190 01717 b2 - 08

This Page Intentionally Left Blank
AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

FAA APPROVED Page ii
LOG OF REVISIONS
Rev Page Description FAA Approval
1 All Initial issue. Erik Frisk
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date : 11/17/2017
2 5 Added new layout JR Brownell

types ODA STC Unit
6 Added new layout Administrator
types Garmin International, Inc.
11 Updated software ODA-240087-CE
version number Date : 08/16/2018
16 Added section 2.30
discussing portable
electronic devices
16 Added section 2.31
discussing database
updates
23 Added reference to G5
AFMS
30 Added section 3.2.9
for Resetting a G5
standby instrument.
38 Added section 4.2.4.5
for discussing Garmin
Autopilots for selected
altitude
40 Added section 4.2.5.3
discussing Garmin
Autopilots for vertical
speed mode.
40 Added section 4.2.6
for coupling to
VNAV.
41 Added section 4.3 for
Cold Weather
Compensation
procedures.
43 Included new layouts
in circuit breaker
labels
44 Included FS510 for
database update
methods.

FAA APPROVED Page iii
LOG OF REVISIONS
48 Added FS510 for
system data logging
functionality.
49 Included Baro sync
functionality in section
7.15 for interface with
a G5 and GAD 29.
52 Included requirement
for baro altitude for
VNAV functionality
54 Included description of
density altitude display
in section 7.15.14
55 Added checkbox for
GFC 500/GFC 600
being installed in the
system.
56 Added description for
GFC 500 autopilots
not capturing CDI
preview needles.
57 Added reference to G5
and GFC 500 in
7.16.3.
61 Added description of
CDI selection on G5.
a selectable CHT
gauge in section
7.19.3.
Flight Stream 510
LRU.
68 Added section 7.21 for
visual reporting points
68 Added section 7.22 to
describe altitudes
provided by the
database.
3 1 Added GEA 71B JR Brownell
references ODA STC Unit
2 Additional OAT text Administrator
ODA-240087-CE
3-4 Updated diagrams Date : 06/25/2019
5 New abbreviations
added

FAA APPROVED Page iv
LOG OF REVISIONS
7 Formatting
11 Additional turboprop
information in Section
2.24
14 Turboprop gauge types
added
15 Updated MFD logic in
Section 2.34
18 Added HDG monitor
to Section 3.1.4
26 Added EDM
procedures as Section
3.2.10
27 Added EDM
annunciation to
Section 3.3.1
29 Added EDM
annunciation to
Section 3.3.2
30 Added EDM
annunciation to
Section 3.3.3
35 New Section 3.4
40 Added GEA 71B

references
43 New turboprop modes
shown in Section 7.7
47 Added HDG monitor
to Section 7.15.1
Updated standard rate
turn text in Section
7.15.2
49 Note added to Section
7.15.3
51 Preview needle text
added to Section
7.15.7
52 Added preview needle
to table 1
56 Updated FD text in
Section 7.16.2

FAA APPROVED Page v
LOG OF REVISIONS
57 New ARC VSI text for
Section 7.16.5
62-68 Additional turboprop
gauge information
added to Section 7.19
68 New Section 7.23
4 1 Added planforms JR Brownell

ODA STC Unit
6 New sw versions Administrator
ODA-240087-CE
9 New recommendation Date : 10/26/2020
text
10 Corrected punctuation
12 New section 2.32. All

other sections moved
down.
15 Layout change
16 New sections 2.36 and

2.37
23 Additional coloration
added for clarity.
24 New procedure.
Updated procedure
title.
27-33 Additional sections,
coloration, and content
added. Additional
annunciations.
34 Addition to procedure
in 4.1
37 Clarification to STEC
functionality.
39 New interface added.
40 Layout updates,
clarification text
43 Additional coloration
added for clarity
47 Additional text

FAA APPROVED Page vi
LOG OF REVISIONS
50 Additional text
53 MACH, variable VNO

text
54 New installer
checkbox and
description of CDI
feature. Updated text
55 Updated title
56 New subsections and

corrected table #
58 Clarified text
60-62 New feature text
66 New interface added

to list
67 Updated primary
gauge list, added new
text, and corrected
table #
68 Clarified title, added
note
70 Updated section with
new features.
71 New section.
72 Amended text for twin

timers and corrected
table #’s
73-74 Added new sections
7.24 thru 7.26
5 6 Updated software Erik Frisk
versions ODA STC Unit
15 Removed limitation, Administrator
added EIS text Garmin International, Inc.
ODA-240087-CE
17 New procedures table Date : 07/09/2021
of contents
30 Updated procedure
31-35 Reordered and added

annunciations

FAA APPROVED Page vii
LOG OF REVISIONS
36 New procedures table
of contents
57 Corrected spelling
63 Added g-meter
description
69 Updated text
71 Formatting
74-75 Updated and

additional systems
descriptions
6 6 Updated SW version JR Brownell
ODA STC Unit
33 Added Smart Glide Administrator
annunciation Garmin International, Inc.
ODA-240087-CE
77 New section 7.27 Date : 07/23/2021
7 6 New definition JR Brownell

ODA STC Unit
7 New sw version Administrator
GARMIN International,
Inc
9 Updated reference ODA-240087-CE
Date : 02/02/2022
12 Updated chart naming
17 Added turboprop
required gauge,
additional context to
manifold pressure
support
20-21 Updated TOC
26 Added GI275 standby
30 New fuel imbalance

procedures
35-37 New fuel imbalance
procedures/ignition/sta
rt sections
38 Added fuel imbalance

FAA APPROVED Page viii
LOG OF REVISIONS
41 Added fuel imbalance
43 Added annunciation
44-45 Updated tables
46 Updated TOC
47 Updated text, updated

reference, added new
CAWS checkout
52 Updated text
59 Added standby models
72 Updated caption
number
78 Updated text
68 Updated for new

functionality
85-88 Listed additional
indication, added
CAWS integration
text, updated text
91-93 Added fuel and
imbalance description
94 Updated table numbers
95 Updated hyperlink,
added new function
97-102 New Appendix
Section 1 New installer See page i

checkboxes,
reorganized, various
text updates.
Section 1.9 Removed
8
System Overview
Block Diagrams.
Section 2 Removed non-
limitations.
Reorganized. Systems

FAA APPROVED Page ix
LOG OF REVISIONS
descriptions moved to
Section 7.
Section 3 New and updated
procedures.
Section 4 New and updated

procedures.
Section 7 New system

descriptions.
Reorganized sections.
All Added “FAA
Approved” or “NOT
FAA APPROVED” to
footers for all pages.

FAA APPROVED Page x
TABLE OF CONTENTS
GENERAL .......................................................... 1
1.1 DEFINITIONS ..................................................................... 1
1.2 MINIMUM SOFTWARE VERSION ........................................ 2
1.3 SYSTEM DESCRIPTION ...................................................... 2
1.4 GDU DERIVATIVES .......................................................... 3
1.5 AHRS / ADC .................................................................... 3
1.6 OAT PROBES .................................................................... 3
1.7 STANDBY INSTRUMENTS OR STANDBY PFD ..................... 4
1.8 BACKUP BATTERY ............................................................ 4
1.9 PFD CONTROLLER ............................................................ 4
1.10 INSTALLATION DESCRIPTION ............................................ 4
1.11 INSTALLED DATA UNITS ................................................... 6
1.12 AUTOPILOT INTERFACES ................................................... 8
LIMITATIONS ................................................ 10
2.1 DATABASES .................................................................... 10
2.2 AHRS OPERATIONAL AREA ........................................... 10
2.3 MAGNETIC VARIATION OPERATIONAL AREA ................. 10
2.4 AEROBATIC MANEUVERS ............................................... 10
2.5 SYNTHETIC VISION ......................................................... 10
2.6 MOVING MAPS ............................................................... 10
2.7 TERRAIN DISPLAY .......................................................... 10
2.8 TERRAIN/TAWS ALERTS ............................................... 11
2.9 DATALINK PRODUCTS (SIRIUSXM, FIS-B, AND CONNEXT)
....................................................................................... 11
2.10 TRAFFIC DISPLAY ........................................................... 11
2.11 WEATHER RADAR ........................................................... 11
2.12 STORMSCOPE® DISPLAY ................................................. 11
2.13 SURFACE OPERATIONS.................................................... 11
2.14 BACKUP GPS .................................................................. 11
2.15 DATABASE UPDATES ...................................................... 12
2.16 MINIMUM CREW ............................................................. 12
2.17 KINDS OF OPERATIONS ................................................... 12
2.18 PLACARDS ...................................................................... 15
EMERGENCY PROCEDURES ..................... 16
3.1 EMERGENCY PROCEDURES ............................................. 18
3.2 ABNORMAL PROCEDURES ............................................... 26
3.3 WARNING, CAUTION, STATUS, AND ADVISORY
ANNUNCIATIONS ............................................................ 33
3.4 ENGINE EXCEEDANCES ................................................... 39
NORMAL PROCEDURES ............................. 40
4.1 BEFORE TAKEOFF ........................................................... 41
FAA APPROVED Page xi
4.2 AUTOPILOT OPERATION .................................................. 43
4.3 COLD WEATHER COMPENSATION ................................... 48
4.4 TRUE COURSE NAVIGATION OR MANUAL MAGNETIC
VARIATION NAVIGATION ............................................... 49
PERFORMANCE ............................................ 50
WEIGHT AND BALANCE............................. 50
SYSTEM DESCRIPTION ............................... 51

7.1 CONTROLS OVERVIEW .................................................... 52
7.2 GLOVE USAGE ................................................................ 52
7.3 DISPLAY BRIGHTNESS .................................................... 52
7.4 SYSTEM STATUS ............................................................. 52
7.5 DATABASES .................................................................... 53
7.6 CREW PROFILES .............................................................. 54
7.7 DISPLAY BACKUP MODES............................................... 54
7.8 INTEGRATED STANDBY SYSTEM ..................................... 55
7.9 ELECTRIC STANDBY ATTITUDE GYRO ............................ 56
7.10 BACKUP GPS .................................................................. 56
7.11 AIRCRAFT AUDIO INTERFACE ......................................... 57
7.12 ADVISORY NOTIFICATIONS ............................................. 57
7.13 SYSTEM SETTINGS .......................................................... 57
7.14 SYSTEM DATA LOGGING ................................................ 58
7.15 PRIMARY FLIGHT DISPLAY ............................................. 58
7.16 ADAHRS AND AHRS NORMAL OPERATING MODE ....... 60
7.17 MFD FUNCTIONS ............................................................ 72
7.18 TERRAIN AWARENESS AND ALERTING ........................... 74
7.19 ENGINE INDICATING SYSTEM.......................................... 78
7.20 FLIGHT STREAM 510 OR GDL 60 (OPTIONAL) ................ 88
7.21 EUROPEAN VISUAL REPORTING POINTS ......................... 88
7.22 DATABASE PROVIDED ALTITUDES .................................. 88
7.23 ENGINE CYCLE COUNTER (TURBOPROP ONLY) .............. 88
7.24 LANDINGS COUNTER ...................................................... 89
7.25 PERCENT POWER INDICATIONS ....................................... 89
7.26 RUDDER TRIM GAUGE .................................................... 89
7.27 PILOT CONFIGURABLE MFD STARTUP PAGES ................ 89
7.28 SMART GLIDE (OPTIONAL) .............................................. 89
7.29 MFD FLIGHT PLAN DISPLAY .......................................... 90
7.30 MFD ENGINE PAGE ........................................................ 90
APPENDIX A AIRCRAFT SPECIFIC EIS DATA ............... 91
A.1 PILATUS PC-12 EIS MARKINGS AND LIMITATIONS ........ 91
A.2 PILATUS PC-12 FUEL CONVERSION TABLE .................... 95

FAA APPROVED Page xii
GENERAL
1.1 Definitions
ADAHRS: Air Data and HSI: Horizontal Situation
Attitude Heading Indicator
Reference System
IFR: Instrument Flight Rules
ADC: Air Data Computer
IMC: Instrument
AHRS: Attitude & Heading Meteorological
Reference System Conditions
AFM: Aircraft Flight Manual LOI: Loss of Integrity
AFMS: Aircraft Flight Manual MFD: Multifunction Display
Supplement
PED: Portable Electronic
Device
CDI: Course Deviation
Indicator PFD: Primary Flight Display
CRS: Course SBAS: Space-based

Augmentation System
EDM: Emergency Descent
Mode SVT: Synthetic Vision
Technology
EIS: Engine Indicating
System TAWS: Terrain Awareness and
Warning System (a
FD: Flight Director TSO-C151b function)
FLTA: Forward-looking TIS-A: Traffic Information
Terrain Alerting Service (Addressed).
FS510: Flight Stream 510 TIS-B: Traffic Information
Service (Broadcast)
GDU: Garmin Display Unit
VFR: Visual Flight Rules
GEA: Garmin Engine Adapter
VMC: Visual Meteorological
GPSS: GPS Steering Conditions
HDG: Heading VNAV: Vertical Navigation
VS: Vertical Speed

NOT FAA APPROVED Page 1 of 95
1.2 Minimum Software Version
The following or later software versions must be installed for this
AFMS revision to be applicable to the installation:
Table 1-1 Minimum Software Versions
Component Identification Software
Version
GDU PFD, MFD, and/or EIS 3.50
GEA 71B Engine Adapter 2.71
GEA 110 Engine Adapter 2.21
NOTE
This section is not intended to be a
comprehensive list of approved software. It is
intended to provide a means to determine if
this AFMS revision is applicable to the
software that is installed in the aircraft. Do
not use this AFMS revision if the installation
has a software version less than that shown in
the table above.
1.3 System Description

The G500/G600 TXi system is a display and sensor system which
provides one or more of the following functions:
• Primary Flight Display (PFD) – Provides attitude, heading,
air data and navigation information to the pilot
• Multi-Function Display (MFD) – Provides pilot awareness
of factors that may affect the overall conduct of the flight
• Engine Indicating System (EIS) – Provides engine and
airframe operating parameters to the pilot
The G500/G600 TXi system consists of one or more displays. PFD
functions are supported by interfaced AHRS/ADC (either integrated
or external) and at least one GPS navigator. An optional GAD
43/43e adapter provides additional functions such as third-party
autopilot and analog interfaces. An optional GCU 485 controller
provides additional dedicated controls for PFD operation. Other
PFD interfaces may include VHF navigation radios, radar altimeter,
ADF, and DME.
EIS functions are supported by either a GEA 110 engine/airframe
unit, or a GEA 71B Enhanced unit, along with sensors to measure
engine parameters.
MFD functions are supported by GPS navigator interfaces and a
variety of other optional interfaces such as datalinks, traffic
systems, Stormscope®, and weather radar.
Although intuitive and user friendly, the system requires a
reasonable degree of familiarity to avoid becoming too engrossed at
the expense of basic instrument flying in IMC and basic see-and-
avoid procedures in VMC. Pilot workload will be higher for pilots
with limited familiarity in using the unit in an IFR environment,
particularly without the autopilot engaged. Garmin provides a
detailed Pilot’s Guide and a tablet trainer app. Pilots should take
full advantage of these tools to enhance their familiarity with the
system.
1.4 GDU Derivatives

There are multiple displays and layouts available for the aircraft.
This section describes the different GDU types.
1.4.1 GDU 1060

The GDU 1060 is a 10” PFD/MFD or MFD/MFD display, with an
optional EIS function. Each function is segregated into a portion of
the display. If installed the EIS function occupies on the left or right
edge of the display and is always shown.
1.4.2 GDU 700P
The GDU 700P is a 7” portrait display which provides a single
PFD, MFD, EIS, or MFD/EIS function. In some installations, a
700P display may provide backup PFD or EIS information in the
event that the primary PFD or EIS display fails or malfunctions.
1.4.3 GDU 700L
The GDU 700L is a 7” landscape PFD, MFD, MFD/EIS, or EIS
display.
1.5 AHRS / ADC
The AHRS and ADC sense aircraft attitude and air data to be used
for display to the pilot and for use by other installed systems. The
AHRS and ADC can be either remote-mounted or integrated into
the display.
All AHRS units have a magnetometer interface for determining
magnetic heading. The AHRS also requires GPS and airspeed
inputs for aiding the system.
1.6 OAT Probes

All ADC units have an OAT probe interface for measuring outside
air temperature. Static and ISA relative temperatures can be
displayed on the GDU in those installations. In EIS-only
installations, the OAT can be interfaced with the system directly
and will only display Total Air Temperature on the EIS display.
1.7 Standby Instruments or Standby PFD
Except for installations that are limited to VFR, PFD installations
require standby attitude, altitude, and airspeed instruments. Several
types of standby instruments are acceptable, including individual
analog instruments and certain electronic standby indicators.
An integrated standby system configuration is also available, which
consists of two GDU 700P 7” portrait displays, each with separate
AHRS / ADC functionality. One display serves as the PFD, and the
other display can be either an EIS, MFD, or MFD/EIS display. The
EIS/MFD provides standby PFD functionality which is displayed
automatically when faults are detected or upon manual command.
A backup battery provides emergency power to the PFD and
sensors in the event of a failure of aircraft power.
1.8 Backup Battery
An optional GBB 54 backup battery can be installed to provide
emergency power to a GDU 700P/L display. The backup battery is
mounted remotely and provides power to the GDU when aircraft
power is unavailable. The GDU, in turn, may be equipped with an
integrated ADAHRS and can provide power to the EIS sensors for
one engine. This allows for continued PFD and EIS functionality
when aircraft electrical power is lost.
1.9 PFD Controller
An optional GCU 485 PFD controller may be installed to provide
dedicated PFD controls. Although control of all PFD functions is
available using the GDU knobs and touchscreen, the PFD controller
provides dedicated knobs for heading, altitude, vertical speed,
airspeed, and BARO setting. Dedicated buttons are also provided
for CDI source selection, GPSS emulation mode, altitude capture
arming, and vertical speed mode engagement.
1.10 Installation Description

The following describes the units installed in the TXi System and
the functions or features that are configured for this aircraft.
Reference this section when using the Normal or Emergency
Procedures in Sections 3 and 4. A function or installed feature is
applicable to this aircraft only when the corresponding box is
checked.

The major components of the TXi System are protected with
resettable circuit breakers available to the pilot. The breakers
installed in the aircraft are checked below.
1.10.1 Installed Displays
Table 1-2 Installed Displays

Description Derivative Circuit Breaker
Label(s)
 Pilot PFD 1060 (10”)  PFD
700P (7” Portrait)  PFD 1
700L (7” Landscape)
 Pilot MFD 700P (7” Portrait)  MFD
700L (7” Landscape)  MFD 1
 Pilot EIS 700P (7” Portrait)  EIS

700L (7” Landscape)  EIS 1
 Center MFD 1060 (10”)  MFD

700P (7” Portrait)  MFD 3
 Center EIS 1060 (10”)  EIS
700P (7” Portrait)  EIS 3
 Co-Pilot PFD 1060 (10”) PFD 2
700P (7” Portrait)
 Co-Pilot MFD 1060 (10”) MFD 2
 Co-Pilot EIS 1060 (10”) EIS 2
 Pilot or Center 700P (7” Portrait) STBY ATT
Standby GI275 ADI
MD302 Standby

1.10.2 Installed Controllers and Annunciators
Table 1-3 Installed Controllers and Annunciators

Label(s)
 Pilot GCU GCU 485  PFD CTLR
 PFD CTLR 1
 Co-Pilot GCU GCU 485  PFD CTLR 2
 Remote Engine N/A N/A
Annunciator
1.11 Installed Data Units
Table 1-4 Installed Data Units

Label(s)
 Pilot ADAHRS  GSU 75 Integrated  ADAHRS
 GSU 75 Remote  ADAHRS 1
 Pilot AHRS  GRS 77 Remote  AHRS
 GRS 79 Remote  AHRS 1
 Pilot ADC  GDC 72 Remote  ADC
 ADC 1
 Co-Pilot  GSU 75 Integrated  ADAHRS
ADAHRS  GSU 75 Remote  ADAHRS 2
 Co-Pilot AHRS  GRS 77 Remote  AHRS
 GRS 79 Remote  AHRS 2
 Co-Pilot ADC  GDC 72 Remote  ADC
 ADC 2
 Engine 1 EIS  GEA 110  ENG SNSR
Sensors  GEA 71B(e)  ENG SNSR L
 ENG SNSR 1
 Engine 2 EIS  GEA 110  ENG SNSR
Sensors  GEA 71B(e)  ENG SNSR R
 ENG SNSR 2
 PFD Adapter GAD 43(e)  PFD ADAPTR
 Backup VFR N/A N/A
GPS
 Backup Battery GBB 54 N/A
 This system incorporates dual power busses to power the

TXi System. Each unit checked above will have 2 circuit
breakers each labeled with the above label and an “A” and
“B” as appropriate for each power circuit.

1.11.1 System Audio Alerts
The following audio alerts are available in this aircraft:
 Altitude Alerting Tones

 Terrain, TAWS-A, or TAWS-B Alerting
 Touchscreen Clicks
 EDM Aural Alerting
 Approach Minimums
1.11.2 Standby and Backup Systems
 This installation uses separate standby instruments (other

than a GDU) or does not require standby instruments
(aircraft limited to VFR).
 This installation uses the Integrated Standby System with
dual GDU 700P displays for the primary and standby flight
instruments.
1.11.3 Engine Instruments and Controls
 TXi EIS is the engine start computer in this aircraft

 TXi EIS is the auto-ignition controller in this aircraft
 TXi EIS controls the fuel balancing with the fuel pumps
 EIS alerting is displayed on and controlled with the aircraft
Caution and Warning buttons
 EIS includes dynamic engine gauges. Gauge indications
could be different depending on the aircraft engine status or
other parameters such as OAT. See the attached gauge
diagrams or Appendices for aircraft specific gauge markings.
1.11.4 Types of Operations
 This installation is limited to VFR and the following placard

is installed in the aircraft:
“AIRCRAFT LIMITED TO VFR”
1.11.5 Autopilot
 This aircraft is equipped with a GFC 600 capable of

Emergency Descent Mode.

 This aircraft is equipped with a manual Emergency Descent
Mode activation switch.
 This installation is equipped and configured to provide EDO
VNAV display and autopilot coupling.
 This installation is equipped and configured to provide EDO
VNAV display only.
1.11.6 Primary Flight Display
 This installation supports cold weather compensated

approach altitudes.
 This installation supports cold weather compensated
approach minimums.
 The CDIs for all PFDs in the system synchronize when the
source is changed.
 The BARO setting for all PFDs in the system synchronize
when the value is changed.
 The BARO settings between the standby ADI and PFDs in
the system synchronize when the value is changed on any
display.
1.12 Autopilot Interfaces
The G500/G600 TXI System provides various autopilot integration
capabilities dependent upon the type of autopilot installed in a
particular aircraft.
The G500/G600 TXi installation in this aircraft provides the
following autopilot functions (appropriate boxes will be checked):
 This installation does not interface with the autopilot
(basic wing leveling autopilot, or no autopilot is installed
in the aircraft).
 Course / NAV Selection coupling to the autopilot.
 Heading Bug coupling capability to the autopilot.
 Roll Steering emulated via heading mode.
 Roll Steering capable autopilot.
 Altitude Pre-Selector integrated with the autopilot.
 Vertical speed bug integrated with the autopilot
 Flight Director display driven from external autopilot or
FD computer.
 A GAD 43 Adapter is installed in this aircraft
 GAD 43 provides attitude to the autopilot
 GAD 43 provides yaw rate to the yaw damper
 GAD 43 provides baro correction to the altitude
preselector
 GAD 43 provides altitude preselect and/or vertical
speed
 G500/G600 TXi provides attitude / air data to autopilot
 Autopilot Modes annunciated on PFD
 GFC 500 or GFC 600 is installed in this aircraft and the

TXi provides a means for mode annunciation, altitude
selection, vertical speed selection, heading bug selection,
and navigation source selection.
 The pilot can change the flight director depiction between
single and dual cue.

LIMITATIONS
2.1 Databases
Databases identified as intended for helicopters must not be used.
These databases are identified by the word “HELI” or
“HELICOPTER” in their title, as displayed on the database status
page.
2.2 AHRS Operational Area
IFR Operations are prohibited north of 72N and south of 70S
latitudes. In addition, IFR operations are prohibited in the following
four regions:
1) North of 65° North latitude between longitude 75° W and 120°
W
2) North of 70° North latitude between longitude 70° W and 128°
W
3) North of 70° North latitude between longitude 85° E and 114° E
4) South of 55° South latitude between longitude 120° E and 165° E
2.3 Magnetic Variation Operational Area
IFR operations are prohibited in areas where the magnetic variation
is greater than 99.9 degrees East or West.
2.4 Aerobatic Maneuvers
In installations with a TXi PFD, aerobatic maneuvers must not be
conducted if uninterrupted attitude information is required.
2.5 Synthetic Vision
The synthetic vision presentation must not be used as the sole
reference for aircraft control (without reference to the primary flight
instruments).
The synthetic vision presentation must not be used as the sole
reference for navigation or obstacle/terrain/traffic avoidance.
2.6 Moving Maps
Moving map displays (ownship position relative to map features)
must not be used as the primary or sole means of navigation or
course guidance.
2.7 Terrain Display
Maneuvers and navigation must not be based solely on the display
of terrain, obstacles, or wires on the moving map terrain displays.
FAA APPROVED Page 10 of 95
2.8 Terrain/TAWS Alerts
Terrain/TAWS alerts must be inhibited when landing at an airport
that is not in the airport database.
2.9 Datalink Products (SiriusXM, FIS-B, and Connext)
Use of datalink weather information as the sole means for
maneuvering in, near, or around areas of hazardous weather is
prohibited.
Use of datalink services as the primary means to provide
Temporary Flight Restriction (TFR) or Notice to Air Missions
(NOTAM) information is prohibited.
2.10 Traffic Display
Use of traffic display as the sole basis for maneuvering to avoid
traffic is prohibited.
2.11 Weather Radar
Weather radar use in vicinity of refueling operations is prohibited.
Weather radar use while personnel are in the vicinity

(approximately 20 feet) of the radar sweep area is prohibited.
WARNING
An operating radar generates microwave
radiation and improper use, or exposure, may
cause serious bodily injury. DO NOT
OPERATE THE RADAR EQUIPMENT
UNTIL YOU HAVE READ AND
CAREFULLY FOLLOWED THE SAFETY
PRECAUTIONS AND INSTRUCTIONS IN
THE RADAR USER MANUAL.
2.12 Stormscope® Display

The use of the Stormscope® lightning data on the display for
hazardous weather (thunderstorm) penetration is prohibited.
2.13 Surface Operations

SafeTaxi or ChartView functions must not be used as the sole basis
for ground maneuvering.
2.14 Backup GPS
Use of Backup GPS as a primary means of navigation is prohibited
in IMC.
2.15 Database Updates
In-flight database transfers or updates are prohibited in flight unless
part of the Database SYNC function that occurs in the background
to move databases from one LRU to another.
2.16 Minimum Crew
There are no additional limitations applicable to the minimum crew
required for safe and effective operation of the aircraft utilizing a
G500 / G600 TXi system.
2.17 Kinds of Operations
Unless placarded as limited to VFR only operations, equipment
installed in a certified aircraft is approved for Day and Night / VFR
and IFR operations in accordance with 14 Code of Federal
Regulations Part 91, Part 121, and Part 135 when appropriately
maintained.
The tables below list the minimum fully functional equipment
required for flight.
The following note applies where indicated with an asterisk:
For VFR operations under 14 CFR Part 91, the
aircraft must have at least one source of
altitude and airspeed information. This may be
from either the PFD or the standby
instruments. (i.e., all “1a” items or all “1b”
items from Table 2-1 and Table 2-2 )

Table 2-1 Primary Flight Display (Non-Integrated Standby)
Equipment Number VFR IFR
installed
Primary Flight Display 1 or 2 1 1

Garmin GPS/SBAS Navigator 1 or 2 - 1
(interfaced to a PFD)
Air data and Attitude / Heading 1 or 2 1a* 1
Unit (ADAHRS)
OR
Attitude / Heading Unit (AHRS) 1 or 2 - 1

Air data computer (ADC) 1 or 2 1a* 1
Magnetometer (GMU) 1 or 2 - 1
Standby Attitude Indicator 1 - 1
Standby Airspeed Indicator 1 1b 1
Standby Altimeter 1 1b 1
Non-stabilized Magnetic
1 1 1
Compass

Table 2-2 Primary Flight Display (Integrated Standby)
Equipment Number VFR IFR
installed
Pilot Primary Flight Display 1 or 2 1a* 1

Pilot MFD or EIS Display providing 1 1b 1
backup PFD functions
Garmin GPS/SBAS Navigator 1 or 2 - 1
(interfaced to a PFD)
Air data and Attitude / Heading Unit 2 1a* 2
(ADAHRS)
OR
Attitude / Heading Unit (AHRS) 2 - 2

Air data computer (ADC) 2 1a* 2
Magnetometer (GMU) 2 - 2
Non-stabilized Magnetic Compass 1 1 1
PFD Backup Battery 1 - 1
Display Backup Switch 1 - 1

Table 2-3 Engine Indicating System (if installed)
Equipment Number Req’d
installed
EIS Display 1 1
Engine Adaptor Unit (GEA 110 or 71B) 1 or 2 All
All EIS indications must be valid prior to takeoff including any

additional engine instrumentation required by the aircraft Kinds Of
Equipment list as listed in the Aircraft Flight Manual
Table 2-4 Engine Annunciations (if installed)

Equipment Number Req’d
installed
EIS Engine Annunciator 0 or 1 All

OR
PFD with EIS Engine Annunciator 0 or 1 All
2.18 Placards
2.18.1 KFC 275/325 Altitude Preselect

When the altitude preselect option is installed with KFC 275/325
autopilots, SOFT RIDE (SR) mode must be disengaged when
altitude capture mode is engaged (green ALTC). The following
placard must be installed near the autopilot mode controller or
above PFD 1:
“DISENGAGE SOFT RIDE DURING ALTITUDE CAPTURE
(ALTC)”

EMERGENCY PROCEDURES
3.1 EMERGENCY PROCEDURES ............................................. 18
3.1.1 PFD Failure ............................................................. 18
3.1.2 Blank Screen ........................................................... 18
3.1.3 AHRS Failure ........................................................... 19
3.1.4 ADC Failure ............................................................. 19
3.1.5 ATTITUDE, ALT, HDG, or IAS monitor CAUTION ..... 20
3.1.6 Aircraft Electrical System Failure............................ 21
3.1.7 Operation on Backup Battery (if installed) ............. 21
3.1.8 Display Backup Malfunction ................................... 21
3.1.9 Backup Battery Malfunction .................................. 21
3.1.10 EIS Failure ............................................................... 21
3.1.11 Loss of Electrical Power to 3-inch Electric Standby
Attitude Indicator (flashing amber STBY PWR light) (Mid
Continent 4300 Series) ........................................................... 22
3.1.12 Loss of Electrical Power to the Garmin GI-275
Standby Attitude Indicator ..................................................... 22
Attitude Indicator (flashing or steady amber STBY text) (Mid
Continent 4200 Series) ........................................................... 23
3.1.14 TAWS/Terrain Alerts ............................................... 23
3.1.15 FUEL IMBALANCE (Red) .......................................... 25
3.1.15.1 Pilatus PC-12 (S/N 112-888) ........................................ 25
3.2 ABNORMAL PROCEDURES ............................................... 26
3.2.1 Heading Failure - Airborne ..................................... 26
3.2.2 Heading Failure – On the Ground ........................... 26
3.2.3 Display Fan Failure ................................................. 26
3.2.4 GPS Data Failure .................................................... 27
3.2.5 Navigation Data Failure (VOR/LOC/GS/ADF) ......... 27
3.2.6 Synthetic Vision Malfunction.................................. 27
3.2.7 Electrical Load Shedding ........................................ 28
3.2.8 AHRS ALIGN ............................................................ 28
3.2.9 EIS Display Parameter Failure ................................ 28
3.2.10 G5 Standby Reset ................................................... 28
3.2.11 Emergency Descent Mode (EDM) ........................... 29
3.2.11.1 Emergency Descent Mode Automatic Activation ....... 29
3.2.12 Fuel Imbalance (Yellow) ......................................... 29
3.2.12.1 Piper PA-46-500TP (Meridian) .................................... 30
3.2.12.2 Pilatus PC-12 (S/N 112-888) ........................................ 30
3.2.12.2.1 BALANCE ON Indication (Green) ......................... 30
3.2.12.2.2 IMBALANCE (Yellow) ........................................... 30
3.2.13 Fuel Quantity Indication Failure (PC-12 only) ......... 31
3.2.14 Turboprop Auto-Ignition Failure............................. 31
3.2.14.1 Ignitors Not Activated ................................................. 31
3.2.14.2 Ignitors Not Deactivated ............................................. 31
3.2.15 Turboprop Engine-Start Abnormal Procedures ...... 32
3.3 WARNING, CAUTION, STATUS, AND ADVISORY
ANNUNCIATIONS ............................................................ 33
3.3.1 WARNING Annunciations – RED or RED ............. 33
3.3.2 CAUTION Annunciations – YELLOW or YELLOW
34
3.3.3 Status Annunciations – GREEN ............................. 37
3.3.4 Advisory Annunciations – WHITE ......................... 38
3.3.5 Engine Text Lamps ................................................. 39
3.4 ENGINE EXCEEDANCES ................................................... 39

3.1 Emergency Procedures
3.1.1 PFD Failure
PFD failure is indicated by the loss of displayed information on the
PFD, including a blank, frozen, or unresponsive display.
1. Use standby flight instruments for attitude, airspeed,
altitude, and heading reference.
NOTE
When a 7” display is operating in PFD/EIS
display backup mode, the fuel selector should be
positioned to use fuel from a tank for which fuel
quantity is indicated unless it is deemed
operationally necessary by the pilot to select a
tank for which quantity is not indicated.
NOTE
In some installations, auxiliary or tip fuel quantity
gauges may not be available in PFD/EIS
composite display backup mode.
2. Refer directly to the navigation source for navigation

information (such as GPS).
3. Seek VMC or land as soon as practical.
If autopilot is engaged:
4. Verify autopilot mode and cross check against standby
flight and navigation data.
3.1.2 Blank Screen
If the installed equipment in the aircraft includes a GDL 60

Wireless Access unit:
1. Press the screen or rotate either knob at least one click.
If the display returns:
2. Open the CNXT and CNXT BATT circuit breakers.
If the screen is still blank or there is no GDL 60 Wireless Access

unit in the aircraft, refer to procedure 3.1.1 PFD Failure.

3.1.3 AHRS Failure
AHRS failure is indicated by the removal of the attitude/heading
information and a red X on the PFD. Rate-of-turn information
(heading trend vector) will not be available. A heading failure will
also occur as described in Section 3.2.1.
1. Use Standby Attitude Indicator.
If multiple AHRS sources are installed:
3. Select operative AHRS using the PFD Sensors menu
NOTE
If the AHRS is restarting in flight without an
operative GPS navigator, attempt to minimize
maneuvering and turbulence during and after
the restart process. Without an operative GPS
navigator, excessive maneuvering or
turbulence may prevent the AHRS from
completing alignment properly. Continue to
minimize maneuvering and seek smooth air
for the first 5 minutes after the attitude
becomes valid following the in-air alignment
restart. If maneuvering or turbulence cannot
be avoided, carefully cross-check the AHRS
for correctness against other flight
instruments.
3.1.4 ADC Failure

ADC failure is indicated by:
• Red X over the airspeed and altitude tapes
• Yellow X over the vertical speed tape
• Dashed out TAS and OAT fields
Wind calculations will also be unavailable. If valid GPS data is
available, the PFD will automatically revert to display GPS
calculated altitude relative to mean sea level. GPS altitude is
displayed at the top of the altitude tape.
1. Use Standby Airspeed Indicator and Altimeter
2. Seek VMC or land as soon as practical
If multiple ADC sources are installed:
3. Select operative ADC using the PFD Sensors menu

3.1.5 ATTITUDE, ALT, HDG, or IAS monitor CAUTION
If an ATTITUDE, ALT, HDG, or IAS monitor CAUTION is
displayed in amber on the attitude display or airspeed/altitude tape:
Figure 3-1- Miscompare Flags
1. Cross check flight instruments against all available

information to determine which indications are correct
2. Seek VMC or land as soon as practical
NOTE
White ATTITUDE/ALT/HDG/IAS
annunciations indicate that the other
AHRS/ADC source is not available.

3.1.6 Aircraft Electrical System Failure
In the event of a total loss of aircraft electrical power, the
G500/G600 TXi system will cease to operate, except for displays
which are equipped with an optional backup battery. Refer to
procedures for failure of affected equipment and operation on
backup battery. For power loss effects on the G5 standby, see the
AFMS for the G5, 190-01112-13.
3.1.7 Operation on Backup Battery (if installed)
Displays equipped with a backup battery will continue to operate
after a loss of aircraft electrical power. Twin engine aircraft
equipped with EIS will lose right engine gauges, fuel quantity from
the right tank(s), and amps and volts from the right side. Operating
on backup battery power is indicated by the presence of a battery
icon on the affected display and a system advisory. A minimum of
30 minutes of operation on the backup battery is provided.
1. Seek VMC or land as soon as possible.
3.1.8 Display Backup Malfunction
Display backup malfunction is indicated by repeated changes to the
display layout (e.g., display changes back and forth between normal
and backup mode).
1. Select Display Backup switch to ON to force all displays
into backup mode.
3.1.9 Backup Battery Malfunction
A malfunction of the backup battery is indicated by the following
indication:
Figure 3-2 Backup Battery Caution

.
3.1.10 EIS Failure

EIS failure is indicated by the loss of displayed information on the
EIS, including a blank, frozen, or unresponsive display of EIS
parameters.
1. Position engine controls to ensure operation within engine
limitations.
Attitude Indicator (flashing amber STBY PWR light)
(Mid Continent 4300 Series)
When a 3-inch electric standby attitude indicator is installed, loss of
primary electrical power to the attitude indicator is annunciated by a
flashing amber light on the indicator. The attitude indicator is
operating on backup battery power, and pilot action is required for
the gyro to continue operating.
1. Press STBY PWR button on the indicator one time.
2. Verify that the flashing amber light extinguishes.
3. Verify that the red gyro warning flag is not displayed.
4. Seek visual meteorological conditions (VMC) or land as
soon as practical (operation of standby attitude indicator is
limited by battery life).
WARNING
Do not press the STBY PWR button a second
time after the flashing amber light
extinguishes. This will turn off the backup
battery and the red gyro warning flag will be
displayed. If the STBY PWR button is
inadvertently pressed and the red gyro
warning flag is displayed, press the STBY
PWR button again to return to battery power
operation (red gyro warning flag should not be
displayed).
3.1.12 Loss of Electrical Power to the Garmin GI-275 Standby

Attitude Indicator
When the GI-275 loses primary power, a yellow battery icon will
appear on the ADI. This indicates the GI-275 is operating on battery
power. The battery will operate the system for ~30 minutes.
1. Seek visual meteorological conditions (VMC) or land as

soon as practical (operation of standby attitude indicator is
limited by battery life).

Attitude Indicator (flashing or steady amber STBY
text) (Mid Continent 4200 Series)
When a 2-inch electric standby attitude indicator is installed, loss of
primary electrical power to the attitude indicator is annunciated by
amber STBY text on the Annunciation Control Unit. The attitude
indicator is operating on backup battery power, and pilot action may
be required for the gyro to continue operating.
If the amber STBY text is flashing (manual operation):
1. Press the STBY PWR button one time.
2. Verify that the amber STBY text is steadily
illuminated.
3. Verify that the red gyro warning flag is not
displayed.
4. Seek visual meteorological conditions (VMC) or
land as soon as practical (operation of standby
attitude indicator is limited by battery life).
If the amber STBY text is steadily illuminated (automatic
operation):
1. Verify that the red gyro warning flag is not
displayed.
2. Seek visual meteorological conditions (VMC) or
land as soon as practical (operation of standby
attitude indicator is limited by battery life).
WARNING
Do not press the STBY PWR button when the
amber STBY text is steadily illuminated. This
will turn off the backup battery and the red
gyro warning flag will be displayed. If the
STBY PWR button is inadvertently pressed
and the red gyro warning flag is displayed,
press the STBY PWR button again to return to
battery power operation (red gyro warning
flag should not be displayed).
3.1.14 TAWS/Terrain Alerts

The following table describes the terrain alerting used in this
system.

Table 3-1 TAWS/Terrain Alerts
Aural Alert Visual Alert Action
“Terrain, Terrain Disconnect autopilot and
Pull up, Pull up” initiate maximum
performance climb
-OR- (maximum takeoff power
“Obstacle, and best angle of climb
Obstacle airspeed)
Pull up, Pull up”
-OR- NOTE: Only the climb
“Wire, Wire -OR- maneuver is
Pull up, Pull up” recommended, unless
operating in VMC or it is
-OR- determined, based on all
-OR-
“Warning, available information, that
Terrain, Terrain” turning in addition
climbing is the safest
-OR- -OR- course of action.
“Warning,
Obstacle,
Obstacle”
-OR-
“Warning, Wire,
Wire”
-OR-
“Pull up”
“CAUTION, Take corrective action
Terrain” until the alert ceases.
-OR- Using all available
-OR-
information to determine
“CAUTION, the appropriate action,
Obstacle” alter the flight path away
-OR- -OR- from the threat by
“CAUTION, stopping descent,
Wire” climbing, and/or turning.
Establish climb to the

“Too low,
minimum altitude for
Terrain”
present position/procedure
“Sink Rate” Decrease rate of descent
Establish a positive rate of

“Don’t sink”
climb

3.1.15 FUEL IMBALANCE (Red)
The fuel imbalance has exceeded the aircraft limitation. A fuel leak,
fuel ice or another problem may be preventing the fuel balancing
system from functioning. Refer to the aircraft specific procedures
below.
3.1.15.1 Pilatus PC-12 (S/N 112-888)

The fuel imbalance is greater than 40 gallons (~268 pounds). The
system should turn off the heavy wing fuel pump (if in the fuel
pump is selected to AUTO).
1- If On-Ground ............................................ Do Not Take Off
2- Refer to the aircraft AFM Emergency procedures for

“AUTO FUEL BALANCING FAILURE”. Wherever “fuel
segments” are referenced in that procedure, use conversion
table in section A.2 of Aircraft Specific EIS Data of this
AFMS to equate “segments” to fuel quantity on the TXi
EIS fuel quantity gauges.

3.2 Abnormal Procedures
3.2.1 Heading Failure - Airborne
Heading failure is indicated by removal of the digital magnetic
heading display on the HSI and a red annunciation.
If GPS ground track is available, it will automatically be displayed
in place of heading when airborne. The heading bug and course
pointer will continue to function normally, using GPS ground track
as a reference instead of magnetic heading.
If GPS track is not available:
1. Use standby compass for heading reference.
NOTE
Without magnetic heading or GPS track, the
CDI provides no directional information. Only
course deviation information is presented, and
the orientation of the CDI is based on the
selected course, regardless of aircraft heading.
Course deviation indications will behave like a
traditional CDI. VOR deviations will be
relative to the selected course with a
TO/FROM indication. Localizer deviations
will not be affected by the selected course, and
reverse sensing will occur when tracking
inbound on a localizer back course.
3.2.2 Heading Failure – On the Ground

Heading failure is indicated by removal of the digital magnetic
heading display on the HSI and a red annunciation.
1. Do not take off.
3.2.3 Display Fan Failure

Display fan failure is indicated by an amber
annunciation on the affected display. Without fan cooling, the
affected display will overheat and shutdown.
1. Prepare for loss of the affected display.

3.2.4 GPS Data Failure
GPS data failure may be indicated by any or all of the following:
• Loss of GPS course deviation information on HSI
• Amber “LOI” text on the PFD
• Amber “DG” text on the PFD
• Amber “NO GPS POSITION” text on the moving map
• Loss of waypoint bearing/distance information
1. Select alternate GPS source, if available, by pressing
“CDI” button on PFD.
If alternate GPS source is not available:
2. Select alternate navigation source (VOR, LOC, or
ADF, if available) or refer directly to external
navigation data.
3.2.5 Navigation Data Failure (VOR/LOC/GS/ADF)
Navigation data failure may be indicated by any or all of the
following:
• Loss of course deviation information on PFD
• Loss of glideslope/glidepath information on PFD
• Loss of bearing pointer on HSI
1. Select alternate navigation source or refer directly to
external navigation data.
3.2.6 Synthetic Vision Malfunction
If the synthetic vision depiction is known or suspected to be
inaccurate or malfunctioning:
1. Turn off synthetic terrain using the PFD Terrain/SVT
menu.

3.2.7 Electrical Load Shedding
The following equipment is considered non-essential. If it becomes
necessary to reduce electrical load (for example, during loss of
generators or alternators), power to these units may be removed in
the order listed.
1. PFD ADAPTER circuit breaker(s) [if installed] – PULL
NOTE
When the PFD ADAPTER is shed, this may
result in the loss of autopilot function and/or
loss of some navigation data on the PFD
(VOR/LOC, ADF, DME, radar altimeter).
2. PFD CTLR circuit breaker(s) [if installed] – PULL
NOTE
Any non-required displays on the co-pilot side
may also be powered off.
3.2.8 AHRS ALIGN

If an “AHRS ALIGN / Keep Wings Level” annunciation is
displayed on the attitude indicator in flight, limit aircraft operation
to:
• ±10º bank
• ±5º pitch
• 200 KTAS or less
CAUTION
Exceeding these values may delay or prevent
AHRS alignment.
3.2.9 EIS Display Parameter Failure
Indicated by individual parameters having a red or yellow X drawn
through the gauge and data removed (see EIS failure procedure for
loss of entire EIS function).
1. Monitor remaining parameters and set engine controls to
operate within limitations.
3.2.10 G5 Standby Reset
If a G5 is used as a standby for the TXi, and for any reason does not
respond to the power button to turn on or off the G5, a hard reset
needs to be performed on the G5. To perform a hard reset, use the
following procedure.
1. Press and hold the power button on the G5 for 15 seconds.
3.2.11 Emergency Descent Mode (EDM)
If the aircraft if equipped with a GFC 600 autopilot capable of
Emergency Descent Mode, the pilot’s PFD will host menu buttons
and alerting for EDM in the event of activation/deactivation or
system malfunctions.
If the aircraft if equipped with a GFC 600 autopilot capable of

Emergency Descent Mode, the following procedures apply:
3.2.11.1 Emergency Descent Mode Automatic Activation

If the aircraft is above the activation altitude with the autopilot
engaged, and the cabin altitude climbs above the configured
threshold, automatic activation of EDM will commence. Refer to
the Airplane Flight Manual Supplement for the GFC 600 for
specific EDM altitude triggers and EDM behaviors.
To Temporarily Inhibit Automatic EDM Activation
1. Select the “Inhibit EDM” button on the EDM popup

when presented on the PFD. This will inhibit
automatic EDM for 5 minutes.
To Inhibit Automatic EDM Activation (for the duration of the flight)
1. Deselect the “Auto EDM” button on the PFD

→ System menu.
- or -
2. Override EDM when it is activated by pressing the

A/P DISC button on the control yoke, or the “AP”
button on the GFC 600.
To Re-enable Automatic EDM Activation
1. Select the “Auto EDM” button on the PFD → System

menu.
3.2.12 Fuel Imbalance (Yellow)

The aircraft fuel tanks have exceeded the configured limit for fuel
balancing. The pilot should take appropriate action to correct the
fuel imbalance. Certain aircraft require specific procedures and are
described below.

3.2.12.1 Piper PA-46-500TP (Meridian)
The fuel imbalance annunciator and boost pumps are controlled by
the Garmin TXi fuel imbalance monitor. The FUEL IMBALANCE
alert in the TXi will flash until acknowledged. The following
procedures apply to the PA-46-500TP aircraft:
If the imbalance is greater than 25# but less than 40#:
1- Comply with the aircraft AFM Emergency Procedure for

FUEL SYSTEM Imbalance.
NOTE
The TXi fuel imbalance is illuminated and
flashes when the imbalance is 25# or greater.
There is no other indication that the fuel
imbalance exceeds 40# other than display of
the fuel quantity. The pilot must monitor the
imbalance and take further action should
the imbalance exceed 40#.
If the fuel imbalance exceeds 40#:
1- Comply with the aircraft AFM Emergency Procedure for

FUEL SYSTEM Imbalance Indications for the flashing
“FUEL IMBALANCE” annunciation.
3.2.12.2 Pilatus PC-12 (S/N 112-888)

The original aircraft fuel imbalance system was replaced with the
Garmin TXi fuel imbalance monitor. The following procedures
apply to the PC-12 aircraft.
3.2.12.2.1 BALANCE ON Indication (Green)

A fuel imbalance of greater than 10.5 gallons (~70 pounds) exists.
The automatic fuel imbalance system has activated the heavy-side
fuel pump to balance the fuel between tanks. No pilot action is
required.
3.2.12.2.2 IMBALANCE (Yellow)

The fuel imbalance system may not be functioning correctly. The
fuel imbalance is between 26.4 (~177 pounds) gallons and 40
gallons (~268 pounds).

3.2.13 Fuel Quantity Indication Failure (PC-12 only)

If the EIS shows a yellow X on one or more of the fuel quantity
indications or the total fuel quantity data field, the automatic fuel
balancing system will not operate.

NOTE
While in-flight, periodically disconnect the
autopilot and verify the control forces for
wings level flight do not require abnormal roll
trim input. If abnormal roll trim is required,
proceed to the FUEL IMBALANCE (Section
3.1.15) emergency procedure in this AFMS.
3.2.14 Turboprop Auto-Ignition Failure
If the GDU is configured as the auto-ignition controller in the
system (see Section 1.11.3), use the following procedures in the
event of abnormal ignition function.
3.2.14.1 Ignitors Not Activated

If the ignitors are not activated as expected during engine start or
flame-out:
1. Turn ON the ignitors manually with the aircraft ignition
switch.
3.2.14.2 Ignitors Not Deactivated
If the ignitors are not de-activated as expected during engine
shutdown:

1. Turn the ignitors switch to AUTO with the
aircraft ignition switch.
2. If the ignitors are still active, open the ignitor
circuit breaker(s).
3.2.15 Turboprop Engine-Start Abnormal Procedures
If the GDU is configured as the engine-start computer in the system
(see Section 1.11.3), use the AFM procedures in the event of
abnormal engine start indications.

3.3 WARNING, CAUTION, STATUS, and ADVISORY
Annunciations
The following tables show the color and significance of the warning,
caution, and advisory messages for G500/G600 TXi displays.
NOTE
Some aircraft AFM procedures refer to alert
blink rates to differentiate between a caution
or warning condition. TXi cautions are colored
yellow, and warnings are colored red.
3.3.1 WARNING Annunciations – RED or RED

Annunciation Pilot Action Cause
EDM Take all appropriate The pilot or autopilot
actions to correct the has initiated an
condition that triggered emergency descent.
the emergency descent.
ENGINE Observe the warning One or more engine
indication on the EIS parameters have
display and take exceeded a warning
appropriate action. threshold.
HDG FAIL Use Standby Magnetic Display system is not
Compass or GPS track receiving valid
information. heading input from
the ADAHRS or
AHRS; accompanied
by a red X through the
digital heading
display.
IMBALANCE Follow the imbalance Fuel imbalance has
procedures in Section exceeded the aircraft
3.1.15 of this AFMS. limitations.
Red Airspeed Take immediate action to An Indicated
Parameter correct the airspeed Airspeed (IAS) or
limitation being MACH speed
exceeded. limitation has been
exceeded.
Red Engine Take appropriate action The engine parameter
Parameter to correct condition has exceeded the
causing engine parameter warning threshold.
exceedance.
Red X Reference the data source A red X through any
or alternate equipment. display field, indicates
that display field is
not receiving data or
is corrupted.

AHRS ALIGN Limit aircraft attitude to Attitude and
– Keep Wings ±10º bank and ±5º pitch Heading Reference
Level as AHRS Aligns - OK System is aligning.
to taxi. AHRS may not align
with excessive
pitch/bank angles.
AHRS NOT Remain stationary and AHRS sensors are
READY – Do allow AHRS to finish not ready for flight.
Not Takeoff initialization and allow Additionally, the
navigators to acquire interfaced navigator
sufficient GPS position. does not have
sufficient GPS
position.
ALT, HDG, or Cross-check the flagged Difference detected
IAS information against between displayed
other sources to identify airspeed, heading, or
erroneous information. altitude (dual ADC
installations only).
ATTITUDE Fly aircraft manually The PFD attitude
and crosscheck attitude monitors have
Note: indication with standby detected an AHRS
Autopilot may attitude indicator and malfunction or an
automatically other sources of attitude error between AHRS
disconnect information (airspeed, sources (if two
heading, altitude, etc.) sources installed).
Autopilot will
disconnect if AHRS
is being used to drive
the autopilot.
BACKUP GPS Observe limitations No external GPS
regarding use of backup data is available, and
GPS system is using
backup GPS.
EDM Understand that EDM mode is not
emergency descent functional. Refer to
mode on the autopilot is the system advisory
not functional. message for details.
ENGINE Observe the caution One or more engine

indication on the EIS parameters have
display and take exceeded a caution
appropriate action. threshold.
FAN FAIL Prepare for loss of Cooling fan for the
display. Display may display has failed.
overheat and shut down.
GLIDE Follow the Smart Glide Smart Glide is
procedures in the GTN active.
Xi AFMS.
IMBALANCE Follow the imbalance Fuel tank imbalance
procedures in the 3.2.12 exists between the
of this AFMS. tanks connected by
the yellow line.
L ENG or R Be aware that the EIS The engine may be
ENG has detected a producing
significant power significantly less
difference between two power than the other
engines. engine and the
rudder bias system
has engaged. See the
GFC 600 AFMS for
more details.
MAG ANOM Be aware that the The AHRS has
(text near the heading indications may detected a magnetic
heading be misaligned until clear anomaly. This
readout) of the magnetic generally occurs near
interference. large buildings or
metallic areas. Take
off with MAG
ANOM is
permitted.
NO AP DATA Verify autopilot mode Autopilot mode of
of operation using operation is not
alternate means. available.
No GPS Use alternate GPS data is
Position information for unavailable.
positional and
situational awareness
ON ADC 1/2 Confirm intended ADC The PFD is using the
source selection cross-side ADC

(dual PFD and ADC
installations only).
ON AHRS 1/2 Confirm intended The PFD is using the
AHRS source selection cross-side AHRS
(dual PFD and
AHRS installations
only).
RB FAIL No action necessary. Rudder bias system
has failed on the
GFC 600. See the
GFC 600 AFMS for
more details.
TAWS N/A, Use vigilance, terrain Database errors or
TAWS FAIL depiction and TAWS lack of required GPS
alerting is no longer position.
provided.
TRAFFIC Visually acquire the The interfaced traffic
traffic to see and avoid. system has
determined that
nearby traffic may be
a threat to the
aircraft.
Yellow EIS Take appropriate action The engine
Parameter to correct condition parameter has
causing engine exceeded the caution
parameter exceedance. threshold.
Yellow X Reference the data A yellow X through
source or alternate any display field,
equipment. indicates that display
field is not receiving
data or is corrupted.

3.3.3 Status Annunciations – GREEN
BALANCE ON None Automatic fuel
imbalance system is
ON.

3.3.4 Advisory Annunciations – WHITE
ATTITUDE, Be aware that the The other (unselected)
ALT, HDG, or other (unselected) AHRS/ADC source is
IAS AHRS/ADC unavailable.
(text on PFD) source is not
available
EDM Be aware that Automatic EDM
automatic EDM engagement has been
activation will not inhibited by the pilot.
occur.
ESP Be aware the GFC 600 ESP has been
GFC 600 pitch activated. See the GFC
ESP is active. 600 AFMS for more
details.
MAG ANOM Be aware that the The AHRS has detected
(text near the heading a magnetic anomaly.
heading readout) indications may This generally occurs
be misaligned near large buildings or
until clear of the metallic areas. Take off
magnetic with MAG ANOM is
interference. permitted.
ON ADC 1/2 Confirm intended The PFD is using the
ADC source secondary ADC (single
selection. PFD installation only).
ON AHRS 1/2 Confirm intended The PFD is using the
AHRS source secondary AHRS
selection. (single-PFD installation
only).
RB OFF No action Rudder bias system has
necessary. been manually
deactivated. See the
GFC 600 AFMS for
more details.
Various View and Typically, they indicate
Advisory understand all communication issues
Messages may advisory within the TXi System.
appear in the messages. Refer
Advisory list, to the TXi Pilot
accessed by Guide for
pressing the appropriate pilot
Advisory key. or service action.

3.3.5 Engine Text Lamps
Annunciation System Description
BETA Propeller beta valve is OPEN. Indicates the
propeller is in the reverse operating range.
BLEED Bleed valve is OFF
IGN Engine ignition is ON
INSEP Inertial separator is OPEN
START (White) Stater is ENGAGED
START (Blue) The starter was shut off before the engine
reached a stable running state. Used for
starter cooling timing.
3.4 Engine Exceedances

When the TXi system includes Turboprop EIS, engine exceedance
and some basic airframe exceedances can be logged in the system.
Should an exceedance occur, the pilot is notified 30 seconds after
the exceedance has ended via a system advisory. The pilot will be
reminded of the exceedance when on the ground with a system
advisory until the exceedance is acknowledged on the System →
Logs → Exceedances page. Additional details regarding the
exceedance are available on the exceedance log page. All
exceedance thresholds are configured by the installer and will vary
from aircraft to aircraft. Refer to the EIS Appendix of this
document for aircraft specific details.

NORMAL PROCEDURES
4.1 BEFORE TAKEOFF ........................................................... 41
4.1.1 Master Caution and Warning System Check .......... 41
4.1.2 Integrated Standby System Check .......................... 42
4.1.3 Electric Standby Attitude Gyro (Mid Continent 4200
and 4300 Series) ..................................................................... 42
4.2 AUTOPILOT OPERATION .................................................. 43
4.2.1 Autopilot Disconnect Test ...................................... 43
4.2.2 Autopilot NAV / APR mode coupling ...................... 43
4.2.3 GPSS Emulation ...................................................... 43
4.2.4 Altitude Preselect ................................................... 44
4.2.4.1 S-Tec 55/55X Autopilots.............................................. 44
4.2.4.2 Collins Autopilots ........................................................ 45
4.2.4.3 Bendix/King Autopilots ............................................... 45
4.2.4.4 Cessna Autopilots ....................................................... 46
4.2.4.5 Garmin Autopilots ....................................................... 46
4.2.5 Vertical Speed Bug Coupling .................................. 47
4.2.5.1 S-Tec 2100/55/55X and Avidyne DFC90 Autopilots .... 47
4.2.5.2 Bendix/King Autopilots ............................................... 47
4.2.5.3 Garmin Autopilots ....................................................... 48
4.3 COLD WEATHER COMPENSATION ................................... 48
4.4 TRUE COURSE NAVIGATION OR MANUAL MAGNETIC
VARIATION NAVIGATION ............................................... 49

4.1 Before Takeoff
1. Review displays for any abnormal warning, caution, or
advisory indications.
WARNING
It is prohibited to initiate flight when a “Service Required”
advisory is present on the PFD, MFD, or EIS display.
2. If equipped with a TAWS/Terrain warning system, ensure

that the terrain alert audio test can be heard clearly (a
system test audio clip is played during the startup self-
test).
3. Visually verify the fuel quantity on board during the
exterior preflight checks and enter that value into the fuel
computer if equipped.
4. If configured with fuel quantity systems that include a fuel
conditioner, ensure all fuel tanks have been initialized and
no fuel tanks are represented with a gray barber pole. See
Section 7.19.8 for more details.
4.1.1 Master Caution and Warning System Check
For TXi EIS systems connected to the aircraft Master Caution and
Master Warning annunciators, complete the Annunciation Push to
Test from the EIS menu to verify the system functionality.
1. Press the ENGINE CAUTION Button. Verify the aircraft
master caution light illuminates.
2. Press the aircraft master caution button. Confirm the
following:
• The yellow “Acknowledged” annunciation is shown on
the EIS
• The master caution light extinguishes on the aircraft
button
• The green bar on the test button for master caution is
extinguished
3. Press the ENGINE WARNING Button. Verify the master
warning aircraft light illuminates.
4. Press the aircraft master warning button. Confirm the
following:
• The red “Acknowledged” annunciation is shown on the
EIS
• The master warning light extinguishes on the aircraft
button
• The green bar on the test button for master warning is
extinguished
4.1.2 Integrated Standby System Check
1. Verify that no amber or red battery icon is displayed on the
PFD.
2. Verify that attitude, heading, altitude, and airspeed are
displayed normally on the PFD (no warnings, cautions, or
advisories related to these functions).
3. Select the “Display Backup” switch to the ON position
a. Verify that the standby PFD information is
displayed on the backup display (MFD becomes a
PFD display, or both displays become PFD/EIS
composite displays)
b. Ensure that attitude, heading, altitude, and
airspeed are displayed normally on the standby
PFD (no warnings, cautions, or advisories related
to these functions)
4. Select the “Display Backup” switch to the AUTO position
and verify that both displays return to their normal PFD,
MFD, or EIS state.
WARNING
Failure to verify these functions before flight may result in
the loss of all attitude or air data or both, resulting in loss
of aircraft control.
4.1.3 Electric Standby Attitude Gyro (Mid Continent 4200

and 4300 Series)
When an electric standby attitude gyro is installed, test the backup
battery before takeoff.
1. Apply power to electric standby attitude gyro and allow
the gyro to reach operating speed (approximately 5
minutes).
2. Verify that the red gyro flag is not in view.
3. Press and hold the STBY PWR button until the amber
annunciator begins to flash.

4. Verify that the green annunciator is displayed
continuously, and the red annunciator is not displayed for
the duration of the test (approximately 1 minute).
CAUTION
The standby attitude gyro must be considered
inoperative if the red annunciator is displayed
during the test.
4.2 Autopilot Operation
4.2.1 Autopilot Disconnect Test

In some installations, the autopilot may receive attitude from an
installed PFD Adapter. This adapter converts digital AHRS attitude
into analog attitude for use by the autopilot. If this is installed, an
“AP DISC” button will be present in the PFD Test Menu, and this
function must be tested using the following procedure.
1. While on the ground, engage the autopilot.
2. In the PFD Test Menu, press the AP DISC button and
verify that the autopilot disconnects.
CAUTION
Do not use the autopilot if the AP DISC button
fails to disengage the autopilot normally.
4.2.2 Autopilot NAV / APR mode coupling
To couple the autopilot NAV / APR mode:
1. Select the desired navigation source on the Pilot’s PFD
with the CDI button.
2. Select the desired NAV / APR mode on the autopilot.
NOTE
The autopilot will use the navigation source
that is displayed on the Pilot’s PFD.
4.2.3 GPSS Emulation
To use emulated GPSS roll steering commands with autopilots that
do not support GPSS roll steering in NAV / APR modes:
1. Select the desired GPS navigation source on the Pilot’s
PFD.
2. Enable GPSS emulation on the PFD using one of the
following methods:

a. Use the AP HDG REF button in the heading
context menu
b. Use the GPSS button on the PFD controller (if
installed)
c. Select GPSS on the external HDG/GPSS switch
(if installed)
3. Engage the autopilot in HDG mode.
NOTE
When GPSS emulation is enabled, the heading
bug will be hollowed out, and the PFD
heading button will display “GPSS” text along
with a crossed-out heading bug. The “GPSS”
text will be white when GPSS commands are
available, and it will be amber when there is
no GPSS command available.
Figure 4-1 HSI: GPSS Emulation Active
NOTE
GPSS can be enabled from PFD 2, but GPSS
is not annunciated on PFD 2. The GPSS
commands to the autopilot are based on the
GPS source displayed on PFD 1.
4.2.4 Altitude Preselect
Certain autopilots may use the PFD selected altitude bug for
altitude preselect and capture. Except as described in this section,
refer to the autopilot AFMS and/or Pilot’s Guide for autopilot
system operation.
4.2.4.1 S-Tec 55/55X Autopilots
To preselect and capture a selected altitude:
1. Select the desired altitude with the PFD selected altitude
bug.
2. On the autopilot programmer computer press/hold VS then
press ALT to arm altitude hold mode.
4.2.4.2 Collins Autopilots
1. Select the desired altitude
with the PFD selected
altitude bug.
2. On the autopilot flight
control panel select ALT
SEL mode.
CAUTION
Changing the selected altitude bug while ALT
SEL mode is selected may result in autopilot
mode changes. Verify the autopilot mode after
changing the selected altitude.
4.2.4.3 Bendix/King Autopilots
bug.
2. Press the ALT CAP button in the ALT context menu or the
ARM button on the PFD controller to arm or disarm the
selected altitude.

CAUTION
Changing the selected altitude bug while
ALTC mode is active will result in
cancellation of ALTC mode. Verify the
autopilot mode after changing the selected
altitude.
NOTE
When the selected altitude is armed for
capture, ALTC is displayed in white text in the
upper right corner of the PFD. When altitude
capture mode is active, ALTC is displayed in
green text in the upper right corner of the
PFD. When a KA 315 annunciator panel is
installed, the “ALT ARM” annunciator on this
panel will not be operative.
NOTE
KFC 200/250 autopilots will inhibit glideslope
(GS) mode if altitude capture (ALTC) mode is
engaged during glideslope intercept.
4.2.4.4 Cessna Autopilots
bug.
2. Press the ALT CAP button in the ALT context menu or the
ARM button on the PFD controller to arm or disarm the
selected altitude.
NOTE
When the selected altitude is armed for
capture, ARMED is displayed in white text
above the selected altitude.
4.2.4.5 Garmin Autopilots
bug.
2. The altitude selected will be the armed mode for altitude
capture. When the aircraft reaches the selected altitude, the
autopilot will automatically switch to ALT mode.

4.2.5 Vertical Speed Bug Coupling
Certain autopilots may be coupled to the PFD vertical speed bug for
maintaining a selected vertical speed. Except as described in this
section, refer to the autopilot AFMS and/or Pilot’s Guide for
autopilot system operation.
4.2.5.1 S-Tec 2100/55/55X and Avidyne DFC90 Autopilots
To select and maintain a vertical speed:
1. Select the desired vertical speed with the PFD vertical
speed bug.
2. On the autopilot programmer computer press VS to engage
vertical speed mode.
NOTE
The selected vertical speed will automatically
be reduced toward zero when approaching the
selected altitude bug. AUTO will be displayed
in the vertical speed context menu button
when vertical speed is being reduced
automatically. Manually changing the selected
vertical speed while AUTO is displayed will
cancel automatic vertical speed reduction.
NOTE
The VS knob on the Avidyne DFC90 autopilot
will synchronize with the PFD VS bug on the
TXi PFD. The VS bug value may be adjusted
from either the TXi PFD or the DFC90
4.2.5.2 Bendix/King Autopilots
1. Press the VS ENG button in the VS context menu or the
ENG button on the PFD controller to sync the VS to
current vertical speed and engage vertical speed mode.
speed bug.
NOTE
When engaging VS mode, the VS bug will be
synced to the current vertical speed. VS is
displayed in green text in the upper right
corner of the PFD to indicate that VS mode is
engaged.

While VS mode is engaged, the vertical speed bug may be
changed by:
• Adjust the vertical speed bug with the PFD knob, or
• Press and hold the vertical trim rocker switch on the
autopilot in the desired direction, or
• Press the CWS button on the control wheel to synchronize
the vertical speed bug to the current vertical speed.
4.2.5.3 Garmin Autopilots
1. Press the VS button on the mode controller.
speed bug.
NOTE
When engaging the VS mode, the VS bug will
be synced to the current vertical speed. VS
displayed in green text in the upper right
corner of the PFD to indicate that VS mode is
engaged.
4.3 Cold Weather Compensation
In the PFD MENU → Minimums menu:

1. Select TEMP COMP as the minimums source.
2. Enter the temperature at the destination airport.
3. If equipped with a GTN Navigator, ensure the GTN
temperature compensation mode is enabled as desired.
NOTE
Pilots must coordinate with ATC when flying
temperature compensated approaches.

4.4 True Course Navigation or Manual Magnetic Variation
Navigation
1. Set the SYSTEM → Units → NAV ANGLE to the desired

value.
2. Ensure the setting matches the navigation angle selected
on all interfaced GPS/SBAS navigators.

PERFORMANCE
No change.
WEIGHT AND BALANCE
See current weight and balance data.

SYSTEM DESCRIPTION
Both a detailed G500/G600 TXi Pilot’s Guide and trainer software
applications are available to help the pilot familiarize themselves
with the features and functions of the TXi system.
A power button is provided at the top right corner of the bezel on
each display (lower left on GDU 700L). When the display is ON,
pressing the power button results in an onscreen menu with controls
prompting action to close the menu, power the display OFF, or
enter display backup mode (if applicable).
Two SD card slots are provided for loading software and databases
and for logging flight data. An optional Flight Stream 510 can also
be inserted into the top-most SD card slot to add wireless
capabilities to the TXi.
The following colors are used consistently within the TXi system:
Table 7-1 Annunciation Color Codes
Color Functions
Warning conditions
RED or RED
Operating Limits
Cautionary conditions
YELLOW or YELLOW
Conditional operating ranges
Safe operating conditions
Normal operating ranges
GREEN
VOR/Localizer Data
Engaged Modes
Scales and Markings
Current data and values
WHITE
Armed Modes
Advisory information
GPS Data
MAGENTA
Active flight plan legs
CYAN Pilot selectable

7.1 Controls Overview
Dual concentric knobs and a capacitive touchscreen provide control
of functions for the units. The touchscreen controls accept single
touch, two finger pinch, and single finger swiping actions. Virtual
“buttons” which can be touched to provide control functions are
depicted using white outlines, round corners, and shading. Display
range can be controlled using two finger pinching. Map panning
can be accomplished using single finger swiping. The enhanced
HSI map display range can be controlled using two finger pinch or
single finger swipe.
7.2 Glove Usage
No device may be used to cover fingers used to operate the TXi
display unless the Glove Qualification Procedure located in the
Pilot’s Guide has been successfully completed. The Glove
Qualification Procedure must be successfully completed for each
combination of pilot, glove, and GDU 1060/700P/700L that is
intended to be used.
7.3 Display Brightness
Display brightness is controlled automatically based on input to a
bezel mounted photocell. The brightness level can be manually
adjusted using controls in the System → Backlight selection.
Optionally, brightness can be controlled using cockpit lighting
dimmer switches or rheostats.
7.4 System Status

The G500/G600 TXi system status can be viewed via the status
page; this includes the GDU serial number and system ID of the
unit, the software version loaded on the unit, and the AHRS and
ADC software if the integral ADAHRS is installed.
An External LRUs list displays information and status of various
units that are interfaced to the TXi system. This list only includes
LRUs that can report status information, which is typically limited
to other Garmin LRUs. Software versions, serial numbers, and
LRU status are typically provided. A green checkmark indicates
normal online status, and a red X indicates offline or failed status.
Some LRUs, like the GDL 69, GSR 56, and GTX 345, provide a
button to see more detailed information about the status of that unit.
These LRU-specific status pages provide additional controls, like
the ability to register the unit, as applicable.

7.5 Databases
The G500/G600 TXi system utilizes databases to provide some
system functions.
Database status information is available to the pilot at system
startup on the MFD splash screen and during normal operations on
the MFD system status page for units with an MFD, or PFD Menu
for PFD only units. Controls are provided for enabling database
sync and chart streaming and for manually initiating a database
update. EIS-only units do not support database functions. System
time (as received from an interfaced GPS navigator or the internal
backup GPS) is used to determine if a database is within its
effective period. On the splash screen, databases are displayed in
amber if they are expired, not yet effective, or if the current
date/time is unknown. Databases are displayed in white if they are
within their effective date range. All database status information is
depicted in white on the System Status page.
The GDU utilizes two sets of databases – those which are active,
and standby databases which are databases whose valid period has
not yet begun. Upon reaching the effective date of a standby
database the pilot is prompted to update the database in use.
Internal database validation prevents incorrect data from being
displayed.
Databases can be updated using an SD card, by Syncing with other
compatible units, or using database concierge through a Flight
Stream 510 and PED. Databases are stored internally on the GDU.
The terrain and basemap databases are updated periodically and
have no expiration date.
The Garmin or Jeppesen navigation database contains data
associated with navigation including airports, navigation aids,
airways, airspaces, and other data.
The obstacle database contains data for obstacles and wires that
pose a potential hazard to aircraft. Obstacles 200 feet and higher are
included in the obstacle database. Wires which have been identified
as a hazard to fixed wing aircraft are included in the database.
Coverage of the obstacle database includes the United States and
Europe. Wire coverage is limited to the United States. This database
is updated on a 56-day cycle.

CAUTION
Not all obstacles or wires are included in the
databases.
The Garmin SafeTaxi database contains airport diagrams for
selected airports. This database is updated on a 56-day cycle.
The Garmin FliteCharts or Jeppesen ChartView electronic charts
database contains procedure charts for the coverage area purchased.
An own-ship position icon will be displayed on these charts when
the aircraft icon on the chart page is not X’d. This database is
updated on a 28-day cycle. If not updated within 180 days of the
expiration date, FliteCharts or ChartView will no longer function.
The airport directory database contains information on landing
facilities, such as operating hours, services available, and
transportation/lodging resources. Airport directory information may
be available from multiple sources and coverage areas. This
database is updated on a 56-day cycle.
The magnetic variation model contains data about variations in the
earth’s magnetic field based on location. This database is loaded
using the GDU and is stored on the AHRS. This database is
included with the navigation database and is updated on a five-year
cycle.
7.6 Crew Profiles
The crew profile function is provided for units which have an MFD
to allow the management of pilot-controlled settings. If the aircraft
is operated by multiple pilots, each pilot can recall their individual
settings for use. These profiles include settings from all displays in
the system.
Upon power up, the MFD splash screen provides the option for the
pilot to select a crew profile. If no selection is made the unit will
default to the crew profile used on the last power cycle. Profiles
can be managed via the System → Setup page. Only one profile
may be selected as active at a time. New profiles are created with
the settings currently in use.
7.7 Display Backup Modes
Display backup modes are provided to replace the functionality of a
failed PFD or EIS display by providing the same function on
another display. Display backup capability is enabled based on the
configuration of the GDUs installed in the aircraft. The display
backup mode is limited in space and may not show all engine
parameters normally available on the EIS display.

Figure 7-1 Twin Piston Display Figure 7-2 Single Engine Turboprop
Backup Display Backup
7.8 Integrated Standby System

For Class I and II aircraft, standby instruments (attitude, altitude,
airspeed) may be provided by a second GDU 700P display. The
integrated standby system consists of two GDU 700P displays
installed adjacent to each other, with one display configured as the
PFD and the second display configured as either an EIS or an MFD.
One display has an integrated ADAHRS and the other will be
interfaced to a GSU 75. A “display backup” switch is installed
which will force both displays into their display backup mode of
operation when activated.
A GBB 54 backup battery will provide power to the PFD and
sensors (GEA 110, GMU 44, GTP 59) in the event of primary
aircraft power failure. This configuration will provide the
following functionality:
• If the PFD fails or communication with the PFD is lost, the
MFD/EIS will automatically display its backup primary
flight information (attitude, altitude, airspeed) with the
MFD or EIS behaving as follows:
o An MFD will transition to a full-screen PFD
display
o An EIS will transition to a split-screen PFD/EIS
display
• The two displays monitor and compare the independent
attitude, altitude, and airspeed data. If either display
detects a difference between any of the parameters
(attitude, altitude, or airspeed), the MFD/EIS display will
automatically display its backup primary flight information
and amber annunciations will appear next to the data
generating the miscompare.
7.9 Electric Standby Attitude Gyro
If an electric standby attitude gyro is installed, the gyro operates
from the aircraft electrical system with a dedicated emergency
battery specific to the electric gyro. The electric attitude gyro
battery capacity may vary considerably depending on temperature,
charge status, and battery life condition. Low temperatures below
32°F will temporarily degrade battery capacity. Internal chemistry
will slowly degrade battery capacity over several years of operation
even when correctly maintained. A poorly maintained battery will
suffer accelerated degradation. Extended storage in a discharged
state and over-charging will permanently damage the battery.
Complete charging is required to bring the battery up to full
capacity if it has been unused for more than four months or has
been partially discharged.
7.10 Backup GPS
Each Garmin TXi GDU is equipped with a backup GPS receiver.
When the optional backup GPS antenna is connected, the TXi
system will provide 2D GPS position information from the backup
GPS if all the certified GPS sources are lost. There is no pilot
action required to enable use of backup GPS data.
Backup GPS data is only used to provide non-safety critical
functions after the failure of all certified GPS position sources.
Backup GPS data will only be provided if a valid GPS position has
been received from a certified GPS source since becoming airborne
and is subsequently lost.
Backup GPS data is utilized to provide the following functions:
ownship position on the moving map, GPS track display, waypoint
bearing/distance information, ground speed, and wind calculations.
When backup GPS data is in use, a yellow “BACKUP GPS”
annunciation is displayed on all georeferenced maps. Navigation
using backup GPS is not provided. Overlays of Stormscope®,
traffic, terrain, and obstacles on the moving map is disabled when
backup GPS is in use. Traffic information from TIS-A and TCAS
sources is still available on the traffic page. Other functions which
are inhibited include bearing pointer on waypoint info page, chart
geo-referencing, Synthetic Vision, GPS altitude displays, GPS
navigation status field, and terrain page display.
7.11 Aircraft Audio Interface
The Pilot PFD is interfaced to the aircraft audio system to provide
aural alerts (altitude alerter, minimums, terrain). If multiple PFDs
are installed, only the Pilot PFD is interfaced to the audio system (to
prevent duplicated aural alerts).
GDU 700P MFD displays may be interfaced to audio system for
terrain alerts or touch clicks, but only if there is no Pilot PFD
installed.
GDU 700P/700L EIS displays are not interfaced to the audio
system.
7.12 Advisory Notifications
An Advisory notification system is available on all installed GDUs.
This system notifies the pilot when a new advisory is available and
displays a queue of active advisories.
When a new advisory occurs, an “Advisory” button appears and
flashes at the bottom of each GDU.
Pressing the advisory button opens a popup window with a list of
the active advisories. Advisories are scrollable and are separated by
a horizontal line between entries.
Advisories are common to all GDUs, meaning that the same list of
advisories is displayed on all GDUs.
7.13 System Settings
The Setup page provides pilot controls for click volume, time
format, and local time offset. Controls are provided to set the
nearest airport criteria so that airports not usable by the aircraft type
do not appear in waypoint searches. A control is provided that
allows the pilot to select which weather receiver is used for the
weather shortcut accessed by turning the outer dual concentric
knob. Crew profiles are managed from this page. Settings on this
page are crossfilled to all other GDUs in the system.
Units of Measure for temperature, barometric pressure, nav angle,
altitude, fuel, distance, and wind speed are pilot controllable via the
System → Units page. These units are propagated throughout the
system with the exception of Air Temperature Reference and Fuel

Computer units which only affect the display being used to make
the selection.
The units and markings on the PFD are not user configurable. They
match the units as specified in the aircraft’s FAA approved
Airplane Flight Manual and standby instruments.
7.14 System Data Logging

The TXi system incorporates a data logging feature that can record
parameters related to the aircraft’s primary flight instruments,
engine indications, and aircraft configuration. Recorded data is
stored in internal memory and can be exported to an SD Card by the
pilot. Data logs can be sent via the Flight Stream 510 to a PED in
the cockpit. Additionally, if an engine exceedance is detected in the
system, a separate flight log is recorded during the exceedance
period with a higher data rate than the normal flight data log.
7.15 Primary Flight Display
PFD functions are controlled by the dual concentric knob located
adjacent to the PFD and using touchscreen controls. The outer
knob assigns the function of the inner knob and is annunciated at
the bottom of the display adjacent to the knob. The PFD knobs
control Selected Heading Bug, Course Pointer, Selected Altitude
Bug, Vertical Speed Bug, Airspeed Bug, and Barometric
Correction. In addition, the inner knob provides for numeric entry.
The knob function defaults to HDG if it is not rotated for a period
of 10 seconds.
When interfaced to a G5 via GAD 29, the TXi will send its BARO
setting to the G5 but the G5 cannot send its BARO setting to the
TXi. It is recommended that BARO SYNC be enabled when using
VNAV functionality as the GTN will only use the pilot-side BARO
unless there is a failure.
The PFD can also be controlled using the touchscreen controls.
Touching any of the buttons on the screen will display a context
sensitive menu. The inner knob may be used to directly change the
displayed value or buttons within the menu may be used to access
additional control or utilize the touchscreen to enter data.
The PFD can optionally be controlled using a remotely mounted
controller which provides dedicated knobs and buttons for Selected
Heading Bug, Course Pointer, Selected Altitude Bug, Vertical
Speed Bug, Airspeed Bug, Barometric Correction, and GPSS as
well as optional controls for interfaced autopilot functions.
A Menu button on the PFD provides access to additional controls
and settings.

7.15.1 Primary Flight Data
The PFD displays attitude, heading, airspeed, barometric altitude,

and vertical speed data. Airspeed and altitude displays include a six
second trend indicator.
Pilot selectable bugs may be provided for airspeed, altitude, vertical
speed, and heading.
The G500/G600 TXi requires at least one Garmin GPS/SBAS
navigation unit to ensure the integrity of the Attitude and Heading
Reference System. The ADAHRS or AHRS will continue to
operate in a reversionary mode if the GPS fails, and the attitude
display on the PFD will still be presented.
When dual ADC or AHRS sensors are installed and configured, the
pilot is provided with AHRS/ADC source selection controls via the
PFD Menu → Sensors menu.
The default ADC or AHRS source on power up is ADC 1 and
AHRS 1 for the pilot side PFD and ADC 2 and AHRS 2 for the co-
pilot side PFD.
For single PFD installations, selection of ADC 2 or AHRS 2 as the
sensor source will cause a “ON ADC 2” or “ON AHRS 2”,
respectively, to be displayed with black text on a white background,
to the right of the HSI.
For installations with two (2) PFDs, the pilot’s PFD will display
“ON ADC 2” or “ON AHRS 2” with black text on yellow
background if the sensor source is changed from the default. The
co-pilot’s PFD will display “ON ADC 1” or “ON AHRS 1” with
black text on yellow background if the sensor source is changed
from the default.
When dual ADC or AHRS sensors are installed and configured,
software monitors provide detection of sensor miscompares. If a
monitor detects a difference between sources exceeding the
allowable limit, a visual attitude, altitude, or airspeed miscompare
annunciation will be shown on the PFD.
Miscompares are annunciated using black text on a yellow
background as follows: airspeed miscompare is “IAS” shown below
the airspeed pointer, barometric altitude miscompare is “ALT”
below the barometric altitude pointer, heading miscompare is
“HDG” in the bottom of the digital heading display window, and
attitude miscompare is “ATTITUDE” on the attitude indicator. The
PFD inhibits the “HDG”, “IAS”, “ALT”, and “ATTITUDE”

annunciations in dual TXi PFD installations when both PFDs are
displaying the same sensor source.
A no compare monitor is used to determine when data to the second
ADC or AHRS source is not able to be used for comparison. No
compares are annunciated using black text on a white background
in the same location and same text as miscompare annunciations.
Figure 7-3- Miscompare Flags on SVT Figure 7-4- No Compare Flags
7.16 ADAHRS and AHRS Normal Operating Mode

The Attitude and Heading Reference System integrity monitoring
function requires external GPS and Air Data to be provided to the
AHRS. An ADAHRS receives Air Data internally and therefore
only requires external GPS.

NOTE
Attitude will remain valid if either GPS or Air
Data is lost.
NOTE
In dual GPS installations, only one GPS needs
to be available to the ADAHRS or AHRS for
IFR flight.
CAUTION
Changing the AHRS/ADC sensor source when
a white ATTITUDE/IAS/ALT annunciation is
displayed on the PFD will result in the
selection of an inoperative sensor source and
subsequent loss of information. Operating
both PFDs on the same sensor source will
inhibit the AHRS/ADC comparison monitor.
7.16.1 Attitude
The attitude display is a blue over brown presentation and
optionally can display synthetic vision data (SVT).
Standard rate turn marks are provided on the roll scale for bank
angles up to 30°. When a standard rate turn would be higher than
30° of bank, the indicator will be displayed at 30°. A turn rate
indicator is displayed across the top of the HSI compass dial. Tick
marks are shown for half-standard and standard rate turns.
If pitch exceeds 20° nose down or 30° nose up, or bank angle
exceeds ±65°, the attitude display will automatically declutter
removing non-essential data to facilitate recognition and recovery
from extreme attitudes. Red chevrons which indicate the direction
to level pitch are displayed when pitch attitudes exceed 30° nose
down or 50° nose up.
Slip/skid information is shown using a white trapezoid below the
sky pointer.
7.16.2 Synthetic Vision Technology
SVT may optionally be provided to assist the pilot in maintaining
situational awareness with regard to the terrain, obstacles, and
traffic surrounding the aircraft.
SVT controls are provided via Menu → Terrain/SVT. Synthetic
terrain, horizon headings, and airport signs can be toggled on and
off from this menu.
SVT provides additional information on the PFD:
• Synthetic Terrain: an artificial, database derived, three-
dimensional view of the terrain ahead of the aircraft within
a field of view of approximately 25 degrees left and 25
degrees right of the aircraft heading.
• Obstacles: obstacles such as towers, including buildings
over 200 AGL that are within the depicted synthetic terrain
field of view. Powerlines are not depicted in synthetic
vision.
• Flight Path Marker (FPM): an indication of the current
lateral and vertical path of the aircraft. The FPM is always
displayed when synthetic terrain is selected for display.
• Traffic: a display on the PFD indicating the position of
other aircraft detected by a traffic system interfaced to the
G500/G600 system.
• Horizon Line: a white line indicating the true horizon is
always displayed on the SVT display.
• Horizon Headings: a pilot selectable display of heading
marks displayed just above the horizon line on the PFD.
• Airport Signs: pilot selectable “signposts” displayed on
the synthetic terrain display indicating the position of
nearby airports that are in the G500/G600 database.
• Runway Highlight: a highlighted presentation of the
location and orientation of the runway(s) at the destination
airport.
The synthetic terrain display is intended to aid the pilot awareness of
the terrain and obstacles in front of the airplane. It may not provide
either the accuracy or fidelity, or both, on which to solely base
decisions and plan maneuvers to avoid terrain or obstacles. The
synthetic vision elements are not intended to be used for primary
aircraft control in place of the primary flight instruments.
Note
In aircraft with nose high or nose low pitch
attitudes during normal maneuvers, the sky
awareness, or ground awareness bands may
appear over the SVT display. It is
recommended that if this is discreating, that
SVT be turned off for those maneuvers.

7.16.3 Airspeed
The airspeed tape on the left side of the PFD displays red/white
striping to indicate the maximum allowable airspeed
(VNE/VMO/MMO). This maximum allowable airspeed display is
configured to indicate the appropriate maximum allowable airspeed
for the airplane, including variations for altitude or Mach number.
When the aircraft is configured for MMO the MACH number is
optionally shown below the PFD airspeed tape. When the pilot
selects the field to be shown from the PFD Menu, it will become
visible when the MACH number reaches 0.40M and will be
removed from the display when the speed is reduced below that
threshold. This field will appear on the display if a MACH
threshold is being exceeded (red) or the airspeed trend detects the
MMO speed will be exceeded within 6 seconds in the current flight
conditions (yellow), regardless of the PFD menu settings.
The airspeed tape displays a red low-speed awareness band at the
lower range of the airspeed tape. This low-speed awareness band is
configured to a fixed value. It does not indicate an actual or
calculated stall speed and does not adjust with variations in aircraft
weight or other factors.
The airspeed tape is configured to indicate the appropriate
maximum normal operating airspeed for the airplane (V NO),
including variations for altitude, when the aircraft type design or
applied STCs require VNO markings.
All other airspeed tape indications are configured to indicate the
type design limitations. The airspeed tape does not adjust these
additional markings (including landing gear, or flap speed
limitations) for variations with aircraft weight, altitude, or other
factors.
Airspeed reference bugs are provided on the airspeed tape on are
pilot configurable via Menu → Airspeeds.
True airspeed and groundspeed are displayed below the airspeed
tape and are always in knots.
7.16.4 Barometric Altitude and Vertical Speed
Barometric Altitude and Vertical Speed are displayed on tapes on
the right side of the display. Barometric correction can be set using
dual rotary knobs or touchscreen. Selected altitude and vertical
speed bugs may be provided and when set are synchronized across
all PFDs. The selected altitude bug may be removed by selecting a
value of -1,000ft.

If the pilot uses standard baro mode when above the transition
altitude, the pilot can preset the non-standard altimeter setting using
the BARO controls without leaving STD mode.
Barometric altitude is required for Vertical Navigation (VNAV)
calculations on interfaced GTN. Baro sync should be enabled on
TXi units. VNAV uses the pilot-side baro setting unless that unit
fails, in which case the co-pilot side baro setting will be used.
7.16.5 Navigation
Navigation information is presented on the PFD through a
combination of horizontal situation indicator (HSI), a lateral
deviation indicator (LDI) above the heading display, vertical
deviation indicator (VDI), and GPS navigation status information.
Optional bearing pointers, distance measuring equipment (DME)
display, and marker beacon annunciations may be displayed.
Navigation information can be selected from up to four independent
sources by pressing the “CDI” touchscreen button at the bottom
center of the display and selecting the desired navigation source.
The selected navigation source is shown on the left side of the HSI
or LDI. CDI source selection can be synchronized across multiple
TXi PFDs if enabled by the pilot or installer. If only 2 navigation
sources are available, the CDI button will simply cycle between
those two sources and not provide a menu for source selection.
Automation of CDI source selection and course selection is
provided in the following situations:
• Localizer CDI Switch Prompting (if available) – the CDI
button on the PFD will flash when established on the final
approach course of a LOC-based approach, if the CDI
source is GPS. This serves as a reminder to change the
CDI source to LOC.
• Localizer Course Auto-Slewing – the appropriate LOC
course will be automatically preset when a LOC-based
approach is loaded in the navigator and the CDI source is
not already selected to LOC.
• Missed Approach Point Auto-Switching from VLOC to
GPS – When the missed approach segment of an approach
is begun (navigator unsuspended after the missed
approach point), the CDI source will automatically switch
from VOR/LOC back to GPS. NOTE: this functionality
is not available with GNS 480 (CNX 80) navigators, as
they do not suspend at the missed approach point.

7.16.6 HSI
The course pointer and deviation indicator are shown as a single,
solid line for GPS 1 and VLOC 1, and as an outline with no fill for
GPS 2 and VLOC 2. GPS and VLOC sources are further
differentiated with color.
Optional CDI preview is available for ILS and GPS approaches
when interfaced with a GTN navigator. If enabled, grey CDI/VDI
needles will indicate the loaded approach deviations while still
navigating on a GPS course.
The selected course is displayed above and to the right of the HSI.
The selected course is set via touchscreen keyboard entry or dual-
concentric knob.
In addition, the HSI can display two simultaneous bearing pointers
sourced from GPS, VHF NAV, or ADF. DME distances can be
displayed adjacent to the HSI.
The bearing pointer display and navigation source are pilot
controlled under the PFD Menu → HSI Setup → Bearing Pointers
sub menu.
An enhanced HSI may be selected by the pilot under the PFD Menu
→ HSI Options sub menu. The enhanced HSI includes an integral
moving map within the HSI depiction. HSI map data is a subset of
the data on the MFD map page. Traffic, terrain, obstacle,
topographic, and weather overlays are also available for the HSI
map. Flight plan, runways, TAWS FLTAs, and TFRs are always
displayed. Overlays are controlled on the HSI Map Overlays menu.
7.16.7 Lateral Deviation Indicator (LDI)
A Lateral Deviation Indicator (LDI) is always displayed on the PFD
above the heading display. This LDI shows course deviation,
navigation source, and VLOC station identifier or GPS phase of
flight. The LDI uses the same color convention as the HSI.
The LDI incorporates automatic reverse sensing correction into the
deviation display. When the difference between the heading and
the selected course is greater than 107°, the LDI will enable reverse
sensing correction. Reverse sensing correction inverts the course
deviation needle and to/from indicator so that they correctly
indicate the direction of the course and waypoint. The course
deviation needle will be deflected in the direction of the desired
course, and the to/from indicator will point in the direction of the
waypoint (similar to how the HSI depiction inverts with heading
changes).

Message, waypoint, OBS, SUSP, phase of flight, LOI, and DR
annunciations from a GTN or GNS interfaced to the TXi are
annunciated on the upper CDI.
7.16.8 Vertical Deviation Indicator (VDI)
Vertical guidance is shown by a vertical deviation indicator (VDI)
inboard of the barometric altitude tape. The VDI can display up to
two sources of vertical deviation depending on the interfaced
navigator. The following table describes the available vertical
deviation indications.
Table 7-2 Vertical Deviation Indication Description

Indication Description
Magenta Diamond GPS Approach Vertical
Guidance
Magenta “V” Barometric VNAV Guidance
Green Diamond VHF Glideslope Approach
Guidance
Open Gray Diamond Preview approach guidance
shown when the current CDI
source is not the approach CDI
source.
7.16.9 GPS Steering Indicator

When the TXi source selection is GPS, the autopilot and flight
director are disengaged, and the GPS is providing roll steering
commands, a “V” shaped caret displays the roll steering commands
from the GPS along the edge of the roll indices on the PFD attitude
display. If the pilot were to align the roll pointer (or sky pointer)
with the caret, the lateral path will coincide with the steering
provided by the GPS. The display of this indicator is optional and
can be toggled from the PFD Menu.
7.16.10 DME Display

Pressing on the DME field opens a DME popup menu. The DME
popup menu allows selection of a DME tuning source when two
navigation sources are connected and, if supported by the DME, a
hold option.

7.16.11 Marker Beacon Display
The PFDs can show marker beacon annunciations from an
interfaced marker beacon receiver. The marker beacon
annunciations are shown to the left of the selected altitude.
7.16.12 Height Above Ground Display (Radar Altimeter or
GPS-based)
The PFD includes a pilot selectable AGL Field in the PFD menu.
This allows the pilot to display a GPS-derived height above ground
field on the PFD. The AGL field will show the height above ground
until the aircraft is above 2500’ AGL in which case the field will be
hidden until the aircraft is below 2500’ AGL again. This field is
only available if the PFD is not interfaced with a radar altimeter.
If interfaced to a radar altimeter the radar altitude will be displayed

on the PFD adjacent to the altitude tape. Additionally, when the
radar altitude AGL value is within the viewable range of the
barometric altitude tape, a ground awareness band is displayed.
If the installed radar altimeter includes self-test capability the Test
controls are provided in the “Test” sub-menu under the PFD Menu.
Refer to the Radar Altimeter user documentation for information
about values displayed during the Test.
NOTE
For KRA 405 Radar Altimeters the displayed
Test value will be between 25 and 50ft.
7.16.13 Minimum Altitude Display and Alerting
When enabled by the pilot, an altitude minimums bug will be
displayed in cyan on the barometric altitude tape. If a radar
altimeter is installed, the pilot can select between barometric or
radar-altitude minimums.
Altitude minimums are accessed under the PFD Menu →
Minimums sub menu and can be set by touchscreen keypad or dual-
concentric knob.
Both visual and aural altitude minimums alerts are provided.
During a descent to minimums, the minimums bug will change
from cyan to white when the aircraft descends to within 100 ft of
minimums. An aural “Minimums, Minimums” alert will be
triggered when the aircraft’s altitude descends through minimums
and the minimums bug will change to yellow. As the aircraft
altitude climbs back above minimums, the minimums bug will
change to white 50 ft above minimums and cyan 150 ft above

minimums. Alerting is rearmed once the aircraft is 150 ft or more
above the minimums altitude.
7.16.14 Outside Air Temperature/Density Altitude
The PFD provides a pilot configurable display of outside air
temperature or density altitude information below the airspeed tape.
The pilot can choose to show Static Air Temperature (SAT), Total
Air Temperature (TAT), or temperature delta from the International
Standard Atmosphere (ISA). Density Altitude can also be
configured to be displayed instead of the temperature.
NOTE
When operating with ice accumulation on the

temperature probe, the displayed air
temperature may be in error by as much as
4°C.
7.16.15 Navigation Data for Autopilots
The G500/G600 TXi system can provide course and heading data to
the autopilot based on the data selected for display on the HSI. For
aircraft equipped with multiple GPS/NAV systems, the PFD acts as
a selection hub for the autopilot’s NAV mode, and the G500/G600
TXi may also provide GPS Steering (GPSS) data.
Not all autopilot systems are approved for coupling to vertical
guidance on GPS based approaches; consult the AFMS for the
autopilot and/or GPS system.
For dual PFDs installations, control of navigation course, heading,
or altitude data affecting the autopilot from the co-pilot side can
only be made if the systems are synchronized with each other. If the
aircraft has been configured to allow the pilot to change CDI
synchronization the controls are provided under the PFD Menu.
If the autopilot is capable of receiving GPSS Roll Steering
information, the data is transmitted via a digital communications
bus from the G500/G600 TXi to the autopilot. The PFD receives
this data from the GPS. In dual GPS installations, the PFD sends
Roll Steering information for the currently selected GPS source.
For autopilots which are not GPSS Roll Steering capable, the
G500/G600 TXi can convert GPSS turn commands into a heading
error signal for the autopilot. When the autopilot is operated in
HDG mode and GPSS is selected on the PFD, the autopilot will fly
the turn commands from the GPS navigator selected on PFD 1. If
an autopilot is interfaced to the GDU which supports GPS steering
(GPSS), an additional touchscreen button is provided on the

selected heading popup window for toggling the autopilot heading
reference between GPSS and selected heading. When GPSS is
selected, the heading bug display will change to a cyan outline with
no fill and the selected heading display will annunciate “GPSS”
with an icon of a crossed-out heading bug. The heading bug may
still be adjusted by the pilot as a visual reference without affecting
GPSS to the autopilot.
If the GPSS data is invalid (for example, if there is no active GPS
leg) or the selected HSI source on PFD 1 is not GPS, the
annunciated GPSS text will be yellow, and a zero turn (wings level)
command will be sent to the autopilot.
GPSS commands are not available when the CDI is selected to a
VOR/LOC source.

7.16.16 Flight Director Display
If autopilot flight director commands are interfaced to the
G500/G600 TXi, they will be presented as a single cue flight
director on the PFD. Control of the flight director is accomplished
via the autopilot/flight director controller; there are no pilot controls
or adjustments for the flight director on the G500/G600 TXi.
The GDU limits the distance the flight director pitch commands
may deviate from the aircraft attitude icon. If the pitch command
provided by the autopilot flight director is greater than the distance
allowed by the GDU, the command bars will be displayed at the
maximum distance allowed by the GDU. As the aircraft pitch
changes to satisfy the command bars, the bars will continue to be
displayed at the maximum distance from the aircraft attitude icon
until the aircraft pitch deviation is within the command display
limit.
In supported installations, the flight director will show hollow bars
when the autopilot is not engaged, and solid-colored bars when the
autopilot is engaged.
Some installations support a pilot control to switch between dual or
single cue flight director depictions. The hollow indication is not
available on the dual cue flight director.
Figure 7-5- Flight Director Bars (Autopilot Not Engaged)
The flight director on PFD 2 (if installed) is a duplicate of the flight

director shown on PFD 1 (i.e., the flight director is based on the
mode references displayed on PFD 1). When utilizing the flight
director on PFD 2, the heading, CDI source, altitude, or other
information affecting the flight director must be cross-checked and
verified between the two PFDs. It is recommended that CDI sources
and BARO sources are always synchronized between PFDs, either
with installation settings or pilot-controlled settings.

7.16.17 Attitude and Rate Data Sources for Autopilots
Attitude-based autopilots may be driven by the standby gyro, a
remote mounted gyro, the GDU, a G5 when driving a GFC 500, or
the GAD 43 adapter. If the TXi system is providing attitude to the
autopilot, it will be indicated in Section 1.12. Otherwise, the
autopilot is receiving attitude or rate information from the standby
or a remote gyro and the autopilot attitude input is independent of
the attitude displayed on the PFD.
The pilot must understand the autopilot system inputs to detect
faults and capabilities with inoperative equipment. Refer to the
autopilot flight manual for operational information.
7.16.18 Altitude Pre-Select and VS Engagement
Optionally, G500/G600 TXi system can provide altitude preselect
functions such that the autopilot can capture the pre-selected
altitude or couple to the selected vertical speed if these capabilities
are supported by the autopilot equipment installed. Refer to the
autopilot operator’s manual or autopilot Airplane Flight Manual
Supplement for the proper operation of the autopilot system.
Controls for altitude preselect functions are provided using the
selected altitude context menu, and vertical speed controls are
provided using the vertical speed context menu. Altitude preselect
and VS mode annunciations are displayed adjacent to the altitude
preselect display above the altitude tape.
7.16.19 ARC Style VSI
When an ARC style VSI is configured on the PFD, it is replaced
with a standard vertical VSI when the PFD screen is reduced below
a 60% PFD on the 10” TXi display. ARC VSI’s are not available in
7” PFD’s or in aircraft where TCAS II is interfaced with the TXi
PFD.
7.16.20 G-Meter
The TXi has a pilot selectable G-meter to optionally display on the
PFD. Text coloration will match those colors ranges configured on
the gauge by the installer. In larger PFD windows, the pilot can
select to display the G-meter to the left of the airspeed tape or in the
digital readout under the airspeed tape. With smaller PFD layouts,
the g-meter is only available in the digital format. There are
min/max G reset controls, and G-meter visibility controls in the
PFD menu.

7.17 MFD Functions
The MFD functions are controlled using the dual concentric knob
located adjacent to the MFD or using touchscreen controls. The
outer knob can be used to select various MFD pages and is
indicated at the bottom of the display adjacent to the knob. The
inner knob can be used to control the display range. Various MFD
functions can be controlled using the touchscreen. The MFD knob
on GDU 1060 PFD/MFD installations can also be used to control
PFD functions by pressing and holding the knob for a full one
second to toggle between MFD and PFD knob controls.
On all MFD pages, the nose of the ownship symbol represents the
actual location of your aircraft.
The MFD startup page can be chosen by the pilot in the Systems
Setup menu. This can include showing the PFD in full screen mode
on startup.
7.17.1 Map Page
A 2D moving map function is provided on the MFD. The
appearance and determination of data displayed on the moving map
is controlled by pilot selections made via a Menu button. The map
menu provides on/off controls for map overlays, a map detail
selector, and a map setup button which accesses additional map
controls.
The map range can be altered using the touchscreen or rotary knob
to allow for display of data pertinent to the operation being
conducted. The current zoom scale or range of the map is
continuously indicated by a range ring centered around the ownship
with a range indication at the 11 o’clock position on the ring. In
addition to zooming, a panning function is provided to allow the
position of the map to be centered on a location other than the
ownship. Panning mode is entered by dragging a single finger on
the display. The map orientation can be changed to North Up by
pressing the North Up arrow in the top left corner.
If an active flight plan is present in the interfaced navigator, it will
be depicted on the map. Traffic, Terrain, Weather, Land, and
Aviation data can be selected for overlay on the map.
The main MFD map and weather maps have three map views which
are pilot controlled. The map views are shared between MFDs
within cockpit and changes made to a map view will sync to other
MFDs showing the same map view.

7.17.2 Traffic Display
The MFD can display traffic data from interfaced traffic systems.
Sources of traffic data include TIS-A, TAS/TCAS, and ADS-B
traffic. The information from these systems is displayed on and
controlled using the MFD.
Traffic system operating controls and system status are provided on
the dedicated traffic page via touchscreen control in the lower left
corner and/or the Menu button, depending on the interfaced traffic
system type. A display altitude filter is provided in the lower right
corner. Filtering of targets based on altitude is accomplished by the
display and affects the traffic page and map page. When interfaced
to a TIS traffic system, altitude filtering is not available.
The center of the traffic target icon serves as the reported location
for the target aircraft.
Additional functions are provided on the dedicated traffic page
when an ADS-B traffic system is interfaced including the depiction
of motion vectors.
Absolute motion vectors are colored white and depict the reported
track of the traffic target referenced to the ground. An absolute
motion vector pointed towards your ownship symbol does not
necessarily mean the traffic target is getting closer to your aircraft.
Relative motion vectors are colored green and depict the motion of
the traffic target relative to your ownship symbol. The direction the
traffic target is pointed may vary greatly from the motion vector and
a target may be getting closer to your aircraft independent of the
direction the target is pointed. A green relative motion vector
pointed towards your ownship indicates that the traffic target is
converging on your aircraft.
For ADS-B traffic systems - if while on ground without valid
magnetic heading and the aircraft stops the traffic page orientation
will change from TRACK UP to LATCHED. In this mode the
display remains oriented to the last valid track until a new valid
track is obtained.
Traffic can be displayed on the moving map as an overlay.
Additional filtering based on traffic type (all, advisories, alerts) can
be selected using the Menu Traffic selection. For TIS-A traffic
selection of the advisories and alerts will result in display of alerted
targets only.
Traffic page units are always in nautical miles and feet. If systems
units for altitude are selected to meters, then an annunciation is
provided on the traffic page indicating that traffic altitudes are

depicted in feet and the traffic overlay icon for the map includes a
“FT” indication.
If a traffic alert occurs and the MFD is not selected to the dedicated
traffic page, then a traffic “popup window” is provided which
depicts the traffic and provides controls to either go to the dedicated
traffic page or close the popup window. On a GDU 1060, if a
traffic alert occurs and the display is showing a full screen PFD,
then a button is provided which will return to split screen mode and
display the dedicated traffic page. On systems with a PFD installed,
a yellow TRAFFIC annunciator is provided adjacent to the HSI.
Traffic system controls and display settings are synchronized across
TXi displays.
7.18 Terrain Awareness and Alerting
The following terrain awareness and alerting functions may be
provided by the TXi system: Terrain Proximity, Terrain FLTA, or
TAWS-B. If the TXi system is interfaced to a GNS or GTN
navigator equipped with TAWS-B, then the TXi will display
TAWS-B parameters provided by the GNS or GTN. The Terrain or
TAWS function provided by the TXi system is indicated by a text
box in the lower left corner of the Terrain Page.
Terrain Proximity function is a 2D depiction of terrain, obstacle,
and powerlines with no alerting. A dedicated terrain page is
provided on the MFD on which the relative height of terrain,
obstacles, and powerlines are depicted using color to convey the
height of the obstruction relative to aircraft altitude based on
database data. An obstacle and/or wire overlay icon will be shown
near the bottom of the display when the obstacle or wire depiction
is being provided as determined by the zoom scale. The Terrain
Proximity function is present on the system regardless of other
higher-level terrain functions that may be selected.
If SVT is enabled in the TXi system, then the Terrain - FLTA
function is provided. Forward Looking Terrain Alerts and Reduced
Terrain Clearance Alerts are provided for terrain, obstacles, and
wires.
If TAWS-B is enabled in the TXi system, then the same alerts as
the Terrain – FLTA configuration are provided plus additional
alerts necessary for TSO-C151c compliance.
If the TXi is interfaced to a GNS or GTN with TAWS-B enabled,
then TAWS alerts are only displayed from the GPS/TAWS
navigator interfaced as GPS 1 and are displayed regardless of the
CDI 1-2 setting.

Visual indications are provided for terrain, obstacle, and wire alerts
as follows:
• For all TXi configurations which provide alerts and all
configurations where the TXi is interfaced to GNS or GTN
with TAWS-B enabled:
o An annunciator located on the PFD adjacent to
the HSI provides text annunciations of system
status, self-test, and alert conditions using yellow,
red, or white as appropriate to the condition.
• For all TXi configurations which provide alerts and all

configurations where the TXi is interfaced to a GTN with
TAWS-B enabled:
o If a terrain alert occurs and the MFD is not
selected to the dedicated terrain page, then a
terrain “popup window” is provided, which
depicts the obstruction generating the alert with
controls provided to either go to the dedicated
terrain page or close the popup window. On a
GDU 1060, if a terrain alert occurs and the
display is showing a full screen PFD, a button is
provided which will return to split screen mode
and display the dedicated terrain page.
o The terrain page and map page will depict the
area or obstruction causing the alert as an area of
color corresponding to the alert severity and
encircling the obstruction.
o If Synthetic Vision depiction is turned on, an area
corresponding to the alert area on the map/terrain
page is shaded in the corresponding color for
terrain alerts. Obstacle alerts will cause the
relevant obstacle to be depicted in the alert color
in SVT. Powerline alerts do not have a
corresponding indication in SVT.
o In Dual PFD installations, TXi generated alert
audio is only provided by the Pilot side GDU. If
the Pilot side GDU becomes inoperative, the Co-
Pilot side GDU visual annunciations may still
function, but the aural alerts will not be heard.
Controls are provided for terrain, obstacle, and wire alerts as
follows:
• For all TXi configurations in which the TXi system
provides alerts:

o Controls are provided in the menu on the Terrain
Page. A “Terrain Inhibit” button inhibits terrain,
obstacle, and powerline alerts when pressed.
Annunciations are provided on the PFD and
Terrain Page to indicate that alerts are inhibited.
A “Terrain Test” button initiates a self-test
sequence which results in aural and visual self-
test annunciations.
7.18.1 Charts
The MFD can provide depiction of aeronautical charts on a
dedicated charts page as well as the map page. Charts are geo-
referenced on both the map and charts pages. The map page will
always depict the chart that is currently selected on the charts page;
this chart is overlaid on top of the terrain, TOPO, and Basemap
layers but below the traffic and ownship layers. The overlaid chart
is oriented appropriately for the current orientation of the map
considering the selected map orientation and position/direction of
the ownship. The charts page will include a depiction of the
ownship, colored magenta, if the selected chart supports geo-
referencing and the ownship is located within a geo-referenced
portion of the selected chart. If geo-referencing is not available on
the charts page an icon is presented that indicates the ownship is not
being depicted.
SafeTaxi and ChartView functions do not comply with the
requirements of AC 20-159 and are not qualified to be used as an
airport moving map display (AMMD). SafeTaxi and ChartView use
is limited to airport surface orientation to improve flight crew
situational awareness during ground operations.
7.18.2 Flight Plan Page
The MFD includes a Flight Plan page which displays the active
flight plan from the selected GPS navigator. The flight plan page is
only a display of the active flight plan from the navigator (flight
plans in the navigator catalog cannot be displayed). The active
flight plan cannot be edited using the MFD. Flight plan waypoints
for which additional information is available appear as buttons.
Touching a button will jump to the Waypoint Info page for that
waypoint.
On a GDU 1060, the active flight plan is shown for the GPS source
that corresponds to the PFD CDI selection (e.g., GPS 1 when the
CDI source is GPS 1 or VOR/LOC 1, GPS 2 when the CDI source
is GPS 2 or VOR/LOC 2). This is the same GPS source shown on
the PFD NAV Status field. If a G5 is installed as part of the GFC

500 system, the navigation source matches the TXi and there are no
side (1 or 2) indications on the G5.
On a GDU 700P MFD, the active flight plan for the associated PFD
is displayed (e.g.- if the co-pilot has a PFD and MFD in the co-pilot
panel, the co-pilot PFD CDI selection will change the flight plan
data on the associated PFD). If the MFD is a center located stand-
alone MFD, the flight plan shown will be from the pilot’s PFD
source selection.
7.18.3 Weather Data
The MFD can display weather data from interfaced datalink
systems. Sources of weather data include the Garmin “GDL 69(A)”
and “GDL 69(A) SXM” Sirius XM receivers, Garmin GSR 56
Iridium Transceiver, and Garmin ADS-B transceivers. If one of
these optional weather datalink receivers is installed, the pilot will
be able to access graphical and text weather products using the
MFD. Datalink weather products use color and/or timestamps to
indicate the recency with which the data was received.
Selected weather products from each receiver can be overlaid on the
map page as well as the enhanced HSI map while all received
products can be displayed on the dedicated weather pages. The
products available on the map page and HSI are different for each
weather receiver. The map page and HSI provide controls to select
the desired weather receiver; only one weather receiver can be
selected at a time.
Text and graphical datalink weather associated with a facility can
only be viewed when a database which includes that facility is
installed.
The G500/G600 TXi system can optionally control various airborne
weather radars and display their data. Weather radar data is depicted
on the dedicated weather radar page and can be overlaid on the map
page. The weather radar page contains controls for operating
modes, gain, bearing, tilt, stabilization, horizontal and vertical scan
sectors, and scan directions, as applicable. Controls for Garmin
radars may include advanced functions such as altitude
compensating tilt, turbulence detection, weather advisories, and
ground clutter suppression, and a 15-color scale. The TXi will
automatically command the radar into standby mode upon landing.

NOTE
Weather radar may be shown on multiple
cockpit displays, and some other displays may
use a 3-color scale for weather returns (instead
of a 4-color scale). The 4-color scale used in
the TXi is displayed on the radar page, and the
4-color scale provides additional distinction
between heavy (red) and extreme (magenta)
returns.
The GWX 70/75/80 Weather Radar can optionally provide a

turbulence detection function. The turbulence detection function
can only detect turbulence between 2.5 nautical miles and 40
nautical miles ahead of the aircraft. The display of turbulence is
only provided when the radar range is set to 160 nautical miles or
less.
NOTE
Turbulence detection does not detect all
turbulence, especially that which is occurring
in clear air. The display of turbulence
indicates the possibility of Severe or greater
turbulence, as defined in the Aeronautical
Information Manual.
The MFD can optionally display data from Stormscope® lightning
detection systems. Stormscope data can be depicted on the map
page, dedicated Stormscope page, and HSI map. For detailed
information about the capabilities and limitations of the Stormscope
system, refer to the documentation provided with that system.
7.18.4 Waypoint Information
The MFD provides pages that display information about the
different waypoint types. These pages can be accessed by touching
one of the supported waypoint types on the map and then pressing
the provided Waypoint Info button, or by navigating to the
Waypoint Info page group from the home page
7.19 Engine Indicating System
Engine Indicating functions are optionally provided for single and
twin-engine aircraft with four and six-cylinder reciprocating
engines, and some single-engine and multi-engine turboprop
aircraft powered by Pratt & Whitney PT6A derivative engines.
The following indications are provided in all EIS installations:

Table 7-3 Standard Engine Gauges
Piston Powered Aircraft Turboprop Powered Aircraft
Tachometer Torque
Manifold Pressure * Propeller RPM
Fuel Flow Gas Generator RPM
Oil Pressure Engine Temperature (ITT)
Oil Temperature Fuel Flow
Cylinder Head Temperature Oil Pressure
(CHT) Oil Temperature
Exhaust Gas Temperature
(EGT)
* If required
Other engine or airframe indications in the aircraft may be provided

by either the EIS display or previously installed indicators in their
original locations. The following indications may be provided on
the G500/G600 TXi EIS display:
• Fuel Pressure
• Electrical gauges (Amps / Volts)
• Main and Auxiliary Fuel Quantity
• Carburetor Air Temperature (CAT)
• Turbine Inlet Temperature (TIT)
• Inlet Air Temperature (IAT)
• Compressor Discharge Temperature (CDT)
• IAT/CDT Differential
• Vacuum or Air Pressure (e.g.- instrument suction or deice
boot pressure)
• Rudder Trim position indication
Pilot-selectable data fields may be present on GDU 700P/L

displays, or on the MFD Engine page. Additional functions
provided by the EIS system include a fuel computer, HOBBS and
flight timers/meters, percent engine power, and pilot-selectable
engine advisories.
The layout of EIS gauges is dependent on the G500/G600 TXi
display type and number of engines. The determination of which
data is presented in which slot is set by the installer in configuration
mode based on data in the STC which specifies the data located in
each position. The markings on the EIS gauges depict the operating
ranges and limitations provided in the Airplane Flight Manual and
Type Certificate Datasheet. In some cases, the TXi EIS is
configured to declutter engine gauges by eliminating markings that
do not apply to the current engine condition. See Section 7.19.2 for
further details.
For installations in which the EIS display is not within the primary
field of view, an EIS annunciator is required to be installed within
the primary field of view which will draw the pilot’s attention to the
EIS display when certain parameters are outside normal operating
ranges. This annunciation may be provided on a G500/G600 TXi
PFD or by a separate red/yellow “ENGINE” annunciator lamp.
Some previously installed aircraft gauges included non-required
markings such as advisory marks for certain altitude and power
combinations. EIS gauges will include all markings required to
comply with operating limitations associated with that gauge.
Markings not required by regulation, and which do not convey
limitations or operating ranges are provided to the pilot by means of
a placard, or by means of dynamic gauge markings based on the
state of the engine or other parameters (e.g.- Altitude, OAT, etc.).
Consult the EIS Appendix of this document for aircraft specific
dynamic EIS settings.
EIS gauges include display characteristics to attract the pilot’s
attention when outside normal operating ranges. Gauge behavior in
caution or warning ranges is dependent on gauge type and is
suppressed when the engine is OFF, and the aircraft is on the
ground.
The engine gauges are configured to alert abnormal operating
conditions. Alerting for the primary engine gauges (Table 2) is
limited to color changes to the gauge pointer, title, and value unless
flashing alerts are specified in the EIS Data appendix (Aircraft
Specific EIS Data). Non-primary gauge alerting also incorporates
flashing and master caution or warning (if installed).
Table 7-4 Primary Engine Gauges

Engine Tachometer Torque
Manifold Pressure Propeller RPM
Fuel Flow Gas Generator RPM
Oil Pressure Engine Temperature (ITT)
Fuel Flow
On the GDU, flashing alerts will continue indefinitely until the pilot
manually acknowledges the alert by pressing the “C” or “W” button
at the bottom of the primary EIS or PFD screen..

7.19.1.1 Aircraft Master Caution and Warning System
When installed and connected to the aircraft’s master caution and
warning annunciators, the red and yellow “W” and “C” on-screen
buttons on the TXi are not displayed and the EIS alerts are indicated
using the aircraft master caution and warning system. The alerts are
also acknowledged using the aircraft Master Caution and Warning
annunciator buttons. This system does not generate master caution
and warning audio alerts. Pilot should identify the cause of the
caution or warning prior to acknowledging the alert.
7.19.2 Dynamic Gauge Ranges
The gauge markings may be dynamically updated based on certain

conditions. For example, ITT gauge markings may change based on
the state of the engine (e.g.- different marking while the engine is
starting). This allows the pilot to easily interpret several different
limitations for the engine that may be based on operating conditions
such as temperature, air/ground logic, or engine parameters. The
installer will configure those dynamic gauges based on the
individual aircraft parameters listed in the aircraft Pilot’s Operation
Handbook.
7.19.3 Engine Tachometer (Piston Aircraft Only)
For aircraft in which a starting vibrator is installed the RPM
indication is not accurate during engine cranking.
For aircraft equipped with P lead sensors to measure engine RPM,

the RPM indication may momentarily fluctuate when selecting
operation on a single magneto.
7.19.4 Carburetor Air Temperature (Piston Aircraft Only)

The Carburetor Air Temperature gauge (if installed) is marked with
a blue arc from -15 to 5 ⁰C which indicates a range of temperatures
where carburetor icing is likely to occur. Operation in this
temperature range should be avoided in conditions where carburetor
icing is possible (humid air or visible moisture).
7.19.5 CHT (Piston Aircraft Only)
A CHT cooling rate monitor is provided on the CHT graph gauge.
A single blue down arrow is presented on the graph gauge when
cylinder head temperature is decreasing at a rate of approximately
30 degrees Fahrenheit per minute. A double blue down arrow is
displayed when the cylinder head cooling rate is approximately 60
degrees Fahrenheit per minute or greater.

The cylinders can be cycled through by touching the CHT gauge.
Each cylinder will numerically display its respective CHT, and after
10 seconds will revert to displaying the hottest CHT.
7.19.6 EGT (Piston Aircraft Only)
An exhaust gas temperature gauge is provided on the EIS display
for all configurations. The EIS display can provide indications of
EGT for each cylinder and additionally can indicate a primary EGT
which is a measurement of the EGT in the exhaust manifold. On
the GDU 1060, EGT information is presented on the EIS strip and
the MFD engine page. The EIS strip gauge presents the primary
EGT (if installed) or hottest EGT of the individual EGTs. The EGT
presentation on the GDU 700P/L and GDU 1060 MFD EIS pages
shows all cylinders plus primary EGT at the same time on a
graphical gauge. Primary EGT is labeled as E, while individual
cylinders are labeled by number. The digital EGT readout displays
the hottest EGT or the EGT for the cylinder selected by the pilot by
touching the EGT graph to cycle through the cylinders.
Cylinder specific EGT displayed on the EGT graph gauge does not
provide configurable operating ranges (yellow, red) and will not
provide any alerting or non-safe range indications to the pilot.
Primary EGT displayed on the EGT graph gauge and bar gauge can
be configured with blue arcs, green arcs, yellow arcs and red
maximum lines.
7.19.7 Mixture Leaning (Piston Aircraft Only)
G500/G600 TXi EIS provides four different leaning modes
depending on the installed configuration: rich of peak, lean of peak,
primary EGT, and TIT leaning. The system lean mode can be set
from the Engine Menu.
Lean mode is entered by pressing the Lean Button. When in lean
mode peak, EGT/TIT is indicated by the appropriate temperature
bar turning white on the graph gauge. A white line is also drawn at
the recorded maximum EGT/TIT value. The system will display
“PEAK” at the top of the CHT/EGT graph gauge for three seconds
when a peak is detected. The top of the CHT/EGT will then display
the EGT/TIT value for the appropriate cylinder/turbo and the
temperature differential from the maximum recorded EGT/TIT
value.
Rich of peak leaning detects and indicates the first engine cylinder
to peak during the leaning process. Once the first peak in EGT is
detected, the temperature differential from the recorded maximum
EGT of the first cylinder to peak is displayed.

Lean of peak leaning detects and indicates the last engine cylinder
to peak during the leaning process. Once the last peak EGT is
detected for each engine cylinder, the system will display the
temperature differential from the recorded maximum EGT of the
last cylinder to peak.
EGT leaning is available when the system is configured to display
an EGT other than the EGTs for each cylinder (such as an EGT
probe installed in the exhaust manifold). EGT leaning looks for a
peak in primary EGT during the leaning process. Once a peak in
EGT is detected, the system will display the temperature differential
from the maximum primary EGT value.
TIT leaning is available when the aircraft is configured to measure a
single TIT. TIT leaning looks for a peak in TIT during the leaning
process. Once a peak in TIT is detected, the system will display the
temperature differential from the maximum recorded TIT value.
The system supports dual TIT measurements for single engine
aircraft. In this configuration, a leaning mode is available for the
first TIT sensor to peak, TIT – First Peak, or for the second TIT
sensor to peak, TIT – Second Peak. TIT – First Peak functions
similar to rich of peak leaning mode. TIT – Second Peak functions
similar to lean of peak leaning mode.
7.19.8 Fuel Quantity Indications
Previously installed aircraft low fuel quantity annunciators will be
deactivated as part of the fuel quantity installation in some aircraft.
In this case, the low fuel annunciators will be placarded as
deactivated, and a red or yellow arc must be added to the fuel
quantity gauge to indicate the fuel level that corresponds to the low
fuel annunciation.
Figure 7-6- Fuel Tank States
In EIS configured to interface with some fuel conditioner units, the

fuel gauge value is only read when the respective tank is selected.
In these cases, on startup the tank that is not selected will show an
uninitialized state using a gray barber pole as illustrated by the
“AUX2” tank in Figure 7-6 above. In order to initialize the tank, the
pilot needs only to select that tank until a valid quantity reading is
achieved after which the pilot can select the appropriate tank for the

flight condition. Active fuel quantity readings are indicated by a
blue beaker or white digital values. Non-selected tanks indicate the
previous fuel quantity for 5 seconds after being deselected, then
indicate dashed values. The fuel beaker (if displayed) will show the
value when last selected for reference only. The non-selected fuel
tanks will be “grayed out”.
7.19.9 Fuel Flow
Aircraft that were previously equipped with a fuel flow gauge
which measured metered fuel pressure may have this gauge
replaced by a gauge which measures fuel flow directly. When these
gauges are replaced in accordance with this STC, the fuel pressure
and fuel flow markings on such gauges are replaced by equivalent
fuel flow markings.
In some turboprop installations, fuel flow values may be erratic or
erroneous before fuel is introduced into the system during engine
starts. Once fuel is present in the system, the fuel flow values are
accurate. The pilot should disregard fuel flow indications during
engine start before fuel is introduced in these aircraft.
Fuel flow values may be in error by as much as 15% if the K factor

calibration is improperly set. Do not depend solely on the fuel flow
indication to determine fuel used, fuel remaining, or fuel reserves.
7.19.10 Fuel Computer

A Fuel Computer/Totalizer is provided on the GDU 1060 MFD
engine page and on the GDU 700 EIS display. The Fuel
Computer/Totalizer is accessed through the Menu. The fuel
computer function provides computation and display of estimated
fuel remaining, range, endurance, endurance at destination, fuel at
destination, efficiency, and fuel used. The fuel computer calculates
these values using the engine fuel flow sensor, ground speed, flight
plan, and estimated fuel remaining. Estimated fuel remaining
values are derived differently than the measured fuel quantity
shown on the fuel quantity gauges.
The fuel computer calculates the remaining fuel based on the initial
fuel value entered by the pilot. The estimated fuel remaining is
derived by the fuel computer by subtracting the measured fuel flow
from the pilot’s initial fuel entry. “TAB”, “FULL”, and “SYNC
FROM GAUGES” buttons are available to aid the pilot in entering
the initial fuel quantity. Refer to the AFM for an acceptable method
to determine on-ground fuel quantity for normal fuel planning and
the initial fuel quantity used for the fuel computer.

CAUTION
Fuel quantity indications shown on the fuel
gauges may not be accurate when the aircraft
is on the ground. It is the responsibility of the
pilot to ensure that the initial fuel value
entered in the Fuel Computer is accurate.
User calibration of the fuel flow measurements used for the fuel
computer is provided. The fuel flow calibration function compares
the estimated fuel used determined by the fuel computer with the
actual fuel used determined by the pilot when refueling. Using these
inputs, the system develops a fuel flow correction factor which will
be applied to future fuel flow calculations. Calibration offset is
limited to ±15% of the K-Factor.
7.19.11 Fuel Imbalance

The EIS may be configured with a fuel imbalance limitation. This
limitation will be a published airframe limitation. When the
imbalance condition is met, the EIS will indicate an imbalance and
indicate the tanks that are associated with the imbalance condition.
The pilot should take the appropriate action to remedy the fuel
imbalance condition per the aircraft flight manual procedures if one
exists.
7.19.11.1 Piper PA46-500TP Meridian

The Meridian LOW FUEL light is now triggered by the Garmin
EIS. In previous installations the low fuel light would be
illuminated when the total fuel on board was 100#. In this
installation the low fuel light is triggered by a 50# fuel level in
either fuel tank.

7.19.11.2 Pilatus PC-12 (All models)
The fuel balancing system is now activated by the Garmin EIS.
System indications on the EIS are as follows:
Table 7-5 PC-12 Fuel Balancing System Indications

EIS Indication on the Fuel Aircraft System Functionality
Quantity Gauge
Green BALANCE ON The fuel balancing system is
moving fuel from the fuller
tank to the lower tank using
the aircraft fuel pump for the
fuller tank. A corresponding
CAWS fuel pump indicator
should also be illuminated for
the high-side fuel pump. This
occurs at an imbalance of
~10.5 gallons (for longer than
60 seconds) and will shut off
when the tanks are balanced.
Yellow IMBALANCE The fuel balancing system is
moving fuel from the fuller
tank to the lower tank using
the aircraft fuel pump for the
fuller tank, but the imbalance
has reached a critical level. A
corresponding CAWS fuel
pump indicator should also be
illuminated for the high-side
fuel pump. This occurs at an
imbalance of >26.4 gallons
(for longer than 60 seconds).
The pilot should refer to the
AFMS emergency procedures
in Section 3.2.12.
Red IMBALANCE The fuel imbalance is at or
above the airframe limitation
of 40 gallons and the fuel
pumps are no longer being
used to try to balance the
aircraft. The pilot should refer
to the AFMS emergency
procedures in Section 3.1.15

7.19.12 Engine Advisories
Engine advisories can be configured by the pilot from the Engine
Menu to provide notifications to the pilot via an Advisory
notification when the pilot configured threshold has been exceeded.
These thresholds are determined solely by the pilot and have no
effect on the display of EIS operating range indications or gauge
alerting and are not shown on the EIS page in any way.
The following parameters may be configured by the pilot to provide
advisories:
Table 7-6 Available Engine Advisories
High CHT Low Oil TEMP
Low Oil TEMP High Oil TEMP
High Oil TEMP Low Endurance
CHT Cooling Rate Low EST Fuel Remaining
EGT DIFF Low Bus Voltage
Low Endurance High Bus Voltage
Low EST Fuel Remaining Low Battery Voltage
Low Bus Voltage High Battery Voltage
High Bus Voltage
Low Battery Voltage
High Battery Voltage
High TIT
7.19.13 Engine and Airframe Timers

The timers can be accessed from the Engine Menu.
Table 7-7 System Timer Functions

Timer Label Timer Function
FLIGHT Flight timer increments in tenths of an hour
whenever the aircraft is in an airborne state.
This can be triggered via a weight on wheels
switch, GPS ground speed, or true airspeed
depending on the aircraft installation.
HOBBS Analogous to an analog HOBBS meter that
increments in tenths of an hour whenever
one engine is registering >5 PSI of engine
oil pressure.
TACH Analogous to analog tachometers such that
(piston- the timer increments based on the current
engine only) engine RPM compared to the 75% power
setting for that engine.

The flight hour meter will increment in tenth of an hour resolution
when the aircraft is in the air and the engine hour meter will
increment in tenth of an hour resolution when any engine is
running. On multi-engine aircraft, the engine hour meter will start
incrementing when the respective engine is running and are tracked
separately from one another.
7.20 Flight Stream 510 or GDL 60 (Optional)
The Flight Stream product line uses a wireless transceiver to
provide data to and from a GTN to personal electronic devices
(PEDs). The Flight Stream 510 is mounted in the GTN SD card slot
and includes a Bluetooth and Wi-Fi transceiver. The GDL 60 is a
separate LRU available when installed along with a GTN Xi.
Data such as traffic, datalink weather, entertainment audio
information, and attitude information is sent from the Flight Stream
to the PED. The PED is capable of sending databases to the Flight
Stream which will then be available on the GTN. Limitations
regarding database operations are found in Section 2.15.
Garmin provides a list of tested and compatible devices that can be
used with the Flight Stream. Connection to the Flight Stream may
be possible with devices other than those on the supported device
list, but Bluetooth® and/or Wi-Fi stability and wireless data
integrity cannot be guaranteed.
For details about the Garmin supported devices and apps for use
with the Flight Stream product line, please visit:
https://explore.garmin.com/en-US/connext/
7.21 European Visual Reporting Points

If the TXi is interfaced to a GTN, and a flight plan contains a visual
reporting point (VRP), the TXi must have a database that contains
the VRP in order to appropriately display the VRP. If the database
on the TXi does not contain the VRP, the VRP will display on the
MFD map as an intersection.
7.22 Database Provided Altitudes
When the TXi displays altitude data for waypoints included in IFR
procedures, the altitudes provided are those shown on the procedure
chart for “Turbojet” or “Jet” aircraft. If altitudes for other aircraft
such as “Turboprop” or “Prop” are required, the crew must
manually edit the waypoint altitude on the GTN navigator.
7.23 Engine Cycle Counter (Turboprop Only)
The TXi system will log engine cycles if configured. Only full
engine cycles are counted. The engine cycle is incremented when
the system detects all of the following: Engine Start, Takeoff,
Landing, Engine Shutdown.
7.24 Landings Counter
The TXi can count takeoff and landing cycles when EIS is included
in the TXi system. The cycle information is based on the system
detection of takeoffs and landings.
7.25 Percent Power Indications
For both piston and turboprop EIS, percent power and total power
(SHP, HP) are available to the pilot. SHP is available on the gauge
inset or the pilot-selectable engine fields, and HP is only available
on the pilot-selectable fields. Piston HP calculations are
approximate, based on the availability of manifold pressure, engine
RPM, fuel flow, and outside air temperature. The value is precise
enough to verify power settings. In all cases the aircraft AFM
should be the primary reference for engine power settings.
The EIS cannot detect a failure of the ignition source of a piston

engine and therefore could continue to read positive engine power
even if the ignition source of the engine has failed. The pilot should
monitor the engine and EIS indications to determine the actions
necessary should the ignition source of the engine fail.
7.26 Rudder Trim Gauge
The rudder trim gauge can be configured with a green gauge range
to indicate approved takeoff position for the rudder trim. If no green
range exists on the rudder trim gauge, the pilot is responsible for
determining the appropriate trim position for all flight operations.
The rudder trim may not be symmetrical, and the gauge limits may
be different between the full-scale left and full-scale right position
of the gauge. Refer to the aircraft operating manual for specific
details of the rudder trim system.
7.27 Pilot Configurable MFD Startup Pages
The MFD allows the pilot to select a specific startup page. This
page will be shown in lieu of the HOME page on system startup
when selected. Additionally, in PFD/MFD or MFD/MFD GDU
1060 installations, the pilot can elect to start the system in a full-
screen mode for a single pane. The pilot can always revert the
system to its default startup behavior on the Systems → Setting
page for each MFD pane and all MFD pages are still accessible
from the HOME page or via MFD knob controls.
7.28 Smart Glide (optional)
When installed with a GTN Xi with Smart Glide enabled, the TXi
will provide Smart Glide map indications, PFD annunciation, and
Emergency Page data for the Smart Glide feature. For more details
on the Smart Glide function, refer to the GTN Xi Pilot’s Guide (P/N
190-02327-03 rev. C or later) and AFMS (P/N 190-01007-C2 or
190-01007-C3 rev. 4 or later).
7.29 MFD Flight Plan Display
When an MFD is associated with a specific PFD (e.g.- The co-

pilot’s side has a 700P PFD and a 700P MFD), the flight plan
displayed on the MFD is from the navigation source selected on the
PFD CDI. If the MFD is not associated with a specific pilot position
(e.g., The MFD is a stand-alone center MFD) the flight plan
displayed is from the navigation source selected on the pilot’s PFD
CDI.
7.30 MFD Engine Page

The MFD engine page is intended as a secondary display of engine
operating parameters. As such, any engine alert can only be
acknowledged on the primary EIS display. The alerts will be
displayed on the MFD engine page for reference.

Appendix A Aircraft Specific EIS Data
A.1 Pilatus PC-12 EIS Markings and Limitations

The following tables describe the EIS limitations and gauge
markings for each approved model of the PC-12 aircraft.
NOTE
The PC-12 Emergency and Abnormal procedures

in the AFM reference blink rates for caution and
warning indications of 40 blinks/min and 80
blinks per/min respectively. In the G500/600 TXi,
the blink rate is not an indication of alerting
priority. Color is the indication for caution
(yellow) and warning (red) indications. The pilot
shall use the TXi EIS caution and warning colors
to determine the gauge status when referencing
the aircraft AFM procedures.

Table A-1: PC-12 Series 1 thru 9

Table A-2: PC-12 Series 10

Table A-3: PC-12 with PT6A-67P Engine

A.2 Pilatus PC-12 Fuel Conversion Table
For all fuel related emergency procedures in a Pilatus PC-12 with
the Garmin TXi EIS installed, the AFM refers to fuel “segments”.
The following table shows the conversion for segments, pounds,
and gallons of fuel.
Table A-4: Pilatus PC-12 Fuel Segment Conversion Table

MSNs 111-140 MSNs 141-888
Segments
Pounds Gallons Pounds Gallons
1 48 7 48 7
2 96 14 97 14
3 144 21 145 22
4 192 29 193 29
5 240 36 241 36
6 289 43 290 43
7 337 50 338 50
8 385 57 386 57
9 433 64 435 65
10 481 72 483 72
11 529 79 531 79
12 577 86 579 86
13 625 93 628 93
14 673 100 676 101
15 721 107 724 108
16 770 114 772 115
17 818 122 821 122
18 866 129 869 129
19 914 136 917 136
20 962 143 966 144
21 1010 150 1014 151
22 1058 157 1062 158
23 1106 164 1110 165
24 1154 172 1159 172
25 1202 179 1207 179
26 1250 186 12565 187
27 1299 193 1304 194
28 1346 200 1352 201


190 01717 b2 - 08

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AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

2 5 Added new layout JR Brownell

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

40 Added GEA 71B

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

4 1 Added planforms JR Brownell

12 New section 2.32. All

16 New sections 2.36 and

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

53 MACH, variable VNO

56 New subsections and

60-62 New feature text

66 New interface added

72 Amended text for twin

31-35 Reordered and added

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

74-75 Updated and

7 6 New definition JR Brownell

26 Added GI275 standby

30 New fuel imbalance

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

44-45 Updated tables

47 Updated text, updated

59 Added standby models

68 Updated for new

Section 1 New installer See page i

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

Section 4 New and updated

Section 7 New system

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

WEIGHT AND BALANCE............................. 50

SYSTEM DESCRIPTION ............................... 51

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

CRS: Course SBAS: Space-based

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

1.3 System Description

1.4 GDU Derivatives

1.4.1 GDU 1060

1.6 OAT Probes

1.10 Installation Description

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

1.10.1 Installed Displays

Table 1-2 Installed Displays

 Pilot EIS 700P (7” Portrait)  EIS

 Center MFD 1060 (10”)  MFD

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

Table 1-3 Installed Controllers and Annunciators

1.11 Installed Data Units

Table 1-4 Installed Data Units

 This system incorporates dual power busses to power the

AFMS, G500/G600 TXi P23 AML STC 190-01717-B2 Rev. 8

 Altitude Alerting Tones

1.11.2 Standby and Backup Systems

 This installation uses separate standby instruments (other

 TXi EIS is the engine start computer in this aircraft

 This installation is limited to VFR and the following placard