choosing a location in the airplane that is away from magnetic disturbances. It
is quite amazing how sensitive the magnetometer is to these disturbances, and how much error
this can cause in the magnetic heading reported by the AHRS.
Keep the magnetometer at least 12 inches away from any current carrying wires (such as navigation
or landing light wires), and more than 18 inches from ferrous metal, such as the steel mass balance
tube that is typically used in the leading edge of ailerons. Use non ferrous hardware (or even
double sticky tape) for mounting the magnetometer.
You can test your proposed magnetometer location prior to mounting the magnetometer itself by
placing an ordinary compass at the spot. Then,
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1. Turn on and off any electrical equipment whose wiring passes within 2 feet of the magnetometer.
3. If the magnetometer is located within 2 feet of retractable landing gear, operate the landing
gear.
Observe the compass while doing each of the above. The goal is no movement, or compass
movement of less than 5 degrees. If you observe greater movement, try another location. After
the installation and wiring of the magnetometer and display unit(s) is complete, a more sensitive
check for magnetic disturbances will be conducted.
The magnetometer and the AHRS in the Primary Flight Display unit work together. For this reason,
they must be oriented in the same directions, that is, the pitch, roll and yaw axes of the
magnetometer and the PFD display unit which contains the AHRS need to be parallel. A standard
level can be used to orient the magnetometer and display unit such that they are equal in roll, and
in pitch. For yaw, the orientation of these devices should be parallel to the fuselage centerline. In
cases where the magnetometer is mounted in the wing, it may be possible to orient the
magnetometer parallel to a wing rib, if these ribs are oriented in the wing such that they are parallel
to the fuselage centerline. This is quite practical in airplanes such as Van’s RV’s. Figure 2-1 illustrates
this.
NOTE: Magnetometer and Display Unit with AHRS must be mounted in same attitude
relative to each other.
Be sure to mount the magnetometer with the connector toward the rear of the airplane. Observe
the label on the magnetometer to insure it is oriented correctly. Refer to the Magnetometer
Installation page in the Appendix of this manual for additional installation instructions.
Cooling Considerations
The GRT Sport EFIS SX/EX and Horizon ES do not require external cooling. However, as with all
electronic equipment, lower operating temperatures may extend equipment life. Units in an
avionics stack heat each other through radiation, convection and sometimes by direct conduction.
Even a stand- alone unit operates at a higher temperature in still air than in moving air. Fans or
some other means of moving air around electronic equipment are usually worthwhile. Be certain
that cooling air does not contain water – a problem often encountered when using external forced
air cooling air. A few small openings in the glare shield is usually enough to allow natural air
circulation.
Pitot-Static Connections
The PFD display unit also contains the Air Data Computer. The ADC requires connection to the
aircraft pitot-static system. Connections on the display unit take a 1/8 – 27 NPT male fitting. To
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facilitate installation and removal of the display unit, quick disconnect fittings may be helpful.
Connections and the entire pitot-static system must be leak tight. Refer to AC 43.13-2B for
approved methods to achieve this.
Consider placing a water trap or drain in the lowest part of the pitot-static system to prevent water
from getting into the electronics. Make sure the drain is of a high enough quality that it seals
completely airtight when closed.
When equipped with the sensed angle-of-attack (AOA) option, the pitot/static block will also include
a port for sensing the AOA using a dual port pitot tube. This type of pitot tube provides the pitot
pressure for sensing indicated airspeed, and a second pitot pressure for sensing AOA. Typically
this AOA pitot is positioned about 60 degrees down from the pitot used to sense indicated airspeed.
This probe is available from several third-party sources, or may be fabricated by the builder by
adding a second pitot tube, bent to point 60 degrees below the pitot used for airspeed. When
constructing your own AOA pitot, it should be mounted as close as practical to the airspeed pitot.
Use the appropriate tubing to make an air-tight connection between the AOA pitot and the AOA
port on the EFIS. The AOA port is located between the pitot (marked “P”) and the static (marked
“S”) ports.
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General Guidelines
Wires that are certain to be used are pre-installed in the EFIS cable assembly connectors. Optional
connections to the EFIS are not installed in the D-sub connectors at the factory, however, colored
aviation-grade wires with pre-installed D-sub connector contacts are included for these connections.
The cable description diagram includes recommended wire colors for each connection to the EFIS
components.
Ÿ Good practices for physical installation of the wiring should be followed, such as grommets where
wires pass through sheet metal, considering for chaffing and interference with moving
mechanisms, etc..
Ÿ Cable lengths should include enough extra length to allow for servicing the equipment. For
example, the cables which plug into the display unit should be long enough to allow them to be
connected to display unit with the display unit not installed in the instrument panel.
Ÿ In general, routing of the wiring is not critical, as the EFIS is designed to be tolerant of the electrical
noise and other emissions typically found in aircraft. Some consideration should be given to avoid
routing wires near antennas, or other locations that could impart high levels of electromagnetic
signals on the wiring.
Ÿ The checkout procedures outlined in Section must be completed to verify the EFIS is not affected
by radio transmissions on any frequency.
Ÿ Consider the effects of individual component failures in the design of the system as a whole to
create redundancy where necessary.
Power Connections
The display units each include 2 isolated power input connections. This allows redundant power
sources, such as a main and secondary bus. The display units consume approximately 1 amp,
making even a 2 Amp-hour gel cell a suitable backup power source..
The configuration of the power supplied to the display unit(s) is left to the installer. Considerations
such as the number of power buses, the desire or not to supply one piece of equipment with power
from redundant buses (which in theory allows the possibility of one device affecting both buses),
the configuration of the electrical system with respect to backup equipment, and so on, may dictate
the best configuration for a particular airplane.
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No provision is included within the display units for a power switch. If a power switch is desired
for the EFIS, the +12V power should be controlled with the switch (not ground).
The display units include internal thermally-activated fuses. This protects the equipment from
internal electrical faults. Power supplied to the EFIS must pass through a fuse or circuit breaker.
It should be sized to allow at least 1.5 amps per display unit, with a maximum rating of 5 amps.
The AHRS and display units monitor all of their power inputs, and alarms are available to annunciate
the loss of any power source that was provided and is expected to be working according to the
“General Setup” menu.
The majority of the current flow into the display unit will occur on the bus with the highest voltage.
It is desirable to have the display units and AHRS off during the engine start if all of the buses
which power them are used for supplying power to the engine starter. This maximizes the current
available for the starter, and prevents undesirable voltage fluctuations from being applied to the
display unit when it is booting up.
Ground Connections
The cable assembly provided includes 22 gauge wire for the ground return of the display units.
This will result in a voltage drop of about 0.015 V/foot, which is acceptable for wire lengths up to
10 feet.
Magnetometer Wiring
Typically, the magnetometer cable supplied with the EFIS will not have a D-sub connector installed
on magnetometer cable end. This makes it easier to route this cable through the airplane. After
the cable has been routed, the wires can be cut to length if desired, although new D-sub pins
would need to be installed. If the wires are not cut, inspect the D-sub connector pins to verify they
have not been damaged. Insert the indicated wire color into the appropriate D-sub connector
housing hole according to the Sport Connector Definitions diagram. If desired, the crimp-type
D-sub connector can be replaced with a solder-type connector.
All magnetometer connections are made directly to the mating display unit with internal AHRS.
This wiring includes the power connections necessary for the magnetometer to operate. SX200A
Only: The digital magnetometer serial output may be shared between any number of the Mini-X,
Mini-AP, and any Adaptive AHRS. SX200 Legacy Only: Each AHRS and magnetometer pair is
calibrated together at the factory for optimal accuracy, and thus this paring should be maintained
for best performance.
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provide normal autopilot performance when the EFIS is wired to autopilot servos. Providing the
EFIS with multiple attitude sources allows for automatic cross-checking of the attitude data.
Future growth: The EFIS will use “Backup” AHRS data to perform cross-checking between all of
attitude sources provided to it. Backup AHRS data is data provided to the EFIS via an inter-display
unit link, and may include some latency, and thus can not be relied upon for normal autopilot
performance. Backup AHRS data can be selected to drive the EFIS screens. When this is selected,
the EFIS will continuously display “Backup Attitude” on the PFD screen to alert the pilot that this
data is a duplicate of the data provided by the backup source. Backup attitude data allows the EFIS
to more reliably choose the best AHRS when the cross-check detects a mis-compare.
Detailed instructions and wiring information for connecting to specific other avionics equipment,
along with EFIS pinout information, are provided in Section 5 and the Appendix of this manual,
and are provided as “Equipment Supplements” on the website.
Depending on the other equipment installed in the airplane, switches may be necessary or desirable
for some functions. For example, a switch to allow the autopilot to be controlled by the EFIS, or
directly from the GPS, allows the GPS to control the autopilot in the event the display unit which
normally commands the autopilot is not functioning.
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2. If multiple power buses connect to the display unit, apply power from each bus individually
to test.
The serial ports can not be configured. The configuration data is accessed by finding the “Set Menu”
softkey that appears on the PFD, MAP and Engine pages. Pressing this button bring up the Settings
Menu. Categories, and settings within them, are selected by rotating the knob to choose an item,
and pressing the knob to enter or change a setting.
Serial port configuration for various devices are described in equipment supplements on the GRT
website, and in the “Sport Setup” Manual.
Once all settings are complete, the settings should be backed up to a USB memory stick using the
“User Setting Backup” function on the “Display Unit Maintenance” set menu. This will allow you to
restore these setting if they every become altered, and also allows you to review the settings when
away from the airplane by viewing the backup file with a text editor.
Internal GPS: None / GPS1 / GPS2. (Applies to Sport EX only. Accessed via the Set Menu, General
Setup submenu) (Factory default is GPS1). This setting is used to assign the internal GPS to one
of the two EFIS GPS inputs. If “None” is selected, up to 2 external GPS inputs may be wired through
the serial inputs and/or from data transmitted over the inter-display link from another GRT EFIS.
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At least one GPS should be connected to the EFIS. Only one GPS source (internal or external, can
be assigned to GPS1, and only one GPS source may be assigned to GPS2.)
TT22 A/B Port: (On/Off) Default is off. Turn this on if a Trig TT22 is wired to the Sport EX. This
setting should be off is a Trig TT 22 is wired to the EFIS via a serial port using the GRT-Trig adapter.
Future growth: The EFIS will use “Backup” AHRS data to perform cross-checking between all of
attitude sources provided to it. Backup AHRS data is data provided to the EFIS via an inter-display
unit link, and may include some latency, and thus can not be relied upon for normal autopilot
performance. Backup AHRS data can be selected to drive the EFIS screens. When this is selected,
the EFIS will continuously display “Backup Attitude” on the PFD screen to alert the pilot that this
data is a duplicate of the data provided by the backup source.
A user setting is provided to allow for designating if the internal AHRS is to be used, and if so,
whether it is identified as AHRS1 or AHRS2. This setting is accessed from the set menu, general
setup menu, and appears as follows:
Internal AHRS : No/AHRS1/AHRS2 - Normally this is configured to AHRS1. If the display unit is
wired to an external AHRS, the serial port for this AHRS would be configured as AHRS2. If two sets
of external AHRS data is provided to the EFIS, this setting must be set to “No”.
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stopped providing data. A setting is provided for each of the two possible AHRS connections.
This setting is provided via the set menu, general setup submenu.
AHRS(1/2) Has Magnetometer: Yes/No/Auto (default is auto) - Set to match your installation.
If it is unknown, use the “Auto” setting until you determine if one has been connected. The EFIS
will generate a warning if an AHRS specified to have a magnetometer provides data showing that
no magnetometer data is being received by this AHRS.
b. Attitude and heading data appears on the screen at the completion of the alignment period
(typically less than 2 minutes).
d. No failure messages are listed in the status page (accessible from the "Status" softkey on
the PFD screen).
3. Select the “Set Menu” from the softkeys, and select the “AHRS Maintenance” page.
4. Verify AHRS communications status is valid, and AHRS status is OK. Verify the AHRS is receiving
serial communications from the display unit by observing that no data fields are grayed out.
5. Verify the PFD screen shows HDG next to the heading box at the top-center of the screen.
This indicates that it is receiving valid heading data from the magnetometer.
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This is a coarse setting to account for angled instrument panel installations. You will fine-tune the
instrument orientation again in flight after validating the location of the magnetometer (if installed).
1. Access Set Menu > AHRS Maintenance. Scroll to Set Instrument Orientation.
2. Enter the offset in degrees for each axis. Positive corrections correspond to right roll, pitch
up, and right yaw. See example sketches below (not to scale):
Longitudinal Axis
Longitudinal Axis
line drawing used with permission from Sport Performance Aviation, LLC
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2. Press any button on the EFIS display to bring up the soft key labels. Press SET MENU soft key,
then scroll to and select AHRS Maintenance. Locate Magnetic Heading field on this screen.
NOTE: Do not use the heading data shown on the heading tape on the PFD for calibration
because this is a composite reading of several other pieces of information. The Magnetic
Heading field contains instantaneous data on magnetic heading only.
3. Observe the Magnetic Heading and verify it does not change by more than +/- 2 degrees
while doing the following:
a. Turn on and off any electrical equipment whose wiring passes within 2 feet of the
magnetometer.
c. Shut down the engine and observe the heading while the engine is not running, noting
any difference.
d. For aircraft with retractable landing gear: If the magnetometer is located within 2 feet of
retractable landing gear, support the aircraft using proper jacking equipment, then repeat
Step 1 while operating the landing gear.
e. If greater than +/- 2 degree change is noted, either relocate the magnetometer or the
offending wiring or metallic materials. Recheck.
The most common cause is simply magnetic disturbances near the magnetometer. This can be
caused by ferrous metal (any metal that a magnet will stick to), control cables, or cable carrying
electrical currents, such as navigation or landing lights, being too close to the magnetometer. If
there is any doubt about a location, try moving the magnetometer to another location. Use tape
or other temporary means to hold it in place, roughly aligned with the orientation of the AHRS,
and repeat the test.
1. Some wiring problems will be detected by the AHRS built-in-test functions. The will result in
an AHRS Attitude Fail Message, and an "AHRS: Magnetometer X, Y or Z-Axis Failed" message
on the status page that is accessed by the STATUS button from any page. If this message is
present, the wiring to the magnetometer should be checked.
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2. It is also possible that no built-in-test failure is reported, but the wiring is still incorrect. This
can occur if the magnetometer X, Y, Z inputs are swapped. To check for this, point the airplane
at various directions listed in the table below, with the magnetometer in an approximately
level position (it may need to be removed from the airplane and held by hand). Use the AHRS
Maintenance page to observe the "Magnetometer X, Y, Z Raw Data". The following should be
observed:
* The raw data readings will appear to shift left and right on the screen once per second, as the
signs change for a brief moment. This is normal, and the brief sign changes should be ignored
when using this table of the expected readings.
** The Z Raw data will be greatly influenced by where on the earth the test is performed. Positive
values will be observed in the northern hemisphere and negative values in the southern hemisphere.
Once the chosen magnetometer location is verified to have acceptable levels of interference, set
the orientation of the magnetometer.
1. Go to Set Menu > AHRS Maintenance > Set Magnetometer Orientation. Answer the prompts
on the screen to begin automatic orientation of the magnetometer. For maximum accuracy,
this procedure should be performed with the ambient temperature is in the range of 50-90
deg F.
2. When the final instrument and magnetometer orientations are set, perform the Fine
Magnetometer Calibration, described in the next section.
While the calibration procedure can remove errors as large as 127 degrees, accuracy is improved
if the location chosen for the magnetometer requires corrections of less than 30 degrees.
1. Scroll to Magnetometer Calibration on the AHRS Maintenance page and select it.
2. While on this page, rotate the airplane 360 degrees. A red graph will appear on this page
showing the calculated errors.
If errors of greater than 30 degrees are observed, see section 4.3 to troubleshoot.
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NOTE: The AHRS will not allow magnetometer calibration to be initiated if the airspeed is greater
than 50 mph to prevent inadvertent selection while in flight. If calibration is successful, the existing
calibration data (if any) will be replaced with the new corrections.
The Magnetometer Calibration page will help guide you through this procedure with its on-screen
menus and prompts.
Note: Before performing this procedure, be sure the AHRS orientation and magnetometer
orientation have been set. If these are not performed, the magnetometer calibration will not result
in accurate magnetic headings.
1. Point the aircraft to magnetic north, in an area without magnetic disturbances, such as a
compass rose.
A simple means of pointing the airplane toward magnetic north is to taxi the airplane slowly
and use the GPS ground track to determine when you are taxiing in a magnetic north direction.
Make small corrections to the direction of travel of the airplane, and continue to taxi for several
seconds for the GPS to accurately determine your ground track. The GPS cannot determine
your track unless you are moving.
2. After the aircraft is positioned accurately, turn ON the GRT Sport. (If it was already on, then
turn it OFF, and then back ON again.)
4. Press any button on the EFIS display to bring up the soft key labels. Press SET MENU soft key,,
then scroll to and select AHRS Maintenance. Scroll to and select Magnetometer Calibration
field on this screen.
6. The first question is “Are you sure?” Press YES if you are sure.
7. Verify the airplane is still pointed to magnetic north. Answer the question “Are the aircraft,
AHRS, and magnetometer pointing to magnetic north?” with YES. A message will appear at
the bottom of the screen indicating the system is waiting for the gyros to stabilize.
8. As soon as the message “Calibration in Progress” is displayed (within 15 seconds), rotate the
aircraft 360 degrees plus 20 degrees in a counter-clockwise manner (initially towards west).
The airplane does not need to be rotated in place, but simply pulled or taxied in a circle. The
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airplane must be rotated completely through 360 degrees, plus an additional 20 degrees past
magnetic north, within 3 minutes after initiating the calibration. The airplane should be rotated
slowly, such that it takes approximately 60 seconds for the complete rotation.
9. If calibration is successful, the AHRS will re-start itself automatically, and begin using the
corrections. While re-starting, the AHRS will not provide data. This will result in the AHRS data
disappearing from the display unit for about 10 seconds.
10. If calibration is unsuccessful, one of two things will happen. In either case, the calibration
procedure must be repeated.
a. If the airplane is rotated too rapidly, the calibration will not end after the airplane has been
rotated 380 degrees.
b. It will exit calibration mode, and will show “Calibration INVALID - Maximum correction
exceeded” if a correction of greater than 127 degrees is required. (Invalid - OVERLIMIT will
be displayed on the AHRS maintenance page next to the Magnetometer Calibration field.)
A correction of greater than 127 degrees can be caused by incorrect mounting of the
magnetometer, or location of the magnetometer too close to ferrous metal in the aircraft,
or starting with the airplane not pointed toward magnetic north or magnetometer wiring
errors.
12. Turn ON the AHRS (if already ON, turn it OFF, and then back ON).
13. Verify the AHRS (on AHRS Maintenance page) shows a heading close to north. (Small errors
are likely to be a result of not positioning the airplane to the exact heading used during
magnetometer calibration.)
14. Select the Magnetometer Calibration page. (Do not activate the calibration this time.)
15. Rotate the airplane through 360 degrees, and inspect the Calculated Error graph (the red line)
drawn on the screen.
The magnetic heading errors should be less than 5 degrees, and can typically be reduced to about
2 degrees. Accurate magnetic heading is required for the AHRS to display accurate heading data,
and to allow accurate wind speed/direction calculations.
The graph will also show the correction stored in the AHRS as a green line. The green line will be
within the +/- 30 degree range if the magnetometer was mounted in a good location, and was
mounted accurately with respect to the AHRS.
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The status of the magnetometer correction data is indicated by the field next to the Magnetometer
Calibration setting on the AHRS Maintenance page. If the field has the message “Change to open
page,” then no valid data is stored within the AHRS and it must be recalibrated. If the field says
“Valid,” it means that the data is present. Keep in mind that the accuracy of this data is not assured
because it is dependent on how carefully the user performed these steps. The calibration data
should be cross-checked with reliable ground references such as a compass rose or runway
headings before flight.
The accuracy of the magnetic heading can be easily observed while taxiing and comparing the
magnetic heading displayed on the AHRS maintenance page, to the gps groundtrack. The difference
between them is the heading error in that direction.
This can also be observed on the PFD screen, although the heading data on this screen is slaving
the yaw gyro, and thus will respond slowly to the difference between the displayed heading and
the the magnetometer heading. When using the PFD screen, the best technique is to point the
airplane in the direction to be tested, wait at least 20 seconds, or until the heading is not changing,
and then taxi until the ground track is stable on the PFD also. The difference between them is the
magnetic heading error. If it is excessive, the fine magnetometer calibration should be repeated.
Achieving highly accurate magnetic heading requires that the magnetometer be installed in a good
location on the airplane, and the AHRS be mounted accurately. Due to the steep angle of the
earth’s magnetic fields (only about 20 degrees off vertical), the attitude data from the AHRS must
be used to process the magnetic field data from the magnetometer, and for every degree of attitude
error, 3 degrees of heading error will be induced.
Heading error of less than 5 degrees are not normally apparent in normal flying, but errors this
large will cause the winds calculated by the EFIS to be inaccurate. For every 1 degree of heading
error, 1.7% of the forward speed of the airplane will be falsely reported as a cross-wind. Thus, with
only a 5 degree heading error, an airplane flying at 100 knots will show a false crosswind of 8.5
knots.
When using the basic engine monitoring function option that is part of the Sport EX, the following
settings must be made to allow for correct readings. These settings are accessed using the Set
Menu, General Setup, and are located just below the serial port settings.
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TachP/R - The TachP/R setting must be set to match the number of pulses per revolution of the
engine provided by the tachometer connection. The following table below shows the most common
settings.
Note: The tachometer input can tolerate signals of 200V or greater, regardless of the TachSen
setting.
Caution: Accurate tachometer readings should be verified by another tachometer source, such as
an optical tachometer. Attempting to fly with insufficient engine power could be dangerous.
Oil Pressure (150/80) - Sets the oil pressure sensor range that has been wired to the EFIS. This
setting defaults to 150. Caution: Using an 80 psi sensor with this setting as 150 will cause the
displayed oil pressure to be twice actual pressure.
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This section contains information for wiring some of the most popular brands and models of
avionics to interface with the GRT Sport. If your specific unit is not listed in this manual, please
check the Support section of our website or contact GRT tech support at (616) 245-7700 for more
information. After initial installation and wiring of all the components, use the GRT Sport Setup
Guide to program limits, baud rates and preferences into the EFIS.
Serial Ports
The serial ports listed in this section are general suggestions. You may use any serial port with baud
rates compatible with the equipment you want to connect. (NOTE: For Sport HS units with the
original processor, serial port 4 is the only serial port that will support GRT XM Weather.)
NOTE: Refer to the latest revisions of the installation manuals of each third-party component to
ensure correct wiring information.
Transponders: The EFIS can provide altitude encoding information for most transponders, including
Garmin GTX327 and GTX330. Gray code outputs are provided for transponders that require this
format (see pinout diagram in Appendix A). Newer transponders, such as the Garmin GTX327 and
GTX330, may use either serial output or Grey code.
Radio Tuning: The EFIS has the ability to load the Garmin SL30 and SL40 radios with frequency
pre-sets to allow convenient selection of these frequencies from the front panel controls of the
radio. For the SL30, the EFIS can also tune the navigation radio. This data is transmitted to the radio
via an RS-232 serial output from the EFIS display unit.
Display of Navigation Data from the SL30: The EFIS provides an HIS and other functions that
display and use the VOR bearing data provided by the SL30 Nav/Com. Localizer and glide slope
deviation data is also displayed on the EFIS from this radio. This data is transmitted to the radio
via an RS-232 output from the EFIS display unit.
Multi-Display Unit Considerations: Although the navigation data from the SL30 is communicated
to other display units via the inter-display serial data connection, allowing this data to appear on
all display units, it is preferable to connect the serial data output from the SL30 to two display units
independently. This allows the SL30 navigation data to be displayed in the event one display unit
is not functional. One serial data output from the SL30 may be connected to multiple display units.
Only one serial data output TO the SL30/SL40 is provided, but in this case, redundancy is not an
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EFIS Device
Unit Function Notes
D-Sub Pin D-Sub Pin
issue. If the display unit that provides the tuning data to the SL30/SL40 is not operational, the radio
would simply be tuned by its front panel controls.
External GPS: The EFIS can accept and display GPS data, including flight plans, from other GPS
sources such as Garmin GNS430/530 and GPSMAP496.
Sport SX - When equipped with the optional internal GPS, serial input 3 is wired within the EFIS to
its internal GPS. This will cause serial output data to be present on this EFIS serial input, which may
be wired to other devices that require GPS data. No flight plan or active waypoint data is provided.
Sport EX - Configuring any serial output to “Autopilot-NMEA 0183” will provide NMEA0183 GPS
data including the active waypoint. The flight plan will not be transmitted.
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Optional Dual Serial Inputs to Autopilot: A switch may be installed to allow coupling the autopilot
to the GPS in the event the display unit that normally controls the autopilot is not functional. This
switch is wired to select between the EFIS autopilot output and the GPS serial data output. This
switch should remain in the EFIS position unless the display unit that provides the autopilot output
is not functional. When the switch is in the “GPS” position, the autopilot will follow the GPS flight
plan only, and will not respond to EFIS autopilot mode selections such as HDG and others.
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Contents
Mounting Template.......................................................................................................................................................40
Sport SX200 (Legacy*) Connector A -Suggested wiring for a dual-screen system .............................48
Sport SX100 Connector A Pinout - Suggested wiring for a Multi-Screen System .............................49
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8.4” SPORT EFIS
Mounting Template
.150 .188
8.024
SPORT Installation Manual
6.47
Note: Depth of display unit is approx. 5” beind the panel 6.310
face. Allow additional 3.5” to 4” behind display unit for
wiring and pitot/static connections.
5.47
.500 .420
8.400
8.700
Panel cutout 8.044” x 6.33” (This allows for a small clearance each side) Use No. 6 mounting screws. 8-4 Sport Template.pdf
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7.10 .04
5.17
6.22
.04
6.80
Panel cutout 6.24” x 5.19” (This allows for clearance on each side) Use No. 6 screws for mounting. 6-5 Sport Template.pdf
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Notes:
Ÿ Drawing shows height of module mounting
platform only.
Ÿ GPS and ARINC modules are 9/16” taller
than mount.
Ÿ Allow an extra 3” above ARINC module for
D-sub connector.
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1.125 1. Orient with the end opposite the D-sub connector toward
1.400 the front of the aircraft.
2. The recommended location for the magnetometer is in the
wingtip. The magnetometer must be as far away as practical
from ferrous metal, moving ferrous metal (such as
bellcranks, landing gear, etc), stainless steel cables, wiring
Position this end toward front of aircraft. that carries DC currents, strobe power supplies, motors,
magnets, steel counterweights, transmitting antennas, or
anything else that causes magnetic interference. It may be
Example of selecting a magnetometer location possible to locate the magnetometer in the fuselage, as far
in an RV-4,6,7,8,9 or 10. Although the fuselage from the engine as possible, but this is not recommended
SPORT Installation Manual
unless necessary.
is tempting, it has stainless steel rudder and seat
belt attachment cables that run the length of the 3. If mounting within 5' of transmitting antennas, or in any
location in a composite aircraft, be sure to test the location
fuselage. In addition, cargo can be carried in the by observing the raw magnetometer reading on the EFIS
baggage area that could also be magnetic. The while transmitting.
wing is easily accessible, so it is the ideal location 4. Do not locate within 18 inches of a strobe power supply, or
for the magnetometer. Since the leading edge of electric motors.
the aileron contains a steel tube counterweight, 5. Route wires carrying heavy currents (such as landing lights
the magnetometer should be located well forward so they do not pass closer than 12 inches to the
FRONT
of the aileron. Experience has shown that the magnetometer.
4.625
magnetometer must be no more than one
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4.165
6. A location can be tested using an app in a smartphone
lightening hole aft of the main spar. Wiring is run called Magnetmeter”, or “GPS Status”. These apps display
through this wing just behind the main spar, and the magnetic field strength, and the direction of the
magnetic field. Use the app to measure the earth magnetic
since this wiring carries DC current for the nav field strength when far from any possible sources of
light, it should be routed around the magnetic interference. Then place the phone in the
TOP
magnetometer so that it is at least 8-12” away. proposed location of the magnetometer, and verify the
field strength in this location is unchanged. Next, move the
flight controls, turn on power to everything in the airplane,
and observe that the strength and direction of the field
does not change.
Mounting Holes 3/16" diameter (2) 7. The magnetometer must be mounted in the same
orientation as the AHRS/Air Data Computer to within 0.5
degrees. This is most easily accomplished by observing the
“accelerometer roll” and “accelerometer pitch” readings on
the display unit “AHRS Maintenance” page, and adjusting
the mounting of the magnetometer to match using a
protractor or digital level. Be sure to consider which way is
left or right roll, and which way is pitch up or down.
8. The magnetometer is not affected by temperature or
9-pin female D-sub connector moisture.
9. Mount with brass or nylon hardware only.
Mounting Flange
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36 TX
GPS In RX
(internal) Internal GPS
32 RX
GPS Out TX
(internal)
Pin 32
406 MHz ELT
or other GPS
device
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* Legacy SX200 Sport EFIS can be differentiated from the Sport **Applies to SX with CPU/GPU processor upgrade.
SX200A by noting the AHRS software version on the Set Menu,
AHRS Maintenace page. AHRS software versions less than 50
(or 0.50) are legacy type AHRS.
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9 6
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* Legacy SX200 Sport EFIS can be differentiated from the Sport SX200A by noting the AHRS software version on
the Set Menu, AHRS Maintenace page. AHRS software versions less than 50 (or 0.50) are legacy type AHRS.
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* Legacy SX200 Sport EFIS can be differentiated from the Sport SX200A by noting the AHRS software version on the Set
Menu, AHRS Maintenace page. AHRS software versions less than 50 (or 0.50) are legacy type AHRS.
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A16 NC
A17 I Ground BLK
A18 S GPS Memory (Note 1) RED/WHT
A19 S Serial 2 IN YEL
A20 S Serial 1 IN WHT
A21 S Serial 4 IN (Note 2) GRN/BLK
Wiring Housing
A22 S Serial 5 IN (Note 2) YEL/BLU Connector A as viewed
A23 S Serial 3 IN GRY/RED from REAR (wired side)
A24 S Serial 6 IN (Note 2) YEL/GRY 1 13
A25 S Serial 3 OUT GRY/BLK
I = Installed in connector housing
S = Supplied as loose pinned wires 14 25
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When using a dual-port pitot tube, a pressure connection (typically using the same tubing and
hardware used for the pitot connection) is made from the AOA port on the pitot tube, to the AOA
port (center port on the pitot/static block on the rear of the instrument.
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WD2510
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