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disconnect relay opens and all start current will be supplied by the ground power unit. The ground
power unit voltage should be 28 to 29 volts and it should have a capacity of 800 to 1100 amperes if
being used to start engines. An over-voltage sensor will open the ground power relay should voltage
exceed limits. If the ground power unit has a variable automatic over current feature, it should be set
to 1100 amps.
CAUTION
If the battery is charged using the ground power unit, it must be visually
monitored. current from most ground power units is not regulated and a battery
overheat may occur.
ENGINE STARTS
The first engine start will be accomplished from the battery unless ground power is used. The second
start can be accomplished with ground power, (if the first generator switch is OFF); from the battery,
(if the first generator switch is off and ground power is not connected); or from the battery with assist
from the first generator (ground only) if the first generator is on. Generator assist start capability is
disabled in flight; therefore, all starter assist airstarts are from the battery.
CAUTION
If automatic ignition does not occur during start and the ignition circuit breakers
(in the tailcone) are found to be pulled, do not attempt another start until a dry
motor procedure has been performed per abnormal procedures/dry motoring.
3-162 AA 510FM-07
MODEL 510 SECTION III - OPERATING PROCEDURES
NORMAL PROCEDURES
FAA APPROVED
Configuration U.S.
AHRS OPERATION AT NEAR-POLAR LATITUDES
Near-polar latitudes are defined as those latitudes north of approximately 63.5° N and south of
approximately 63.5° S. The Garmin G1000 system is not designed for use as a polar navigator and
operation outside the approved operating area is prohibited. Refer to Operating Limitations, AHRS
AREA OF OPERATION for specific areas where operation is not authorized. The GRS-77 AHRS
internally monitors the magnetic field and will display a GEO LIMITS Garmin system message when
the magnetic field becomes unsuitable for AHRS operation. When the AHRS can no longer reliably
compute heading, heading information will be removed from the HSI.
WARNING
Excessive maneuvering with heading flagged and the GEO LIMITS
message posted can cause loss of attitude information from the AHRS.
NOTE
The GRS 77 AHRS is not capable of supporting a “free heading” or “directional gyro”
mode of operation where heading is computed based solely on integration of the
angular rate gyro measurements, with occasional slaving to specific heading values
input by the pilot.
STANDBY INSTRUMENTS
Independent standby instruments are provided for attitude, heading, altitude, and airspeed. Power
for all four instruments is provided by the standby battery pack. The standby altimeter and airspeed
indicator are connected to the pilot pitot/static system while the attitude gyro and magnetic compass
are completely independent.
When the STBY INST switch is moved to the STBY INST position, the green light on both the
standby airspeed and altitude indicators will illuminate briefly followed by a brief illumination of the
red lights. The airspeed and altitude pointers will move to approximately the 300 knot and 900 feet
positions respectively then move back to zero before moving to the currently measured airspeed and
altitude. The green lights will then illuminate indicating normal operation. A manual test may be done
on either instrument at any time by momentarily pressing the BIT button and observing that the red
and green lights illuminate and the needle moves to zero then swings to approximately the 100 knot
or 300 feet position as appropriate before returning to the measured airspeed or altitude. Pressing
and holding the BIT button on the standby altimeter for 5 seconds will toggle between Feet and
Meters. When power is applied to the standby attitude indicator, the warning flag will be pulled from
view immediately but the gyro may take up to 3 minutes to reach operating speed.
510FM-07 AA 3-163
SECTION III - OPERATING PROCEDURES MODEL 510
NORMAL PROCEDURES
FAA APPROVED
U.S. Configuration
FUEL SYSTEM
The fuel system consists of a single tank feeding the right engine and a single tank feeding the left
engine. No lateral fuel management is required during normal operation of the airplane. Transfer
capability is provided in the event a lateral imbalance occurs. A white FUEL TRANSFER CAS
message will display when the transfer valve is open. Fuel is transferred in the direction of the arrow
on the FUEL TRANSFER selector (i.e. if the selector is turned clockwise, the arrow points to R TANK
and fuel is transferred from the left tank). Fuel is transferred at a rate of approximately 10 pounds per
　
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