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GARMIN 530W GPS-WAAS NAVIGATION SYSTEM XL-2 Airplane

FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT

FOR GARMIN 530W GPS-WAAS NAVIGATION SYSTEM

AS INSTALLED IN LIBERTY AEROSPACE MODEL XL2

Serial No:

Registration No:

When installing the Garmin 530W GPS-WAAS Navigation System in the Liberty Aerospace XL2, this supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Liberty Aerospace XL2 Airplane Flight Manual. The information contained herein supplements the FAA approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic XL2 FAA Approved Airplane Flight Manual.

Date:

P/N 135A-970-024 FAA Approved: August 11, 2009 Section 9 Initial Release of 26


Section 9 FAA Approved: August 11, 2009 P/N 135A-970-024 of 26 Initial Release

Garmin 530W GPS-WAAS Navigation System Log of Revisions

Rev. To Pages Description

FAA Approval Signature and

Date


Use the GNS-530W at your own risk. To reduce the risk of unsafe operation, carefully review and understand all aspects of the GNS-530W Owner’s Manual and this Flight Manual Supplement, and thoroughly practice basic operation prior to actual use. When in actual use, carefully compare indications from the GNS-530W to all available navigation sources, including the information from other NAVAIDS, visual sighting, charts, etc. For safety, always resolve any discrepancies before continuing navigation or approaches. Although the Garmin GNS-530W is a precision electronic NAVigation AID (NAVAID), any NAVAID can be misused or misinterpreted and therefore become unsafe.

THE ALTITUDE CALCULATED BY THE GNS-530W IS GEOMETRIC HEIGHT ABOVE MEAN SEA LEVEL AND COULD VARY SIGNIFICANTLY FROM ALTITUDE DISPLAYED BY PRESSURE ALTIMETERS IN AIRCRAFT.

THE JEPPESEN DATABASE INCORPORATED IN THE GNS-530W MUST BE UPDATED REGULARLY IN ORDER TO ENSURE THAT ITS INFORMATION IS CURRENT. EVERY 28 DAYS THERE IS A NEW RELEASE OF THE DATABASE. A DATABASE INFORMATION PACKET IS INCLUDED IN YOUR GNS-530W PACKAGE. PILOTS USING AN OUT-OF-DATE DATABASE DO SO ENTIRELY AT THEIR OWN RISK.

The electronic chart is an aid to navigation and is designed to facilitate the use of authorized government charts, not replace them. Land and water data is provided only as a general reference to your surroundings. The positional accuracy of the land and water data is not of a precision suitable for use in navigation and it should not be used for navigation. Only official government charts and notices contain all information needed for safe navigation - and, as always, the user is responsible for their prudent use.



The Terrain feature (in units not equipped with TAWS) is for supplemental awareness only. The pilot/crew is responsible for all terrain and obstacle avoidance using information not provided by the GNS-530W Terrain feature.

The GNS-530W units use a different database than in the legacy unit. The databases are incompatible between units. The GNS-530W unit must use a WAAS enabled database.

It is the pilot’s responsibility for initial missed approach guidance in accordance with published procedure. The unit may not provide correct guidance until established on a defined leg.

SECTION 1 – GENERAL GARMIN GNS-530W GPS/WAAS NAV/COM

The Garmin GNS-530W GPS/WAAS Navigator is a panel-mounted product that contains a GPS/WAAS receiver for GPS approved primary navigation, under TSO-C146a (plus VHF Communication and VHF Navigation radios) in an integrated unit with a moving map and color display. The XL2 can have a single stand-alone GNS-530W or a GNS-530W paired with a GNS-430W. All of which are on the avionics bus controlled by the avionics master switch.

Dedicated keys and graphical menus operate the navigation functions, which are controlled by the buttons and the dual concentric rotary knobs along the bottom and right side of the display.

The VHF Com and VHF Navigation radio functions are controlled via dedicated buttons and knobs on the left side of the display and adjacent to frequencies they are controlling.



OBS Key

Terrain Annunciator

Power and Com Volume/Squelch

Photocellfor Auto-Dimming

Graphic MovingMap Display andNavigation Info

Procedure Key

Data Card

Range Keys

Enter Key

Direct-To Key

Menu Key

Waypoint alert and arrival

Clear Key

Comm Freq Flip/Flop

Nav Radio Flip/Flop

Nav Radio Volume

Localizer ID and Runway

Small KnobCom/VLOCFreq (kHz)

Com FreqWindow

Small Knob(Cursor - Pressto activate)

Large Knob

Data Card

Flight PlanKey

VNAV Key

Mounting Screw

MessageKey

CDIKey

NavigationSource: GPS, VLOC, orGPS-PTK

Nav FreqWindow

Large KnobCom/VLOC Freq(MHz)

Flight Phase Annunciator

GPS Integrity Annunciator

Figure 1 GNS-530W Control and Display Layout

OPERATION The Garmin GNS-530W uses GPS and WAAS (within the coverage of a Space-Based Augmentation System complying with ICAO Annex 10) for enroute, terminal area, non-precision approach operations (including “GPS”, “or GPS”, and “RNAV” approaches), and approach procedures with vertical guidance (including “LNAV/VNAV” and “LPV”).

The Garmin-530W CDI scale for the on-screen course deviation indicator is set by default at “2.0 nm”. At this setting, the CDI scale is set to 2.0 nautical miles during the “en route” phase of flight. Within 30 nm of your departure or destination airport, the CDI scale will be set at 1.0 nm. This is the “terminal area”. During the approach, usually within 2.0 nm of the FAF (Final Approach Fix), the CDI scale will be set to 0.3 nm.

The GNS-530W uses a “standard rate turn” of 3º per second to compute turn anticipation.

Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference datum. GPS navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of America.



Navigation audio signals, communication, microphone, and headphone interfaces are passed through the avionics system audio panel. Refer to the audio panel section of AFM 135A-970-005 for operational details.

Power for the GNS-530W is supplied from the switched avionics power bus through dedicated circuit breakers for the Com and for the Navigation for the respective system located in the circuit breaker panel. There is also a power on/off/vol control on the unit.

Navigational information is also displayed on an external CDI located in the instrument panel. The CDI provides OBS (selected course) information to the GNS-530W. The CDI display of GPS or VLOC selection is also annunciated on the CDI.

Figure 2 L/H Keys and Knobs

COM power/volume

Knob controls unit power and communications radio volume. Press the knob momentarily to enable/disable automatic squelch control.

VLOC volume

Knob controls NAV radio volume. Press the knob momentarily to enable/disable identification tone.

Large left knob

This knob tunes MHz standby frequency for COM or VLOC.



Small left knob

This knob tunes KHz standby frequency for COM or VLOC. Press this knob momentarily to toggle the window cursor between COM and VLOC.

COM flip-flop

Swaps the active and standby COM frequencies. Press and hold to select 121.5 MHz.

VLOC flip-flop

Swaps the active and standby VLOC frequencies.

Figure 3 R/H Keys and Knobs

Range key (RNG)

Selects desired map scale.

Direct-To key

Allows you to enter a destination waypoint and establish a direct course to the selected destination.

Clear key (CLR)

Used to erase information or cancel an entry. Press and hold to immediately display default NAV page.



Enter key (ENT)

Used to approve an operation or complete data entry.

Menu

Displays a context sensitive options list.

Large right (CRSR) knob

Used to select between various page groups: NAV, WPR, AUX, or NRST. With the on screen cursor enabled, the large right knob allows you to move the cursor about the page.

Small right (CRSR) knob

Used to select between various pages of the groups listed above. Press this knob momentarily to display the on screen cursor. The cursor allows you to enter data and/or make a selection from a list of options.

Figure 4 Bottom Row Keys

CDI key

Used to toggle which source (GPS or VLOC) provides output to an external CDI.

OBS key

Used for two functions: to activate OBS selection and as a suspend key. As a suspend key, it is used to select automatic or manual sequencing of waypoints. Whenever OBS mode is selected, you may select the desired course to or from a waypoint using the OBS page or the external CDI.

MSG key

View system messages, important warnings, and requirements.

FPL key

Allows you to create, edit, activate, and invert flight plans.




VNAV key

Allows you to create a three-dimensional profile which guides you to a final target altitude at a specified location.

PROC key

Selects approaches, departures, and arrivals from the active flight plan.

SECTION 2 - LIMITATIONS PILOT’S GUIDE

The GARMIN 500W Series Pilot’s Guide, part number and revision listed below (or later revisions), must be immediately available for the flight crew whenever navigation is predicated on the use of the GNS-530W unit.

500W Series Pilot’s Guide & Reference P/N 190-00357-00 Rev B

SYSTEM SOFTWARE The system must utilize the Main and GPS software versions listed below (or later FAA approved versions). The software versions are displayed on the self-test page immediately after turn-on for approximately 5 seconds or they can be accessed in the AUX pages.

Subsequent software versions may support different functions. Check the 500W Series Pilot’s Guide for further information.

Approved Software Version (or later FAA approved versions) Software Item

SW version As displayed on unit Main SW Version 3.00 3.00

GPS SW Version 3.0 3.0

Table 1 Approved Software Versions

NAVIGATION DATABASE The GNS-500W Series unit database cards listed in the following table must be installed.

IFR enroute and terminal navigation is prohibited unless the pilot verifies the database is current or verifies each selected waypoint for accuracy by reference to current approved data.


GPS instrument approaches using the GNS-530W unit is prohibited, unless the pilot verifies the GNS-530W unit’s approach data to be current. Instrument approaches must be accomplished in accordance with an approved instrument approach procedure that is loaded from the GNS-530W database.

Installations with dual GNS-430W/530W Series units will only cross-fill between units when they contain the same database cycle. Updating of each database must be accomplished on the ground prior to flight.

Part Number Description

010-10546-00 Data Card, WAAS, IFR, World Wide

010-10546-01 Data Card, WAAS, IFR, Americas 010-10546-02 Data Card, WAAS, IFR, International

Table 2 Approved Navigation Database Cards

TERRAIN DATABASE The GNS-530W unit supports Terrain and requires a Terrain database card to be installed in order for the feature to operate. The table below lists compatible database cards for the GNS-530W series. Each of the data base cards contains the following data:

The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all longitudes.

The Airport Terrain Database has an area of coverage that includes the United States, Canada, Mexico, Latin America, and South America.

The Obstacle Database has an area of coverage that includes the United States, and is updated as frequently as every 56 days.

The area of coverage may be modified as additional terrain data sources become available.

Part Number Description

010-10201-20 Data Card, TAWS / Terrain, 128MB

010-10201-21 Data Card, TAWS / Terrain, 256MB Table 3 Approved Terrain Database Cards




NAVIGATION No navigation is authorized north of 89° (degrees) north latitude or south of 89° (degrees) south latitude.

APPROACHES During GPS approaches, the pilot must verify the GNS-530W

unit is operating in the approach mode. (LNAV, LNAV+V, L/VNAV, or LPV)

When conducting approaches referenced to true North, the heading selection on the AUX pages must be adjusted to TRUE.

Accomplishment of an ILS, LOC, LOC-BC, LDA, SDF, MLS, VOR approach, or any other type of approach not approved for GPS overlay, is not authorized with GPS navigation guidance.

Use of the GNS-530W VOR/LOC/GS receiver to fly approaches not approved for GPS requires VOR/LOC/GS navigation data to be present on the external indicator (i.e. proper CDI source selection).

For aircraft with remote source selection annunciation or remote GPS navigation annunciations installed, conducting IFR approaches is prohibited if the remote annunciation is found to be inoperative during pre-flight. (This limitation does not prohibit the conduct of an IFR approach if the required remote annunciation fails during flight. The indications provided on the GNS-530W unit display may be used as a backup).

TERRAIN DISPLAY Terrain refers to the display of terrain information. Pilots are NOT authorized to deviate from their current ATC clearance to comply with terrain/obstacle alerts. Terrain unit alerts are advisory only and are not equivalent to warnings provided by TAWS. Navigation must not be predicated upon the use of the terrain display.

The terrain display is intended to serve as a situational awareness tool only. By itself, it may not provide either the accuracy or the fidelity on which to base decisions and plan maneuvers to avoid terrain or obstacles.



VNAV VNAV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach Procedures does not guarantee Step-Down fix altitude protection, or arrival at approach minimums in a normal position to land.

SECTION 3 – EMERGENCY PROCEDURES ABNORMAL PROCEDURES

1. If the Garmin GNS-530W unit GPS navigation information is not available, or is invalid, utilize other remaining operational navigation equipment installed in the airplane as appropriate. If the GNS-530W unit loses GPS position and reverts to Dead Reckoning mode (indicated by the annunciation of “DR” in the lower left of the display), the moving map will continue to be displayed. Aircraft position will be based upon the last valid GPS position and estimated by Dead Reckoning methods. Changes in airspeed or winds aloft can affect the estimated position substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach modes do not support DR.

2. If a “Loss of Integrity” (INTEG) message is displayed during:

Enroute/Terminal: continue to navigate using GPS equipment and periodically cross-check the GPS guidance to other approved means of navigation.

GPS Approach: GPS approaches are not authorized under INTEG - Execute missed approach or revert to alternate navigation.

3. During a GPS LPV precision approach or GPS LNAV/VNAV approach, the GNS-530W unit will downgrade the approach if the Vertical alarm limits are exceeded. This will cause the vertical guidance to flag as unavailable. The procedure may be continued using the LNAV only minimums.


During any GPS approach in which precision and non-precision alarm limits are exceeded, the 430W unit will flag the lateral guidance and generate a system message “ABORT APPROACH loss of navigation”. Immediately upon viewing the message the unit will revert to Terminal alarm limits. If the position integrity is within these limits, lateral guidance will be restored and the GPS may be used to execute the missed approach, otherwise alternate means of navigation should be utilized.

SECTION 4 – NORMAL PROCEDURES Refer to the 500W Series unit Pilot’s Guide defined in paragraph Pilot’s Guide on page 9 of this document for normal operating procedures. This includes all GPS operations, VHF COM and NAV, and Multi-Function Display information.

APPROACHES WITH VERTICAL GUIDANCE The 530W unit supports three types of GPS approaches with vertical guidance: LPV approaches, LNAV/VNAV (annunciated as L/VNAV) approaches, and LNAV approaches with advisory vertical guidance (annunciated as LNAV+V). For LNAV approaches with advisory vertical guidance, the 530W will annunciate LNAV+V indicating vertical guidance is available. LNAV minimums will be controlling in this case.

If flying an LPV or LNAV/VNAV approach, be prepared to fly the LNAV only approach prior to reaching the final approach fix (FAF). If the GPS integrity is not within vertical approach limits, the system will flag the vertical guidance. This may be annunciated by a downgrade to LNAV message.



To Create a New Flight Plan 1. Press FPL. 2. Turn small CRSR knob once to the right.

This will display the Flight Plan Catalog page.

3. Press MENU.

This will display the Flight Plan Catalog Options (page menu).

4. Turn large CRSR knob to the right and highlight “Create New Flight Plan”.

5. Press ENT.

Using the small and large CRSR knobs enter flight plan.

Be sure to start with the departure airport identifier and press ENT.

When all waypoints have been entered press the CRSR knob to return to the Flight Plan Catalog page.

To Activate a Flight Plan 1. Press FPL. 2. Turn small CRSR knob once to the right.


3. Press CRSR knob to activate the cursor. 4. Turn large CRSR knob to highlight desired flight plan. 5. Press MENU.

This will display the Flight Plan Catalog Options (page menu).

6. Turn large CRSR knob to the right and highlight “Activate Flight Plan”.

7. Press ENT.

The selected flight plan is now activated.

Hitting the direct-to key it will override whatever flight plan you are currently navigating. To return to the last active flight plan you must cancel the direct-to.




To Cancel a Direct-To Navigation Perform this procedure to cancel a direct to navigation.

1. Press the Direct-to key.

This will display the Select Direct-to Waypoint Page.

2. Press MENU.

This will display the Direct-to Options menu.

3. Turn large CRSR knob to highlight “Cancel Direct-To NAV?” 4. Press ENT.

If the flight plan was still active, the GNS 430 will resume navigating the flight plan along the closest leg.

To Edit a Flight Plan Perform this procedure to edit a flight plan.

1. Press FPL. 2. Turn small CRSR knob once to the right.


3. Press CRSR knob to activate the cursor. 4. Turn large CRSR knob to highlight desired flight plan. 5. Press ENT.

To Add a Waypoint to Flight Plan a. Turn large CRSR knob to select where you wish to add

the waypoint.

The new waypoint will be entered before the highlighted (flashing) waypoint.

b. Using the small and large CRSR knob enter new waypoint identifier.

c. Press ENT.

To Delete a Waypoint from Flight Plan a. Turn large CRSR knob to select waypoint you wish to

delete.

Highlighted (flashing) waypoint will be the one that is deleted.

b. Press CLR.



A prompt of “Remove Waypoint” will appear.

Highlight “Yes” or “No”.

c. Press ENT. 6. Press CRSR knob to return to Flight Plan Catalog page.

To Select an Approach, Departure, or Arrival Perform this procedure to select an approach, departure or arrival.

1. Press PROC.

This will display the Procedures page.

2. Turn large CRSR knob to highlight “Select Approach?”, “Select Departure?”, or “Select Arrival?”.

3. A window will appear with available procedures. Turn large CRSR knob to highlight desired procedure.

4. Press ENT. 5. A second window will appear with available transitions. Turn

large CRSR knob to highlight desired transition waypoint. 6. Press ENT.

Selecting an Approach Perform this procedure to selecting an approach.

1. Press PROC.


2. Turn large CRSR knob to highlight “Select Approach?”. 3. A window will appear with available procedures. Turn large

CRSR knob to highlight desired procedure. 4. Press ENT. 5. A second window will appear with available transitions. Turn

large CRSR knob to highlight desired transition waypoint.

“Vectors” will assume you are being vectored to the final course segment (FAF).


It is recommended to select the actual approach that will be used even if you are being given “Vectors to Final”, as this will give you better situational awareness. If you are given “Vectors to Final” you must follow ATC instructions instead of the GPS, but it will allow you to see the other waypoints on the moving map as you are approaching each fix.

6. Press ENT. 7. “Load?” or “Activate?” will now be flashing. 8. Turn the large CRSR knob to highlight “Load?” or “Activate?”

“Load?” will add the procedure without immediately using it for guidance (this allows you to continue on your present flight plan).

“Load?” will proceed to the destination airport and then turn to the Initial Approach Fix (IAF)

“Activate?” will add the procedure and immediately proceed directly to the “approach” (this will override the “en route” portion of the flight plan).

“Activate?” will proceed to the Initial Approach Fix (IAF) transition point chosen

As you transition along the Final Approach Course (usually within 2.0 nm of the FAF), the box in the lower left corner of the unit will also transition from TERM (terminal) to LPV (the approach) to let you know that the CDI sensing has changed from 1.0 to 0.3 nautical mile, full scale deflection.

If navigating an approach with the missed approach point (MAP) as the current destination, re-centering the CDI needle on the GPS with the direct-to key will cancel the approach.



VERIFY THE NAVIGATION SYSTEM IS WORKING PROPERLY BY CONTINUOUSLY SCANNING FOR CDI WARNING FLAGS. IF A FLAG APPEARS EITHER AT THE BOTTOM OF THE LOCALIZER NEEDLE OR TO THE RIGHT SIDE OF THE GLIDESLOPE NEEDLE THE CDI CAN NO LONGER BE USED FOR NAVIGATION PURPOSES. THE LOCALIZER NEEDLE AND GLIDESLOPE NEEDLE COULD CENTER WITH FLAGS FALSLY REPORTING AN ON PATH GUIDANCE CONDITION. FAILURE TO RECOGNIZE A FLAGGED CONDITION COULD RESULT IN CONTROLLED FLIGHT INTO TERRAIN.

Melbourne RNAV (GPS) RWY 9R approaching from the Northwest

1. Press PROC.



CRSR knob to highlight RNAV 09R GPS. 4. Press ENT. 5. A second window will appear with available transitions. Turn

large CRSR knob to highlight FIFMU. 6. Press ENT. 7. “Load?” or “Activate?” will now be flashing.

“Load?” will proceed to the destination airport and then turn to the IAF In this example MLB and then FIFMU (this is not the usual routing used by ATC for sequencing).

“Activate?” will proceed to the Initial Approach Fix from the transition point chosen In this example directly to FIFMU (this is the usual routing used by ATC for sequencing).

8. Turn the large CRSR knob to highlight “Activate?”. 9. Press ENT.

You are now going directly to the Initial Approach Fix FIFMU.

As you approach FIFMU the GPS unit will turn you to a heading of 182º to SUROY.



As you approach SUROY the GPS unit will turn you to a heading of 092º to JINBA.

JINBA is the FAF and on course for the runway (Glide Slope should be on at this point).

RNWY 09R is the final destination arriving runway.

DO NOT USE FOR NAVIGATION

Figure 5 Melbourne RNAV (GPS) RWY 9R Example



Selecting an Approach with Vectors to Final

It is recommended to select the actual approach that will be used even if you are being given “Vectors to Final”, as this will give you better situational awareness. If you are given “Vectors to Final” you must follow ATC instructions instead of the GPS, but it will allow you to see the other waypoints on the moving map as you are approaching each fix. If “Vectors to Final” is chosen ONLY the Final Approach Fix will be depicted on the moving map and all other waypoints will be omitted.

Melbourne RNAV (GPS) RWY 9R approaching from the Northwest with VTF, your current heading is 121º to MLB

1. Press PROC.



CRSR knob to highlight RNAV 09R GPS. 4. Press ENT. 5. A second window will appear with available transitions. Turn the

large CRSR knob to highlight VECTORS. 6. Press ENT. 7. “Load?” or “Activate?” will now be flashing. 8. Turn the large CRSR knob to highlight “Activate?”.

This will only display the Final Approach Fix of JINBA..

The navigation will only direct you to the FAF of JINBA.

If “Activate” is selected with “Vectors to Final”, the approach will start navigating you to the FAF from that point, not the IAF. All previous waypoints will have been deleted and you may lose some situational awareness.



Now that you are receiving “Vectors to Final” all other waypoints will have been omitted from your moving map page. Only the Final Approach Fix of your destination airport will be seen. This is why it is recommended to enter the entire approach of the destination airport runway and follow ATC instructions.

9. ATC instructs you to turn right to a heading of 137º to intercept the Final Approach Course to Runway 09R which is 092º.

This is a 45º intercept and should put you on the final approach course.

The GPS will still be trying to direct you to the FAF of JINBA.

FOLLOW ATC INSTRUCTIONS 10. As the CDI needle starts to come in a left turn will be initiated to

092º to intercept the final approach course to the destination airport runway.

Selecting an ILS Approach ILS approaches can be performed with the GNS-530W’s built-in VLOC (VOR/localizer/glideslope) receivers. The GPS receiver can be used for guidance prior to reaching the FAF, but once there, the proper frequency must be selected on the VLOC window (left side of the screen) and the CDI output set to “VLOC”.

When the ILS approach is activated (and the correct ILS frequency is active in the VLOC window), the GNS-530W automatically switches within 1.2 nautical miles left or right of the final approach course. The switch can take place anywhere from 2.0 to 15.o nautical miles from the FAF.

If you attempt to intercept the approach course at a distance less than 2.0 nautical miles from the FAF, the GNS-530W does not automatically switch the CDI to VLOC, (you must manually press the CDI key to switch from GPS to VLOC).



Melbourne ILS RWY 9R approaching from the Northwest

1. Press PROC.



CRSR knob to highlight ILS 09R. 4. Press ENT. 5. A second window will appear with available transitions. Turn

large CRSR knob to highlight FIBOP. 6. Press ENT. 7. “Load?” or “Activate?” will now be flashing. 8. Turn the large CRSR knob to highlight “Activate?”. 9. Another window will appear with “GPS guidance is for

monitoring only. Activate approach?” “Yes? or No?”. 10. 10. Highlight “Yes?”. 11. 11. Press ENT.

This will now take you to the Initial Approach Fix of FIBOP.

FIBOP is also the Final Approach Fix to the ILS RWY 09R.

The box on the left side of the screen beneath the VLOC frequencies box will depict the Loc IMLB, KMLB, ILS09R.



Flying the Missed Approach and Holding After passing the Missed Approach Point (MAP), if the runway is not in sight you must execute a missed approach. The GNS 530 will continue to give you guidance along an extension of the final approach course segment (from the FAF to the MAP) until you manually initiate the missed approach procedure. As you fly passed the MAP the area above the OBS key will change from being blank to SUSP. When you have passed the MAP and see SUSP it is time to hit the OBS button to initiate the missed approach procedure.

Verify that the OBS button has been pushed AFTER the MAP and that it is only pushed once. This will ensure that the Missed Approach has been activated. If the OBS button is pushed prior to reaching the MAP the GPS will give you a continuation line of the Final Approach Course but will not activate the Missed Approach Procedure. In the lower left corner of the box, LPV (the approach) will transition to TERM (terminal). If the OBS/SUSP is pushed after the MAP, in the lower left corner of the box, LPV (the approach) will transition to MAPR (the Missed Approach Procedure).

The GNS 530 is programmed to take you on the published missed approach course and to the hold. If you are given alternate missed approach instructions from ATC you must follow the ATC instructions.

If executing a missed approach from a Decision Altitude you may see that within a few seconds of pressing the OBS to release suspend mode and start the missed approach sequence, “SUSP” re-appears above the OBS key as the GNS 530W returns to suspend mode. This is normal when flying a ‘course from fix to altitude’ leg and indicates that automatic sequencing is suspended. Upon reaching the desired altitude, (as indicated on the approach plate), press OBS to return to automatic leg sequencing. Confirm that “SUSP” no longer appears directly above the OBS key.



1. Press the OBS key. The missed approach holding point is automatically offered as the destination waypoint.

In some cases, an additional hold waypoint is added to the missed approach sequence. Review approach plate to ensure execution of proper missed approach and hold.

2. Follow the missed approach procedures, as published on your approach plate, for proper climb and heading instructions. If ATC gives missed approach instructions, you must follow those instructions.

3. An alert message in the lower right corner of the screen will recommend the proper entry procedure for the holding pattern (i.e., “HOLD DIRECT”, “HOLD PARALLEL”, or “HOLD TEARDROP”). As you fly the pattern, a timer appears on the Default NAV Page. The timer automatically resets on the outbound side of the hold when you are abeam the hold waypoint. The timer resets again as you turn inbound (within approximately 30º of the inbound course). This allows you to use standard timing (usually one minute) to fly the inbound and outbound legs of the hold.

Leg length could be displayed in miles if DME or RNAV (GPS) is to be used. Most GPS approaches display a hold in nautical miles. Leg length will be specified in minutes on pilot request or if the controller considers it necessary. It is the pilot’s responsibility to review the approach plate to confirm the type of hold that will be executed.

The difference is apparent when an ILS or VOR approach is made. When these types of approaches are made the hold is displayed in minutes (usually a one minute holding pattern). Again, it is the pilot’s responsibility to review the approach plate to confirm the type of hold that will be executed.

4. The GNS 530W will provide course guidance only on the inbound side of the holding pattern. When leaving the holding pattern to re-fly the approach (or a different approach) press the PROC key to “Select Approach?” or “Activate Approach?” as described earlier. If another destination is to be chosen, the Direct-to may be used.



After the Melbourne RNAV (GPS) RWY 9R approaching from the Northwest, a missed approach and hold at ZUVOM

1. At the missed approach point (MAP) the OBS key will show SUSP above it

This is when you will hit the OBS key one time only

2. The next waypoint now becomes ZUVOM

This is also your holding point

3. As you arrive at ZUVOM the GNS-530W will recommend a teardrop entry

4. On the RNAV 09R approach the holding pattern is 4.0 nautical miles instead of a timed hold

5. At ZUVOM, with a recommended teardrop entry the GNS-530W will tell you to turn left to a 057º heading.

6. At 4.0 nautical miles the GNS-530W will tell you to turn right to a heading of 270º.

7. This will continue until you are ready to leave the holding pattern.

It is still the pilot’s responsibility to verify information is accurate with current approach plates and following ATC instructions.

For additional information on approaches with vertical guidance, refer to the 500W Series unit Pilot’s Guide.

SECTION 5 - PERFORMANCE No change

SECTION 6 – WEIGHT AND BALANCE See current weight and balance data.

SECTION 7 – AIRPLANE AND SYSTEM DESCRIPTION See Garmin 500W Series unit Pilot’s Guide for a complete description of the 530W unit.

SECTION 8 – HANDLING, SERVICE, AND MAINTENANCE

No change




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