GPS-165 011-00106-00

Garmin - DZUS Mount IFR GPS Receiver
Part Number :


GPS 165
FEATURES
  • DZUS mounted
  • IFR Certified for en route and approach
  • Jeppesen database includes airports, VOR's, NDB's, intersections, Comm frequencies, runways, FSS, MSA, SUA, approaches, and SIDs/Stars
  • Three line vacuum-florescent dot matrix display
  • 1000 user defined waypoints
  • 20 reversible routes of up to 31 waypoints each
  • Stoarge for 40 character comments on up to 250 waypoints
  • 9 user checklists of up to 30 items each
  • 9 schedules user messages
SPECIFICATIONS
Emergency Search: 9 nearest airports, VOR's, NDB's, intersections, or user waypoints; also displays nearest to current position and 2 nearest FSS and freq. Alarms: Arrival, Proximity, Timers, SUA's less than 10 min, 2NM and inside SUA
Receiver: MultiTrac8; Tracks and uses up to 8 satellites to compute amd update position Acquisition Time: 3 minutes
Update Rate: 1/second, continuous Accuracy: 15 meters
Interfaces: Aviation (RS-232, RS-422, ARINC 429 (GAMA),plotting (NMEA 0183 v2.0), CDI/HIS; RMI digital: clock, data); Superflag output; Altitude (serial: Icarus, Shadin-Rosettea; encoded Gillham/Greycode) Map Datums: 124 predefined, 1 user defined
Size: 5.75 x 2.25 x 5.65 inches Weight: 2.14 pounds
Certification: TSO C129 Class A1 (enroute, terminal and approach) Display: High intensity, 600 foot Lambert, dot matrix fluorescent
Power Backup: Built-in battery automatically powers unit in case of electric power failure Navigation Features: Search and rescue operation (ladder search), course selection capability via mechanicaland EFIS, HSI, Closest point of appraoch, approach navigation using published approach procedures stored on data crda, terminal naviagtion using SID/STAR from data card
Planning Features: True airspeed, density altitude, winds aloft, RAIM availability, Sunrise/Sunset calculations, and trip, fuel and VNAV planning Dynamics: Velocity: 999 knots Acceleration: 3G
Part NumberGPS Description:
010-00075-00 Black
010-00075-01 Gray

 

011-00106-00
- DZUS Mount IFR GPS Receiver

NSN: 5826-01-411-9927

Price Condition Delivery
$2,650.00 SV OUTRIGHT IN STOCK
$1,650.00 SV EXCHANGE IN STOCK

SEA Repair Capabilities: Yes

011-00106-02
- DZUS Mount IFR GPS Receiver
Price Condition Delivery
CALL OR RFQ CALL OR RFQ CALL OR RFQ

SEA Repair Capabilities: No

Click on a question below to see the answer. If you have a question about this model that is not answered below, please contact questions@seaerospace.com

For handheld GPS receivers, database updates can be ordered and downloaded directly through Garmin's Internet site.

For panel mount GPS receivers, all database cards and computer downloads (if applicable) must be ordered through Jeppesen. Contact Jeppesen at www.jeppesen.com for more information.

Many avionics systems require a configuration or setup process. This process is required to interface certain avionics systems to other systems in the aircraft that will be inputting or outputting information to and from these systems. Some examples of systems that require a configuration or setup process include:

Autopilot
EFIS
GPS
EGPWS
EHSI
RADAR
TAWS
TCAS


In addition, most newer technology or solid state systems require configuration via computer interface of some type. A qualified avionics technician should always refer to the appropriate manufacturer's installation manual for complete information and instructions.
A normal Annunciator Control Unit (ACU) includes a control and relay assembly. The control portion includes lighted annunciations (words) as well as a switch assembly to activate a relay. The relay assembly provides the electrical transfer of information between a conventional nav (VOR/ILS/GS) and GPS to one Course Deviation Indicator (CDI).

The ACU units can be complete with control and relay built into one assembly or they can be separated depending on the part number. Some GPS systems and CDIs include internal relays. Therefore, only a control with switch is required. In this case, you would only purchase the Control Head. Some installations use different custom sizes and styles of annunciator switches. Therefore, in this case, only a remote relay is purchased without a control assembly.


In addition to variations in switches, relays, and sizes, ACUs are engineered to be compatible with specific GPS systems by different manufacturers. Variations in power input and bezel orientation are available as well.
For IFR GPS approach certification, GPS status annunciations are required to be in the pilot's field of view. These annunciations (or lights) indicate active switches such as the NAV/GPS and OBS (if applicable) modes. Other annunciations or alerts might include the following:

TERM - light that will signal pilot when operating within 30 miles of departure or arrival airport (i.e. Terminal area)
APR - light that signals pilot when the GPS is engaged in Approach mode
MSG - light that signals pilot that the GPS has generated a Message alert that should be viewed on the GPS
WPT - light that signals pilot that the GPS has generated a Waypoint alert that should be viewed on the GPS
INTG - light that will signal pilot when the GPS receiver detects a position error or is unable to calculate the Integrity of the position

Some annunciator units and annunciator control units or ACUs have a variety a these switches and annunciators depending on the GPS system to be interfaced with or the aircraft installation. However, there are certain annunciations such as MSG and WPT that are standard for all annunciators required.

Southeast Aerospace exchanges are based on the return of an undamaged, economically repairable core unit with identical part number as the unit shipped to the customer. An "economically repairable" core is defined as one where the cost to repair/overhaul (or Repair Cap) does not exceed 80% of the original SV/OH exchange price billed. Should the Repair Cap exceed 80%, the customer will be billed the additional amount. In the event this amount exceeds the Outright Price for the unit, the customer would only be billed the difference between the Outright Price and SV/OH Exchange Price with the core returned as-is to the customer.

Here is an example of such a transaction:

$1000 Exchange Price charged to customer
$1000 x .8 = $800 Maximum Allowable core repair charge or Repair Cap

$2000 Cost to repair core unit
- $800 Less Core repair cap
---------
$1200 Additional billing amount.

2200.00 Total Cost of transaction

Please Note:
SEA offers exchange on new items as well. However, repair cap as indicated above is still based on SV/OH exchange price.

Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 80% of the original exchange price. That is, it cannot cost SEA more than 80% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.

For more information, please refer to these other Exchange FAQs

See this PDF document for a detailed listing of currently available IFR GPS systems and a brief comparison.

Newly Overhauled parts obtained from Garmin are designated with an N in their part number. This usually follows the 010- in the part number. As with most Garmin 010 part numbers, the N part numbers are for ordering purposes only and do not actually appear on the dataplate of the unit.

An altimeter does not measure altitude on the Garmin GPS  device. The altimeter in the aircraft measures air pressure. The altimeter is calibrated to display a certain change in altitude based on a change in air pressure. For every inch of mercury pressure change, the altimeter displays a change of approx. 1000 ft. of altitude. The GPS does not use air pressure to determine altitude and is not subject to the pressure errors in determining altitude. Therefore, the GPS derived altitude is almost always more accurate than an altimeter. Since everyone uses a pressure-based system to determine altitude, it is integral to utilize a pressure sensitive altimeter to ensure required vertical separation.