3D Connexion Coffeemaker GNS 530A User Manual

GNS 530(A)  
Pilot’s Guide and Reference  
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RECORD OF REVISIONS  
Revision Date of Revision  
Description  
A
B
C
D
5/00  
5/01  
4/03  
2/07  
Initial Release  
Update to reflect software changes through 2.06  
Update to reflect software changes through 4.0  
Updated layout, added TAWS, TERRAIN, TIS, and  
Weather information, per SW v6.02  
E
7/07  
Updated per Main SW v6.03  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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i
COPYRIGHT  
Copyright © 2001-2007 Garmin Ltd. or its subsidiaries. All rights reserved.  
This manual reflects the operation of Main System Software version 6.03 or later. Some differences may be observed when  
comparing the information in this manual to other software versions.  
Garmin International, Inc., 1200 East 151st Street, Olathe, Kansas 66062 USA  
p: 913.397.8200  
f: 913.397.8282  
Garmin AT, Inc., 2345 Turner Road SE, Salem, Oregon 97302 USA  
p: 503.391.3411 f: 503.364.2138  
Garmin (Europe) Ltd., Liberty House, Bulls Copse Road, Hounsdown Business Park, Southampton, SO40 9RB, U.K.  
p: 44/ (0) 0870.8501241 f: 44/ (0) 870.8501251  
Garmin (Asia) Corp., No. 68, Jangshu 2nd Road., Shijr, Taipei County, Taiwan  
p: 886/2.2642.9199  
f : 886/2.2642-9099  
Web Site Address: www.garmin.com  
Visit the Garmin website for the latest updates and supplemental information concerning the operation of this and other Garmin  
products.  
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or  
stored in any storage medium, for any purpose without the express written permission of Garmin. Garmin hereby grants permission  
to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to  
be viewed for personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text  
of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is  
strictly prohibited.  
Garmin®, AutoLocate®, and PhaseTrac12® are registered trademarks of Garmin Ltd. or its subsidiaries and may not be used  
without the express permission of Garmin.  
GNS™ and Spell’N’Find™ are trademarks of Garmin Ltd. or its subsidiaries and may not be used without the express permission of  
Garmin.  
NavData® is a registered trademark of Jeppesen, Inc.  
July 2007  
190-00181-00 Rev. E  
Printed in the U.S.A.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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ii  
TABLE OF CONTENTS  
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iii  
WARNINGS,  
CAUTIONS, AND NOTES  
WARNING: Navigation and terrain separation must NOT be predicated upon the use of theTAWS function. The  
TAWS feature is NOT intended to be used as a primary reference for terrain avoidance and does not relieve the  
pilot from the responsibility of being aware of surroundings during flight. The TAWS feature is only to be used  
as an aid for terrain avoidance and is not certified for use in applications requiring a certified terrain aware-  
ness system. Terrain data is obtained from third party sources. Garmin is not able to independently verify the  
accuracy of the terrain data.  
WARNING: The terrain data should be used only as an aid for situational awareness. Terrain data must not  
be used as the sole basis for decisions or maneuvers to avoid terrain or obstacles. Terrain data must not be  
used for navigation.  
WARNING: The altitude calculated by GNS 530 GPS receivers is geometric height above Mean Sea Level and  
could vary significantly from the altitude displayed by pressure altimeters in aircraft. GPS altitude should never  
be used for vertical navigation. Always use pressure altitude displayed by pressure altimeters in the aircraft.  
WARNING: The Jeppesen database used in the GNS 530 system must be updated regularly in order to ensure  
that its information remains current. Updates are released every 28 days. A database information packet is  
included in the GNS 530 package. Pilots using an outdated database do so entirely at their own risk.  
WARNING: The basemap (land and water data) must not be used for navigation, but rather only for non-  
navigational situational awareness. Any basemap indication should be compared with other navigation  
sources.  
WARNING: For safety reasons, GNS 530 operational procedures must be learned on the ground.  
WARNING: The United States government operates the Global Positioning System and is solely responsible  
for its accuracy and maintenance. The GPS system is subject to changes which could affect the accuracy and  
performance of all GPS equipment. Portions of the Garmin GNS 530 utilize GPS as a precision electronic  
NAVigation AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the GNS 530 can be  
misused or misinterpreted and, therefore, become unsafe.  
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v
 
WARNINGS,  
CAUTIONS, AND NOTES  
WARNING: Use the GNS 530,Weather Data Link Interface,TIS, and TAWS at your own risk. To reduce the risk  
of unsafe operation, carefully review and understand all aspects of the GNS 530 Pilot’s Guide documentation  
and the GNS 530 Flight Manual Supplement. Thoroughly practice basic operation prior to actual use. During  
flight operations, carefully compare indications from the GNS 530 to all available navigation sources, including  
the information from other NAVAIDs, visual sightings, charts, etc. For safety purposes, always resolve any  
discrepancies before continuing navigation.  
CAUTION: The GNS 530 display lens is coated with a special anti-reflective coating that is very sensitive to  
skin oils, waxes, and abrasive cleaners. CLEANERS CONTAININGAMMONIAWILL HARMTHEANTI-REFLECTIVE  
COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens cleaner that  
is specified as safe for anti-reflective coatings.  
CAUTION: The Garmin GNS 530 does not contain any user-serviceable parts. Repairs should only be made by  
an authorized Garmin service center. Unauthorized repairs or modifications could void both the warranty and  
the pilot’s authority to operate this device under FAA/FCC regulations.  
NOTE: All visual depictions contained within this document, including screen images of the GNS 530 panel and  
displays, are subject to change and may not reflect the most current GNS 530 system. Depictions of equipment  
may differ slightly from the actual equipment.  
NOTE: This device complies with part 15 of the FCC Rules. Operation is subject to the following two conditions:  
(1) this device may not cause harmful interference, and (2) this device must accept any interference received,  
including interference that may cause undesired operation.  
NOTE: Unless otherwise specified within this manual, the term ‘GNS 530’ applies to the GNS 530, GNS 530A,  
and GNS 530(A) w/TAWS models. Please note that the difference between the GNS 530 and the GNS 530A  
models is indicated under ‘VHF COM Performance’ in the Specifications section of this manual (Appendix B).  
NOTE: This product, its packaging, and its components contain chemicals known to the State of California to  
cause cancer, birth defects, or reproductive harm. This notice is being provided in accordance with California’s  
Proposition 65. If you have any questions or would like additional information, please refer to our website at  
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vi  
 
WARRANTY  
LIMITED WARRANTY  
This Garmin product is warranted to be free from defects in materials or workmanship for two years from the date of purchase. Within  
this period, Garmin will, at its sole option, repair or replace any components that fail in normal use. Such repairs or replacement will  
be made at no charge to the customer for parts and labor, provided that the customer shall be responsible for any transportation cost.  
This warranty does not cover failures due to abuse, misuse, accident, or unauthorized alterations or repairs.  
THE WARRANTIES AND REMEDIES CONTAINED HEREIN ARE EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES EXPRESS OR  
IMPLIED OR STATUTORY, INCLUDING ANY LIABILITY ARISING UNDER ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR  
A PARTICULAR PURPOSE, STATUTORY OR OTHERWISE. THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS, WHICH MAY VARY  
FROM STATE TO STATE.  
IN NO EVENT SHALL GARMIN BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR CONSEQUENTIAL DAMAGES, WHETHER  
RESULTING FROM THE USE, MISUSE, OR INABILITY TO USE THIS PRODUCT OR FROM DEFECTS IN THE PRODUCT. Some states do not  
allow the exclusion of incidental or consequential damages, so the above limitations may not apply to you.  
Garmin retains the exclusive right to repair or replace the unit or software, or to offer a full refund of the purchase price, at its sole  
discretion. SUCH REMEDY SHALL BE YOUR SOLE AND EXCLUSIVE REMEDY FOR ANY BREACH OF WARRANTY.  
To obtain warranty service, contact your local Garmin Authorized Service Center. For assistance in locating a Service Center near you,  
visit the Garmin Web site at “http://www.garmin.com” or contact Garmin Customer Service at 800-800-1020.  
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vii  
 
WARRANTY  
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viii  
SECTION 1  
INTRODUCTION  
The Garmin dealer performs the installation and  
configuration of the GNS 530. The GNS 530 is secured  
in the installation rack with the proper wiring connections  
performed. After installation, the NavData Card and the  
Terrain Data Card (if applicable) are installed into their  
correct slots on the front of the unit (Appendix A). A  
Garmin dealer can answer questions about the installation  
such as location of antennas or any connections to other  
equipment in the panel.  
SECTION 1: INTRODUCTION  
1.1 ACCESSORIES AND PACKING LIST  
Congratulations on choosing the finest, most advanced  
panel mount IFR navigation/communication system  
available. The GNS 530 represents Garmins commitment  
to provide accurate, easy-to-use avionics.  
Before installing and getting started with the GNS 530,  
please check to see that the package includes the following  
items. If any parts are missing or damaged, please contact  
a Garmin dealer immediately.  
NOTE: Help Garmin provide better support by  
completing on-line registration. Registration  
ensures notification of product updates, new  
products, and provides for lost or stolen unit  
tracking. Have the serial number of the GNS  
530 available and connect to the website (www.  
garmin.com). Look for the product registration  
link on the home page.  
Standard Package:  
• GNS 530 Unit  
• NavData® Card  
• Terrain Data Card  
• Installation Rack  
• Connectors  
• GPS Antenna  
• Pilots Guide  
• Quick Reference Guide  
• 400/500 Series Display Interface Pilots Guide  
Addendum  
• Database Subscription Packet  
• Warranty Registration Card  
• GNS 530 Simulator CD-ROM  
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1-1  
 
SECTION 1  
INTRODUCTION  
Experiment with the unit and refer to the reference  
sections for more information.  
Data is entered using the large and small knobs.  
Experiment with them to become efficient at entering data.  
This greatly reduces the amount of time spent operating  
the GNS 530 in flight.  
1.2 KEY AND KNOB FUNCTIONS  
The GNS 530 is designed to make operation as simple  
as possible. The key and knob descriptions (Figure  
1-1) provide a general overview of the primary function(s)  
for each key and knob. The takeoff tour (Section 1.3)  
is intended to provide a brief overview of the primary  
functions of the GNS 530.  
1
2
7
8
3
4
9
10  
11  
12  
5
14  
18  
19  
13  
6
15  
16  
17  
Figure 1-1 Keys and Knobs  
1
2
3
4
5
6
7
11  
16  
17  
18  
19  
COM Flip-flop  
Large left knob  
ENT (enter)  
MSG (message)  
FPL (flight plan)  
VNAV  
12  
13  
14  
15  
COM Power/Volume  
VLOC Flip-flop  
VLOC Volume  
RNG (map range)  
Direct-to  
Small right knob  
Large right knob  
CDI  
8
9
MENU  
PROC (procedures)  
10  
OBS  
Small left knob  
CLR (clear)  
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1-2  
 
SECTION 1  
INTRODUCTION  
Left-hand Keys and Knobs  
Right-hand Keys and Knobs  
(1) COM Flip-flop Key – Swaps the active and standby  
COM frequencies. Press and hold to select emergency  
channel (121.500 MHz).  
(7) RNG Key – Allows the pilot to select the desired map  
range. Use the up arrow to zoom out to a larger area, or  
the down arrow to zoom in to a smaller area.  
(2) COM Power/Volume Knob – Controls unit power  
and communications radio volume. Press momentarily to  
disable automatic squelch control.  
(3) VLOC Flip-flop Key – Used to swap the active and  
standby VLOC frequencies (i.e., make the selected stand-  
by frequency active).  
(4) VLOC Volume Knob – Controls audio volume for  
the selected VOR/Localizer frequency. Press momentarily  
to enable/disable the ident tone.  
(5) Small Left Knob (COM/VLOC) – Used to tune  
the kilohertz (kHz) value of the standby frequency for  
the communications transceiver (COM) or the VLOC  
receiver, whichever is currently selected by the tuning  
cursor. Press this knob momentarily to toggle the tuning  
cursor between the COM and VLOC frequency fields.  
(6) Large Left Knob (COM/VLOC) – Used to tune the  
megahertz (MHz) value of the standby frequency for the  
communications transceiver (COM) or the VLOC receiver,  
whichever is currently selected by the tuning cursor.  
(8) Direct-to Key – Provides access to the direct-to func-  
tion, which allows the pilot to enter a destination waypoint  
and establishes a direct course to the selected destination  
(Section 4).  
(9) MENU Key – Displays a context-sensitive list of  
options. This options list allows the pilot to access  
additional features or make settings changes which relate  
to the currently displayed page.  
(10) CLR Key – Used to erase information, remove map  
detail, or to cancel an entry. Press and hold the CLR key  
to immediately display the Default NAV Page.  
(11) ENT Key Used to approve an operation or complete  
data entry. It is also used to confirm information during  
power on.  
(12) Small Right Knob – Used to select pages within  
one of the page groups. Press this knob momentarily  
to display the on-screen cursor. The cursor allows the  
pilot to enter data and/or make a selection from a list of  
options. When entering data, the small right knob is used  
to select the desired letter or number and the large right  
knob is used to move to the next character space. The  
small right knob is also used to move the target pointer  
up (turn clockwise) or down (counterclockwise) when the  
map panning function is active.  
(13) Large Right knob – Used to select page groups:  
NAV, WPT, AUX, or NRST. With the on-screen cursor  
enabled, the large right knob allows the pilot to move  
the cursor about the page. The large right knob is also  
used to move the target pointer right (turn clockwise) or  
left (counterclockwise) when the map panning function  
is active.  
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1-3  
 
SECTION 1  
INTRODUCTION  
Bottom Row Keys  
`
NOTE: Data is entered using the large and  
small right knobs (Figure 1-2). Experiment with  
them to become efficient at entering data. This  
will greatly reduce the amount of time spent  
operating the GNS 530 in flight.  
(14) CDI Key – Used to toggle which navigation source  
(GPS or VLOC) provides output to an external HSI or  
CDI.  
(15) OBS Key – Used to select manual or automatic  
sequencing of waypoints. Pressing the OBS Key selects  
OBS mode, which retains the current ‘active to’ waypoint  
as the navigation reference even after passing the waypoint  
(i.e., prevents sequencing to the next waypoint). Pressing  
the OBS Key again returns the unit to normal operation,  
with automatic sequencing of waypoints. When OBS  
mode is selected, the pilot may set the desired course  
to/from a waypoint using the Select OBS Course pop-up  
window, or an external OBS selector on the HSI or CDI.  
(16) MSG Key – Used to view system messages and to  
alert the pilot to important warnings and requirements.  
See Section 16.1 for more information on messages.  
(17) FPL Key – Allows the pilot to create, edit, activate,  
and invert flight plans, as well as access approaches,  
departures, and arrivals. A closest point to flight plan  
feature is also available from the FPL Key. See Section 5  
for more information on flight plans.  
(18) VNAV (Vertical Navigation) Key – Allows the  
pilot to create a three-dimensional profile which provides  
guidance to a final (target) altitude at a specified location  
See Section 11.  
(19) PROC Key – Allows the pilot to select and remove  
approaches, departures, and arrivals from the flight plan.  
When using a flight plan, available procedures for the  
departure and/or arrival airport are offered automatically.  
Otherwise, the pilot may select the desired airport, then  
the desired procedure.  
Figure 1-2 Blank Direct-to Page  
NOTE: When the GNS 530 is displaying a list  
of information that is too long for the display  
screen, a scroll bar appears along the right-hand  
side of the display (Figure 1-3). The scroll bar  
graphically indicates the number of additional  
items available within the selected category. To  
scroll through the list, press the small right knob  
to activate the cursor, then turn the large right  
knob.  
Scroll Bar  
Figure 1-3 Scroll Bar  
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1-4  
 
SECTION 1  
INTRODUCTION  
After becoming familiar with the basics, some suggested  
reading within this Pilots Guide includes:  
1.3 TAKEOFF TOUR  
Overview  
• Flight plan features - Section 5  
• IFR procedures - Section 6  
The Garmin GNS 530 provides the pilot accurate  
navigational data and communication capability, along  
with non-precision and precision approach certification  
in the IFR environment. The takeoff tour is designed to  
familiarize the pilot with:  
• Waypoint information pages (database  
information) - Section 7  
• Unit settings (configuring the unit to the pilots  
preferences) - Section 10  
• Powering up the unit  
• Changing frequencies  
• Entering data  
If more information is needed, Garmins Customer  
Service staff is available during normal business hours  
(U.S. Central time zone) at the phone and fax numbers  
listed on page ii. Garmin can also be reached by mail  
(page ii) or at our website address, www.garmin.com.  
• Performing a simple direct-to  
• Selecting IFR procedures  
• Using some limited flight plans  
Powering up the GNS 530  
The GNS 530s power and COM volume are controlled  
using the COM Power/Volume knob at the top left  
corner of the unit. Turning it clockwise turns unit power  
on and increases the COM radio volume. After turning  
the unit on, a welcome page is displayed while the unit  
performs a self test, followed sequentially by the Unit Type  
Page (Figure 1-4) and the Software Version Page. Then  
(depending on configuration) the Weather Page, the Traffic  
Page, the Aviation Database Page, and the Land/Terrain/  
Obstacles Database Page are sequentially displayed.  
In addition, this section briefly covers the Default NAV  
Page, the Map Page, and the NAV/COM Page, which are  
available as part of the NAV Page Group. These pages are  
used for most of the in-flight navigation.  
The takeoff tour assumes that the unit and antennas  
have been properly installed and that the GNS 530s  
default settings have not been changed. If any of the  
factory default settings (position format, units of measure,  
selectable fields, etc.) have been changed, the pictures  
shown here may not exactly match what is shown on  
the GNS 530. Prior to using the GNS 530 for the first  
time, Garmin recommends that the aircraft be moved to a  
location that is well away from buildings and other aircraft  
so the unit can collect satellite data without interruption.  
This takeoff tour is intended to provide a brief  
introduction of the GNS 530s major features. Sections  
2 through 14 of this manual describe these features and  
others in additional detail. Refer to these sections, as  
needed to learn or review the details regarding a particular  
feature.  
Figure 1-4 Unit Type Page  
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1-5  
 
SECTION 1  
INTRODUCTION  
The Database Versions Page (Figure 1-5) appears  
next, which shows the current database information  
on the NavData and Terrain Data Cards. Database  
information highlighted in yellow indicates the database  
is not within its effective dates. The NavData database is  
updated every 28 days and must be current for approved  
instrument approach operations. Information on database  
subscriptions is available inside the GNS 530 package.  
Instrument Panel Self-test Page  
Once the database has been acknowledged, the  
Instrument Panel Self-test Page appears (Figure 1-6).  
To ensure that the GNS 530 and any connected  
instruments are working properly, check for the following  
indications on the CDI/HSI, RMI, external annunciators,  
and other connected instruments:  
• Course deviation - Half left/no flag  
• TO/FROM flag - TO  
• Bearing to destination - 135°  
• Distance to destination - 10.0 nm  
• All external annunciators (if installed) - On  
• Glideslope - Half up/no flag  
• Time to destination - 4 minutes  
• Desired track - 149.5°  
Figure 1-5 Database Versions Page  
• Ground speed - 150 knots  
Acknowledging the database information:  
The Instrument Panel Self-test Page indicates the  
currently selected OBS course, fuel capacity (CAP), fuel  
on board (FOB), and fuel flow (FF). The fuel capacity,  
fuel on board, and fuel flow may be manually entered if  
the installation does not include connection to sensors  
which automatically provide these figures.  
Press the ENT Key.  
Check CDI/HSI, RMI, and  
Other Instruments to verify  
these Indications  
Fuel Capacity is  
entered manually  
Fuel On-Board  
and Fuel Flow  
are Provided  
by Sensors, if  
Installed  
Entering fuel capacity, fuel on board,  
or fuel flow figures (if not provided by  
sensors):  
Select to Set  
Fuel Level to  
Full Capacity  
1) Turn the large right knob to select the Fuel  
Capacity, Fuel on Board, or Fuel Flow field.  
2) Turn the small and large right knobs to enter  
the desired figure (Figure 1-7) and press the  
ENT Key.  
Select to display  
Checklists Page  
Should Match Current  
OBS Course Selection  
Figure 1-6 Instrument Panel Self-Test Page  
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1-6  
 
SECTION 1  
INTRODUCTION  
Viewing the Checklists Page:  
1) Turn the large right knob to highlight ‘Go To  
Chklist?’ (Figure 1-9) and press the ENT Key.  
Figure 1-7 Fuel Flow Selected  
The Instrument Panel Self-test Page includes selections  
to set fuel on board to full capacity and access the  
Checklists Page. This allows the pilot to quickly set fuel  
to full limits and display any checklists that have been  
entered, such as start up or takeoff checklists.  
Figure 1-9 ‘Go To Chklist?’ Highlighted  
2) Turn the large right knob to select the desired  
checklist, then execute each step (Section  
10.3, Utility Page: Checklists) in the selected  
checklist.  
Setting fuel on board to full (if not  
provided by sensor):  
1) Turn the large right knob to highlight ‘Set Full  
3) Oncethepilotcompletesthedesiredchecklist(s),  
press the small right knob to return to the  
Checklists Page. Press the small right knob  
again to return to normal operation on the  
Satellite Status Page or the Map Page.  
Fuel?’ (Figure 1-8).  
4) Once instrument operation has been verified  
with the Instrument Panel Self-test Page  
displayed, highlight ‘OK?’, and press the ENT  
Key.  
NOTE: The GNS 530 can hold up to nine checklists  
with up to 30 entries in each checklist.  
Figure 1-8 ‘Set Full Fuel?’ Highlighted  
2) Press the ENT Key and verify that fuel on board  
now matches the fuel capacity figure. Fuel on  
board is reduced, over time, based on the fuel  
flow figure.  
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1-7  
 
SECTION 1  
INTRODUCTION  
The Satellite Status Page displays a ‘Search Sky’ status, and  
the message annunciator (MSG), above the MSG Key also  
flashes to alert the pilot of system message, ‘Searching the  
Sky’.  
Satellite Status Page  
The Satellite Status Page (Figure 1-10) appears as the  
GNS 530 attempts to collect satellite information.  
When an ‘Acquiring’ status is displayed on the Satellite  
Status Page, the signal strengths of any satellites received  
appear as ‘bar graph’ readings. This is a good indication  
that the unit is receiving signals and a position fix is being  
determined. Following the first-time use of the GNS 530,  
the time required for a position fix varies, usually from  
one to two minutes.  
Viewing a system message:  
Press the MSG Key (Figure 1-11).  
The Message Page appears and displays the status or  
warning information applicable to the receivers current  
operating condition.  
Figure 1-11 Message Page  
Figure 1-10 Satellite Status Page  
If the unit can only obtain enough satellites for 2D  
navigation (no altitude), the unit uses the altitude provided  
by the altitude encoder (if one is connected).  
Returning to the previous page after  
viewing a message:  
Press the MSG Key again.  
The ‘INTEG’ annunciator (bottom left corner of the  
screen) indicates that satellite coverage is insufficient to  
pass built-in integrity monitoring tests. In the example  
above, notenoughsatellitesarebeingreceivedtodetermine  
a position. The Satellite Status Page shows the ID numbers  
for the satellites and the relative signal strength of each  
satellite received (as a bar graph reading).  
‘Searching Sky’ indicates that satellite almanac data  
is not available or has expired (if the unit hasn’t been  
used for six months or more). This means the unit is  
acquiring satellite data to establish almanac and satellite  
orbit information, which can take five to ten minutes.  
The data is recollected from the first available satellite.  
NOTE: The GNS 530 utilizes certain software  
algorithms to ensure reliable GPS receiver  
operation. Receiver Autonomous Integrity  
Monitoring (RAIM) and Fault Detection and  
Exclusion (FDE) are two examples. These features  
allow navigation during Oceanic/Remote legs of  
a flight using the GNS 530. For further details,  
please refer to Sections 10.3, 10.4, and 14.  
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SECTION 1  
INTRODUCTION  
Placing the standby communication  
frequency in the active field:  
Selecting COM and VLOC Frequencies  
While the GNS 530 is acquiring a position, take a  
minute to dial in the active and standby frequencies to  
be used for the first phase of the flight. The GNS 530s  
display is divided into separate windows (or screen areas),  
including a COM Window, VLOC Window, and the GPS  
Window (Figure 1-12).  
Press the COM Flip-flop Key (Figure 1-13).  
GPS Window  
COM Window  
Active  
Frequency  
Standby  
Frequency  
VLOC  
Window  
Figure 1-13 Active Frequency 135.325 MHz  
Once the active frequency has been entered, repeat  
steps 1 and 2 to enter the standby frequency. After both  
communication frequencies have been entered, the COM  
Window may be kept ‘hot’ by leaving the cursor on the  
standby frequency. Move the cursor to the VLOC Window  
by pressing the small left knob.  
Figure 1-12 Standby Frequency 135.325 MHz  
Changing the standby communication  
frequency:  
NOTE: When selecting VLOC frequencies, the  
tuning cursor automatically returns to the COM  
Window after 30 seconds of inactivity.  
1) Press the small left knob if needed, to move  
the tuning cursor to the COM Window (Figure  
1-12).  
Changing the standby VLOC frequency:  
1) Press the small left knob if needed, to activate  
2) Turn the large left knob to select the MHz,  
and the small left knob to select the kHz of  
the desired frequency.  
the tuning cursor in the VLOC Window.  
2) Turn the large left knob to select the MHz,  
and the small left knob to select the kHz of  
the desired frequency.  
Placing the standby frequency in the active  
field:  
Press the NAV Flip-flop Key.  
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SECTION 1  
INTRODUCTION  
Page Groups  
NAV Pages  
There are five pages available under the NAV Page  
Group*:  
• Default NAV Page  
Page Groups  
NAV Group WPT Group AUX Group NRST Group  
see Section 3 see Section 7 see Section 10 see Section 8  
• Map Page  
• TAWS Page  
Table 1-1 Page Groups  
• NAV/COM Page  
• Satellite Status Page  
The bottom right corner of the screen (Figure 1-14)  
indicates which page group (Table 1-1) is currently being  
displayed, the number of pages available within that group  
(indicated by square icons), and the placement of the  
current page within that group (indicated by a highlighted  
square icon).  
InadditiontotheNAVPageGroup,additionalpagegroups  
are available for waypoint information (WPT), auxiliary  
(AUX) functions such as flight planning or unit settings, and  
listings for nearest (NRST) airports or other facilities.  
The Default NAV Page, the Map Page, and the NAV/  
COM Page are used for most of the in-flight navigation.  
Selecting the NAV Page Group and  
displaying the Default NAV Page:  
Press and hold the CLR Key.  
Selecting the desired NAV Page:  
Turn the small right knob until the desired  
page is displayed.  
Current Page Group  
Number of Pages in  
Position of  
Current Page Group Current Page  
within Current  
Page Group  
Figure 1-14 Current Page and Page Group  
Selecting the desired page group and page:  
Turn the large right knob until a page from the  
desired page group is displayed.  
Turn the small right knob until the desired page  
is displayed.  
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SECTION 1  
INTRODUCTION  
While viewing the Map Page, the pilot can quickly  
declutter and remove many of the background map details  
by pressing the CLR Key (repeatedly) until the desired  
detail is depicted.  
To change the map range, press the up arrow (to zoom  
out) or the down arrow (to zoom in) of the RNG (map  
range) Key. The current map range is depicted in the  
lower left corner of the Map Display.  
Map Page  
After the GNS 530 acquires satellites and computes  
a position, the Map Page (Figure 1-15) appears  
automatically.  
Data  
Fields  
Map Display  
Direct-to Navigation  
The GNS 530 can use direct point-to-point navigation  
to provide guidance from takeoff to touchdown, even  
in the IFR environment. Once a destination is selected,  
the unit provides speed, course, and distance data based  
upon a direct course from the present position to the  
destination. A destination can be selected from any page  
with the Direct-to Key.  
Present  
Position  
Desired Track  
Map Range  
Figure 1-15 Map Page  
Selecting a direct-to destination:  
The Map Page displays the present position (using an  
airplane symbol) relative to nearby airports, VORs, NDBs,  
intersections, user waypoints, and airspace boundaries.  
The route is displayed as a solid line.  
1) Press the Direct-to Key. The Select Direct-to  
Waypoint Page appears with the destination  
field highlighted.  
Optional data fields for destination waypoint (WPT),  
desired track (DTK), track (TRK), distance to waypoint  
(DIS), and ground speed (GS) appear on the right-hand  
side of the display. These fields are user selectable (Section  
3.4, Selecting Desired On-screen Data) to allow the pilot  
to configure the unit. Available settings include: altitude,  
bearing, enroute safe altitude, estimated time of arrival,  
minimum safe altitude, and ground track.  
2) Turn the small right knob to enter the first  
letter of the destination waypoint identifier.  
The destination waypoint may be an airport,  
VOR, NDB, intersection, or user waypoint,  
as long as it is in the database or stored in  
memory as a user waypoint.  
3) Turn the large right knob to the right to move  
the cursor to the next character position.  
A Map Setup Page is provided to designate the  
maximum range at which each map feature appears.  
These settings provide an automatic decluttering of the  
map (based upon preferences) while adjusting the range.  
See Section 16.3 for definitions of these navigation terms.  
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SECTION 1  
INTRODUCTION  
4) Repeat steps 2 and 3 to spell out the rest of  
the waypoint identifier (Figure 1-16).  
Default NAV Page  
During most flights, the Default NAV Page, the Map  
Page, and the NAV/COM Page are the primary pages used  
for navigation.  
Selecting the Default NAV Page:  
Press and hold the CLR Key (Figure  
1-18).  
User-Selectable Data Fields (all four corners)  
Figure 1-16 Direct-to Waypoint Page  
5) Press the ENT Key to confirm the identifier. The  
Activate?’ function field is highlighted (Figure  
1-17).  
Active Leg  
of Flight  
Course  
Plan, or  
Deviation  
Direct-to  
Indicator  
Destination  
(CDI)  
Figure 1-18 Default NAV Page  
The Default NAV Page (Figure 1-18) displays a graphic  
course deviation indicator (CDI), the active leg of the flight  
plan (as defined by the current ‘from’ and ‘to’ waypoints),  
and four user-selectable data fields. The default settings  
for these fields are desired track (DTK), distance to  
waypoint (DIS), ground speed (GS), and estimated time  
enroute (ETE). See Section 16.3 for definitions of these  
navigation terms.  
Figure 1-17 Activate?’ Highlighted  
6) Press the ENT Key to activate a direct-to course  
to the selected destination.  
Once a direct-to destination is selected, press and hold  
the CLR Key to display the Default NAV Page.  
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SECTION 1  
INTRODUCTION  
Changing the data fields:  
NAV/COM Page  
1) From the Default NAV page, press the MENU  
From the Default NAV Page, turn the small right knob  
until the NAV/COM Page (Figure 1-21) is displayed.  
Key and select ‘Change Fields?’ (Figure 1-19).  
Departure, Enroute, or  
Arrival Airport  
Frequency  
Type  
Frequency  
List  
Figure 1-19 Default NAV Page Menu  
2) Turn the large right knob to select the data  
Figure 1-21 NAV/COM Page  
field to be changed.  
The NAV/COM Page displays the available frequencies  
(communicationsandnavigation)forthedepartureairport,  
any enroute airports which are included in the flight plan,  
and the final destination airport. When using the direct-  
to function, frequencies are listed for the airport nearest to  
the starting position and the destination airport.  
3) Turn the small right knob to display a list of  
data options (Figure 1-20).  
Displaying the frequency list for the  
desired flight plan or direct-to airport:  
1) Press the small right knob to activate the  
cursor on the airport identifier field (in the GPS  
Window).  
2) Turn the small right knob to display the list  
of airports (departure, arrival, and enroute) for  
the flight plan or direct-to. Continue to turn  
the small right knob until the desired airport  
is selected.  
Figure 1-20 ‘Select Field Type’ Window  
4) Press the ENT Key to select the desired data  
item and return to the Default NAV Page.  
3) Press the ENT Key to display the frequency list  
for the selected airport.  
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SECTION 1  
INTRODUCTION  
A frequency listed on the NAV/COM Page can be  
quickly transferred to the standby field of the COM  
Window or the VLOC Window. This time-saving process  
prevents having to ‘re-key’ a frequency already displayed  
elsewhere on the screen.  
Displaying frequencies for a different  
airport along the flight plan.  
1) Press the small right knob to highlight the  
airport identifier field.  
2) Turn the small right knob to display the list of  
Selecting a communication or navigation  
frequency:  
airports within the flight plan (Figure 1-22).  
1) Press the small right knob to activate the  
cursor in the GPS Window.  
2) Turn the large right knob to select the desired  
frequency from the list.  
3) Press the ENT Key to transfer the selected  
frequency to the standby field in the COM or  
VLOCWindow. COM frequencies automatically  
go to the standby field of the COMWindow and  
navigation frequencies automatically go to the  
standby field of the VLOC Window, regardless  
of which window is currently highlighted by  
the cursor.  
Figure 1-22 Airport Window  
3) Continue turning the small right knob to select  
the desired airport and press the ENT Key.  
4) To activate the selected frequency, press the  
COM or VLOC Flip-flop Key.  
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SECTION 1  
INTRODUCTION  
4) For approaches, a window appears (Figure  
1-24) to select the desired initial approach  
fix (IAF) or provide a ‘vectors’ option to select  
just the final course segment of the approach.  
Turn the small right knob to select the desired  
option and press the ENT Key. (The ‘vectors’  
option extends the final inbound course beyond  
the final approach fix, allowing the pilot to  
intercept the final course segment beyond its  
normal limits.)  
IFR Procedures  
Once the direct-to or flight plan is confirmed, the whole  
range of instrument procedures is available. Departures  
(SIDs), arrivals (STARs), non-precision and precision  
approaches are stored within the NavData card and are  
available using the PROC (procedures) Key.  
To display the Procedures Page (Figure 1-23), press the  
PROC Key.  
Figure 1-23 Procedures Page  
The steps required to select and activate an approach,  
departure, or arrival are identical. This introductory  
section shows examples of the steps required to select an  
approach, but keep in mind the same process also applies  
to departures and arrivals.  
Figure 1-24 Approach Window  
5) For departures and arrivals, a window appears  
to select the desired transition. Turn the small  
right knob to select the desired option and  
press the ENT Key.  
Selecting an approach, departure, or  
arrival:  
In the flight plan or direct-to, the departure or arrival  
airport is replaced with the sequence of waypoints  
contained within the selected procedure.  
1) Turn the large right knob to select the desired  
option (‘Select Approach?’, ‘Select Arrival?’,  
or ‘Select Departure?’) from the Procedures  
Page.  
2) Press the ENT Key to display a list of  
available procedures for the arrival (when using  
approaches or STARs) or departure (when using  
SIDs) airport.  
3) Turn the small right knob to select the desired  
procedure and press the ENT Key.  
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SECTION 1  
INTRODUCTION  
Displaying the NRST pages:  
Nearest (NRST) Pages  
1) If necessary, press and hold the CLR Key to  
select the NAV group and display the Default  
NAV Page.  
The NRST Page Group provides detailed information  
on the nine nearest airports, VORs, NDBs, intersections,  
and user-created waypoints within 200 nm of the current  
position. In addition, pages are also provided to display  
the five nearest center (ARTCC/FIR) and Flight Service  
Station (FSS) points of communication, plus alert the  
pilot to any nearby special-use or controlled airspaces.  
There are eight pages available in the NRST group:  
2) Turn the large right knob to select the NRST  
Page Group, as indicated by ‘NRST’ appearing  
in the lower right corner of the screen.  
3) Turn the small right knob to select the desired  
NRST Page.  
• Nearest Airport Page  
• Nearest NDB Page  
Displaying a list of nearby airports:  
1) Turn the large right knob to select the NRST  
• Nearest User Waypoints Page  
• Nearest FSS Page  
Page Group and (if needed) the small right  
knob to select the NearestAirport Page (Figure  
1-25).  
• Nearest Intersection Page  
• Nearest VOR Page  
• Nearest ARTCC Page  
• Nearest Airspace Page  
The communication frequencies and runway  
information may both be examined directly from the  
Nearest Airport Page. As discussed earlier for the NAV/  
COM Page, the pilot may also place any displayed  
frequency into the standby COM or VLOC field by  
highlighting the frequency with the cursor and pressing  
the ENT Key.  
Figure 1-25 Nearest Airport Page  
2) To scroll through the list, press the small right  
knob, then turn the large right knob (Figure  
1-26)  
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SECTION 1  
INTRODUCTION  
The Nearest Airport Page may be used in conjunction  
with the Direct-to Key to quickly set a course to a nearby  
facility in an in-flight emergency. Selecting a nearby  
airport as a direct-to destination overrides the flight plan  
or cancels a previously selected direct-to destination. (The  
pilot still has the option of returning to the flight plan  
by cancelling the direct-to; see Section 4.1, Cancelling  
Direct-to Navigation.)  
Selecting a nearby airport as a direct-to  
destination from the Nearest Airport Page:  
Figure 1-26 Scrolling the Nearest Airport List  
1) From the NearestAirport Page, press the small  
Viewing additional information for a  
nearby airport:  
right knob to activate the cursor.  
2) Turn the large right knob to select the desired  
1) Press the small right knob to activate the  
airport from the list.  
cursor.  
3) Press the Direct-to Key.  
4) Press the ENT Key.  
2) Turn the large right knob to select the desired  
airport from the list.  
5) Press the ENT Key (again) to navigate to the  
3) Press the ENT Key to display waypoint (WPT)  
information pages for the selected airport  
(Figure 1-27).  
nearby airport.  
Selecting a nearby airport as a direct-to  
destination from an Airport Information  
Page:  
1) Press the Direct-to Key.  
2) Press the ENT Key (Figure 1-28).  
Figure 1-27 Airport Location Page  
4) To display runway and frequency information,  
press the small right knob to remove the  
cursor and turn the small right knob to display  
the desired information page.  
Figure 1-28 Activate?’ Highlighted  
3) Press the ENT Key again to navigate to the  
nearby airport.  
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SECTION 1  
INTRODUCTION  
By default, airspace alert messages are turned off. When  
turned on, the message (MSG) annunciator located directly  
above the MSG Key flashes to alert the pilot to the airspace  
message. See Section 10.4, Setup Page: Airspace Alarms for  
information on enabling airspace alert messages.  
Nearest (NRST) Airspace Page  
The last page in the NRST group, the Nearest Airspace  
Page (Figure 1-29), provides information for up to nine  
controlled or special-use airspaces near or in the flight  
path. Airspace information appears on this page based on  
the same criteria used for airspace alert messages:  
Viewing an airspace alert message:  
• If the projected course will take the aircraft inside  
an airspace within the next ten minutes, the  
message ‘Airspace ahead -- less than 10 minutes’  
appears.  
1) Press the MSG Key. The Messages Page  
appears with the alert message (Figure  
1-30).  
• If the aircraft is within 2 nm of an airspace and the  
current course will take it inside of the airspace,  
the message ‘Airspace near and ahead’ appears.  
• If the aircraft is within 2 nm of an airspace and  
the current course will not take it inside of the air-  
space, the message ‘Near airspace less than 2nm’  
appears.  
Figure 1-30 Messages Page  
• If the aircraft has entered an airspace, the message  
‘Inside airspace’ appears.  
2) Press the MSG Key again to return to the  
previous display.  
Note that the airspace alerts are based upon three-  
dimensional data (latitude, longitude, and altitude) to  
avoid nuisance alerts. The alert boundaries for controlled  
airspace are also sectorized to provide complete information  
on any nearby airspace. Additional information about a  
nearby airspace—such as controlling agency, frequency, and  
floor/ceiling limits—is available from the Nearest Airspace  
Page (Section 8.9).  
Viewing additional airspace information:  
Figure 1-29 Nearest Airspace Page  
1) Press the small right knob to activate the  
cursor.  
2) Turn the large right knob to select the desired  
airspace from the list.  
3) Press the ENT Key to view the airspace  
information.  
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SECTION 1  
INTRODUCTION  
Since using flight plans is arguably one of the more  
complex features of the GNS 530, it will be discussed only  
briefly here, with focus on creating a new flight plan and  
activating it to use for navigation. Answers to additional  
questions about flight plans not found in this brief  
introduction can be found in Section 5, Flight Plans.  
Flight Plans (FPL)  
The GNS 530 lets the pilot create up to 20 flight plans  
with up to 31 waypoints in each flight plan. Flight plans  
are created, edited, and activated using the FPL Key. The  
FPL Page Group includes two pages: the Active Flight Plan  
Page and the Flight Plan Catalog Page (Figures 1-31 and  
1-32). The Active Flight Plan Page provides information  
and editing features for the flight plan currently in use  
(referred to as ‘flight plan 00’). The Flight Plan Catalog  
Page serves as the main page for creating new flight plans,  
as well as editing or activating previously created flight  
plans.  
Creating a new flight plan:  
1) Press the FPL Key.  
2) Turn the small right knob to select the Flight  
Plan Catalog Page.  
3) Press the MENU Key to display the Flight Plan  
Catalog Page Menu (Figure 1-33).  
Figure 1-31 Active Flight Plan Page  
Figure 1-33 Flight Plan Catalog Page Menu  
4) Turn the large right knob to selectCreate New  
Flight Plan?’ and press the ENT Key.  
5) Thecursorappearsontherstwaypointidentifier  
field (located directly belowWAYPOINT’). Use  
the large and small right knobs to enter the  
identifier of the first waypoint in the flight plan.  
(The small knob is used to select the desired  
letter or number and the large knob is used to  
move to the next character space.)  
Figure 1-32 Flight Plan Catalog Page  
6) Press the ENT Key once the identifier has been  
selected. The cursor moves to the next blank  
waypoint identifier field.  
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SECTION 1  
INTRODUCTION  
7) Repeat steps 5 and 6,above,until all waypoints  
for the flight plan have been entered (Figure  
1-34).  
Activating the new flight plan:  
1) Press the MENU Key to display the Flight Plan  
Catalog Page Menu.  
2) Turn the small right knob to select Activate  
Flight Plan?’ (Figure 1-35) and press the ENT  
Key  
Figure 1-34 Enter Flight Plan Waypoints  
Once the flight plan is created, it may be activated from  
the Flight Plan Catalog Page Menu. Activating the flight  
plan places it into ‘flight plan 00’ (a copy of it still resides  
in the original catalog location) and replaces any flight  
plan which currently exists in ‘flight plan 00’.  
Figure 1-35 Flight Plan Catalog Page Menu  
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SECTION 2  
COM  
COM Window and Tuning  
SECTION 2: COM  
Communication frequencies are selected with the  
tuning cursor in the standby COM frequency field (Figure  
2-1), using the small and large left knobs to dial in the  
desired frequency. The standby frequency always appears  
below the active frequency. The active frequency is  
the frequency currently in use for transmit and receive  
operations.  
2.1 COMMUNICATING USING THE GNS 530  
TheGNS530featuresadigitally-tunedVHFCOMradio  
that provides a seamless transition from communication  
to navigation, bringing the two most important functions  
in flying together in one panel-mounted unit. The GNS  
530s COM radio operates in the aviation voice band, from  
118.000 to 136.975 MHz, in 25 kHz steps (default). For  
European operations, a COM radio configuration to allow  
for 8.33 kHz steps is also provided (Section 10.4, Setup  
Page: COM Configuration).  
‘RX’ Receive  
Indication  
Active COM  
Frequency Field  
Standby COM  
Frequency Field  
Volume  
COM radio volume is adjusted using the COM Power/  
Volume Knob. Turn the COM Power/Volume Knob  
clockwise to increase volume, or counterclockwise to  
decrease volume.  
Figure 2-1 ‘RX’ Receive Indication  
Squelch  
The COM radio features an automatic squelch,  
providing maximum sensitivity to weaker signals while  
rejecting many localized noise sources. The pilot may  
wish to override this automatic squelch function when  
listening to a distant station or when setting the desired  
volume level. The COM Power/Volume Knob allows the  
pilot to disable the automatic squelch and keep the COM  
audio open continuously.  
A frequency may also be quickly selected from the  
database by simply highlighting the desired frequency on  
any of the main pages and pressing the ENT Key. This  
process is referred to as auto-tuning. Once a frequency is  
selected in the standby field, it may be transferred to the  
active frequency by pressing the COM Flip-flop Key.  
While receiving a station, an ‘RX’ indication (Figure  
2-1) appears in the upper right corner of the COM Window  
to the immediate right of ‘COM’. A ‘TX’ indication appears  
at this location when transmitting (Figure 2-2).  
Overriding the automatic squelch:  
1) Press the COM Power/Volume Knob  
momentarily.  
‘TX’ Transmit Indication  
2) Press the COM Power/Volume Knob again  
to return to automatic squelch operation.  
Figure 2-2 ‘TX’ Transmit Indication  
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SECTION 2  
COM  
4) To make the standby frequency the active  
frequency, press the COM Flip-flop Key  
(Figure 2-4).  
NOTE: The tuning cursor normally appears in the  
COMWindow,unless placed in theVLOCWindow  
by pressing the small left knob. When the tuning  
cursor is in the VLOC Window, it automatically  
returns to the COM Window after 30 seconds of  
inactivity.  
Figure 2-4 Active Frequency of 135.325  
Selecting a COM frequency:  
The tuning cursor is normally in the COM Window.  
To select a VOR/Localizer/ILS frequency, press the small  
left knob momentarily to place the cursor in the VLOC  
Window. Additional instructions for VOR/localizer/ILS  
operations are available in Sections 6 and 9.  
1) If the tuning cursor is not currently in the COM  
Window,press the small left knob momentarily  
(Figure 2-3).  
Figure 2-3 Standby Frequency of 135.325  
2) Turn the large left knob to select the desired  
megahertz (MHz) value. For example, the135’  
portion of the frequency ‘135.325’.  
3) Turn the small left knob to select the desired  
kilohertz (kHz) value. For example, the ‘.325’  
portion of the frequency ‘135.325’.  
NOTE: The active frequency in either window  
cannot be accessed directly, only the standby  
frequency is highlighted by the tuning cursor.  
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SECTION 2  
COM  
Displaying the entire list of frequencies for  
a nearby airport and selecting from that  
list:  
Auto-Tuning  
The GNS 530s auto-tune feature allows the pilot to  
quickly select any database frequency in the GPS Window  
as the standby frequency. Any COM frequency displayed  
in the GPS Window can be transferred to the standby COM  
frequency field. The following are examples of selecting  
COM frequencies from some of the main GPS pages.  
1) Start with the desired airport highlighted on  
the Nearest Airport Page (as described in the  
preceding step 3), then press the ENT Key.  
2) Press the small right knob momentarily to  
remove the cursor and turn the small right  
knob to display the frequency list (Figure  
2-6).  
Selecting a COM frequency for a nearby  
airport:  
1) Turn the large right knob to select the NRST  
Page Group.  
2) Turn the small right knob to display the  
Nearest Airport Page (Figure 2-5)  
3) Press the small right knob momentarily to  
place the cursor on the airport identifier field  
of the first airport in the list. If needed, turn  
the large right knob to highlight the desired  
airport.  
4) The NearestAirport Page displays the common  
traffic advisory frequency (CTAF) for each listed  
airport. To select this frequency, turn the large  
right knob to highlight the desired airport’s  
CTAF frequency (Figure 2-5).  
Figure 2-6 Airport Frequencies Page  
3) Press the small right knob momentarily to  
reactivate the cursor and turn the large right  
knob to highlight the desired frequency.  
4) Press the ENT Key to place the highlighted  
frequency in the standby COM field.  
Figure 2-5 Nearest Airport Page  
5) Press the ENT Key to place the frequency in  
the standby field of the COM Window.  
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SECTION 2  
COM  
Selecting a COM frequency for a nearby  
flight service station (FSS) or center  
(ARTCC):  
Selecting a COM frequency for any airport  
in the flight plan:  
1) Select the NAV/COM Page from the NAV Page  
Group. (Section 3.1, or press and hold the CLR  
Key, then turn the small right knob until the  
NAV/COM Page appears.)  
1) Turn the large right knob to select the NRST  
Page Group.  
2) Turn the small right knob to select the Nearest  
Center or Nearest Flight Service Page (Figure  
2-7).  
2) Press the small right knob to place the cursor  
on the airport identifier field. To the left of this  
field appears Departure, Enroute, or Arrival,  
depending on the placement of the displayed  
airport within the flight plan.  
3) Turn the small right knob to display a window  
(Figure 2-8) listing the airports in the flight  
plan. Continue turning the small right knob  
to select the desired airport.  
Figure 2-7 Nearest ARTCC Page  
3) Press the small right knob momentarily to  
place the cursor on the page.  
4) Turn the large right knob to highlight the  
FSS/ARTCC frequency.  
5) Press the ENT Key to place the frequency in  
Figure 2-8 NAV/COM Page Airport’ Window  
the standby field of the COM Window.  
4) Press the ENT Key to return to the NAV/COM  
Page with the frequencies for the selected  
airport.  
5) Turn the large right knob to highlight the  
desired frequency.  
6) Press the ENT Key to place the highlighted  
frequency in the standby COM Window field.  
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SECTION 2  
COM  
Selecting a COM frequency for any airport  
in the database:  
Emergency Channel  
The GNS 530s emergency channel select provides  
a quick method of selecting 121.500 MHz as the  
active frequency in the event of an in-flight emergency.  
Emergency channel select is available anytime the unit  
is on, regardless of GPS or cursor status, or loss of the  
display.  
1) Turn the large right knob to select the WPT  
Page Group.  
2) Turn the small right knob to select theAirport  
Frequencies Page (Figure 2-9).  
Quickly tuning and activating 121.500:  
Press and hold the COM Flip-flop Key for  
approximately two seconds (Figure 2-10).  
Figure 2-10 Emergency Channel Active  
Figure 2-9 Airport Frequencies Page  
Stuck Microphone  
3) Press the small right knob to place the cursor  
As mentioned previously in this section, when the GNS  
530 is transmitting, a ‘TX’ indication appears in the COM  
Window. If the microphone key is stuck or accidentally  
left in the on position; or the microphone continues to  
transmit after the key is released, the COM transmitter  
automatically times out (ceases transmitting) after 35  
seconds of continuous broadcasting. A ‘COM push-to-  
talk key stuck’ message (Figure 2-11) is displayed as long  
as the condition continues.  
on the airport identifier field.  
4) Use the small and large right knobs to enter  
the identifier of the desired airport. Press the  
ENT Key when finished.  
5) Turn the large right knob to highlight the  
desired frequency.  
6) Press the ENT Key to place the highlighted  
frequency in the standby COM Window field.  
Figure 2-11 Message Page  
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SECTION 2  
COM  
Blank Page  
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SECTION 3  
NAV PAGES  
Selecting the desired page group (from any  
page):  
SECTION 3: NAV PAGES  
Press and hold the CLR Key to select the  
Default NAV Page. Turn the large right knob  
to select the desired page group (Table 3-1 and  
Figure 3-1).  
3.1 MAIN PAGE GROUPS  
The GNS 530s main pages are divided into four  
separate page groups: NAV, WPT, AUX, and NRST  
(Table 3-1). Each page group is comprised of multiple  
pages. The page groups are selected using the large right  
knob. The individual pages are selected using the small  
right knob.  
Selecting the desired page within the  
group:  
Turn the small right knob to select the desired  
page (Figure 3-1).  
The bottom right corner of the screen is also used to  
display the GNS 530s turn advisories (‘Turn to 230°’) and  
waypoint alerts (‘Next DTK 230°’) during flight plan and  
approach operations (Figure 3-2). See Section 6 for more  
information.  
Page Groups  
NAV Group WPT Group AUX Group NRST Group  
5 NAV Pages see Section 7 see Section 10 see Section 8  
Table 3-1 Page Groups  
The bottom right corner of the screen (Figure 3-1)  
indicates which page group is currently being displayed  
(e.g., NAV, WPT, AUX, or NRST), the number of screens  
available within that group (indicated by the square icons),  
and the placement of the current screen within that group  
(indicated by a highlighted square icon).  
Turn Advisory  
Figure 3-2 Turn Advisory  
Number of Pages in  
Position of Current Page  
Current Page Group  
Current Page Group within Current Page Group  
Figure 3-1 Current Page and Page Group  
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SECTION 3  
NAV PAGES  
3.2 NAV PAGE GROUP  
3.3 DEFAULT NAV PAGE  
The NAV Page Group includes five pages (Figure  
3-3). While viewing any NAV page, turn the small right  
knob to select a different NAV page. The pilot may find  
this selection process convenient to cycle between the  
Default NAV Page and the Map Page, which are two of the  
most frequently used pages. Other pages are provided for  
TAWS or TERRAIN information (if configured for TAWS  
or TERRAIN), to list frequencies for the flight plan, and to  
display current satellite reception.  
The first NAV page is the Default NAV Page (Figure  
3-4). The Default NAV Page displays a “look ahead” map  
display with your present position at the bottom center  
of the page. The top of the page displays desired track  
(DTK), ground track (TRK), and distance to destination  
waypoint (DIS). The bottom of the page indicates ground  
speed (GS), active to/from waypoints (only active to, for  
a direct-to destination) and estimated time enroute (ETE).  
A graphic course deviation indicator (CDI) also appears  
at the bottom of the page Unlike the angular limits used  
on a mechanical CDI coupled to a VOR or ILS receiver,  
full scale limits for this CDI are defined by a GPS-derived  
distance (0.3, 1.0, or 5.0 nm), as indicated at both ends of  
the CDI. By default, the CDI scale automatically adjusts to  
the desired limits based upon the current phase of flight:  
oceanic, enroute, terminal area, or approach. The pilot may  
also manually select the desired scale setting as outlined in  
Section 10.4.  
Map  
Default NAV  
TAWS or TERRAIN  
User-Selectable Data Fields (all four corners)  
NAV/COM  
Satellite Status  
Figure 3-3 NAV Pages  
Map  
Range  
NOTE: *Six or Seven NAV pages are available  
when the GNS 530 installation includes  
connection to traffic and/or weather information  
sources. See Section 14 of this manual for more  
information.  
Active Leg  
of Flight  
Course  
Plan, or  
Deviation  
Direct-to  
Indicator  
Destination  
(CDI)  
Position of Current  
Page within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current Page Group  
Figure 3-4 Default NAV Page  
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SECTION 3  
NAV PAGES  
The graphic CDI shows the current position at the center  
of the indicator, relative to the desired course (the moving  
course deviation needle). As with a traditional mechanical  
CDI, when off course simply steer toward the needle.  
The TO/FROM arrow in the center of the scale indicates  
whether the aircraft is heading TO (up arrow) or FROM the  
waypoint (down arrow).  
Directly above the CDI appears the active leg of the  
flight plan, or the direct-to destination when using the  
Direct-to Key. This automatically sequences to the next  
leg of the flight plan as each interim waypoint is reached.  
If no flight plan or direct-to destination has been selected,  
the destination field remains blank.  
Table 3-2 shows the symbols used on the Default NAV  
Page (directly above the CDI), to depict the ‘active leg’ of  
a flight plan or direct to:  
Symbol  
Description  
Direct-to a Waypoint  
Course to a Waypoint, or Desired Course  
between Two Waypoints  
Procedure Turn  
Procedure Turn  
Vectors-to-Final  
DME Arc to the Left  
Quickly selecting the Default NAV Page  
from any page:  
DME Arc to the Right  
Left-hand Holding Pattern  
Right-hand Holding Pattern  
Table 3-2 NAV Page Symbols  
Press and holding the CLR Key.  
NOTE: The GNS 530 always navigates TO  
a waypoint unless the OBS switch is set  
(preventing automatic waypoint sequencing),  
or if the aircraft has passed the last waypoint  
in the flight plan.  
The range of the “look ahead” map display appears in  
the bottom left corner. Nine scale settings, ranging from  
5.0 nm to 200 nm are available. Use the RNG Key to  
select the desired scale.  
Adjusting the Map scale:  
1) Press the up arrow on the RNG Key to zoom  
out to a larger area OR,  
2) Press the down arrow on the RNG Key to zoom  
in to a smaller area.  
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SECTION 3  
NAV PAGES  
Selecting a different data item for any data  
field:  
Selecting Desired On-Screen Data  
At the bottom of the Default NAV Page there are six  
user-definable fields which display the data needed as  
the flight progresses (Figure 3-3). By default these fields  
display: distance to destination (DIS), desired track  
(DTK), bearing to destination (BRG), ground speed (GS),  
ground track (TRK), and estimated time enroute (ETE).  
However, each of these fields can be customized to display  
a different data item. Available data items include:  
1) Starting with the Default NAV Page, press the  
MENU Key to display the Default NAV Page  
Menu (Figure 3-5).  
• Bearing to destination (BRG)  
• Course to steer (CTS)  
• Cross track error (XTK)  
• Desired track (DTK)  
Figure 3-5 Default NAV Page Menu  
• Distance to destination (DIS)  
• Enroute safe altitude (ESA)  
• Estimated time of arrival (ETA)  
• Estimate time enroute (ETE)  
• Fuel flow (FLOW) (when configured)  
• Ground speed (GS)  
2) The ‘Change Fields?’ option is already  
highlighted, so press the ENT Key to select  
this option.  
3) Use the large right knob to highlight the data  
field to be changed.  
4) Turn the small right knob to display the list  
of available data items (Figure 3-6). Continue  
turning the small right knob to select the  
desired data item from the list.  
• Ground track (TRK)  
• Minimum safe altitude (MSA)  
Track angle error (TKE)  
• Vertical speed required (VSR)  
If no flight plan or direct-to destination has been  
selected, only speed, track, altitude, and minimum safe  
altitude data may be displayed. All other data types appear  
as blank lines on the Default NAV Page until a destination  
is selected.  
Figure 3-6 Select Field Type Window  
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SECTION 3  
NAV PAGES  
5) Press the ENT Key to select the desired data  
Auto Zoom  
item and return to the Default NAV Page.  
An auto zoom feature is available for the Default NAV  
Page, which automatically adjusts from an enroute scale of  
200 nm through each lower scale, stopping at 5.0 nm as  
you approach your destination waypoint. By default, the  
auto zoom feature is disabled.  
6) Press the small right knob momentarily to  
remove the cursor from the page.  
Restoring Factory Settings  
All data fields settings can be quickly returned to  
original factory settings.  
Enabling or disabling the auto zoom  
feature  
Restoring all six data fields to factory  
default settings:  
1) From the Default NAV Page, press the MENU  
Key to display the options menu (Figure 3-8).  
1) From the Default NAV Page, press the MENU  
Key to display the Default NAV Page Menu.  
2) Turn the large right knob to highlight the  
‘Restore Defaults?’ option (Figure 3-7) and  
press the ENT Key.  
Figure 3-8 Default NAV Page Menu  
2) Turn the large right knob to highlight ‘Enable  
Auto Zoom’ (or ‘Disable Auto Zoom’).  
3) Press the ENT Key to select this option.  
Figure 3-7 Default NAV Page Menu  
Dual Unit Considerations  
A ‘Crossfill?’ option is also provided for the Default  
NAV Page. This option transfers a direct-to destination or  
flight plan to a second Garmin 400 or 500 Series unit. See  
Section 10.2, Flight Planning Page: Crossfill for additional  
details on using the crossfill option.  
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SECTION 3  
NAV PAGES  
Table 3-3 shows the symbols used to depict the various  
airports and NAVAIDS on the Map Page:  
3.4 MAP PAGE  
The second NAV page is the Map Page (Figure 3-9),  
which displays the present position using an airplane  
symbol, along with nearby airports, NAVAIDS, user-  
defined waypoints, airspace boundaries, lakes, rivers,  
highways, and cities.  
Symbol  
Description  
Airport with hard surface runway(s); (primary  
runway shown)  
Airport with soft surface runway(s) only  
Map Display  
Private Airfield  
Heliport  
VOR  
Desired Track  
Present  
Position  
VOR/DME  
DME  
Localizer  
Map Range  
Intersection  
VORTAC  
Position of Current  
Page within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current Page Group  
Figure 3-9 Map Page  
TACAN  
NDB  
NOTE: If the GNS 530 is unable to determine  
a GPS position, the present position (airplane)  
symbol does not appear on the Map Page.  
Locator Outer Marker  
Table 3-3 Map Page Symbols  
Different symbols are used to distinguish between  
waypoint types. The identifiers for any on-screen  
waypoints can also be displayed. (The identifiers are  
enabled by default.) Special-use and controlled airspace  
boundaries appear on the map, showing the individual  
sectors for Class B, Class C, and Class D airspaces.  
The Map Display can be set to 23 different range set-  
tings from 500 feet to 2000 nautical miles (statute and  
metric units are also available). The range is indicated  
in the lower left-hand corner of the Map Display (Figure  
3-9), and represents the top-to-bottom distance covered  
by the Map Display.  
Selecting a map range:  
1) Press the up arrow of the RNG Key to zoom  
out to a larger map area.  
2) Press the down arrow of the RNG Key to zoom  
in to a smaller map area and more detail.  
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SECTION 3  
NAV PAGES  
An autozoom feature is available which automatically  
adjusts from an enroute range of 2000 nm through  
each lower range, stopping at a range of 1.0 nm when  
approaching the destination waypoint. The autozoom  
featureisturnedon/offfromtheMapSetupPage(described  
in Section 3.4).  
The Map Page also displays a background map (or  
‘basemap’) showing lakes, rivers, coastlines, highways,  
railways, and towns. When a map range is selected below  
the lower limit at which the map detail was originally  
created, an ‘overzoom’ indication appears on the Map  
Display, below the range reading (Figure 3-10). The  
basemap has limited accuracy, and should not be used  
for navigation, but only for non-navigational situational  
awareness. Any basemap indication should be compared  
againstothernavigationalsourcesforaccuracy. Continuing  
to zoom in to lower range settings will cause ‘overzoom’ to  
be replaced with ‘no map’ and the geographic detail will  
be removed from the Map Display (airport and NAVAID  
remain).  
Quickly decluttering the Map Display:  
Press the CLR Key momentarily (as often as  
needed) to select the desired amount of map  
detail.  
The CLR Key allows the pilot to quickly declutter the  
Map Display, providing four levels of map detail. Note the  
‘-1’ (‘-2’ and ‘-3’ are also provided) suffix designation in  
Figure 3-11, indicating each successive declutter level.  
Map Detail Level  
Figure 3-11 Detail Level on Map Page  
Five user-selectable data fields can be added to the  
right-hand side of the Map Display. By default, the  
displayed data is: destination waypoint name (WPT),  
desired track (DTK), ground track (TRK), distance to  
destination waypoint (DIS), and ground speed (GS).  
Adding these data fields or changing the data types is  
outlined in Section 3.4. The five data fields can also be  
removed from the map to show a larger map image, as  
shown in Figure 3-9.  
Figure 3-10 Overzoom on Map Page  
The ‘Setup Map?’ option (described in Section 3.4)  
allows the pilot to define the maximum range at which  
each map feature appears. This provides the pilot with  
complete control to minimize screen clutter. The pilot  
can also quickly remove items from the map using the  
CLR Key.  
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SECTION 3  
NAV PAGES  
When the target pointer is placed on an object, the  
name of that object is highlighted (even if the name wasn’t  
originally displayed on the map). This feature applies to  
airports, NAVAIDS, user-created waypoints, roads, lakes,  
rivers, almost everything displayed on the map except  
route lines.  
When an airport, NAVAID, or user waypoint is selected  
on the Map Display, information about the waypoint can  
be reviewed or the waypoint can be designated as the  
direct-to destination.  
Map Panning  
AnotherMapPagefunctionispanning,whichallowsthe  
map to move beyond its current limits without adjusting  
the map range. When the panning function is selected (by  
pressing the small right knob), a target pointer flashes on  
the Map Display (Figure 3-12). A window also appears at  
the top of the Map Display showing the latitude/longitude  
position of the pointer, plus the bearing and distance to  
the pointer from the present position.  
Pointer Position Window  
Reviewing information for an on-screen  
airport, NAVAID or user waypoint:  
Target  
Pointer  
1) Use the panning function (as described in  
the preceding procedure) to place the target  
pointer on a waypoint (Figure 3-12).  
2) Press the ENT Key to display the Waypoint  
Information Page(s) for the selected waypoint  
(Figure 3-13).  
Figure 3-12 Panning on Map Page  
Selecting the panning function and panning  
the Map Display:  
1) Press the small right knob to activate the  
panning target pointer.  
2) Turn the small right knob to move up (turn  
clockwise) or down (counterclockwise).  
3) Turn the large right knob to move right (turn  
Figure 3-13 Information for On-Screen Waypoint  
clockwise) or left (counterclockwise).  
3) Press the CLR Key to exit the information  
4) To cancel the panning function and return to  
the present position, press the small right  
knob.  
page(s).  
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SECTION 3  
NAV PAGES  
Map Direct-to  
Airspace Information on the Map  
When a special-use or controlled airspace boundary  
appears on the Map Display, the pilot can quickly retrieve  
information (such as floor/ceiling limits and controlling  
agency) directly from the map.  
Designating an on-screen airport,  
NAVAID, or user waypoint as the direct-to  
destination:  
1) Use the panning function (‘Map Panning’ in  
this section) to place the target pointer on a  
waypoint.  
Viewing airspace information for an on-  
screen special-use or controlled airspace:  
1) Use the panning function (‘Map Panning’ in this  
section) to place the target pointer on an open  
area within the boundaries of an airspace. If  
the area is congested and it is difficult to select  
an open area, it may be necessary to zoom in  
or press the CLR Key to make the selection  
easier (Figure 3-15).  
2) Press the Direct-to Key to display the select  
Direct-to Waypoint Page, with the selected  
waypoint already listed (Figure 3-14).  
Figure 3-14 +MAP Waypoint  
3) Press the ENTKey twice to confirm the selection  
and begin navigating to the waypoint.  
The direct-to function can be used anywhere on the  
map. If nothing currently exists at the target pointer  
location, a new waypoint called ‘+MAP’ (Figure 3-13) is  
created at the target pointer location before the direct-to  
is initiated.  
Figure 3-15 Select Airspace with Target Pointer  
2) Press the ENT Key to display an options menu  
(Figure 3-16).  
Figure 3-16 Map Panning Options Window  
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SECTION 3  
NAV PAGES  
3) ‘Review Airspace?’ should already be  
highlighted, if not select it with the small  
right knob. Press the ENT Key to display the  
Airspace Information Page for the selected  
airspace.  
‘Setup Map?’ allows configuration of the Map Display  
to individual preferences, including map orientation,  
land data enable/disable, Jeppesen data enable/disable,  
automatic zoom, airspace boundaries, and text size.  
NOTE: Large, medium, and small classifications  
are used on the GNS 530 for airports and cities.  
Large airports are those with a runway longer  
than 8100 feet. Medium airports include those  
with a runway longer than 5000 feet or with  
a control tower. Large cities are those with  
approximate populations greater than 200,000  
and medium cities with greater than 50,000.  
4) To display the COM frequency(ies) for the  
controlling agency,turn the large right knob to  
highlightFrequencies?’ and press the ENT Key.  
Press the CLR Key to return to the Airspace  
Information Page.  
5) Press the CLR Key to exit the Airspace  
Information Page.  
The following settings are available for each group:  
Map Setup  
Many of the GNS 530s functions are menu driven.  
Each of the main pages has an options menu, allowing  
customization of the corresponding page to the pilots  
preferences and/or selection of special features which  
specifically relate to that page. A Map Page Menu (Figure  
3-17) provides additional settings to customize the Map  
Page and additional features related specifically to the  
Map Page.  
Map  
Weather  
Traffic  
Orientation, AutoZoom, Land Data,  
Aviation Data  
Lightning Mode/Symbol  
(when applicable)  
Traffic Mode/Symbol/Label  
(when applicable)  
Airport  
Large/Medium/Small Airports and  
Text  
Displaying the Map Page Menu:  
NAVAID  
VORs, NDBs, Intersections, and Text  
Press the MENU Key with the Map Page  
displayed (Figure 3-17).  
Waypoint  
User Waypoints, Waypoint Text,  
Flight Plan Wpts  
Line  
Active Flight Plan, Lat/Long  
Control  
Controlled Airspace: Class B, C, D  
(tower zone)  
Airspace  
Special-Use Airspace: Restricted,  
MOA, Other  
Figure 3-17 Map Page Menu  
City  
Large/Medium/Small Cities and Text  
The following options are available: ‘Setup Map?’,  
‘Measure Dist?’, ‘Data Fields Off?’, ‘Change Fields?’, and  
‘Restore Defaults?’.  
Road  
Freeway, National Highway, Local  
Hwy, Local Road  
Other  
States/Prov, Rivers/Lakes, Railroads,  
Wind Vector  
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SECTION 3  
NAV PAGES  
Changing the map orientation:  
d) Press the ENT Key to accept the selected option  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Setup Map?’ (Figure 3-16)  
and press the ENT Key.  
(Figure 3-20).  
2) Turn the small right knob to select ‘Map’  
(Figure 3-18) and press the ENT Key.  
Figure 3-20 Map Setup Page  
Figure 3-18 Map Setup Window  
To enable/disable automatic zoom:  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Setup Map?’ and press the  
ENT Key.  
3) Turn the large right knob to highlight the  
‘Orientation’ field.  
4) Turn the small right knob to select the desired  
option.  
2) Turn the small right knob to select ‘Map’ and  
press the ENT Key.  
a) SelectDTK up’ to fix the top of the Map Display  
to the desired course.  
3) Turn the large right knob to highlight theAuto  
b) Select ‘North up’ to fix the top of the Map  
Display to a north heading.  
Zoom’ field.  
4) Turn the small right knob to select ‘On’ or  
c) Select ‘Track up’ (Figure 3-19) to adjust the  
top of the Map Display to the current track  
heading.  
‘Off’.  
5) Press the ENTKey to accept the selected option.  
The automatic zoom feature automatically  
adjusts the map range from 2000 nm through  
each lower range, stopping at 1.0 nm when  
approaching the destination waypoint.  
Figure 3-19 Orientation Window  
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SECTION 3  
NAV PAGES  
Enabling/disabling the wind vector, all  
background land data, or all Jeppesen  
aviation data:  
7) Turn the small right knob to select the desired  
text size, or select ‘None’ to disable text  
descriptions.  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Setup Map?’ and press the  
ENT Key.  
8) Press the ENT Key to accept the selected  
option.  
For airspace boundaries, highways, roads,  
railroad lines, track log data, active flight  
plan course lines, and lat/long grid lines:  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Setup Map?’ and press the  
ENT Key.  
2) Turn the small right knob to select ‘Map’ and  
press the ENT Key.  
3) Turn the large right knob to highlight the  
appropriate field.  
4) Turn the small right knob to select ‘On’ or  
‘Off’.  
2) Turn the small right knob to select the  
appropriate ‘Group’ name (per the table on  
the preceding page) and press the ENT Key.  
5) Press the ENT Key to accept the selected  
option.  
3) Turn the large right knob to highlight the zoom  
Displaying airports, NAVAIDs, active flight  
plan waypoints, user-created waypoints,  
state/provincial boundaries, rivers/lakes,  
and cities:  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Setup Map?’ and press the  
ENT Key.  
field for the desired feature.  
4) Turn the small right knob to select the  
maximum range at which the feature should  
appear on screen (or select ‘Off’ to never  
display the selected feature).  
5) Press the ENT Key to accept the selected  
option.  
2) Turn the small right knob to select the  
appropriate ‘Group’ name (per the table on  
the preceding page) and press the ENT Key.  
3) Turn the large right knob to highlight the zoom  
field for the desired feature.  
4) Turn the small right knob to select the  
maximum range at which the feature should  
appear on screen (or select ‘Off’ to never  
display the selected feature).  
5) Press the ENT Key to accept the selected  
option.  
6) Turn the large right knob to highlight the text  
field for the desired feature.  
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SECTION 3  
NAV PAGES  
4) Again, use the small and large right knobs  
to place the reference pointer at the desired  
location to measure TO. The bearing and  
distance from the first reference location  
appears at the top of the Map Display.  
Distance Measurements  
The ‘Measure Dist?’ option provides a quick, easy  
method for determining the bearing and distance between  
any two points on the Map Display.  
Measuring bearing and distance between  
two points:  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Measure Dist?’ (Figure 3-21).  
5) To exit the ‘Measure Dist?’ option, press the  
small right knob.  
Adding Data Fields to the Map  
The ‘Data Fields On?’ option provides a Map Display  
(Figure 3-23) with five user-selectable data fields along the  
right-hand side of the screen. Select this option to display  
additional on-screen data such as destination waypoint  
name (WPT), desired track (DTK), groundtrack (TRK),  
distance to destination (DIS), and ground speed (GS). If  
this option has been selected and the data fields are being  
displayed, ‘Data Fields Off?’ appears as an option instead.  
Figure 3-21 Map Page Menu  
2) Press the ENT Key, an on-screen reference  
pointer appears on the Map Display at the  
present position.  
3) Turn the small and large right knobs to place  
the reference pointer at the desired location to  
measure FROM and press the ENT Key (Figure  
3-22).  
Figure 3-23 Map Display with Data Fields On  
To turn the data fields off/on:  
From the Map Page Menu, turn the large right  
knob to highlight ‘Data Fields On?’ (or ‘Data  
Fields Off?’) and press the ENT Key.  
Figure 3-22 Using Pointer to Measure Distance and Bearing  
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SECTION 3  
NAV PAGES  
Clearing On-Screen Weather Data  
‘Clear Storm Data?’ removes storm history information  
from the map. New storm data appears as detected and  
relayed by a connected weather data source. Weather data  
and the ‘Clear Storm Data?’ option are only available when  
the GNS 530 installation includes connection to weather  
information sources. See the 400/500 Series Display  
Interfaces Pilots Guide Addendum (190-00140-10) or  
Section 14 of this Pilots Guide.  
Figure 3-25 Select Data Field Window  
Selecting Desired On-Screen Data  
4) Press the small right knob to remove the  
‘Change Fields?’ allows selection of the data displayed  
on the five user-selectable data fields along the right-  
hand side of the Map Page. There are sixteen available  
data types, including bearing to destination, distance  
to destination, estimated time of arrival, ground speed,  
minimum safe altitude, and track. See Section 16.3 for  
descriptions of these (and other) navigation terms.  
cursor.  
NOTE: The on-screen traffic information occupies  
two data fields, leaving room to display only two  
additional data types. Traffic information is only  
available when the GNS 530 installation includes  
connection to traffic information sources. See  
Section 14, Additional Features.  
Changing a data field:  
Restoring Factory Settings  
1) From the Map Page Menu, turn the large right  
knob to highlight ‘Change Fields?’ (Figure  
3-24) and press the ENT Key.  
‘Restore Defaults?’ resets all four user-selectable data  
fields to their original factory default settings.  
Restoring the factory default settings:  
From the Map Page Menu, turn the large right  
knob to highlight ‘Restore Defaults?’ (Figure  
3-26) and press the ENT Key.  
Figure 3-24 Map Page Menu  
2) Turn the large right knob to highlight the data  
field to be changed.  
3) Turn the small right knob to select the type of  
data (Figure 3-25) desired to appear on this  
field and press the ENT Key.  
Figure 3-26 Map Page Menu  
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SECTION 3  
NAV PAGES  
Selectable Display Settings  
3.5 TERRAIN PAGE  
The TERRAIN Page has two selectable view settings:  
NOTE: GNS 530 units may* display either a  
• 360˚ View - View from above aircraft depicting  
surrounding terrain on all sides (Figure 3-27)  
TERRAIN Page or a TAWS Page, (but not both)  
depending upon the installed hardware and  
configuration.  
• 120˚ View - View of terrain ahead of and 60˚ to  
either side of the aircraft flight path  
* Some earlier units are not equipped to support the  
TERRAIN and/or TAWS functionality, so therefore will not  
have a TERRAIN or TAWS page available.  
Red Terrain (Warning  
- Terrain Above or Within  
GPS-derived  
100’ Below Aircraft Altitude) MSL Altitude  
TERRAIN  
Page  
TERRAIN Page  
Black Terrain  
(No Danger  
Indication  
To display the TERRAIN Page, select the NAV Page  
Group and turn the small right knob until the TERRAIN  
Page is displayed (Figure 3-27). The TERRAIN Page  
displays:  
- Terrain More  
than 1000’ below  
Aircraft Altitude)  
Yellow Terrain  
(Caution - Terrain  
Between 100’  
• GPS-derived MSL altitude in increments of 20  
feet or 10 meters, depending on unit configura-  
tion. The ‘G’ to right of the MSL altitude display  
reminds the pilot that altitude is GPS-derived.  
and 1000’ Below  
Aircraft Altitude)  
Display  
Range  
Current Page Group  
Position of Current  
Number of Pages in  
Current Page Group  
• Aircraft ground track  
Page within Current  
Page Group  
• Terrain Range - Indicates the terrain elevation in  
colors relative to the aircraft altitude  
Figure 3-27 TERRAIN Page  
• Range marking rings - (1 nm, 2 nm, 5 nm, 10 nm,  
25 nm, 50 nm, and 100 nm)  
• Heading Indicator - The heading indication on the  
TERRAIN Page always displays ‘TRK’ for Track-  
up, unless there is no valid heading  
• Obstacles  
• Potential Impact Points  
NOTE: See Section 12 for a full description of  
TERRAIN functions.  
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Displaying a 120˚ view:  
Seven display ranges are available, allowing for a  
more complete view of the surrounding area.  
1) Select theTERRAIN Page and press the MENU  
Key.  
Changing the display range:  
2) Select ‘View 120˚?’ (Figure 3-28).  
Select theTERRAIN Page and press up or down  
on the RNG Key to select the desired range:  
1 nm, 2 nm, 5 nm, 10 nm, 25 nm, 50 nm,  
100 nm (Figure 3-29).  
Figure 3-28 TERRAIN Page Menu  
3) Press the ENT Key. To switch back to a 360˚  
view, repeat step 1, select ‘View 360˚?, and  
press the ENT Key.  
NOTE: The TERRAIN Page gives a ‘Track Up’  
display orientation, as indicated by the ‘TRK’  
label shown on the display. This is the only  
orientation available on this page.  
Display Range Field  
Figure 3-29 TERRAIN Display Range  
Aviation information such as airports, VORs, and other  
NAVAIDs can be turned on or off from the TERRAIN  
Page.  
Showing or hiding aviation data:  
1) Select theTERRAIN Page and press the MENU  
Key.  
2) Select ‘Show (or Hide) Aviation Data’ (Figure  
3-30) and press the ENT Key. Pressing the CLR  
Key when the TERRAIN Page is displayed can  
also be used to toggle aviation information on  
or off.  
Figure 3-30 TERRAIN Page Menu  
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SECTION 3  
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Inhibit Mode  
TERRAIN Symbols  
TERRAINhasaninhibitmodethatdeactivatestheFLTA/  
PDA aural and visual alerts. Pilots should use discretion  
when inhibiting TERRAIN and always remember to enable  
the system when appropriate. For more information, see  
Section 12.3, TERRAIN alerts.  
NOTE: See Section 12.2 for a complete  
description of TERRAIN symbology.  
The following symbols (Figure 3-33) are used to  
represent obstacles and potential impact points on the  
TERRAIN Page.  
Inhibiting TERRAIN:  
• Red Symbol - Terrain/Obstacle is above or within  
100 feet below the aircraft altitude  
1) Select theTERRAIN Page and press the MENU  
Key. ‘Inhibit Terrain?’ is selected by default  
(Figure 3-31).  
• Yellow Symbol - Terrain/Obstacle is between 100  
feet and 1000 feet below the aircraft altitude  
• Black Symbol - Terrain/Obstacle is more than  
1000 feet below the aircraft altitude  
NOTE: Obstacle symbols are shown on display  
zoom ranges up to 10 nm.  
Figure 3-31 TERRAIN Page Menu  
2) PresstheENTKey. TheTERINHBannunciation  
is displayed in the annunciator field when  
TERRAIN is inhibited (Figure 3-32).  
Unlighted  
Obstacles  
<1000 feet AGL  
Unlighted  
Obstacles  
>1000 feet AGL  
Lighted  
Obstacles  
<1000 feet AGL  
Annunciator Field  
Figure 3-32 TERRAIN Annunciator Field  
Lighted  
Obstacles  
>1000 feet AGL  
Potential  
Impact Points  
Enabling TERRAIN:  
1) Select theTERRAIN Page and press the MENU  
Key. ‘Enable Terrain?’ is selected by default.  
Figure 3-33 TERRAIN Symbols  
2) Press the ENT Key. The TERRAIN system is  
functional again.  
NOTE: If an obstacle and the projected flight path  
of the aircraft intersect,the display automatically  
zooms in to the closest potential point of impact  
on the TERRAIN Page.  
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SECTION 3  
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• 120˚ View - View of terrain ahead of and 60˚ to  
either side of the aircraft flight path  
3.6 TAWS PAGE  
NOTE: GNS 530 units may* display either a  
Red Terrain (Warning  
TERRAIN Page or a TAWS Page, (but not both)  
depending upon the installed hardware and  
configuration.  
- Terrain Above or Within  
GPS-derived  
100’ Below Aircraft Altitude) MSL Altitude  
TAWS Page  
Indication  
Black Terrain  
* Some earlier units are not equipped to support the  
TERRAIN and/or TAWS functionality, so therefore will not  
have a TERRAIN or TAWS page available.  
(No Danger  
- Terrain More  
than 1000’ below  
Aircraft Altitude)  
Yellow Terrain  
TAWS Page  
(Caution - Terrain  
Between 100’  
To display the TAWS Page, select the NAV Page Group  
and turn the small right knob until the TAWS Page is  
displayed (Figure 3-34). The TAWS Page displays:  
and 1000’ Below  
Aircraft Altitude)  
Display  
Range  
• GPS-derived MSL altitude in increments of 20  
feet or 10 meters, depending on unit configura-  
tion. The ‘G’ to right of the MSL altitude display  
reminds the pilot that altitude is GPS-derived.  
Current Page Group  
Position of Current  
Page within Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 3-34 TAWS Page  
• Aircraft ground track  
Displaying a 120˚ view:  
• Terrain Range - Indicates the terrain elevation in  
colors relative to the aircraft altitude  
1) Select the TAWS Page and press the MENU  
Key.  
• Range marking rings - (1 nm, 2 nm, 5 nm, 10 nm,  
25 nm, 50 nm, and 100 nm)  
2) Select ‘View 120˚?’ (Figure 3-35).  
• Heading Indicator - The heading indication on the  
TAWS Page always displays ‘TRK’ for Track-up,  
unless there is no valid heading  
• Obstacles  
• Potential Impact Points  
Figure 3-35 TAWS Page Menu  
NOTE: See Section 13 for a full description of  
TAWS functions.  
3) Press the ENT Key. To switch back to a 360˚  
view, repeat step 1, select ‘View 360˚?, and  
press the ENT Key.  
Selectable Display Settings  
NOTE: TheTAWS Page gives a ‘Track Up’ display  
orientation, as indicated by the ‘TRK’ label  
shown on the display. This is the only orientation  
available on this page.  
The TAWS Page has two selectable view settings:  
• 360˚ View - View from above aircraft depicting  
surrounding terrain on all sides (Figure 3-34)  
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Seven display ranges are available, allowing for a  
more complete view of the surrounding area.  
Inhibit Mode  
TAWS also has an inhibit mode that deactivates the  
FLTA/PDA aural and visual alerts. Pilots should use  
discretion when inhibiting TAWS and always remember  
to enable the system when appropriate. Only the FLTA  
and PDA alert types are disabled in the inhibit mode. For  
more information, see the section on TAWS alerts. See  
Section 13.3 for more information on TAWS alerts.  
Changing the display range:  
Select the TAWS Page and press up or down  
on the RNG Key to select the desired range:  
1 nm, 2 nm, 5 nm, 10 nm, 25 nm, 50 nm,  
100 nm (Figure 3-36).  
Inhibiting TAWS:  
1) Select theTAWS Page and press the MENUKey.  
‘Inhibit Terrain?’ is selected by default (Figure  
3-38).  
Figure 3-38 TAWS Page Menu  
Display Range Field  
Figure 3-36 TAWS Display Range  
2) PresstheENTKey. TheTERINHBannunciation  
is displayed in the TAWS annunciator field  
when TAWS is inhibited (Figure 3-39).  
Aviation information such as airports, VORs, and other  
NAVAIDs can be turned on or off from the TAWS Page.  
Showing or hiding aviation data:  
Annunciator Field  
1) Select the TAWS Page and press the MENU  
Key.  
2) Select ‘Show (or Hide) Aviation Data’ (Figure  
3-37) and press the ENT Key. Pressing the CLR  
Key when theTAWS Page is displayed can also  
be used to toggle aviation information on or  
off.  
Figure 3-39 TAWS Annunciator Field  
Enabling TAWS:  
1) Select the TAWS Page and press the MENU  
Key. ‘Enable Terrain?’ is selected by default.  
2) Press the ENT Key. The TAWS system is  
functional again.  
Figure 3-37 TAWS Page Menu  
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SECTION 3  
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TAWS Manual Test  
TAWS Symbols  
NOTE: See Section 13.2 for a complete  
Garmin TAWS provides a manual test capability which  
verifies the proper operation of the aural and visual  
annunciations of the system prior to a flight.  
description of TAWS symbology.  
The following symbols (Figure 3-41) are used to  
represent obstacles and potential impact points on the  
TAWS Page.  
Manually testing the TAWS system:  
1) Select the TAWS Page and press the MENU  
Key.  
• Red Symbol - Terrain/Obstacle is above or within  
100 feet below the aircraft altitude  
2) Turn the large right knob to highlight theTest  
Terrain?’ option (Figure 3-40).  
• Yellow Symbol - Terrain/Obstacle is between 100  
feet and 1000 feet below the aircraft altitude  
• Black Symbol - Terrain/Obstacle is more than  
1000 feet below the aircraft altitude  
Figure 3-40 TAWS Page Menu  
NOTE: Obstacle symbols are shown on display  
zoom ranges up to 10 nm.  
3) Press the ENT Key to confirm the selection.  
‘TER TEST’ is annunciated in yellow on the TAWS Page.  
One of the following aural messages is played giving the  
test results:  
Unlighted  
Obstacles  
<1000 feet AGL  
Unlighted  
Obstacles  
>1000 feet AGL  
Lighted  
Obstacles  
<1000 feet AGL  
• “TAWS System Test, OK”, if the system passes the  
test.  
• “TAWS System Failure” if the system fails the test.  
NOTE: TAWS system testing is disabled when  
ground speed exceeds 30 kts,so as not to impede  
TAWS alerting.  
Lighted  
Obstacles  
Potential  
Impact Points  
>1000 feet AGL  
Figure 3-41 TAWS Symbols  
NOTE: If an obstacle and the projected flight path  
of the aircraft intersect,the display automatically  
zooms in to the closest potential point of impact  
on the TAWS Page.  
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SECTION 3  
NAV PAGES  
Selecting a frequency list for a departure,  
enroute or arrival airport:  
3.7 NAV/COM PAGE  
The NAV/COM (navigation communications) Page  
(Figure 3-35) provides a list of the airport communication  
and navigation frequencies at the departure, enroute, and  
arrival airports. The NAV/COM Page makes selection of  
the frequencies needed along the flight plan quick and  
convenient. If there is no active flight plan with a departure  
airport, the NAV/COM Page displays the frequencies for  
the airport nearest the departure position.  
1) Press the small right knob to activate the  
cursor.  
2) Turn the large right knob to place the cursor  
on the airport identifier field (top line on the  
NAV/COM Page, see Figure 3-42).  
3) Turn the small right knob to select the desired  
airport (Figure 3-43) and press the ENT Key.  
Departure, Enroute,  
or Arrival Airport  
Assigned Frequency and  
Usage Information  
(when applicable)  
Frequency  
Type  
Figure 3-43 Airport Window  
Position of  
Current Page  
within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current  
Page Group  
Figure 3-42 NAV/COM Page  
NOTE: The order of the pages in the NAV Page  
Group change when the GNS 530 installation  
includes connection to traffic and/or weather  
information sources. See the 400/500 Series  
Display Interfaces Pilot’s Guide Document (190-  
00140-10) or Section 14 of this manual for more  
information  
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SECTION 3  
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Scrolling through the list of frequencies:  
If a listed frequency has sector or altitude restrictions,  
the frequency is preceded by an ‘Info?’ designation.  
1) Activate the cursor, if not already active, by  
pressing the small right knob.  
Viewing usage restrictions for a frequency:  
2) Turn the large right knob to move the cursor  
through the list of frequencies. If there are  
more frequencies in the list that can be  
displayed on the screen, a scroll bar along the  
right-hand side of the screen (Figure 3-44)  
indicates which part of the list is currently being  
displayed.  
1) Turn the large right knob to place the cursor  
on the ‘Info?’ designation directly in front of  
the desired frequency (Figure 3-45).  
Scroll Bar  
Figure 3-45 ‘Info’ Highlighted  
2) Press the ENT Key to display the restriction  
Figure 3-44 Scroll Bar  
information (Figure 3-46).  
3) To place a frequency in the standby field of the  
COM or VLOC Window, highlight the desired  
frequency and press the ENT Key.  
Some listed frequencies may include designations for  
limited usage, as follows:  
• ‘TX’ - Transmit only  
• ‘RX’ - Receive only  
• ‘PT’ - Part time frequency  
Figure 3-46 Restriction Information Page  
3) To return to the NAV/COM Page,press the ENT  
Key.  
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SECTION 3  
NAV PAGES  
1
2
3
3.8 SATELLITE STATUS PAGE  
The Satellite Status Page provides a visual reference  
of GPS receiver functions, including current satellite  
coverage, GPS receiver status, and position accuracy.  
The Satellite Status Page (Figure 3-47) is helpful in  
troubleshooting weak (or missing) signal levels due to  
poor satellite coverage or installation problems.  
As the GPS receiver locks onto satellites, a signal  
strength bar appears for each satellite in view, with the  
appropriate satellite number (01-32) underneath each  
bar. The status of satellite reception is shown as follows:  
7
8
9
4
5
6
10  
11  
13  
14  
12  
• No signal strength bars - The receiver is looking  
for the satellites indicated.  
Figure 3-47 Satellite Status Page  
Sky View  
GPS Receiver Status  
1
2
3
• Hollow signal strength bars - The receiver has  
found the satellite(s) and is collecting data.  
• Solid signal strength bars - The receiver has  
collected the necessary data and the satellite(s) is  
ready for use.  
Estimated Position Error (EPE), Dilution of Precision  
(DOP), and Horizontal Uncertainty Level (HUL)  
Signal Strength Bars  
4
5
6
7
8
9
• Checkered signal strength bars - Excluded  
satellites.  
Satellite ID Numbers  
INTEG Annunciator (flagged when position not valid)  
Hollow Signal Strength Bar  
Excluded Satellite  
The sky view display (at top left corner of the page)  
shows which satellites are currently in view, and where  
they are. The outer circle of the sky view represents the  
horizon (with north at top of the page); the inner circle  
45° above the horizon; and the center point directly over-  
head.  
Each satellite has a 30-second data transmission that  
must be collected (hollow signal strength bar) before the  
satellite may be used for navigation (solid signal strength  
bar). Once the GPS receiver has determined the present  
position, the GNS 530 indicates position, track, and  
ground speed on the other navigation pages. The GPS  
receiver status field also displays the messages listed in  
Table 3-4 under the appropriate conditions:  
Current Time  
Present Position  
10  
11  
12  
13  
14  
Current Page Group  
Number of Pages in Current Page Group  
Position of Current Page within Current Page Group  
GPS-calculated Altitude  
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SECTION 3  
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The Satellite Status Page also indicates the accuracy of the position fix, using Estimated Position Error (EPE), Dilution  
of Precision (DOP), and Horizontal Uncertainty Level (HUL) figures. DOP measures satellite geometry quality (i.e.,  
number of satellites received and where they are relative to each other) on a scale from one to ten. The lowest numbers  
are the best accuracy and the highest numbers are the worst. EPE uses DOP and other factors to calculate a horizontal  
position error, in feet or meters. HUL is explained in Section 15.  
GPS Receiver Status Messages  
Searching Sky  
Acquiring Sat  
The GPS receiver is searching the sky for ANY visible satellites. The  
pilot is informed of this status with a ‘Searching the Sky’ message.  
The GPS receiver is acquiring satellites for navigation. In this mode,  
the receiver uses satellite orbital data (collected continuously from  
the satellites) and last known position to determine which satellites  
should be in view.  
2D Navigation  
3D Navigation  
The GPS receiver is in 2D navigation mode. Altitude data is provided  
by an altitude serializer.  
The GPS receiver is in 3D navigation mode and computes altitude  
using satellite data.  
Poor Coverg  
The GPS receiver cannot acquire sufficient satellites for navigation.  
Rcvr Not Usbl  
The GPS receiver is unusable due to incorrect initialization or  
abnormal satellite conditions. Turn the unit off and on again.  
AutoLocate  
The GPS receiver is looking for any available satellite. This process  
can take up to five minutes to determine a position.  
Table 3-4 GPS Receiver Status Messages  
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SECTION 4  
DIRECT-TO NAVIGATION  
SECTION 4: DIRECT-TO  
NAVIGATION  
4.1 OVERVIEW  
The GNS 530s direct-to function provides a quick  
method of setting a course to a destination waypoint.  
Once a direct-to is activated, the GNS 530 establishes a  
point-to-point course line (great circle) from the present  
position to the selected direct-to destination. Navigation  
data on the various NAV pages provides steering guidance  
until the direct-to is cancelled or replaced by a new  
destination.  
Figure 4-2 Waypoint Identifier Field Selected  
3) Press the ENT Key to confirm the selected  
waypoint, and press the ENT Key again to  
activate the direct-to function (Figure 4-3).  
Selecting a direct-to destination:  
1) Press the Direct-to Key. The Select Direct-to  
Waypoint Page appears (Figure 4-1), with the  
waypoint identifier field highlighted.  
Figure 4-3 Activate?’ Field Highlighted  
When off course while navigating to a waypoint, the  
direct-to function may also be used to re-center the CDI  
(HSI) needle and proceed to the same waypoint.  
Re-centering the CDI (HSI) needle to the  
same destination waypoint:  
Figure 4-1 Select Direct-to Waypoint Page  
2) Use the small and large right knobs to  
enter the identifier of the desired destination  
waypoint (Figure 4-2).  
Press the Direct-to Key, followed by the ENT  
Key twice.  
NOTE: When navigating an approach with the  
missed approach point (MAP) as the current  
destination, re-centering the CDI (HSI) needle  
with the Direct-to Key cancels the approach.  
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SECTION 4  
DIRECT-TO NAVIGATION  
Selecting a Destination by Facility Name or  
City  
In addition to selecting a destination by identifier, the  
Select Direct-to Waypoint Page (Figure 4-4) also allows the  
pilot to select airports, VORs and NDBs by facility name  
or city location. If duplicate entries exist for the entered  
facility name or city, additional entries may be viewed  
by continuing to turn the small right knob during the  
selection process. See Section 7.1, Duplicate Waypoints  
for more information.  
Figure 4-5 Facility Name Highlighted  
3) Use the small and large right knobs to enter  
the facility name or city location of the desired  
destination waypoint (Figure 4-6). When  
spelling the facility name or city, the GNS 530’s  
Identifier, Symbol,  
and Region  
Facility Name  
and City  
Spell’N’Find  
in the database based upon the characters  
entered up to that point.  
feature selects the first entry  
Flight Plan  
Field  
Nearest Airport  
Field  
Figure 4-4 Select Direct-to Waypoint Page  
Selecting a direct-to destination by facility  
name or city:  
1) Press the Direct-to Key. The Select Direct-to  
Waypoint Page appears, with the waypoint  
identifier field highlighted.  
2) Turn the large right knob to highlight the  
facility name (second line) or the city (third  
line) field (Figure 4-5).  
Figure 4-6 Facility Name Selected  
4) Continue turning the small right knob to scroll  
through any additional database listings for the  
selected facility name or city. The pilot can also  
scroll backwards with the small right knob if  
the desired waypoint has been scrolled past .  
5) Press the ENT Key to confirm the selected  
waypoint, and press the ENT Key again to  
activate the direct-to function.  
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SECTION 4  
DIRECT-TO NAVIGATION  
Selecting a Destination from the Active Flight  
Plan  
When navigating an active flight plan, any waypoint  
contained in the flight plan may be selected as a direct-to  
destination from the Select Direct-to Waypoint Page. See  
Section 5, for more information on flight plans.  
Selecting a direct-to destination from the  
active flight plan:  
Figure 4-8 FPL (Flight Plan) Window  
1) Press the Direct-to Key. The Select Direct-to  
Waypoint Page appears, with the waypoint  
identifier field highlighted.  
4) Continue turning the small right knob to  
scroll through the list and highlight the desired  
waypoint.  
2) Turn the large right knob to highlight the flight  
plan (FPL) field (Figure 4-7).  
5) Press the ENT Key to confirm the selected  
waypoint, and press the ENT Key again to  
activate the direct-to function.  
Figure 4-7 Highlighted Flight Plan Field  
3) Turn the small right knob to display a window  
showing all waypoints in the active flight plan  
(Figure 4-8).  
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SECTION 4  
DIRECT-TO NAVIGATION  
Selecting the Nearest Airport as a Direct-to  
Destination  
Shortcuts  
Shortcuts are available when using the Direct-to Key,  
allowing the pilot to bypass the use of the small and large  
right knobs to enter the destination waypoints identifier.  
A direct-to can be performed from any page displaying  
a single waypoint identifier (such as the WPT pages for  
airports and NAVAIDs). For pages that display a list of  
waypoints (e.g., the Nearest Airport Page), the desired  
waypoint must be highlighted with the cursor before  
pressing the Direct-to Key.  
The Select Direct-to Waypoint Page always displays the  
nearest airports (from the present position) in the NRST  
field. Navigating directly to a nearby airport is always just  
a few simple steps away. (Nearby airports may also be  
selected as direct-to destinations using the steps described  
in Section 8.1.)  
Selecting a nearby airport as a direct-to  
destination:  
Selecting an on-screen waypoint as a  
direct-to destination:  
1) Press the Direct-to Key. The Select Direct-to  
Waypoint Page appears, with the waypoint  
identifier field highlighted.  
1) If a single airport, NAVAID, or user waypoint is  
displayed on-screen (Figure 4-10):  
2) Turn the large right knob to highlight the  
nearest airport (NRST) field.  
3) Turn the small right knob to display a window  
showing up to nine nearby airports (Figure 4-9).  
Figure 4-10 Single Waypoint Displayed  
a) Press the Direct-to Key  
b) Press the ENT Key twice.  
Figure 4-9 Nearest Window  
4) Continue turning the small right knob to  
scroll through the list and highlight the desired  
airport.  
5) Press the ENT Key to confirm the selected  
airport,and press the ENT Key again to activate  
the direct-to function.  
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SECTION 4  
DIRECT-TO NAVIGATION  
2) If a list of waypoints is displayed on-screen:  
Selecting a Direct-to destination from the Map  
Page  
a) Press the small right knob to activate the  
cursor.  
Direct-to destinations may also be selected from the  
Map Page. If no airport, NAVAID, or user waypoint  
exists at the desired location, a waypoint named ‘+MAP’  
is automatically created at the location of the panning  
pointer.  
b) Turn the large right knob to highlight the  
desired waypoint (Figure 4-11).  
Selecting a direct-to destination from the  
Map Page:  
1) From the Map Page,press the small right knob  
to display a panning pointer.  
2) Turn the small and large right knobs to place  
the panning pointer at the desired destination  
location.  
3) If the panning pointer is placed on an existing  
airport,NAVAID or user waypoint,the waypoint  
name is highlighted (Figure 4-12). Press the  
Direct-to Key and the ENT Key twice to  
navigate to the waypoint.  
Figure 4-11 Nearest List  
c) Press the Direct-to Key followed by the  
ENT Key twice.  
Figure 4-12 Panning Pointer Placed on Waypoint  
4) If the panning pointer is placed on an open  
location, press the Direct-to Key, then  
press the ENT Key twice to create a ‘+MAP’  
waypoint and navigate to it.  
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SECTION 4  
DIRECT-TO NAVIGATION  
3) Press the ENT Key to confirm the selected  
waypoint, then turn the large right knob  
to highlight the course (‘CRS’) field (Figure  
4-14).  
Cancelling Direct-to Navigation  
Once a direct-to is activated, the GNS 530 provides  
navigation guidance to the selected destination until the  
direct-to is replaced with a new direct-to or flight plan,  
cancelled, or the unit is turned off.  
Cancelling a direct-to:  
1) Press the Direct-to Key to display the Select  
Direct-to Waypoint Page.  
2) Press the MENU Key to display the Direct-to  
Page Menu (Figure 4-13).  
Figure 4-14 CRS (Course) Field Highlighted  
4) Turn the small and large right knobs to select  
the desired course (Figure 4-15) and press the  
ENT Key.  
Figure 4-13 Select Direct-to Page Menu  
3) WithCancel Direct-to NAV?’ highlighted,press  
the ENT Key. If a flight plan is still active, the  
GNS 530 resumes navigating the flight plan  
along the closest leg.  
Specifying a Course to a Waypoint  
Figure 4-15 Course Field Selected  
When performing a direct-to, the GNS 530 sets a direct  
great circle course to the selected destination. The course  
to the destination can also be manually defined using the  
‘CRS’ course field on the Select Direct-to Waypoint Page.  
5) Press the ENT Key again to begin navigation  
using the selected destination and course.  
6) To re-select a direct course from present  
position (or select a new manually-defined  
course), simply press the Direct-to Key,  
followed by the ENT Key twice.  
Manually defining the direct-to course:  
1) Press the Direct-to Key.  
2) Use the small and large right knobs to select  
the destination waypoint.  
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SECTION 5  
FLIGHT PLANS  
5.1 FLIGHT PLAN CATALOG PAGE  
SECTION 5: FLIGHT PLANS  
The Flight Plan Catalog Page allows the pilot to create,  
edit, activate, delete, and copy flight plans. Flight plans  
numbered from 1 through 19 are used to save flight plans  
for future use. ‘Flight plan 00’ is reserved exclusively  
for the flight plan currently in use for navigation. When  
a flight plan is activated, a copy of the flight plan is  
automatically transferred to ‘flight plan 00’ and overwrites  
any previously active flight plan.  
The GNS 530 lets the pilot create up to 20 different  
flight plans, with up to 31 waypoints in each flight plan.  
The Flight Plan Page Group consists of two pages (Active  
Flight Plan Page and Flight Plan Catalog Page; Figures 5-1  
and 5-2), accessed by pressing the FPL Key. The flight  
plan pages allow the pilot to create, edit, and copy flight  
plans.  
Creating a new flight plan:  
1) Press the FPL Key and turn the small right  
knob to display the Flight Plan Catalog Page  
(Figure 5-2).  
2) Press the MENU Key to display the Flight Plan  
Catalog Page Menu (Figure 5-3).  
Indicates Current Page  
Figure 5-1 Active Flight Plan Page  
Figure 5-3 Flight Plan Catalog Page Menu  
3) Turn the large right knob to highlight ‘Create  
New Flight Plan?’ and press the ENT Key.  
Indicates Current Page  
Figure 5-2 Flight Plan Catalog Page  
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SECTION 5  
FLIGHT PLANS  
4) A blank Flight Plan Page appears for the first  
empty storage location. Use the small and  
large right knobs to enter the identifier of the  
departure waypoint and press the ENT Key.  
5) Repeat step 4 to enter the identifier for each  
additional flight plan waypoint (Figure 5-4).  
Figure 5-5 Flight Plan Page  
5) Use the small and large right knobs to enter  
the identifier of the new waypoint (Figure 5-6)  
and press the ENT Key.  
Figure 5-4 Flight Plan Page  
6) Once all waypoints have been entered, press  
the small right knob to return to the Flight  
Plan Catalog Page.  
Figure 5-6 Waypoint Identifier Field Selected  
Flight Plan Editing  
6) Once all changes have been made, press the  
small right knob to return to the Flight Plan  
Catalog Page (Figure 5-7).  
Adding a waypoint to an existing flight  
plan:  
1) Press the FPL Key and turn the small right  
knob to display the Flight Plan Catalog Page.  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to highlight the  
desired flight plan and press the ENT Key.  
4) Turn the large right knob to select the point to  
add the new waypoint. If an existing waypoint  
is highlighted, the new waypoint is placed  
directly in front of this waypoint (Figure 5-5).  
Figure 5-7 Edited Flight Plan Page  
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SECTION 5  
FLIGHT PLANS  
Deleting a waypoint from an existing flight  
plan:  
A one-line user comment may be added to any flight  
plan, which is displayed on the Flight Plan Catalog Page,  
next to the flight plans number. By default, as the flight  
plan is being created, the comment shows the first and last  
waypoints in the flight plan.  
1) Press the FPL Key and turn the small right  
knob to display the Flight Plan Catalog Page.  
2) Press the small right knob to activate the  
Changing the comment line for an existing  
flight plan:  
cursor.  
3) Turn the large right knob to highlight the  
desired flight plan and press the ENT Key.  
1) From the Flight Plan Catalog Page, press the  
small right knob to activate the cursor.  
4) Turn the large right knob to select the  
waypoint to be deleted and press the CLR Key  
to display a ‘remove waypoint’ confirmation  
window (Figure 5-8).  
2) Turn the large right knob to highlight the  
desired flight plan and press the ENT Key.  
3) Turn the large right knob to select the  
comment line at the top of the screen.  
4) Use the small and large right knobs to enter  
the new comment (Figure 5-9). Press the ENT  
Key when finished.  
Figure 5-8 Remove Waypoint Window  
5) With ‘Yes’ highlighted, press the ENT Key to  
remove the waypoint.  
6) Once all changes have been made, press the  
small right knob to return to the Flight Plan  
Catalog Page.  
Figure 5-9 Comment Line Selected  
5) Once all changes have been made, press the  
small right knob to return to the Flight Plan  
Catalog Page.  
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SECTION 5  
FLIGHT PLANS  
Activating Flight Plans  
Inverting Flight Plans  
Once a flight plan is defined through the Flight Plan  
Catalog Page (using the steps outlined previously in this  
section), it may be activated for navigation. Activating the  
flight plan places it into ‘flight plan 00’ and overwrites any  
previous information at that location.  
After travelling along a flight plan, the pilot may wish  
to reverse the route for navigation guidance back to the  
original departure point.  
Activating an existing flight plan in reverse  
order:  
Activating an existing flight plan:  
1) From the Flight Plan Catalog Page, press the  
1) From the Flight Plan Catalog Page, press the  
small right knob to activate the cursor.  
small right knob to activate the cursor.  
2) Turn the large right knob to highlight the  
desired flight plan and press the MENU Key to  
display the Flight Plan Catalog Page Menu.  
2) Turn the large right knob to highlight the  
desired flight plan and press the MENU Key to  
display the Flight Plan Catalog Page Menu.  
3) Turn the large right knob to highlightInvert &  
Activate FPL?’ (Figure 5-11) and press the ENT  
Key. The original flight plan remains intact in  
its flight plan catalog storage location.  
3) Turn the large right knob to highlightActivate  
Flight Plan?’ and press the ENT Key (Figure  
5-10).  
Figure 5-11 Flight Plan Catalog Page Menu  
Figure 5-10 Flight Plan Catalog Page Menu  
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SECTION 5  
FLIGHT PLANS  
Copying Flight Plans  
Deleting Flight Plans  
To save a flight plan currently located in ‘flight plan  
00’, copy it to an open catalog location (1-19) before the  
flight plan is cancelled, overwritten, or erased.  
When finished with a flight plan, it can easily be  
deleted from the Flight Plan Catalog Page or the Active  
Flight Plan Page.  
Copying a flight plan to another flight plan  
catalog location:  
Deleting a flight plan:  
1) From the Active Flight Plan Page, press the  
MENU Key to display the Active Flight Plan  
Page Menu.  
1) From the Active Flight Plan Page, press the  
MENU Key to display the Active Flight Plan  
Page Menu.  
2) From the Flight Plan Catalog Page, press the  
small right knob to activate the cursor, turn  
the large right knob to highlight the flight plan  
to be deleted, then press the MENU Key to  
display the Flight Plan Catalog Page Menu.  
2) From the Flight Plan Catalog Page, press the  
small right knob to activate the cursor,turn the  
large right knob to highlight the flight plan to  
be copied, then press the MENU Key to display  
the Flight Plan Catalog Page Menu.  
3) Turn the large right knob to highlight ‘Delete  
Flight Plan?’ (Figure 5-13) and press the ENT  
Key.  
3) Turn the large right knob to highlight ‘Copy  
Flight Plan?’ (Figure 5-12) and press the ENT  
Key.  
Figure 5-13 Flight Plan Catalog Page Menu  
4) With ‘Yes?’ highlighted, press the ENT Key to  
delete the flight plan.  
Figure 5-12 Active Flight Plan Page Menu  
4) By default, the next empty catalog location is  
offered. To select a different location, turn the  
largerightknobtoselecttheightplannumber,  
use the small and large right knobs to enter a  
different number and press the ENT Key.  
5) With ‘Yes?’ highlighted, press the ENT Key to  
copy the flight plan.  
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SECTION 5  
FLIGHT PLANS  
4) If ‘Manual’ is selected: Turn the large right  
knob to select the ‘Transfer’ field, then turn  
the small right knob to select the type of  
information to transfer between units (active  
flight plan, flight plan, all user waypoints or  
a single user waypoint). When ‘Flight Plan’  
or ‘User Waypoint’ is selected, a second field  
appears to the immediate right of theTransfer’  
field. Use the small and large right knobs to  
enter the number of the flight plan or the name  
of the user waypoint to be transferred.  
Flight Plan Catalog Options  
The following options (some covered on the preceding  
pages) are available for the Flight Plan Catalog Page:  
• ‘Activate Flight Plan?’ - Allows the pilot to  
select the flight plan for navigation guidance, as  
described previously in this section.  
• ‘Invert & Activate FPL?’ - Allows the pilot to  
reverse the highlighted flight plan and select it for  
navigation guidance, as described previously in  
this section.  
5) The ‘Cross-Side’ field allows the pilot to  
designate the sending and receiving units  
in a crossfill operation. Turn the large right  
knob to select the ‘Cross-side’ field, then turn  
the small right knob to select ‘To’ or ‘From’  
(Figure 5-14). Press the ENT Key to confirm  
the selection.  
• ‘Create New Flight Plan?’ - Allows the pilot to  
create a new flight plan, as described previously in  
this section.  
• ‘Crossfill?’ - Allows the pilot to transfer a Direct-to  
destination, the active flight plan, any stored flight  
plan or user waypoints to a second 400-Series or  
500-Series Garmin unit. Some crossfill operations  
can be done automatically. If both units are set  
to ‘auto’, a change in the direct-to destination or  
active flight plan on one unit is seen on the other.  
For additional information, see Section 10.2,  
Flight Planning Page: Crossfill.  
6) Turn the large right knob to highlight ‘Initiate  
Transfer?’ (Figure 5-14) and press the ENT  
Key. Once ‘Initiate Transfer?’ is selected,  
a progress bar at the bottom of the page  
indicates the status of the crossfill transfer until  
completed.  
Crossfilling flight plans between two 400-  
or 500-Series Garmin units:  
1) Select the ‘Crossfill?’ option from the Flight  
Plan Catalog Page Menu (Figure 5-12) and  
press the ENT Key.  
2) Turn the large right knob to select the  
‘Method’ field (Figure 5-13).  
3) Turn the small right knob to select Auto’  
or ‘Manual’ and press the ENT Key. ‘Auto’  
automatically transfers the active flight plan  
or Direct-to selection to another 400- or 500-  
series Garmin unit, without user intervention.  
Figure 5-14 Crossfill Page  
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SECTION 5  
FLIGHT PLANS  
• ‘Copy Flight Plan?’ - Allows the pilot to copy the  
selected flight plan to a new flight plan location,  
as described previously in this section. The copy  
function is useful for duplicating an existing flight  
plan before making changes.  
• ‘Sort List By Number?’/’Sort List by Comment?’  
- Allows the pilot to select between a flight plan  
catalog sorted numerically by the flight plan  
number or sorted alphanumerically based upon  
the comment assigned to each flight plan. When  
either option is selected, the other option appears  
on the Flight Plan Catalog Page Menu.  
• ‘Delete Flight Plan?’ - Allows the pilot to remove  
the selected flight plan from memory, as described  
previously in this section. Deleting a flight  
plan does not delete the individual waypoints  
contained in the flight plan from the database or  
user waypoint memory.  
Sorting the catalog listing by number or  
comment:  
1) Select the ‘Sort List By Number?’ or ‘Sort List  
By Comment?’ option (whichever is currently  
displayed) from the Flight Plan Catalog Page  
Menu (Figure 5-17) and press the ENT Key.  
• ‘Delete All Flight Plans?’ - Allows the pilot to  
remove all flight plans from memory.  
Deleting all flight plans:  
1) Select theDeleteAll Flight Plans?’ option from  
the Flight Plan Catalog Page Menu (Figure  
5-15) and press the ENT Key.  
Figure 5-17 Flight Plan Catalog Page Menu  
Figure 5-15 Flight Plan Catalog Page Menu  
2) A confirmation window appears (Figure 5-16).  
With ‘Yes?’ highlighted, press the ENT Key.  
Figure 5-16 Delete All Flight Plans Window  
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SECTION 5  
FLIGHT PLANS  
5.2 ACTIVE FLIGHT PLAN PAGE  
The Active Flight Plan Page provides information  
and editing functions for ‘flight plan 00’, the flight plan  
currently in use for navigation. When a direct-to or flight  
plan has been activated, the Active Flight Plan Page shows  
each waypoint for the flight plan (or a single waypoint  
for a direct-to, Figure 5-18), along with the desired track  
(DTK) and distance (DIS) for each leg.  
Figure 5-19 Active Flight Plan Page Menu  
Figure 5-18 Active Flight Plan Page  
Active Flight Plan Options  
The options shown in Table 5-1 are available for the  
Active Flight Plan Page.  
Accessing the Active Flight Plan Menu Page:  
1) Press the FPL Key to view theActive Flight Plan  
Page.  
2) Press the MENU Key (Figure 5-19).  
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SECTION 5  
FLIGHT PLANS  
Active Flight Plan Page Menu Options  
Activates/reactivates the flight plan and selects the highlighted leg as the ‘active leg’ (the leg  
which is currently used for navigation guidance).  
Activate Leg  
Crossfill  
Allows the pilot to transfer the active flight plan between two 400- or 500-series Garmin units  
in a dual unit installation. See Section 10.2, Flight Planning: Crossfill for additional information  
on this feature.  
Copies the active flight plan to a flight plan catalog location, as described previously in this  
section. The copy function is useful for duplicating the active flight plan before making changes.  
Copy Flight Plan  
Invert Flight Plan  
Reverses the active flight plan. See Section 5.1, Activating Flight Plans and Inverting Flight  
Plans.  
Allows the pilot to remove all waypoints from the selected flight plan, as described previously  
in this section. Deleting a flight plan does not delete the waypoints contained in the flight plan  
from the database or user waypoint memory.  
Delete Flight Plan  
Select Approach  
Select Arrival  
Allows the pilot to select a published instrument approach for the destination airport, or replace  
the current approach with a new selection. (In many cases, it is convenient to select approaches  
using the PROC Key as described in Section 6.1.)  
Allows the pilot to select a published standard terminal arrival route (STAR) for the destination  
airport or replace the current arrival with a new selection (Section 6.1 for information on  
selecting arrivals using the PROC Key).  
Allows the pilot to select a published standard instrument departure (SID) for the departure  
airport or replace the current departure with a new selection. When using a direct-to, the GNS  
530 uses the nearest airport as a reference when displaying available departures. See Section  
6.1 for information on selecting departures using the PROC Key.  
Select Departure  
Remove Approach  
Remove Arrival  
Deletes the currently selected approach from the active flight plan.  
Deletes the current STAR from the active flight plan.  
Deletes the current SID from the active flight plan.  
Remove Departure  
Calculates the bearing and closest distance that a flight plan passes from a reference waypoint.  
May also be used to create a new user waypoint along the flight plan at the location closest to  
the reference waypoint.  
Closest Point of FPL  
Allows the pilot to select the desired data items to display on the Active Flight Plan Page, as  
described in this Section.  
Change Fields  
Restore Defaults  
Returns the data items to factory defaults, as described in this Section.  
Table 5-1 Active Flight Plan Page Menu Options  
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SECTION 5  
FLIGHT PLANS  
The data fields for DTK and DIS are user-selectable and  
may be changed to display cumulative distance (CUM) to  
each waypoint, estimated time of arrival (ETA), estimated  
time enroute (ETE), or enroute safe altitude (ESA).  
Restoring factory default settings for data  
fields on the Active Flight Plan Page:  
1) With the Active Flight Plan Page displayed,  
press the MENU Key to display theActive Flight  
Plan Page Menu.  
Changing a data field on the Active Flight  
Plan Page:  
2) Turn the large right knob to highlightRestore  
Defaults?’ and press the ENT Key.  
1) With the Active Flight Plan Page displayed,  
press the MENU Key to display theActive Flight  
Plan Page Menu.  
Activating a flight plan along a specific leg:  
1) Press the small right knob to activate the  
cursor and turn the large right knob to  
highlight the desired destination waypoint.  
2) Turn the large right knob to highlightChange  
Fields?’ (Figure 5-20) and press the ENT Key.  
2) Press the MENU Key, and select the Activate  
Leg?’ option from the Active Flight Plan Page  
Menu (Figure 5-22) and press the ENT Key.  
Figure 5-20 Active Flight Plan Page Menu  
3) Turn the large right knob to highlight the field  
to be changed.  
Figure 5-22 Active Flight Plan Page Menu  
4) Turn the small right knob to select the desired  
data item (Figure 5-21) and press the ENT  
Key.  
3) A confirmation window appears. With  
Activate?’ highlighted, press the ENT Key.  
Figure 5-21 Select Field Type Window  
5) Press the small right knob to remove the  
cursor.  
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SECTION 5  
FLIGHT PLANS  
Selecting an approach for a direct-to or  
flight plan destination airport:  
1) Choose theSelectApproach?’ option from the  
Active Flight Plan Page Menu (Figure 5-23) and  
press the ENT Key.  
Figure 5-25 Transitions Window  
4) Turn the large right knob to highlight ‘Load?’  
or Activate?’ and press the ENT Key. ‘Load?’  
adds the approach to the flight plan without  
immediately using the approach for navigation  
guidance. This allows the pilot to continue  
navigating the original flight plan until cleared  
for the approach but keeps the approach  
available for quick activation when needed.  
5) For precision approaches, a reminder window  
appears indicating that GPS guidance on such  
approaches is strictly for monitoring only. To  
confirm this reminder, highlight ‘Yes?’ and  
press the ENT Key.  
Figure 5-23 Active Flight Plan Page Menu  
2) A window appears listing the available  
approaches (Figure 5-24) for the destination  
airport. Turn the small right knob to highlight  
the desired approach and press the ENT Key.  
Figure 5-24 Approach Window  
3) A second window appears listing available  
transitions (Figure 5-25) for the approach. Turn  
the small right knob to highlight the desired  
transition waypoint and press the ENT Key.  
(The ‘Vectors’ option assumes the pilot will  
receive vectors to the final course segment  
of the approach and will provide navigation  
guidance to intercept this final course.)  
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SECTION 5  
FLIGHT PLANS  
Selecting an arrival for a direct-to or flight  
plan destination airport:  
1) Select the ‘Select Arrival?’ option from the  
Active Flight Plan Page Menu (Figure 5-26)  
and press the ENT Key.  
Figure 5-28 Transitions Window  
4) With ‘Load?’ highlighted, press the ENT Key.  
Selecting a departure for the departure  
airport:  
1) Select the ‘Select Departure?’ option from the  
Active Flight Plan Page Menu and press the  
ENT Key.  
2) A window appears listing the available  
departures for the departure airport. Turn  
the small right knob to select the desired  
departure and press the ENT Key.  
Figure 5-26 Active Flight Plan Page Menu  
2) A window appears listing the available arrivals  
(Figure 5-27) for the destination airport. Turn  
the small right knob to select the desired  
arrival and press the ENT Key.  
3) A second window appears listing available  
transitions for the departure. Turn the small  
right knob to highlight the desired transition  
waypoint and press the ENT Key.  
4) With ‘Load?’ highlighted, press the ENT Key.  
Figure 5-27 Arrivals Window  
3) A second window appears listing available  
transitions (Figure 5-28) for the arrival. Turn  
the small right knob to highlight the desired  
transition waypoint and press the ENT Key.  
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SECTION 5  
FLIGHT PLANS  
Removing an approach, arrival, or  
departure from the active flight plan:  
1) Select the ‘Remove Approach?’, ‘Remove  
Arrival?’, or ‘Remove Departure?’ option from  
theActive Flight Plan Page Menu (Figure 5-29)  
and press the ENT Key.  
Figure 5-30 Active Flight Plan Page Menu  
2) A window appears with the reference waypoint  
field highlighted. Use the small and large  
right knobs to enter the identifier of the  
reference waypoint and press the ENT Key.  
3) A confirmation window appears for the  
selected reference waypoint (Figure 5-31).  
Press the ENT Key to accept the waypoint.  
Figure 5-29 Active Flight Plan Page Menu  
2) A confirmation window appears listing  
the procedure to be removed. With ‘Yes?’  
highlighted, press the ENT Key.  
Determining the closest point, along the  
active flight plan, to a selected waypoint:  
1) Select the ‘Closest Point of FPL?’ option from  
theActive Flight Plan Page Menu (Figure 5-30)  
and press the ENT Key.  
Figure 5-31 Closest Point of Flight Plan Window  
4) The GNS 530 displays the bearing (BRG) and  
distance (DIST) to the closest point along the  
flightplan,fromtheselectedreferencewaypoint.  
To create a user waypoint at this location and  
add it to the flight plan, highlight ‘Load?’ and  
press the ENT Key. The name for the new user  
waypoint is derived from the identifier of the  
reference waypoint.  
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SECTION 5  
FLIGHT PLANS  
Shortcuts  
A number of shortcuts are available to save time when  
using the Active Flight Plan Page. These shortcuts speed  
the process of removing approaches, departures and  
arrivals, and aid in selecting a specific flight plan leg for  
navigation guidance.  
On the preceding page, options to remove approaches,  
departures, and arrivals were introduced. This process  
may also be completed using the CLR Key, described as  
follows.  
Figure 5-33 Remove Approach Window  
4) With ‘Yes?’ highlighted, press the ENT Key to  
remove the selected procedure.  
This same process may also be used to remove  
individual waypoints from the active flight plan.  
Removing an approach, departure or arrival  
using the CLR Key:  
Removing a waypoint using the CLR Key:  
1) With the Active Flight Plan Page displayed,  
press the small right knob to activate the  
cursor.  
1) With the Active Flight Plan Page displayed,  
press the small right knob to activate the  
cursor.  
2) Turn the large right knob to highlight the  
identifier for the waypoint to be deleted.  
Identifiers appear in green text.  
2) Turn the large right knob to highlight the title  
for the approach (Figure 5-32), departure, or  
arrival to be deleted. Titles appear in light blue  
directly above the procedure’s waypoints.  
3) Press the CLR Key to display a confirmation  
window (Figure 5-34).  
Figure 5-32 Highlight Item To Be Deleted  
Figure 5-34 Remove Waypoint Window  
3) Press the CLR Key to display a confirmation  
4) With ‘Yes?’ highlighted, press the ENT Key to  
window (Figure 5-33).  
remove the selected procedure.  
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SECTION 5  
FLIGHT PLANS  
The ‘Activate Leg?’ option is discussed previously in  
this section, which allows the pilot to specify which leg of  
the flight plan is used for navigation guidance. A shortcut  
also exists for this operation, using the Direct-to Key.  
When using instrument procedures, this feature can be  
used not only to activate a specific point-to-point leg, but  
to also activate the procedure turn portion of an approach,  
follow a DME arc, or activate a holding pattern.  
Any approach, departure, or arrival can be reviewed on  
the appropriate airport page in the Waypoint Page Group  
(Section 7.1).  
Activating a specific leg of the active flight  
plan:  
1) Press the small right knob to activate the  
cursor and turn the large right knob to  
highlight the desired destination waypoint.  
Reviewing a procedure while viewing a  
flight plan page:  
1) With a flight plan page displayed, press the  
2) Press the Direct-to Key twice to display an  
Activate Leg’ confirmation window (Figure  
5-35).  
small right knob to activate the cursor.  
2) Turn the large right knob to highlight the  
procedure header (Figure 5-36).  
Figure 5-35 Activate Leg Window  
Figure 5-36 Procedure Header Highlighted  
3) With Activate?’ highlighted, press the ENT  
3) Press the ENT Key to select the WPT Page  
Key.  
Group.  
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SECTION 5  
FLIGHT PLANS  
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SECTION 6  
PROCEDURES  
3) A window appears listing the available  
procedures (Figure 6-2). Turn the large right  
knob to highlight the desired procedure  
and press the ENT Key. (When a direct-to  
destination is selected, departures are offered  
for the nearest airport.)  
SECTION 6: PROCEDURES  
6.1 APPROACHES, DEPARTURES, AND  
ARRIVALS  
The GNS 530 allows the pilot to fly non-precision and  
precisionapproachestoairportswithpublishedinstrument  
approach procedures. All available approaches are stored  
on the Jeppesen NavData card, and are automatically  
updated when the new card is inserted into the GNS 530.  
Subscription information for NavData cards is included in  
the GNS 530 package.  
Figure 6-2 Approach Window  
The Procedures Page (Figure 6-1) is displayed by  
pressing the PROC Key. The Procedures Page provides  
direct access to approaches, departures, and arrivals,  
based on the active flight plan or direct-to destination. In  
either case, the departure and destination airports must  
have published procedures associated with them.  
4) A second window appears listing the available  
transitions (Figure 6-3). Turn the large right  
knobtohighlightthedesiredtransitionwaypoint  
and press the ENT Key. (The approachVectors’  
option assumes the pilot will receive vectors  
to the final course segment of the approach  
and will provide navigation guidance relative  
to the final approach course.)  
Selecting an approach, departure, or  
arrival:  
1) Press the PROC Key to display the Procedures  
Page.  
2) Turn the large right knob to highlight ‘Select  
Approach?’, ‘Select Departure?’ or ‘Select  
Arrival?’ (Figure 6-1) and press the ENT Key.  
Figure 6-3 Transitions Window  
Figure 6-1 Procedures Page  
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SECTION 6  
PROCEDURES  
5) Turn the large right knob to highlight ‘Load?’  
or Activate?’ (approaches only) and press the  
ENT Key. (‘Load?’ adds the procedure to the  
flight plan without immediately using it for  
navigation guidance. This allows the pilot to  
continue navigating the original flight plan,but  
keeps the procedure available on the Active  
Flight Plan Page for quick activation when  
needed.)  
Once an approach is selected, it may be activated  
for navigation from the Procedures Page. Activating the  
approach overrides the ‘enroute’ portion of the active  
flight plan, proceeding directly to the ‘approach’ portion  
(for a full approach, directly to the initial approach fix).  
Activating the approach also initiates automatic CDI  
scaling transition as the approach progresses.  
Activating an approach:  
1) Press the PROC Key to display the Procedures  
6) For precision approaches and some non-  
precision approaches, a reminder window  
appears indicating that GPS guidance on such  
approaches is strictly for monitoring only; use  
theVLOC receivers and external CDI (or HSI) for  
primary navigation. To confirm this reminder,  
highlight ‘Yes?’ and press the ENT Key.  
Page (Figure 6-5).  
2) Turn the large right knob to highlightActivate  
Approach?’ (Figure 6-5) and press the ENT  
Key.  
Not all approaches in the database are approved  
for GPS use. When selecting an approach, a ‘GPS’  
designation to the right of the procedure name (Figure  
6-4) indicates the procedure can be flown using the GPS  
receiver. Some procedures do not have this designation,  
meaning the GPS receiver may be used for supplemental  
navigation guidance only. ILS approaches, for example,  
must be flown by tuning the VLOC receiver to the proper  
frequency and coupling the VLOC receiver to the external  
CDI (or HSI).  
Figure 6-5 Procedures Page  
Figure 6-4 ‘GPS’ Designations  
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SECTION 6  
PROCEDURES  
Another Procedures Page option allows the pilot to  
activate the final course segment of the approach. This  
option assumes the pilot will receive vectors to the final  
approach fix (FAF) and provides guidance to intercept the  
final course, before reaching the FAF.  
6.2 NON-PRECISION APPROACH  
OPERATIONS  
The GNS 530 provides non-precision approach  
guidance using its built-in GPS receiver. The GPS receiver  
can also be used as a supplemental aid for precision  
approaches (and for non-precision localizer-based  
approaches), but the localizer and glideslope receivers  
must be used for primary approach course guidance.  
Approaches designed specifically for GPS are often  
very simple and don’t require overflying a VOR or NDB.  
Many non-precision approaches have ‘GPS overlays’ to  
let the pilot fly an existing procedure (VOR, VOR/DME,  
NDB, RNAV, etc.) more accurately using GPS.  
Activating the approach, with vectors to  
final:  
1) Press the PROC Key to display the Procedures  
Page.  
2) Turn the large right knob to highlightActivate  
Vector-To-Final?’ (Figure 6-6) and press the  
ENT Key.  
Many overlay approaches are complex (in comparison  
to GPS-only approaches). The GNS 530 displays and  
provides guidance through each leg of the approach,  
automatically sequencing through each of these legs, up  
to the missed approach point (MAP). Approaches may  
be flown ‘as published’ with the full transition using any  
published feeder route or initial approach fix (IAF), or  
may be flown with a vectors-to-final transition.  
NOTE: The following approach examples are  
intended for instructional use only and are not  
to be used for navigation.  
Figure 6-6 Procedures Page  
3) A confirmation window will appear withYes?’  
highlighted, press the ENT Key.  
In many cases, it may be easiest to ‘Load’ the full  
approach while still some distance away, enroute to the  
destination airport. Later, if vectored to final, use the  
steps above to select ‘Activate Vector-To-Final’—which  
makes the inbound course to the FAF waypoint active.  
Otherwise, activate the full approach using the ‘Activate  
Approach?’ option.  
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SECTION 6  
PROCEDURES  
4) Activate’ the full approach or vectors-to-final,  
as appropriate. In some scenarios, it may be  
more convenient to immediately activate the  
approach and skip the ‘Load’ process outlined  
in the preceding step 3. The GNS 530 provides  
both options.  
Select Destination  
‘Select’ and ‘Load’ the  
approach  
Approaches with Procedure Turns  
‘Activate’ the  
The procedure turn portion of an approach is stored  
as one of the legs of the approach. For this reason, the  
GNS 530 requires no special operations from the pilot  
(other than flying the procedure turn itself) beyond what  
is required for any other type of approach.  
approach  
DO NOT USE FOR  
NAVIGATION  
Lynchburg (VA) Regional  
VOR or GPS Rwy 03  
  
Figure 6-7 Sample Approach  
4
Approach operations on the GNS 530 typically begin  
with the same basic steps (refer to Figure 6-7 for the  
following steps):  
1) Select the destination airport using the Direct-  
to Key, or as the last waypoint in the active  
flight plan.  
DO NOT USE FOR  
NAVIGATION  
2) Choose the ‘Select Approach?’ option from  
the Procedures Page (Section 6.1) or from the  
Active Flight Plan Page Menu (Section 5.2,  
Active Flight Plan Options).  
Figure 6-8 Sample Approach with Procedure Turn  
3) ‘Load’ the approach (often while enroute) in  
anticipation of its future use. This places the  
approach in the active flight plan, but retains  
course guidance in the enroute section until  
the approach is ‘activated’.  
This example uses the VOR Runway 04 approach for  
Lynchburg (Virginia) Regional Airport, KLYH, and assumes  
a departure from Frederick (Maryland) Municipal Airport,  
KFDK.  
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SECTION 6  
PROCEDURES  
The steps required to set up and fly the approach  
are detailed below (refer to Figure 6-8 for the following  
steps):  
1) Prior to departing KFDK,the destination (KLYH)  
is selected using the Direct-to Key or by  
creating a flight plan terminating at Lynchburg  
Regional.  
2) While enroute to KLYH, select the ATIS  
frequency from the list on the NAV/COM Page  
(Section 3.6 and Figure 6-9) and place it in  
the standby field of the COM Window. Use  
the COM Flip-flop Key to make the ATIS  
frequency active.  
Figure 6-10 Procedures Page  
4) From the Transitions Window (Figure 6-11),  
select LYH VOR (the IAF). Also, select ‘Load?’  
to load, but not activate, the approach.  
Figure 6-11 Approach and Transitions Windows  
5) Press the PROCKey,selectActivateApproach?’  
and press the ENT Key to activate the  
approach.  
Figure 6-9 NAV/COM Page  
3) Press the PROC Key (Figure 6-10) and  
select the ‘VOR 04’ approach using  
the steps outlined in Section 6.1.  
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SECTION 6  
PROCEDURES  
2) Several miles prior to reaching the IAF (LYH),  
the pilot may wish to review the approach  
sequence. Press the FPL Key to display the  
Active Flight Plan Page. Press the small right  
knob, and then turn the large right knob to  
review each segment of the approach (Figure  
6-14). When finished, press the FPL Key again  
to return to the previous page.  
Flying the Procedure Turn  
4
DO NOT USE FOR  
NAVIGATION  
Figure 6-14 Active Flight Plan Page  
3) When approaching the IAF (LYH), a waypoint  
alert (‘NEXT DTK 205°’) appears along the  
bottom of the screen (Figure 6-15). As the  
distance (DIS) to the IAF approaches zero, the  
alert is replaced by a turn advisory (‘TURN TO  
205°’). Dial the outbound course of 205° into  
the CDI (or HSI) using the OBS knob.  
Figure 6-12 Sample Approach with Procedure Turn  
Refer to Figure 6-12 for the following steps:  
1) Within 30 nm of the destination airport, the  
GNS 530 switches from ‘enroute’ mode to  
‘terminal’ mode (as indicated in the lower  
left corner of the screen, Figure 6-13). The  
switch to terminal mode is accompanied by  
a gradual Course Deviation Indicator (CDI)  
scale transition from 5.0 to 1.0 nm, full scale  
deflection.  
Figure 6-13 Terminal Annunciator  
Figure 6-15 Waypoint Alert  
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SECTION 6  
PROCEDURES  
4) Fly the outbound course.  
Refer to Figure 6-17 for the following steps:  
5) Approximately one minute after passing the  
FAF (LYH), the alert message ‘START PROC  
TRN’ appears along the bottom of the screen  
(Figure 6-16). Initiate the procedure turn at  
any time after receiving this alert message.  
6) Course guidance is provided relative to the  
outbound leg from the FAF. No guidance  
through the procedure turn itself is given. (The  
procedure turn is displayed on the Map Page  
and indicated as the active leg on the Default  
NAV Page and theActive Flight Plan Page.) The  
CDI needle starts moving to the right.  
7) When turning to intercept the inbound course,  
the GNS 530 sequences to the inbound leg to  
the FAF, the CDI needle swings to the opposite  
side to provide proper sensing along the final  
course segment andNEXT DTK 025°’ appears  
along the bottom of the screen (Figure 6-18).  
Figure 6-16 Waypoint Alert  
DO NOT USE FOR  
NAVIGATION  
4
Figure 6-18 Sequence to Inbound Leg  
8) Turn to the final approach course.  
9) Within 2.0 nm of the FAF (LYH), the GNS 530  
switches from terminal mode to ‘approach’  
mode (Figure 6-19). CDI scaling is tightened  
from 1.0 to 0.3 nm, full scale deflection.  
Figure 6-19 Approach Annunciator  
Figure 6-17 Terminal Mode  
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SECTION 6  
PROCEDURES  
10) When approaching the FAF, a waypoint alert  
(‘NEXT DTK 026°’) appears in the lower  
right corner. Make any course adjustments  
necessary for the final course segment (FAF to  
MAP).  
course continues. If a missed approach is  
required,use the OBS Key to initiate the missed  
approach sequence, as outlined, beginning on  
the following page.  
11) After crossing the FAF, the destination  
sequences to the MAP (‘RW04’, the runway  
threshold, see Figure 6-20). Fly toward the  
MAP.  
Figure 6-21 ‘SUSP’ Annunciation  
Flying the Missed Approach  
After passing the MAP, if the runway isn’t in sight the  
pilot must execute a missed approach. The GNS 530  
continues to give guidance along an extension of the final  
course segment (FAF to MAP) until the pilot manually  
initiates the missed approach procedure (as mentioned  
previously in reference to the ‘SUSP’ advisory).  
Figure 6-20 Sequence to MAP  
NOTE: When viewing the Map Page, note that  
the final course segment is displayed in magenta  
(the active leg of the flight plan always appears  
in magenta) and a dashed line extends the course  
beyond the MAP. The dashed line is provided for  
situational awareness only and should NOT be  
used for navigation.Follow the published missed  
approach procedures.  
12) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears in the lower right  
corner.  
RW04  
13) After crossing the MAP, SUSP’ appears above  
the OBS Key (Figure 6-21), indicating that  
automatic sequencing of approach waypoints  
is suspended at the MAP. A from’ indication  
is displayed on the CDI and Default NAV Page,  
but course guidance along the final approach  
DO NOT USE FOR  
NAVIGATION  
Figure 6-22 Sequence to MAP  
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SECTION 6  
PROCEDURES  
The OBS Key is used to initiate the missed approach,  
as follows (refer to Figure 6-22 for the following steps):  
1) Press the OBS Key. The missed approach  
holding point (MAHP; in this case ‘SWARM’  
intersection) is automatically offered as the  
destination waypoint.  
NOTE: In some cases, an additional hold  
waypoint is added to the missed approach  
sequence. This additional waypoint is used  
as an aid in establishing the holding pattern,  
especially where the MAP and MAHP are the  
same waypoint.  
Figure 6-23 ‘Hold Teardrop’ Annunciation  
4) The GNS 530 provides course guidance only  
on the inbound side of the holding pattern.  
When leaving the holding pattern to re-fly  
the approach (or another approach) press the  
PROC Key to ‘Select Approach?’ or Activate  
Approach?’ as previously described. (Or,  
use the Direct-to Key to select another  
destination.)  
2) Follow the missed approach procedures, as  
published on the approach plate, for proper  
climb and heading instructions. The GNS 530  
guides the pilot to the holding pattern, along  
the 053° radial from LYH VOR.  
3) An alert message in the lower right-hand corner  
of the screen recommends entry procedures for  
the holding pattern (i.e.,HOLD DIRECT’,HOLD  
PARALLEL’, or ‘HOLD TEARDROP’, see Figure  
6-23). When flying the holding pattern,a timer  
appears on the Default NAV Page. The timer  
automatically resets on the outbound side of  
the hold when the aircraft is abeam the hold  
waypoint. The timer again resets as the aircraft  
turns inbound (within approximately 30° of the  
inbound course). This allows the pilot to use  
standard timing (typically one minute) to fly  
the inbound and outbound legs of the hold.  
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SECTION 6  
PROCEDURES  
5) From the Transitions Window, select BODRY  
intersection as the IAF (Figure 6-25). Also,  
select Activate?’ to load and activate the  
approach.  
Flying an Approach with a Hold  
Starting where the previous example left off, assume  
weather conditions resulted in a missed approach at  
Lynchburg Regional. The pilot has decided to divert to  
Farmville Regional (KFVX) instead (refer to Figure 6-24  
for the following steps).  
   
Figure 6-25 TRANS ‘Transitions’ Window  
DO NOT USE FOR  
NAVIGATION  
6) Once the approach has been activated, the  
Active Flight Plan Page appears (Figure 6-26).  
The pilot may review the approach sequence  
by pressing the small right knob and turning  
the large right knob. Press the FPL Key to  
return to the navigation pages.  
Figure 6-24 Approach with Hold  
1) Press the Direct-to Key.  
2) Use the small and large right knobs to enter  
the destination airport’s identifier (KFVX).  
3) Press the ENT Key twice.  
This time, the pilot selects the GPS runway 21  
approach into Farmville Regional. The GPS runway 21  
approach begins with a holding pattern at the IAF, BODRY  
intersection.  
Figure 6-26 Active Flight Plan Page  
4) Press the PROC Key and select the ‘GPS  
21’ approach. (Section 6.1 for additional  
instructions.)  
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SECTION 6  
PROCEDURES  
DO NOT USE FOR  
NAVIGATION  
Figure 6-28 Default NAV Page  
10) When crossing the IAF, SUSP’ appears above  
the OBS Key, indicating that automatic  
sequencing of approach waypoints is  
temporarily suspended. As the aircraft turns  
inbound,SUSP’ is cancelled and the GNS 530  
returns to automatic sequencing.  
Figure 6-27 Terminal Mode  
NOTE: If the pilot needs to lose extra altitude  
or speed by going around the holding pattern  
again, press the OBS Key to manually suspend  
waypoint sequencing BEFORE crossing the  
holding waypoint the second time. If this  
waypoint has already been passed, re-activate  
the holding pattern using the steps described in  
Section 6.2.  
Refer to Figure 6-27 for the following steps.  
7) As in the last example, within 30 nm of the  
airport, the GNS 530 switches from enroute to  
terminal mode, and the CDI scale transitions  
from 5.0 to 1.0 nm, full scale deflection.  
8) Just prior to crossing BODRY intersection, a  
’HOLD TEARDROP’ alert appears along the  
bottom of the screen to suggest the proper  
holding pattern entry. (‘HOLD DIRECT’ or  
‘HOLD PARALLEL’ may be offered on other  
similar approaches.)  
9) As mentioned in the missed approach example,  
the Default NAV Page displays a timer during  
the holding pattern (Figure 6-28). The timer  
can be used to fly the one minute outbound  
portion of the holding pattern. (The holding  
pattern is displayed on the Map Page and  
indicated as the active leg on the Default NAV  
Page and the Active Flight Plan Page.)  
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SECTION 6  
PROCEDURES  
Figure 6-30 Final Approach  
14) AftercrossingtheFAF,thedestinationsequences  
to the MAP (‘RW21’, the runway threshold).  
With the needle centered, fly toward the MAP,  
observing the altitude minimums dictated by  
the approach plate. When viewing the Map  
Page, note that the final course segment is  
displayed in magenta, (the active leg of the  
flight plan always appears in magenta) and  
a dashed line extends the course beyond the  
MAP. Do not follow this extended course.  
Instead, follow published missed approach  
procedures.  
DO NOT USE FOR  
NAVIGATION  
Figure 6-29 Approach Mode  
Refer to Figure 6-29 for the following steps.  
11) When approaching BODRY intersection, a  
waypoint alert (’NEXT DTK 209°’) appears  
along the bottom of the screen.  
15) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears in the lower right  
corner (Figure 6-31).  
12) At 2.0 nm from the FAF (DEPOY intersection),  
the GNS 530 switches from terminal mode to  
approach mode. CDI scaling is tightened from  
1.0 to 0.3 nm, full scale deflection.  
13) When approaching the FAF, a waypoint alert  
(‘NEXT DTK 209°’) appears in the lower  
right corner (Figure 6-30). Make any course  
adjustments necessary for the final course  
segment (FAF to MAP).  
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SECTION 6  
PROCEDURES  
Flying a DME Arc Approach  
The GPS overlay for a DME arc approach uses  
additional Jeppesen-provided waypoints to define the arc.  
These waypoints are indicated by ‘D’ as the first letter in  
the waypoint name. This is followed by three numbers  
which indicate the radial the waypoint lies on. The last  
letter indicates the radius of the arc.  
Either of the following may be done to intercept the arc  
for a DME arc approach:  
• Follow a specified radial inbound to intercept the  
IAF.  
Figure 6-31 Final Approach  
16) After crossing the MAP, SUSP’ appears  
above the OBS Key, indicating that auto-  
matic sequencing of approach waypoints is  
suspended at the MAP. A from’ indication is  
displayed on the CDI and Default NAV Page,  
but course guidance along the final approach  
course continues. If a missed approach is  
required, use the OBS Key to initiate the  
missed approach sequence, as outlined in this  
section.  
• Follow ATC vectors which allow the pilot to  
intercept the arc at any point along the arc.  
NOTE: As this manual was being written, the  
letter/number DME arc names were being  
replaced with standard five-letter intersection  
names. Either naming convention may be used  
for an approach.  
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SECTION 6  
PROCEDURES  
2) Press the PROC Key and select the ‘VOR  
22’ approach (Figure 6-34) using the steps  
outlined in Section 6.1. From the Transitions  
Window, selectD258G’ as the IAF.Also, select  
‘Load?’ (orActivate?’,if already cleared for the  
approach).  
DO NOT USE FOR  
NAVIGATION  
Figure 6-34 Approach Window  
Figure 6-32 Enroute Mode  
This example is based upon a flight from Hutchinson  
(Kansas) Municipal (KHUT) to Billard Municipal (KTOP)  
in Topeka, Kansas. The VOR/DME runway 22 approach  
is selected, along with ‘D258G’ as the IAF (refer to Figure  
6-32 for the following steps).  
DO NOT USE FOR  
NAVIGATION  
1) Select Billard Municipal (KTOP) as the  
destination via the Direct-to Key or as the  
last waypoint in a flight plan (Figure 6-33).  
Billard Muni (Topeka, KS)  
VOR or GPS Rwy 22  
Figure 6-33 Select Waypoint Page  
Figure 6-35 Terminal Mode  
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SECTION 6  
PROCEDURES  
Refer to Figure 6-35 for the following steps.  
6) Follow the arc, when the course select setting  
and desired track differ by more than 10°, a  
‘Set course to ###°’ message appears on the  
Message Page (Figure 6-37).  
3) Within 30 nm of KTOP, the GNS 530 switches  
from enroute mode to terminal mode and the  
CDI scale transitions from 5.0 to 1.0 nm, full  
scale deflection.  
4) If the approach has not yet been activated  
(in step 2 above), do so when cleared for the  
approach (Figure 6-36).  
Figure 6-37 Message Window  
7) Thenextpointintheapproachisanintermediate  
fix, labeled ‘D025G’. When approaching this  
intermediate fix, a waypoint alert (‘NEXT DTK  
205°’) appears along the bottom of the screen.  
As the distance to this fix approaches zero, the  
alert is replaced by a turn advisory (‘TURN TO  
205°’). Dial this course into the CDI (or HSI)  
using the OBS knob.  
Figure 6-36 Procedures Page  
5) WhenapproachingtheIAF(D258G),awaypoint  
alert (‘NEXT DTK 353°’) appears along the  
bottom of the screen. As the distance (DIS) to  
the IAF approaches zero, the alert is replaced  
by a turn advisory (‘TURN TO 353°’).  
8) At 2.0 nm from the FAF (TOP VOR), the GNS  
530 switches from terminal mode to approach  
mode. CDI scaling is tightened from 1.0 to 0.3  
nm, full scale deflection.  
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SECTION 6  
PROCEDURES  
Refer to Figure 6-38 for the following steps.  
10) After crossing the FAF, the destination  
sequences to the MAP (‘RW22’, the runway  
threshold). With the needle centered, fly  
toward the MAP, observing the altitude  
minimums dictated by the approach plate.  
When viewing the Map Page,note that the final  
course segment is displayed in magenta (the  
active leg of the flight plan always appears in  
magenta) and a dashed line extends the course  
beyond the MAP.  
DO NOT USE FOR  
NAVIGATION  
11) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears in the lower right  
corner (Figure 6-40).  
Figure 6-38 Approach Mode  
9) When approaching the FAF, NEXT DTK 214°’  
appears along the bottom of the screen (Figure  
6-39). Select this course on the CDI (or HSI)  
using the OBS knob.  
Figure 6-40 Waypoint Alert  
12) After crossing the MAP, SUSP’ appears  
above the OBS Key, indicating that automatic  
sequencingofapproachwaypointsissuspended  
at the MAP. A from’ indication is displayed on  
the CDI and Default NAV Page, but course  
guidance along the final approach course  
continues. Do not follow this extended course.  
Follow published missed approach procedures  
using the OBS Key to initiate the missed  
approach sequence, as outlined in ‘Flying the  
Missed Approach’ in this section.  
Figure 6-39 Final Approach Fix  
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SECTION 6  
PROCEDURES  
Selecting ‘VECTORS’ from the Transitions  
Window:  
Vectors to Final  
Take a second look at the ‘VOR 22’ approach into  
Billard Municipal. Instead of following the DME arc, ATC  
tells the pilot to expect vectors onto the final approach  
course. There are several ways to select ‘vectors to final’  
with the GNS 530. The first two options below normally  
require the least workload to accomplish:  
1) Select Billard Municipal (KTOP) as the  
destination, using the Direct-to Key, or as the  
last waypoint in a flight plan.  
2) Press the PROC Key and select the ‘VOR 22’  
approach using the steps outlined in Section  
6.1.  
• When the approach is first selected, choose  
‘VECTORS’ from the Transitions Window.  
3) From theTransitionsWindow, selectVECTORS’  
(Figure 6-41).  
• Load a full approach (including the IAF from the  
Transitions Window) as described in Section 6.1.  
When cleared, press the PROC Key and select  
‘Activate Vectors-To-Final?’.  
• Load the full approach as described in Section  
6.1. Use the Direct-to Key (by pressing it twice)  
from the Active Flight Plan Page to select the  
desired leg of the approach.  
Figure 6-41 Transitions Window  
4) SelectLoad?’ (orActivate?’, if already cleared  
for the approach).  
Activating vectors-to-final from the  
Procedures Page:  
1) Select Billard Municipal (KTOP) as the  
destination, using the Direct-to Key or as the  
last waypoint in a flight plan.  
2) Press the PROC Key and select the ‘VOR 22’  
approach using the steps outlined in Section  
6.1.  
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SECTION 6  
PROCEDURES  
3) From the Transitions Window, select ‘D258G’  
as the IAF. Also, select ‘Load?’.  
DO NOT USE FOR NAVIGATION  
4) When cleared, press the PROC Key and select  
Activate Vector-To-Final?’ (Figure 6-42).  
  
Figure 6-42 Procedures Page  
Flying the Vectors Approach  
With ‘vectors to final’ selected, the CDI needle remains  
off center until the aircraft is established on the final  
approach course. With the approach activated, the Map  
Page displays an extension of the final approach course in  
magenta (magenta is used to depict the active leg of the  
flight plan) and ‘VTF’ appears as part of the active leg on  
the Default NAV Page (as a reminder that the approach  
was activated with vectors-to-final).  
Figure 6-43 Terminal Mode  
In this example, assume ATC vectors result in a  
rectangular course to intercept final, as follows (refer to  
Figure 6-43 for the following steps):  
1) Within 30 nm of KTOP, the GNS 530 switches  
from enroute mode to terminal mode and the  
CDI scale transitions from 5.0 to 1.0 nm, full  
scale deflection.  
2) If the approach has not already been activated,  
activate the approach (with vectors-to-final,  
Figure 6-44). This allows the GNS 530 to  
provide guidance to the final approach  
course.  
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SECTION 6  
PROCEDURES  
Figure 6-44 Procedures Page  
3) ATC instructs the pilot to turn left to a heading  
of 025°. This places the aircraft parallel to the  
final approach course in the opposite direction.  
CDI needle deflection is to the left.  
DO NOT USE FOR  
NAVIGATION  
Figure 6-46 Approach Mode  
4) ATC instructs the pilot to turn right to a heading  
of 115°.  
Refer to Figure 6-46 for the following steps.  
5) ATC instructs the pilot to turn right to a heading  
of 175° to intercept the final approach course.  
Whenconvergingwiththenalapproachcourse  
the needle moves toward the center. (In Figure  
6-45, the needle has not yet returned to the  
on-screen CDI, since the current position is still  
1.7 nm right of the final approach course.)  
6) At 2.0 nm from the FAF (TOP VOR), the GNS  
530 switches from terminal mode to approach  
mode (Figure 6-47). CDI scaling is tightened  
from 1.0 to 0.3 nm, full scale deflection.  
Figure 6-47 Approach Mode  
7) When approaching the FAF, a waypoint alert  
(‘NEXT DTK 214°’) appears in the lower right  
corner.  
Figure 6-45 CDI Moves Toward Center  
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SECTION 6  
PROCEDURES  
8) When crossing the FAF, the destination  
sequences to the MAP (‘RW22’).  
Course From Fix Flight Plan Legs  
Certain approach, departure, and arrival procedures  
in the Jeppesen database contain course from fix flight  
plan legs. The GNS 530 is able to load these legs into the  
flight plan along with the rest of the procedure data, and  
provide navigation along these legs.  
9) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears in the lower right  
corner.  
10) After crossing the MAP, SUSP’ appears above  
the OBS Key (Figure 6-48), indicating that  
automatic sequencing of approach waypoints  
is suspended at the MAP. A from’ indication  
is displayed on the CDI and Default NAV Page,  
but course guidance along the final approach  
course continues. Do not follow this extended  
course. Follow published missed approach  
procedures using the OBS Key to initiate the  
missed approach sequence, as outlined in this  
section.  
There are three different types of course from fix legs:  
• Course from fix to distance, or Course from fix to  
DME distance  
• Course from fix to altitude  
• Course from fix to manual sequence  
Course from fix to distance legs appear in the flight  
plan like normal waypoints, but the destination name al-  
ways begins with a ‘D’, followed by a distance in nm from  
the waypoint fix.  
Palmdale (CA) AF Plant 42  
VOR/DME or GPS Rwy 25  
DO NOT USE FOR NAVIGATION  
Figure 6-49 KPMD Approach  
Figure 6-48 ‘SUSP’ Annunciator  
This example uses the VOR/DME RWY 25 approach into  
Palmdale, California(KPMD)andincludesateardropcourse  
reversal (refer to Figure 6-49 for the following steps).  
1) At the initial approach fix (PMD), a waypoint  
alert (‘NEXT DTK 070°’) appears along the  
bottom of the screen. As the distance to the  
IAF approaches zero, the alert is replaced by a  
turn advisory (‘TURN TO 070°’, Figure 6-50).  
Dial the outbound course into the CDI (or HSI)  
using the OBS knob.  
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SECTION 6  
PROCEDURES  
4) When approaching the intermediate fix (CF25),  
a waypoint alert (‘NEXT DTK 265°’) appears.  
5) Within 2.0 nm of the FAF (THERO), the GNS  
530 switches from terminal mode to approach  
mode. (APR’ appears in the lower left corner  
of the screen—replacingTERM’.) CDI scaling  
is tightened from 1.0 to 0.3 nm, full scale  
deflection.  
6) When approaching the FAF, NEXT DTK 265°’  
appears along the bottom of the screen.  
Figure 6-50 Waypoint Alert, Default NAV Page  
7) After crossing the FAF, the destination  
sequences to the MAP (MA25).  
2) Fly the ‘course from fix to distance’ leg, as  
shown on the Active Flight Plan Page and the  
Default NAV Page. Note the magenta line in  
Figure 6-51, which represents the currently  
active leg of the approach. The distance (DIS)  
displayed on the above screens is TO the  
‘D13.0’ point. The flight plan automatically  
sequences to the next leg upon reaching  
‘D13.0’.  
8) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears along the bottom  
of the screen.  
9) After crossing the MAP, SUSP’ appears above  
the OBS Key (Figure 6-52), indicating that  
automatic sequencing of approach waypoints  
is suspended at the MAP. If a missed approach  
is required, use the OBS Key to initiate the  
missed approach sequence, as outlined  
below.  
3) At 13.0 nm from the FAF, a waypoint alert  
(‘NEXT DTK 265°’) appears along the bottom  
of the screen (Figure 6-51). Turn to intercept  
the final approach course and watch for the  
CDI needle to begin to center.  
Figure 6-52 ‘SUSP” Annunciation  
Figure 6-51 Waypoint Alert, Map Page  
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SECTION 6  
PROCEDURES  
Course from fix to altitude legs show the specific  
target altitude on the Active Flight Plan Page and the  
Default NAV Page. The missed approach sequence for the  
Palmdale VOR/DME RWY 25 approach includes a course  
from fix to altitude leg.  
1) After crossing the MAP, press the OBS Key.  
The missed approach sequence is automatically  
offered, starting with the course from fix  
to altitude leg. The ‘NEXT DTK 282°’ alert  
appears along the bottom of the screen.  
2) Note that within a few seconds of pressing the  
OBS Key to release suspend mode and start  
the approach sequence, ‘SUSP’ re-appears  
above the OBS Key as the GNS 530 returns  
to suspend mode (Figure 6-54). This is normal  
when flying a course from fix to altitude leg  
and indicates that automatic leg sequencing  
is suspended.  
MISSED APPROACH:  
Palmdale (CA) AF Plant 42  
VOR/DME or GPS Rwy 25  
DO NOT USE FOR NAVIGATION  
MISSED APPROACH  
Climb to 5000’  
outbound via PMD VOR  
R-282, then climbing  
RIGHT turn to 7000’ direct  
PMD VOR and hold.  
Figure 6-53 Palmdale Missed Approach  
Figure 6-54 ‘SUSP’ Annunciation  
In this instance, the leg corresponds to the initial phase  
of the missed approach, which reads ‘Climb to 5000’  
outbound via PMD VOR R-282’. Refer to Figure 6-53 for  
the following steps.  
3) Fly the outbound course. The Map Page depicts  
the flight path extending indefinitely from PMD  
VOR. The distance (DIS) on the Default NAV  
Page, the Map Page, and theActive Flight Plan  
Page increases, indicating the distance back to  
PMD VOR.  
4) Upon reaching the desired altitude (5000’),  
press the OBS Key to return to automatic leg  
sequencing. Confirm that ‘SUSP’ no longer  
appears directly above the OBS Key.  
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SECTION 6  
PROCEDURES  
5) An alert (‘NEXT DTK 119°’) appears, providing  
guidance to the inbound course (Figure 6-55)  
The actual desired track (DTK) depends on  
ground speed and distance from PMD VOR.  
Intercept and fly the inbound course.  
7) Note that the GNS 530 again displays ‘SUSP’  
above the OBS Key. Automatic waypoint  
sequencing is suspended at the missed  
approach holding point. A waypoint alert  
(APPRCHINGWPT’) appears along the bottom  
of the screen each time the aircraft approaches  
PMD VOR in the holding pattern.  
8) When leaving the holding pattern, press the  
PROC Key to reactivate the approach, or select  
a different approach, or press the Direct-to  
Key to select another destination.  
Figure 6-55 Waypoint Alert  
6) When approaching PMD VOR (the missed  
approach holding point), an alert message in  
the lower right-hand corner (Figure 6-56) of  
the screen recommends the holding pattern  
entry procedure (‘HOLD PARALLEL’). When  
flying the holding pattern, a timer appears on  
the Default NAV Page. The timer automatically  
resets on each outbound and inbound portion  
of the holding pattern.  
Figure 6-56 Waypoint Alert  
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SECTION 6  
PROCEDURES  
Course from fix to manual sequence legs appear on the  
Active Flight Plan Page and the Map Page with ‘man seq’  
in place of a waypoint identifier. An example of this type  
of course leg appears in the COASTAL ONE DEPARTURE  
from Westfield, Massachusetts (Barnes Muni). The  
example leg corresponds to the departure leg from Barnes  
Municipal and appears (as in Figure 6-68) on the Active  
Flight Plan Page and the Default NAV Page:  
Refer to Figure 6-57 for the following steps.  
1) Select the departure (CSTL1) from the  
Procedures Page, then select the departure  
runway, (RW02 in this example) and transition  
(GEDIC). Refer to Section 6.1 for instructions  
on selecting departures.  
2) When departing the airfield,NEXT DTK 026°’  
appears along the bottom of the screen and  
‘SUSP’ appears directly above the OBS Key,  
which indicates the aircraft is now on the  
‘course from fix to manual sequence’ leg. The  
distance displayed on the Active Flight Plan  
Page, the Default NAV Page (Figure 6-58), and  
the Map Page is FROM the waypoint fix (the  
departure runway in this example).  
COASTAL ONE DEPARTURE  
(CSTL1.CCC)  
DEPARTING BARNES MUNI,  
Fly assigned heading and altitude  
for radar vectors to HFD  
VOR. Expect clearance to  
requested flight level 10  
minutes after departure. From  
over HFD VOR, proceed via the HFD R-143 to  
Thumb Int,  
then via the HTO R-010 to  
Yoder Int, then via the CCC  
R-057 to CCC VOR.  
Then via transition  
or assigned  
route.  
Figure 6-58 Waypoint Alert  
DO NOT USE  
FOR NAVIGATION  
3) Fly the outbound course. When cleared to  
sequence to the next leg, press the OBS Key.  
Confirm thatSUSP’ no longer appears directly  
above the OBS Key. An alert (‘NEXT DTK  
185°’) appears along the bottom of the screen  
(Figure 6-59) to provide guidance to the next  
waypoint (HFD VOR). The actual desired track  
(DTK) depends on ground speed and distance  
from HFD VOR.  
Figure 5-57 Coastal One Departure  
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SECTION 6  
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6.3 ILS APPROACHES  
Precision approaches can be performed with the GNS  
530s built-in VLOC (VOR/localizer/glideslope) receivers.  
The GPS receiver can be used for guidance prior to  
reaching the final approach fix, but once there, the proper  
frequency must be selected on the VLOC Window (left  
side of screen) and the CDI output set to ‘VLOC’.  
The GNS 530 can be set to automatically switch the  
external CDI output from GPS to VLOC (Figure 6-60)  
as the pilot intercepts the final approach course. When  
the ILS approach is activated, the GNS 530 automatically  
switches within 1.2 nm left or right of the final approach  
course. This switch can take place anywhere from 2.0 to  
15.0 nm from the FAF.  
Figure 6-59 Waypoint Alert  
4) When the OBS Key is pressed, the GNS 530  
automatically sequences to each waypoint  
along the remainder of the departure route,  
including the selected transition.  
Figure 6-60 GPS and VLOC Annunciations  
Figure 6-61 shows multiple locations along the  
approach path and the expected CDI selection: GPS or  
VLOC. The automatic switch from GPS to VLOC should  
occur within the area of the shaded box.  
The automatic switch from GPS to VLOC occurs  
gradually to prevent abrupt CDI changes when coupled  
to an autopilot. The CDI selection can also be changed  
manually by pressing the CDI Key. Once the switch  
from GPS to VLOC has occurred, either automatically or  
manually, it does not automatically switch again until the  
approach is reactivated or another approach is selected.  
To prevent automatic ILS CDI selection, choose the  
‘Manual’ ILS CDI setting, as described in Section 10.4  
‘CDI Scale/Alarms’. (The factory default setting is ‘Auto’,  
which enables the automatic switch to VLOC.)  
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SECTION 6  
PROCEDURES  
Selecting an ILS Approach  
NOTE: When intercepting the approach course  
at a distance less than 2.0 nm from the FAF,  
the GNS 530 does not automatically switch the  
CDI to VLOC. In this case, press the CDI Key to  
manually switch from GPS to VLOC.  
This example uses a flight from Laughlin Bullhead  
(Arizona) International to Flagstaff Pulliam (KFLG) and  
selects the ILS runway 21 approach. ‘SHUTR’ intersection  
is selected as the IAF, which includes an outbound leg and  
a procedure turn. Of course, vectors-to-final could also  
be selected, as previously described for the non-precision  
approach examples (refer to Figure 6-62 for the following  
steps).  
Flagstaff (AZ) Pulliam  
ILS DME Rwy 21  
  
DO NOT USE FOR  
NAVIGATION  
Figure 6-62 ILS Approach, Flagstaff  
Figure 6-61 ILS Approach  
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SECTION 6  
PROCEDURES  
1) Select Flagstaff Pulliam (KFLG) as the  
destination, using the Direct-to Key or as  
the last waypoint in a flight plan.  
3) From the Transitions Window, select ‘SHUTR’  
as the IAF (Figure 6-64). Also, select ‘Load?’  
(or Activate?’, if already cleared for the  
approach).  
2) Press the PROC (Figure 6-63) Key and select  
the ‘ILS 21’ approach using the steps outlined  
in Section 6.1.  
Figure 6-64 Transitions Window  
4) A reminder message appears, indicating that  
GPS can only be used for approach monitoring.  
As mentioned, the VLOC receiver must be  
used for this approach. Press the ENT Key to  
acknowledge the message.  
Figure 6-63 Procedures Page  
When an ILS approach is loaded or activated, the ILS  
frequency is automatically placed in the standby field of  
the VLOC Window. To use this frequency, press the VLOC  
Flip-flop Key to place it in the active frequency field.  
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SECTION 6  
PROCEDURES  
1) Within 30 nm of KFLG, the GNS 530 switches  
from enroute mode to terminal mode and the  
CDI scale transitions from 5.0 to 1.0 nm, full  
scale deflection.  
Flying the ILS Approach  
When ‘Activate?’ is selected for an ILS approach,  
automatic switching of the external CDI is enabled (unless  
turned off from the CDI/Alarms Page). Once established  
on the inbound course to the FAF, the external CDI  
guidance automatically switches from ‘GPS’ (shown in  
green text) to ‘VLOC’ (shown in white text). If the pilot  
has forgotten to activate the ILS frequency (step 4 below),  
automatic selection of ‘VLOC’ does not occur (refer to  
Figure 6-65 for the following steps).  
2) If the approach has not yet been activated,  
(in steps on the preceding page), do so when  
cleared for the approach.  
3) When approaching the IAF (SHUTR), a  
waypoint alert (‘NEXT DTK 030°’) appears  
along the bottom of the screen (Figure 6-66).  
DO NOT USE FOR  
NAVIGATION  
  
  
Figure 6-66 Waypoint Alert  
4) Press the VLOC Flip-flop Key to activate the  
ILS frequency. If this step is forgotten, the GNS  
530 displays a reminder message (within 3 nm  
of the FAF) to activate the ILS frequency.  
5) As the distance (DIS) to the IAF approaches  
zero, the alert is replaced by a turn advisory  
(‘TURN TO 030°’).  
6) Fly the outbound course.  
7) Approximately one minute past SHUTR  
intersection, the alert message ‘START PROC  
TRN’ (Figure 6-67) appears along the bottom  
of the screen (if the pilot has not yet begun the  
procedure turn).  
Figure 6-65 Terminal Mode  
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SECTION 6  
PROCEDURES  
Refer to Figure 6-68 for the following steps.  
8) Initiate the procedure turn. The GNS 530 does  
not provide guidance through the turn. (The  
procedure turn is displayed on the Map Page  
and indicated as the active leg on the Default  
NAV Page and the Active Flight Plan Page.)  
9) After approximately one minute, make a turn  
to intercept the ILS. The GNS 530 sequences  
to the inbound leg and ‘NEXT DTK 210°’  
appears along the bottom of the screen. CDI  
coupling automatically switches from the GPS  
receiver to the VLOC (Figure 6-69) receiver as  
the pilot completes the inbound turn. (If the ILS  
frequency has not been activated, per step 4,  
this automatic CDI switching does not occur.)  
Figure 6-67 Alert Message  
DO NOT USE FOR  
NAVIGATION  
Figure 6-69 Switches to VLOC  
10) Turn to track the ILS approach course.  
NOTE: From this point on, primary navigation  
is provided by the VLOC receiver. The pilot may  
continue to use the GPS receiver for supplemental  
navigation guidance only. ALSO, when using an  
external CDI (not an HSI), expect reverse sensing  
when flying outbound on the approach course  
or when flying a backcourse approach.  
Figure 6-68 ILS Approach Course  
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SECTION 6  
PROCEDURES  
11) When approaching the FAF (SHUTR),0.30nm’  
appears in the lower left corner of the screen  
(Figure 6-70) indicating a CDI scale transition  
from 1.0 to 0.3 nm, full scale deflection. (This  
scale transition applies only to the Default NAV  
Page’s on-screen CDI, since the external CDI or  
HSI is now coupled to the VLOC receiver. GPS  
approach mode is not activated for precision  
approaches, since the VLOC receiver must be  
used for primary navigation.)  
DO NOT USE FOR  
NAVIGATION  
Figure 6-70 CDI Scale Transition  
Figure 6-71 Final Approach, Flagstaff  
Refer to Figure 6-71 for the following steps.  
12) When approaching SHUTR, a waypoint alert  
(‘NEXT DTK 210°’) appears along the bottom  
of the screen.  
13) AftercrossingSHUTR,thedestinationsequences  
to the MAP (‘RW21’,the runway threshold). Fly  
toward the MAP. (When viewing the Map Page,  
note that the final course segment is displayed  
in magenta (the active leg of the flight plan  
always appears in magenta), and a dashed  
line extends the course beyond the MAP.)  
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SECTION 6  
PROCEDURES  
14) When approaching the MAP, a waypoint alert  
(APPRCHINGWPT’) appears in the lower right  
corner (Figure 6-72).  
Figure 6-73 ‘SUSP’ Annunciation  
NOTE: In addition to using the OBS Key to  
initiate the missed approach sequence, the  
CDI Key may be used to manually switch the  
external CDI output to the GPS receiver. GPS’  
is indicated above the CDI Key. If the pilot leaves  
the CDI output onVLOC’ and the pilot is using an  
external CDI (not an HSI), expect reverse sensing  
on the backcourse of the ILS.  
Figure 6-72 Waypoint Alert  
15) After crossing the MAP, SUSP’ appears above  
the OBS Key (Figure 6-73), indicating that  
automatic sequencing of approach waypoints  
is suspended at the MAP. A FROM’ indication  
is displayed on the CDI and Default NAV Page,  
but course guidance along the final approach  
course continues. Do not follow this extended  
course. Follow published missed approach  
procedures, using the OBS Key to initiate the  
missed approach sequence.  
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SECTION 6  
PROCEDURES  
Points to Remember for Localizer-based  
Approaches  
6.4 POINTS TO REMEMBER FOR ALL  
APPROACHES  
• The default factory setting allows the CDI output  
to automatically switch from the GPS receiver  
to the VLOC receiver. If the ‘ILS CDI Capture’  
setting is changed to ‘Manual’, the pilot must  
determine when to select GPS or VLOC guidance  
during the approach. Remember, VLOC is  
required for the final course segment from final  
approach fix (FAF) to MAP.  
• The GNS 530 is designed to complement printed  
approach plates and vastly improve situational  
awareness throughout the approach. However,  
the pilot must always fly an approach as it appears  
on the approach plate.  
• The active leg (or the portion of the approach  
currently in use) is depicted in magenta on the  
Map Page. When flying the approach, the GNS  
530 automatically sequences through each leg  
of the approach unless ‘SUSP’ appears above  
the OBS Key. SUSP’ indicates that automatic  
sequencing of approach waypoints is suspended  
on the current leg and normally appears at  
holding patterns and upon crossing the missed  
approach point (MAP).  
• If the CDI output has not automatically switched  
from GPS to ILS by 2.0 nm prior to the FAF, the  
pilot must manually switch to the VLOC receiver  
by pressing the CDI Key. Verify that ‘VLOC’ is  
displayed directly above the CDI Key.  
• Automatic switching of CDI output is available  
for ILS, localizer, SDF, and LDA approaches.  
Automatic CDI switching is not available for  
backcourse approaches.  
• When flying an approach with the autopilot  
coupled, the pilot must monitor system functions  
at all times and verify that the autopilot and  
external CDI (or HSI) switches to the VLOC  
receiver with sufficient time to capture and track  
the approach course. Switching to VLOC late  
in the approach may not provide the autopilot  
enough time to respond and intercept the  
approach course prior to the FAF (depending  
upon the performance characteristics of the  
autopilot and aircraft). In such cases, the pilot  
should manually fly the approach or refer to the  
documentation provided with the autopilot.  
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SECTION 6  
PROCEDURES  
• When an ILS approach is first selected and  
‘loaded’ (or ‘activated’), the ILS frequency is  
automatically placed in the standby field. In  
order to fly the final course segment of the ILS  
approach, the pilot must place the ILS frequency  
in the active frequency field by pressing the  
VLOC Flip-flop Key. If this is not done, a ‘Select  
appropriate frequency for approach’ message  
appears within 3.0 nm of the FAF.  
• When flying a localizer-based approach (other  
than backcourse) with automatic CDI switching  
enabled:  
GPS guidance is used while flying outbound  
and on the initial portion of the procedure  
turn.  
VLOC guidance is used on the remainder of  
the approach from the time the pilot turns  
inbound on the procedure turn.  
The localizer frequency must be active to  
use VLOC guidance.  
• When flying a localizer-based approach with  
automatic CDI switching disabled:  
The pilot may select VLOC guidance at any  
point on the approach prior to reaching the  
FAF.  
The localizer frequency must be active to  
use VLOC guidance.  
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SECTION 6  
PROCEDURES  
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SECTION 7  
WPT PAGES  
Quickly selecting a WPT page:  
SECTION 7: WPT PAGES  
1) From any page, press and hold the CLR Key to  
select the Default NAV Page (this step may be  
skipped if the unit is already displaying any of  
the main pages.)  
7.1 WPT PAGE GROUP  
Section 3.1 introduced the GNS 530s main page groups  
(Table 7-1)—NAV, WPT, AUX, NRST—and described  
each page in the NAV group. This second page group  
(WPT) provides information for the thousands of airports,  
VORs, NDBs, intersections, runways, frequencies, and  
procedures stored on the Jeppesen NavData card. A WPT  
page is also provided to display information for up to  
1,000 user-created waypoints.  
2) Turn the large right knob to select the WPT  
Page Group. ‘WPT’ appears along the bottom  
of the screen.  
3) Turn the small right knob to select the desired  
WPT page.  
NOTE: The GNS 530 uses International Civil  
Aviation Organization (ICAO) identifiers for all  
airports. All U.S. airport identifiers which contain  
only letters use the prefix ‘K’. For example, Los  
Angeles International is KLAX under the ICAO  
standard. Other airports,such as Otten Memorial  
(3VS), that contain numbers in the identifier, do  
not require theK’ prefix. Many foreign countries  
use two letter prefixes.  
Page Groups  
NAV Group WPT Group AUX Group NRST Group  
see Section 3 10 WPT Pages see Section 10 see Section 8  
Table 7-1 Page Groups  
The WPT Page Group includes ten pages (Figure  
7-1). While viewing any WPT page, turn the small right  
knob to select a different WPT page. The first six pages  
provide detailed information for the selected airport:  
location, runways, frequencies, approaches, arrivals, and  
departures. The last four pages provide information for  
intersections, NDBs, VORs, and user-created waypoints.  
AfteraWPTpageisselected, informationforawaypoint  
may be viewed by entering the identifier (or name) of the  
desired waypoint. Airports, NDBs, and VORs may be  
selected by identifier, facility name, or location (city).  
Airport Location Airport Runway Airport Frequency Airport Approach  
Airport Arrival Airport Departure  
Intersection  
NDB  
VOR  
User Waypoint  
Figure 7-1 WPT Pages  
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SECTION 7  
WPT PAGES  
Entering a waypoint identifier:  
Entering a waypoint facility name or city  
location:  
1) Select the desired WPT page and press the  
small right knob to activate the cursor.  
1) Select the Airport Location Page, NDB Page  
or VOR Page from the WPT Page Group (as  
described on the preceding page).  
2) Turn the small right knob to select the first  
character of the waypoint’s identifier.  
2) Press the small right knob to activate the  
3) Turn the large right knob to select the next  
cursor.  
character field.  
3) Turn the large right knob to select the facility  
4) Turn the small right knob to select the desired  
name or location (city) field.  
character (Figure 8-2).  
4) Turn the small right knob to select the desired  
character (Figure 7-3).  
Figure 7-2 Waypoint Identifier Selected  
5) Repeat steps 3 and 4 until the identifier is  
Figure 7-3 Facility Location Field Selected  
selected, then press the ENT Key.  
5) Turn the large right knob to select the next  
6) To remove the flashing cursor, press the small  
character field.  
right knob.  
6) Repeat steps 4 and 5 until the facility name or  
location is selected, then press the ENT Key .  
7) To remove the flashing cursor, press the small  
right knob.  
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SECTION 7  
WPT PAGES  
3) Continue turning the small right knob to  
scroll through any additional database listings  
(Figure 7-6) for the selected facility name or  
location. Scroll backwards with the small right  
knob if the desired facility name or location  
has been scrolled past.  
Duplicate Waypoints  
Once the identifier, facility name, or location is  
entered, all six airport pages display information for the  
selected airport. When entering an identifier, facility  
name, or location, the GNS 530s Spell’N’Find feature  
scrolls through the database, displaying those waypoints  
matching the characters that have been entered to that  
point. If duplicate entries exist for the entered facility  
name or location, additional entries may be viewed  
by continuing to turn the small right knob during the  
selection process. If duplicate entries exist for an entered  
identifier, a Duplicate Waypoint Window appears when  
the identifier is selected (by pressing the ENT Key).  
Selecting a facility name or location where  
duplicate entries exist:  
1) Select the desired facility name or location,  
following the preceding steps under ‘To enter  
a waypoint facility name or city location’.  
Figure 7-5 Last Facility for Albuquerque  
4) Press the ENT Key to select the desired facility  
2) When spelling the facility name or location,  
using the small and large right knobs,the GNS  
530’s Spell’N’Find feature selects the first entry  
(Figure 7-4) in the database based upon the  
characters entered up to that point.  
name or location.  
5) To remove the flashing cursor, press the small  
right knob.  
Figure 7-4 First Facility for Charlotte  
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SECTION 7  
WPT PAGES  
Selecting a waypoint identifier from a list  
of duplicates:  
7.2 AIRPORT LOCATION PAGE  
The Airport Location Page (Figure 7-7) displays the  
latitude, longitude, and elevation of the selected airport.  
The Airport Location Page also displays facility name and  
location, as well as fuel availability, available approaches,  
radar coverage, and airspace type.  
To view location information for a particular airport  
on the Airport Location Page, enter the airports identifier  
per Section 7.1.  
1) Select the desired airport or NAVAID identifier  
following the preceding steps under ‘To enter  
a waypoint facility name or city location’.  
2) A DuplicateWaypointsWindow appears (Figure  
7-6). Turn the large right knob to select the  
desired waypoint and press the ENT Key.  
4
3
5
2
6
1
7
Figure 7-6 Duplicate Waypoints Window  
8
9
3) To remove the flashing cursor, press the small  
Figure 7-7 Airport Location Page  
right knob.  
1
2
3
4
5
6
7
Best Available Approach  
Position (Latitude/Longitude)  
Facility Name and Location (City)  
Airport Identifier, Symbol, and Type  
Field Elevation and Available Fuels  
Radar Coverage and Airspace Type  
Position of Current Page within Current Page  
Group  
8
9
Current Page Group  
Number of Pages in Current Page Group  
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SECTION 7  
WPT PAGES  
The following descriptions and abbreviations are  
used:  
Selecting an Airport Location Page Menu  
Option:  
1) With a Flight Plan active, select the Airport  
Location Page.  
Type - Usage type: Public, Heliport, Military, or  
Private  
2) Press the MENU Key to display the Airport  
• Position - Latitude/Longitude (degrees/minutes or  
degrees/minutes/seconds), MGRS, or UTM/UPS  
Location Page Menu.  
3) Turn the large right knob to highlight ‘Select  
Next FPLApt?’ orSelect DestinationApt?’ and  
press the ENT Key (Figure 7-8).  
• Elevation - In feet or meters  
• Fuel - For public-use airports, the available fuel  
type(s) are: Avgas (80-87/100LL/100-130/Mogas),  
Jet, or None  
• Approach - Best available approach: ILS, MLS,  
LOC, LDA, SDF, GPS, VOR, RNAV (‘RNV’),  
LORAN (‘LOR’), NDB, TACAN (‘TCN’),  
Helicopter (‘HEL), or VFR  
• Radar - Radar coverage: Yes or No  
• Airspace - Control environment: Class B, Class C,  
Class D, CTA, TMA, TRSA, or none  
Figure 7-8 Airport Location Page Menu  
NOTE: Upon active navigation changes, the  
active destination airport is used as the default  
airport on the WPT pages. Manual selection of  
the destination airport is available from the page  
menu.  
4) TheAirport Location Page displays information  
regarding the next Flight Plan or Destination  
Airport.  
Airport Location Page Options  
The following options are available for the Airport  
Location Page, by pressing the MENU Key:  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the location information for the next  
airport in the active flight plan  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows  
the pilot to view the location information for the  
active flight plan destination airport.  
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SECTION 7  
WPT PAGES  
3) Turn the small right knob to display a window  
listing all runways for the selected airport  
(Figure 7-10).  
7.3 AIRPORT RUNWAY PAGE  
The Airport Runway Page (Figure 7-9) displays runway  
designations, length, surface type, and lighting for the  
selected airport. A map image of the runway layout and  
surrounding area is also displayed on the Airport Runway  
Page. The map image range appears in the lower left  
corner and is adjustable using the RNG Key. For airports  
with multiple runways, information for each runway is  
available.  
To view runway information for a particular airport on  
the Airport Runway Page, enter the airports identifier per  
Section 7.1.  
Airport Identifier,  
Symbol, and Type  
Figure 7-10 Runway Window  
4) Continue turning the small right knob to select  
Runway  
Designations  
the desired runway.  
5) Press the ENT Key to display information for  
the selected runway on the Airport Runway  
Page (Figure 7-11).  
Map Image  
Runway  
Length and  
Width  
Runway  
Surface  
Runway  
Lighting  
Current  
Page Group  
Position of Current Page  
within Current Page Group  
Number of Pages in  
Current Page Group  
Figure 7-9 Airport Runway Page  
Displaying information for each additional  
runway:  
Figure 7-11 Airport Runway Page  
1) Press the small right knob to activate the  
cursor.  
6) To remove the flashing cursor, press the small  
2) Turn the large right knob to place the cursor  
right knob.  
on the runway designation field.  
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SECTION 7  
WPT PAGES  
Adjusting the range of the map image:  
Selecting an Airport Runway Page Menu  
Option:  
1) Press the down arrow of the RNG Key to  
display a smaller map area.  
1) With a Flight Plan Active, select the Airport  
Runway Page.  
2) Press the up arrow of the RNG Key to display  
a larger map area.  
2) Press the MENU Key to display the Airport  
Runway Page Menu.  
The following descriptions and abbreviations are used  
on the Airport Runway Page:  
3) Turn the large right knob to highlight ‘Select  
Next FPLApt?’ orSelect DestinationApt?’ and  
press the ENT Key (Figure 7-12).  
Type - Usage type: Public, Heliport, Military, or  
Private  
• Surface - Runway surface types include: Hard,  
Turf, Sealed, Gravel, Dirt, Soft, Unknown, or  
Water  
Figure 7-12 Airport Runway Page Menu  
• Lighting - Runway lighting types include: No  
Lights, Part Time, Full Time, Unknown, or  
Frequency (for pilot-controlled lighting)  
4) The Airport Runway Page displays information  
regarding the next Flight Plan or Destination  
Airport.  
Airport Runway Page Options  
The following options are available for the Airport  
Runway Page, by pressing the MENU Key:  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the runway information for the next  
airport in the active flight plan  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the runway information for the active  
flight plan destination airport.  
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SECTION 7  
WPT PAGES  
scroll bar (Figure 7-13) along the right-hand  
side of the screen indicates the cursor’s position  
within the list.  
7.4 AIRPORT FREQUENCY PAGE  
The Airport Frequency Page displays radio frequencies  
and frequency types for the selected airport, as well as  
sector and altitude restrictions (where applicable). If  
the selected airport has a localizer-based approach,  
the localizer frequency(ies) is also listed on the Airport  
Frequency Page (Figure 7-13). The Airport Frequency  
Page may be used to quickly select and tune a COM or  
VLOC frequency.  
To view frequency information for a particular airport  
on the Airport Frequency Page, enter the Airports  
Identifier per Section 7.1.  
Frequency  
Frequency Airport Identifier,  
Type  
Symbol, and Type  
Figure 7-14 111.55 Highlighted  
3) Press the ENT Key to place the selected  
frequency in the standby field of the COM or  
VLOC Window (Figure 7-15).  
Scroll  
Bar  
Usage  
Restrictions  
Information  
VLOC  
Standby  
Field  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 7-13 Airport Frequency Page  
Figure 7-15 111.55 Moved to Standby Field  
Scrolling through the frequency list and  
tuning to a desired frequency on the list:  
4) To remove the flashing cursor, press the small  
right knob.  
Some listed frequencies may include designations for  
1) Press the small right knob to activate the  
cursor.  
limited usage, as follows:  
2) Turn the large right knob to scroll through the  
list,placing the cursor on the desired frequency  
(Figure 7-14). If there are more frequencies in  
the list than can be displayed on the screen, a  
• ‘TX’ - Transmit only  
• ‘RX’ - Receive only  
• ‘PT’ - Part time frequency  
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If a listed frequency has sector or altitude restrictions,  
the frequency is preceded by an ‘Info?’ designation (Figure  
7-13).  
The following descriptions and abbreviations are used  
on the Airport Frequency Page:  
Type - Usage type: Public, Heliport, Military, or  
Private  
Viewing usage restrictions for a frequency:  
1) Turn the large right knob to place the cursor  
on the ‘Info?’ designation directly to the left  
of the desired frequency (Figure 7-16).  
• Frequency - Communication frequencies which  
may include restrictions:  
Approach  
Class C  
TMA  
Arrival  
CTA  
Terminal  
Class B  
Departure  
TRSA  
Communication frequencies without restrictions:  
ATIS  
Center  
Control  
Multicom  
Ramp  
ASOS  
AWOS  
Gate  
Helicopter  
Radar  
Clearance  
Ground  
Pre-taxi  
Other  
Tower  
Unicom  
Navigation frequencies:  
Figure 7-16 ‘Info?’ Highlighted  
ILS  
LOC  
2) Press the ENT Key to display the restriction  
information (Figure 7-17).  
Figure 7-17 Restriction Information Page  
3) To return to the Airport Frequency Page, press  
the ENT Key.  
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Airport Frequency Page Options  
7.5 AIRPORT APPROACH PAGE  
The following options are available for the Airport  
Frequency Page, by pressing the MENU Key:  
The Airport Approach Page (Figure 7-19) shows the  
available approach procedures for the selected airport.  
Where multiple initial approach fixes (IAFs) and feeder  
routes are available, that information may also be  
displayed. A map image provides a layout diagram for  
each approach and transition.  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the frequency information for the  
next airport in the active flight plan  
To view approach information for a particular airport  
on the Airport Approach Page, enter the airports identifier  
per Section 7.1.  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the frequency information for the  
active flight plan destination airport.  
Map  
Image  
Airport Identifier,  
Symbol, and Type  
Selecting an Airport Frequency Page Menu  
Option:  
Approach  
Procedure  
Name  
1) With a Flight Plan Active, select the Airport  
Runway Page.  
Transitions:  
2) Press the MENU Key to display the Airport  
IAF’s, Feeder  
Routes, and  
Runway Page Menu.  
Vectors-to-Final  
3) Turn the large right knob to highlight ‘Select  
Next FPLApt?’ orSelect DestinationApt?’ and  
press the ENT Key (Figure 7-18).  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 7-19 Airport Approach Page  
Figure 7-18 Airport Runway Page Menu  
Scrolling through the available approaches  
and transitions:  
4) TheAirport Frequency Page displays information  
regarding the next Flight Plan or Destination  
Airport.  
1) Press the small right knob to activate the  
cursor.  
2) Turn the large right knob to place the cursor  
on the approach (APR) procedure name field.  
3) Turn the small right knob to display a window  
of available approaches for the selected airport  
(Figure 7-20). Continue turning the small right  
knob to select the desired approach.  
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Airport Approach Page Options  
The following options are available for the Airport  
Approach Page, by pressing the MENU Key:  
• Load into Active FPL? - Allows the pilot to load  
the selected approach into the active flight plan  
without activating it. This performs the same  
operation as selecting ‘Load?’ from the Procedures  
Page ‘Select Approach?’ option. See Section 6.1.  
Figure 7-20 Approach Window  
4) Press the ENT Key. The cursor moves to the  
• Load and Activate? - Allows the pilot to load the  
selected approach into the active flight plan and  
activate navigation guidance to the approach  
transition (Section 6.1).  
transitions (TRANS) field.  
5) Turn the small right knob to display a window  
of available transitions (Figure 7-21). Continue  
turning the small right knob to select the  
desired transition or select ‘VECTORS’ for  
guidance only along the final course segment  
of the approach.  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the available approaches for the next  
airport in the active flight plan  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows  
the pilot to view the available approaches for the  
active flight plan destination airport.  
Figure 7-21 Transitions Window  
6) Press the ENT Key. To remove the flashing  
cursor, press the small right knob.  
NOTE: Not all approaches in the database  
are approved for GPS use. When selecting an  
approach, a ‘GPS’ designation to the right of the  
procedure name indicates the procedure can be  
flown using the GPS receiver. Some procedures  
do not have this designation, meaning the  
GPS receiver may be used for supplemental  
navigation guidance only. ILS approaches, for  
example, must be flown by tuning the VLOC  
receiver to the proper frequency and coupling  
the VLOC receiver to the external CDI (or HSI).  
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SECTION 7  
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Loading an approach from the Airport  
Approach Page:  
7.6 AIRPORT ARRIVAL PAGE  
The Airport Arrival Page (Figure 7-23) shows the  
available Airport Standard Terminal Arrival (STAR)  
procedures for the selected airport. Where multiple  
transitions or runways are associated with the arrival  
procedure, that information may also be displayed. A  
map image provides a layout diagram for each arrival,  
transition, and runway.  
To view arrival information for a particular airport on  
the Airport Arrival Page, enter the airports identifier per  
Section 7.1.  
1) Select the desired approach and transition  
using the steps outlined in Section 6.1.  
2) Press the MENU Key to display the Airport  
Approach Page Menu.  
3) Turn the large right knob to highlight ‘Load  
intoActive FPL?’ and press the ENT Key (Figure  
7-22).  
Map  
Image  
Airport Identifier,  
Symbol, and Type  
Arrival  
Procedure  
Name  
Transitions  
Runway  
associated  
with arrival  
Figure 7-22 Airport Approach Page  
Position of  
4) The Active Flight Plan Page appears. Press  
the FPL Key to return to the Airport Approach  
Page.  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
To select any of the other options from the Airport  
Approach Page Menu, follow the preceding steps, but  
select the desired option in step 3.  
Figure 7-23 Airport Arrival Page  
Scrolling through the available arrivals:  
1) Press the small right knob to activate the  
cursor.  
2) Turn the large right knob to place the cursor  
on the ARRIVAL’ procedure name field.  
3) Turn the small right knob to display a window  
of available arrivals for the selected airport  
(Figure 7-24). Continue turning the small right  
knob to select the desired arrival.  
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NOTE: (ALL may appear in the runway field,  
indicating the arrival procedure applies to all  
runways. For airports with parallel runways, ‘B’  
may appear at the end of the runway designation  
to indicate the arrival procedure applies to both  
runways.)  
Figure 7-24 Arrivals Window  
4) Press the ENT Key. The cursor moves to the  
transitions (TRANS) field.  
5) Turn the small right knob to display a window  
of available transitions (Figure 7-25). Continue  
turning the small right knob to select the  
desired transition.  
Figure 7-26 Runway Window  
8) Press the ENT Key. To remove the flashing  
cursor, press the small right knob.  
Figure 7-25 Transitions Window  
6) Press the ENT Key. The cursor moves to the  
runway field.  
7) Turn the small right knob to display a window  
of available runways (Figure 7-26). Continue  
turning the small right knob to select the  
desired runway.  
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Airport Arrival Page Options  
7.7 AIRPORT DEPARTURE PAGE  
The following options are available for the Airport  
Arrival Page, by pressing the MENU Key:  
The Airport Departure Page (Figure 7-28) shows the  
available Airport Standard Instrument Departure (SID)  
procedures for the selected airport. Where multiple  
runways or transitions are associated with the departure  
procedure, that information may also be displayed. A  
map image provides a layout diagram for each departure,  
runway, and transition.  
• Load into Active FPL? - Allows the pilot to load  
the selected arrival into the active flight plan.  
This is identical to loading an arrival procedure  
from the Procedures Page, as described in Section  
6.1.  
To view departure information for a particular airport  
on the Airport Departure Page, enter the airports identifier  
per Section 7.1.  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the available arrivals for the next  
airport in the active flight plan  
Map  
Image  
Airport Identifier,  
Symbol, and Type  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the available arrivals for the active  
flight plan destination airport.  
Departure  
Procedure  
Name  
Runway  
Associated with  
Departure  
Loading an arrival procedure from the  
Airport Arrival Page:  
Transitions  
1) Select the desired arrival, transition, and  
runway using the steps above.  
Position of  
Current Page  
within Current  
Page Group  
2) Press the MENU Key to display the Airport  
Arrival Page Menu.  
Current  
Page Group  
Number of Pages in  
Current Page Group  
3) Press the ENT Key to select the ‘Load into  
Active FPL?’ option (Figure 7-27).  
Figure 7-28 Airport Departure Page  
Scrolling through the available departures:  
1) Press the small right knob to activate the  
cursor.  
Figure 7-27 Airport Arrival Page Menu  
2) Turn the large right knob to place the cursor  
on the departure (DEP) procedure name field  
(Figure 7-28).  
4) TheActive Flight Plan Page appears. Press the  
FPL Key to return to the Airport Arrival Page.  
To select any of the other options from the Airport  
Arrival Page Menu, follow the preceding steps, but select  
the desired option in step 3.  
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3) Turn the small right knob to display a window  
of available departures for the selected airport  
(Figure 7-29). Continue turning the small right  
knob to select the desired departure.  
Airport Departure Page Options  
The following option is available for the Airport  
Departure Page, by pressing the MENU Key:  
• Load into Active FPL? - Allows the pilot to load  
the selected departure into the active flight plan.  
This is identical to loading a departure procedure  
from the Procedures Page, as described in Section  
6.1.  
• Select Next FPL Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the available departures for the next  
airport in the active flight plan  
Figure 7-29 Departure Window  
4) Press the ENT Key. The cursor moves to the  
• Select Destination Apt? - This option is only  
available when a Flight Plan is active. Allows the  
pilot to view the available departures for the active  
flight plan destination airport.  
runway field.  
5) Turn the small right knob to display a window  
of available runways (Figure 7-30). Continue  
turning the small right knob to select the  
desired runway. (ALLmay appear in the  
runway field,indicating the departure procedure  
applies to all runways. For airports with parallel  
runways, ‘B’ may appear at the end of the  
runway designation to indicate the departure  
procedure applies to both runways.)  
Loading a departure procedure from the  
Airport Departure Page:  
1) Select the desired departure, runway, and  
transition using the preceding steps.  
2) Press the MENU Key to display the Airport  
Departure Page Menu.  
3) Press the ENT Key to select the ‘Load into  
Active FPL?’ option (Figure 7-31).  
Figure 7-30 Runway Window  
6) Press the ENT Key. The cursor moves to the  
Figure 7-31 Airport Departure Page Menu  
transitions (TRANS) field.  
7) Turn the small right knob to display a window  
of available transitions. Continue turning  
the small right knob to select the desired  
transition.  
4) The Active Flight Plan Page appears. Press  
the FPL Key to return to the Airport Departure  
Page.  
To select any of the other options from the Airport  
Arrival Page Menu, follow the preceding steps, but select  
the desired option in step 3.  
8) Press the ENT Key. To remove the flashing  
cursor, press the small right knob.  
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SECTION 7  
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7.8 INTERSECTION PAGE  
7.9 NDB PAGE  
The Intersection Page (Figure 7-32) displays the  
latitude, longitude, region, and country for the selected  
intersection. The Intersection Page also displays the  
identifier, radial, and distance from the nearest VOR,  
VORTAC, or VOR/DME. Intersections may only be  
selected by identifier, as described in Section 7.1.  
The NDB Page displays the facility name, city, region/  
country, latitude, and longitude for the selected NDB  
(Figure 7-33). The NDB Page also displays the frequency  
and a weather broadcast indication (if applicable). As  
mentioned in Section 7.1, NDBs may be selected by  
identifier, facility name, or location (city).  
Intersection Identifier Nearest  
Radial and  
Distance  
NDB Identifier Frequency and Weather  
and Symbol  
VOR and  
and Symbol  
Broadcast Indication  
Symbol from Nearest  
VOR  
Facility  
Name, City,  
and Region/  
Country  
Region/  
Country  
Latitude/  
Longitude  
Position  
Latitude/  
Longitude  
Position  
Position of  
Current Page  
within Current  
Page Group  
Position of  
Current Page  
within Current  
Page Group  
Current  
Number of Pages in  
Current Page Group  
Current  
Number of Pages in  
Current Page Group  
Page Group  
Page Group  
Figure 7-33 NDB Page  
Figure 7-32 Intersection Page  
The following descriptions and abbreviations are  
used:  
The following descriptions and abbreviations are  
used:  
• Symbol - See Section 3.4 for a graphic illustration  
of available NDB symbols  
• Position - Latitude/Longitude (degrees/minutes or  
degrees/minutes/seconds), MGRS, or UTM/UPS  
• Position - Latitude/Longitude (degrees/minutes or  
degrees/minutes/seconds), MGRS, or UTM/UPS  
• RAD - Radial from nearest VOR in degrees  
magnetic or degrees true (depending upon unit  
configuration)  
• FREQ - Frequency in kilohertz (kHz)  
• Wx Brdcst - Weather information is broadcast on  
the selected facilitys frequency  
• DIS - Distance from nearest VOR, in nautical  
miles/statute miles/kilometers (depending upon  
unit configuration)  
NOTE: The VOR displayed on the Intersection  
Page is the nearestVOR, not necessarily theVOR  
used to define the intersection.  
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As mentioned in Section 7.1, VORs may be selected by  
identifier, facility name, or location (city). The VOR Page  
may also be used to quickly tune the VLOC receiver to the  
selected VORs frequency.  
7.10 VOR PAGE  
The VOR Page (Figure 7-34) displays the facility  
name, city, region/country, magnetic variation, latitude,  
and longitude for the selected VOR. The VOR Page also  
displays the frequency and a weather broadcast indication  
(if applicable).  
Selecting a VOR frequency from the VOR  
Page:  
1) Select theVOR Page from theWPT Page Group,  
as described in Section 7.1.  
VOR Identifier Frequency and Weather  
and Symbol  
Broadcast Indication  
2) Press the small right knob momentarily to  
place the cursor on the VOR identifier field.  
To select anotherVOR, use the small and large  
right knobs and press the ENT Key when  
finished.  
Facility  
Name, City,  
and Region/  
Country  
Magnetic  
Variation  
Latitude/  
Longitude  
Position  
3) Turn the large right knob to highlight the  
frequency field (Figure 7-35) and press the ENT  
Key to place the frequency in the standby field  
of the VLOC Window.  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 7-34 VOR Page  
The following descriptions and abbreviations are  
used:  
• Symbol - See Section 3.4 for a graphic illustration  
of available VOR symbols  
• VAR - Magnetic variation in degrees  
• Position - Latitude/Longitude (degrees/minutes or  
degrees/minutes/seconds), MGRS, or UTM/UPS  
Figure 7-35 VOR Identifier Field Selected  
4) To activate the standby VLOC frequency, press  
• FREQ - Frequency in megahertz (MHz)  
the VLOC Flip-flop Key.  
• Wx Brdcst - Weather information is broadcast on  
the selected facilitys frequency  
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SECTION 7  
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User waypoints may only be selected by name  
(identifier), as described in Section 7.1.  
7.11 USER WAYPOINT PAGE  
In addition to the airport, VOR, NDB, and intersection  
information contained in the Jeppesen NavData card,  
the GNS 530 allows the pilot to store up to 1,000 user-  
defined waypoints. The User Waypoint Page (Figure  
7-36) displays the waypoint name (up to five characters  
long), identifier, radial from two reference waypoints, and  
distance from one reference waypoint, along with the user  
waypoints latitude/longitude position.  
Creating User Waypoints  
User waypoints may be created from the User  
Waypoint Page or the Map Page. To create a new user  
waypoint, simply enter its name (identifier) and position,  
or reference another waypoint by radial and distance.  
Creating a new user waypoint by entering  
its latitude/longitude position:  
User Waypoint Reference Waypoint  
Name  
Information  
1) With the User Waypoint Page displayed, press  
the small right knob to activate the cursor.  
2) Use the small and large right knobs to enter a  
name for the new waypoint (Figure 7-37) and  
press the ENTKey. The present position appears  
in the position field at the bottom of the page.  
To create a waypoint at the present position,  
turn the large right knob to highlightCreate?’  
and skip to step 6.  
Latitude/  
Longitude  
Position  
Create/  
Modify  
Action  
Field  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 7-36 User Waypoint Page  
The following descriptions and abbreviations appear  
on the User Waypoint Page:  
• REF WPT - Reference waypoint identifier (name)  
• RAD - Radial from reference waypoint, in degrees  
magnetic or degrees true (depending upon unit  
configuration)  
Figure 7-37 User Waypoint Name Field Selected  
• DIS - Distance from reference waypoint, in  
nautical miles/statute miles/kilometers (depending  
upon unit configuration)  
3) Turn the large right knob to highlight the  
position field at the bottom of the page.  
• Position - Latitude/Longitude (degrees/minutes or  
degrees/minutes/seconds), MGRS, or UTM/UPS  
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4) Use the small and large right knobs to enter  
the position coordinates for the new waypoint  
(Figure 7-38).  
Figure 7-39 Reference Waypoint Field Highlighted  
4) Use the small and large right knobs to enter  
the identifier of the reference waypoint. The  
reference waypoint can be an airport, VOR,  
NDB, intersection, or another user waypoint.  
Press the ENT Key to accept the selected  
identifier.  
Figure 7-38 Present Position Field Selected  
5) Press the ENT Key to accept the selected  
position.  
6) The cursor moves to ‘Create?’. Press the ENT  
5) The cursor moves to the radial (RAD) field  
(Figure 7-40). Use the small and large right  
knobs to enter the radial from the reference  
waypoint to the new user waypoint. Press the  
ENT Key to accept the selected radial.  
Key to add the new waypoint to memory.  
7) Press the small right knob to remove the  
flashing cursor.  
Creating a new user waypoint by  
referencing an existing waypoint:  
1) With the User Waypoint Page displayed, press  
the small right knob to activate the cursor.  
2) Use the small and large right knobs to enter  
a name for the new waypoint and press the  
ENT Key.  
3) Turn the large right knob to highlight the first  
reference waypoint (REF WPT) field (Figure 7-  
39).  
Figure 7-40 Radial Field Selected  
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6) The cursor moves to the distance (DIS) field.  
Use the small and large right knobs to enter  
the distance from the reference waypoint to  
the new user waypoint. Press the ENT Key to  
accept the selected distance.  
Creating User Waypoints from the Map Page  
The Map Page and panning target pointer (Section 3.4,  
Map Panning) provide a quick means of saving the present  
position as a user-defined waypoint.  
Capturing and saving the present position  
as a user waypoint:  
7) Turn the large right knob to highlightCreate?’  
and press the ENT Key.  
1) With the Map Page displayed, press the small  
right knob to activate the panning function.  
The target pointer appears at the present  
position (Figure 7-41).  
8) Press the small right knob to remove the  
flashing cursor.  
NOTE: The GNS 530 allows the pilot to create  
a new user waypoint at a defined radial and  
distance from the present position. To reference  
the present position, follow the preceding steps,  
but press the CLR Key in Step 4. ‘P.POS’ appears  
in the reference waypoint (REF WPT) field to  
indicate that radial and distance information  
references the present position. The second  
reference waypoint field (REFWPT) is a temporary  
reference only,not a reference that is stored with  
the user waypoint. By default, this field displays  
a radial from the nearestVOR. However,the pilot  
can select any waypoint by identifier to use as  
a reference in this field. The GNS 530 can store  
user-defined waypoints which are generated  
from other equipment in the panel. For example,  
an EFIS equipped with joystick inputs can be used  
to create user waypoints which (if the installation  
supports this) automatically transfer to the GNS  
530.  
Figure 7-41 Activate Panning Function  
2) Press the ENT Key to capture the position and  
display the User Waypoint Page  
3) A four-digit name is automatically assigned to  
the waypoint. To change this name, turn the  
large right knob to highlight the name field,  
then use the small and large right knobs to  
select a new name. Press the ENT Key to  
accept the selected name.  
4) The cursor moves to the ‘Create?’ action field.  
Press the ENT Key to save the new waypoint.  
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SECTION 7  
WPT PAGES  
Modifying a user waypoint by changing  
reference waypoint information:  
Modifying User Waypoints  
To modify an existing waypoint, select that waypoint  
on the User Waypoint Page and enter the new position  
information directly over the old information.  
1) With the User Waypoint Page displayed, press  
the small right knob to activate the cursor.  
2) Use the small and large right knobs to enter  
the name of the desired waypoint and press  
the ENT Key.  
Modifying a user waypoint by changing its  
latitude/longitude position:  
1) With the User Waypoint Page displayed, press  
3) Turn the large right knob to highlight the first  
reference waypoint (REFWPT) field, to change  
the reference waypoint. Otherwise, continue  
turning the large right knob to highlight  
the radial (RAD) or distance (DIS) field, as  
desired.  
the small right knob to activate the cursor.  
2) Use the small and large right knobs to enter  
the name of the desired waypoint and press  
the ENT Key.  
3) Turn the large right knob to highlight the  
position field at the bottom of the page.  
4) Use the small and large right knobs to change  
the identifier (if desired) of the reference  
waypoint (Figure 7-43). The reference waypoint  
can be an airport, VOR, NDB, intersection or  
another user waypoint. Press the ENT Key to  
accept the selected identifier.  
4) Use the small and large right knobs to enter  
the new position coordinates (Figure 7-42)  
and press the ENT Key to accept the selected  
position.  
Figure 7-42 Position Field Selected  
Figure 7-43 Ref Waypoint Field Selected  
5) The cursor moves to the ‘Modify?’ action field.  
Press the ENT Key to modify the waypoint.  
5) The cursor moves to the radial (RAD) field. Use  
the small and large right knobs to change the  
radial from the reference waypoint, if desired.  
Press the ENT Key to accept the selected  
radial.  
6) Press the small right knob to remove the  
flashing cursor.  
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SECTION 7  
WPT PAGES  
6) The cursor moves to the distance (DIS) field.  
Use the small and large right knobs to change  
the distance from the reference waypoint to the  
new user waypoint, if desired. Press the ENT  
Key to accept the selected distance.  
User Waypoint Page Options  
The following User Waypoint Page options are available  
by pressing the MENU Key:  
• View User Waypoint List? - displays a list of all  
user waypoints currently stored in memory.  
7) The cursor moves to the ‘Modify?’ action field.  
• Delete User Waypoint? - Allows the pilot to delete  
the selected waypoint from memory.  
Press the ENT Key to modify the waypoint.  
8) Press the small right knob to remove the  
• Crossfill? - Allows the pilot to transfer a user  
waypoint to another 400/500 series unit (if  
installed). Please refer to Sections 5.1 and 10.1  
for detailed information on crossfill.  
flashing cursor.  
NOTE: If the pilot attempts to modify or delete a  
waypoint which is currently a direct-to waypoint  
or the currentfrom’ orto’ waypoint in the active  
flight plan, the GNS 530 alerts the pilot with the  
‘Can’t change an active waypoint’ or ‘Waypoint  
is active and can’t be deleted’ message. The  
pilot must first cancel the direct-to or remove  
the waypoint(s) from the active flight plan before  
modifying or deleting the waypoint(s).  
Viewing a list of all user waypoints:  
1) From the UserWaypoint Page,press the MENU  
Key to display the User Waypoint Page Menu.  
2) Turn the large right knob to highlight ‘View  
User Waypoint List?’ (Figure 7-44) and press  
the ENT Key.  
Figure 7-44 User Waypoint Page Menu  
3) The top of the UserWaypoint List indicates the  
total number of user waypoints currently used  
and available memory. If more user waypoints  
are stored than can be displayed on a single  
screen, turn the large right knob to scroll  
through the User Waypoint List.  
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SECTION 7  
WPT PAGES  
4) Press the small right knob to return to the  
User Waypoint List  
User Waypoint Page.  
The User Waypoint List (Figure 7-46) allows the  
pilot to review, modify, rename, or delete a selected user  
waypoint, or to delete all user waypoints currently stored  
in memory. The top of the page shows the number of  
waypoints used and available memory.  
Deleting a user waypoint:  
1) Select the desired waypoint on the User  
Waypoint Page and press the MENU Key to  
display the User Waypoint Page Menu.  
Reviewing and/or modifying a user  
waypoint from the User Waypoint List:  
2) Turn the large right knob to highlight ‘Delete  
User Waypoint?’ (Figure 7-45) and press the  
ENT Key.  
1) Select the User Waypoint List, as described in  
this section.  
2) Turn the large right knob to highlight the  
desired user waypoint (Figure 7-46).  
Figure 7-45 User Waypoint Page Menu  
3) Press the CLR Key to display adelete waypoint’  
confirmation window.  
Figure 7-46 User Waypoint List Page  
4) With ‘Yes?’ highlighted, press the ENT Key to  
delete the selected user waypoint.  
3) Press the ENT Key to display the UserWaypoint  
Page for the selected waypoint. From this page  
the pilot may review all information defining  
the waypoint and its position.  
4) To modify the waypoint’s position or reference  
waypoint information, follow the preceding  
steps described in this section.  
5) To exit the User Waypoint Page, turn the large  
right knob to highlight ‘Done?’ and press the  
ENT Key.  
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SECTION 7  
WPT PAGES  
Renaming a user waypoint from the User  
Waypoint List:  
Deleting a user waypoint from the User  
Waypoint List:  
1) Select the User Waypoint List, as described in  
this section.  
1) Select the User Waypoint List, as described in  
this section.  
2) Turn the large right knob to highlight the  
2) Turn the large right knob to highlight the  
desired user waypoint.  
desired user waypoint.  
3) Use the small and large right knobs to change  
the name of the user waypoint (Figure 7-47).  
(Enter the new name directly over the old  
name.) Press the ENT Key to accept the new  
name.  
3) Press the CLR Key to display adelete waypoint’  
confirmation window (Figure 7-49).  
Figure 7-49 Delete Waypoint Window  
4) With ‘Yes?’ highlighted, press the ENT Key to  
delete the selected user waypoint.  
Figure 7-47 User Waypoint Name Selected  
4) A ‘rename waypoint’ confirmation window  
is displayed (Figure 7-48). With ‘Yes?’  
highlighted, press the ENT Key to rename the  
selected user waypoint.  
Figure 7-48 Rename Waypoint Window  
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SECTION 7  
WPT PAGES  
Deleting all user waypoints from memory:  
1) Select the User Waypoint List, as described in  
this section.  
2) Press the MENU Key to display a menu for the  
User Waypoint List (Figure 7-50).  
Figure 7-50 User Waypoint List Page Menu  
3) With ‘Delete All User Waypoints’ highlighted,  
press the ENT Key.  
4) A ‘delete all waypoints’ confirmation window  
is displayed (Figure 7-51). With ‘Yes?’  
highlighted, press the ENT Key to delete all  
user waypoints from memory.  
Figure 7-51 Delete All Waypoints Window  
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SECTION 7  
WPT PAGES  
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SECTION 8  
NRST PAGES  
Quickly selecting a NRST page:  
SECTION 8: NRST PAGES  
1) From any page, press the NRST Key, ‘NRST’  
appears along the bottom of the screen (see  
Figure 8-2).  
8.1 NRST PAGE GROUP  
Section 3.1 introduced the GNS 530s main page groups  
(Table 8-1)—NAV, WPT, AUX, NRST—and described  
each page in the NAV group. This fourth page group  
(NRST) provides detailed information for the nine nearest  
airports, VORs, NDBs, intersections, and user waypoints  
within 200 nm of the current position. In addition, the  
NRST pages (Figure 8-1) include the five nearest Flight  
Service Station (FSS) and center (ARTCC/FIR) points of  
communication, plus alerts the pilot to any nearby Special  
Use (SUA) or Controlled Airspaces.  
Figure 8-2 Nearest Airport Page  
Page Groups  
NAV Group WPT Group AUX Group NRST Group  
see Section 3 see Section 7 see Section 10 8 NRST pages  
2) Turn the small right knob to select the desired  
NRST page.  
Table 8-1 Page Groups  
NRST Airport NRST Intersection NRST NDB  
NRST VOR  
NRST User  
NRST ARTCC NRST Flight Service NRST Airspace  
Figure 8-1 NRST Pages  
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SECTION 8  
NRST PAGES  
Notallninenearestairports,VORs,NDBs,intersections,  
or user waypoints can be displayed on the corresponding  
NRST page at one time. The Nearest Airport Page displays  
detailed information for three nearest airports, with a scroll  
bar along the right-hand side of the page indicating which  
part of the list is currently being viewed. The Nearest  
Airspace Page displays detailed information for up to  
three special use or controlled airspace alerts. The NRST  
pages for VORs, NDBs, intersections, and user waypoints  
displays five waypoints at a time. The flashing cursor and  
large right knob are used to scroll and view the rest of the  
waypoints or airspaces in the list.  
The Nearest ARTCC Page and the Nearest FSS Page  
present detailed information for up to five nearby facilities,  
displaying only one facility at a time. Again, the additional  
information is viewed using the flashing cursor and large  
right knob to scroll through the list.  
Scrolling through the list of nearest  
flight service station or center points of  
communication:  
1) Select the desired NRST page, using the steps  
outlined on the preceding page.  
2) Press the small right knob to activate the  
cursor.  
Scrolling through the list of nearest  
airports, VORs, NDBs, intersections, user  
waypoints, or SUAs:  
3) Turn the small right knob to scroll through the  
list (Figure 8-4).  
1) Select the desired NRST page, using the steps  
outlined on the preceding page.  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to scroll through the  
list. The scroll bar along the right-hand side  
of the page indicates which part of the list is  
currently being viewed (Figure 8-3).  
Figure 8-4 Nearest FSS Page  
4) Press the small right knob to remove the  
flashing cursor.  
Scroll  
Bar  
Figure 8-3 Nearest Airport Page  
4) Press the small right knob to remove the  
flashing cursor.  
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SECTION 8  
NRST PAGES  
Navigating to a Nearby Waypoint  
8.2 NEAREST AIRPORT PAGE  
The NRST pages can be used in conjunction with the  
GNS 530s direct-to function to quickly set a course to a  
nearby facility, and can provide navigation to the nearest  
airport in case of an in-flight emergency.  
TheNearestAirportPagedisplaystheidentifier,symbol,  
bearing, and distance to the nine nearest airports (within  
200 nm of the present position). For each airport listed,  
the Nearest Airport Page also indicates the best available  
approach, common traffic advisory frequency (CTAF),  
and the length of the longest runway (Figure 8-6).  
Selecting a nearby airport, VOR, NDB,  
intersection, or user waypoint as a direct-  
to destination:  
Best Available  
Approach  
1) Use the flashing cursor to scroll through a NRST  
page list (Figure 8-5) and highlight the desired  
nearest waypoint, as outlined in Section 8.1.  
Airport Identifier  
Symbol, Bearing  
To, and Distance To  
Scroll  
Bar  
Tower or CTAF  
Frequency and  
Longest Runway  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-6 Nearest Airport Page  
Figure 8-5 Nearest VOR Page  
The Nearest Airport Page can be configured to exclude  
shorter runways or undesirable runway surface types,  
so that the corresponding airports do not appear on the  
list. The pilot may wish to use this feature to exclude  
seaplane bases or runway lengths which would be difficult  
or impossible to land upon. See Section 10.5, Setup Page:  
Nearest Airport Criteria for additional details.  
2) Press the Direct-to Key to display the select  
Direct-to Waypoint Page.  
3) Press the ENT Key to accept the selected  
waypoint’s identifier and press the ENT Key  
a second time with Activate?’ highlighted to  
begin navigating to the selected waypoint.  
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SECTION 8  
NRST PAGES  
Quickly tuning the common traffic advisory  
frequency (CTAF) from the Nearest Airport  
Page:  
5) Press the COM Flip-flop Key to activate the  
selected frequency (Figure 8-8).  
Active  
Frequency  
1) Select the NearestAirport Page,using the steps  
outlined in Section 8.1.  
Field  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to scroll through the  
list,highlighting the COM frequency associated  
with the desired airport.  
4) Press the ENT Key to place the selected  
frequency in the standby field of the COM  
Window (Figure 8-7).  
Figure 8-8 Frequency Moved to Active Field  
6) Press the small right knob to remove the  
flashing cursor.  
Standby  
Frequency  
Field  
Additional communication frequencies, runway  
information, and more are available from the Nearest  
Airport Page by highlighting the identifier of the desired  
airport and pressing the ENT Key.  
Viewing additional information for a  
nearby airport:  
Selected  
Frequency  
1) Select the NearestAirport Page,using the steps  
outlined in Section 8.1.  
Figure 8-7 Frequency Moved to Standby Field  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to scroll through the  
list, highlighting the identifier of the desired  
airport (Figure 8-9).  
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SECTION 8  
NRST PAGES  
8.3 NEAREST INTERSECTION PAGE  
The Nearest Intersection Page (Figure 8-11) displays  
the identifier, symbol, bearing, and distance to the nine  
nearest intersections (within 200 nm of the present  
position).  
Toviewadditionalinformationforanearbyintersection,  
start from the Nearest Intersection Page and follow the  
preceding steps 2 through 4.  
Intersection Identifier  
and Symbol  
Bearing To and  
Distance To  
Figure 8-9 Desired Airport Highlighted  
4) Press the ENT Key to display the Airport  
Location Page for the selected airport.  
Scroll  
Bar  
5) To view additional WPT pages for the selected  
airport (including theAirport Runway Page and  
the Airport Frequency Page) press the small  
right knob to remove the flashing cursor. Turn  
the small right knob to display the additional  
WPT pages (Figure 8-10). When finished,press  
the small right knob to return the flashing  
cursor to the screen.  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-11 Nearest Intersection Page  
Figure 8-10 Additional WPT Page  
6) To return to the Nearest Airport Page, verify  
that ‘Done?’ is highlighted by the flashing  
cursor and press the ENT Key (or press the  
CLR Key).  
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SECTION 8  
NRST PAGES  
8.4 NEAREST NDB PAGE  
8.5 NEAREST VOR PAGE  
The Nearest NDB Page (Figure 8-12) displays the  
identifier, symbol, bearing, distance, and frequency to  
the nine nearest NDBs (within 200 nm of the present  
position).  
To view additional information for a nearby NDB, start  
from the nearest NDB Page and follow the preceding steps  
2 through 4.  
The Nearest VOR Page (Figure 8-13) displays the  
identifier, symbol, bearing, and distance to the nine  
nearest VORs (within 200 nm of the present position).  
For each VOR listed, the nearest VOR Page also indicates  
the frequency and may be used to quickly tune the VLOC  
receiver to the nearby VOR. The selected frequency is  
placed in the standby field of the VLOC window and  
activated using the VLOC Flip-flop Key.  
Bearing To and  
Distance To  
NDB  
Frequency  
Intersection Identifier  
and Symbol  
VOR  
VOR Identifier  
and Symbol  
Bearing To and  
Distance To  
Frequency  
Scroll  
Bar  
Scroll  
Bar  
Position of  
Current Page  
within Current  
Page Group  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-12 Nearest NDB Page  
Figure 8-13 Nearest VOR Page  
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SECTION 8  
NRST PAGES  
Quickly tuning a VOR’s frequency from the  
nearest VOR Page:  
Viewing additional information for a  
nearby VOR:  
1) Select the nearest VOR Page, using the steps  
outlined in Section 8.1.  
1) Select the Nearest VOR Page, using the steps  
outlined in Section 8.1.  
2) Press the small right knob to activate the  
2) Press the small right knob to activate the  
cursor.  
cursor.  
3) Turn the large right knob to scroll through the  
list, highlighting the frequency associated with  
the desired VOR (Figure 8-14).  
3) Turn the large right knob to scroll through the  
list, highlighting the identifier of the desired  
VOR (Figure 8-15).  
4) Press the ENT Key to display the VOR Page for  
the selected VOR.  
Figure 8-14 Frequency Highlighted  
4) Press the ENT Key to place the selected  
frequency in the standby field of the VLOC  
Window.  
Figure 8-15 Nearest VOR Page  
5) To return to the Nearest VOR Page, verify that  
‘Done?’ is highlighted by the flashing cursor  
and press the ENT Key (or press the CLR  
Key).  
5) Press the VLOC Flip-flop Key to activate the  
selected frequency.  
6) Press the small right knob to remove the  
flashing cursor.  
6) Press the small right knob to remove the  
flashing cursor.  
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SECTION 8  
NRST PAGES  
8.6 NEAREST USER WAYPOINT PAGE  
8.7 NEAREST CENTER (ARTCC) PAGE  
The Nearest User Waypoint Page (Figure 8-16) displays  
the name, bearing, and distance to the nine nearest user  
waypoints (within 200 nm of the present position).  
The Nearest Center Page (Figure 8-17) displays the  
facility name, bearing to, and distance to the five nearest  
ARTCC points of communication (within 200 nm of the  
present position). For each ARTCC listed, the Nearest  
Center Page also indicates one or more frequencies, and  
may be used to quickly tune the COM transceiver to the  
centers frequency. The selected frequency is placed in the  
standby field of the COM Window and activated using the  
COM Flip-flop Key.  
Bearing To and  
Distance To  
Waypoint Identifier  
and Symbol  
Bearing To and  
Distance To  
ARTCC Name  
Position of  
Current Page  
within Current  
Page Group  
Frequency(ies)  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-16 Nearest User Waypoint Page  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-17 Nearest ARTCC Page  
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SECTION 8  
NRST PAGES  
To quickly tune an ARTCC’s frequency from  
the Nearest Center Page:  
8.8 NEAREST FLIGHT SERVICE STATION  
(FSS) PAGE  
1) Select the Nearest Center Page, using the steps  
outlined in Section 8.1.  
The Nearest Flight Service Station Page (Figure  
8-19) displays the facility name, bearing to, and distance  
to the five nearest FSS points of communication (within  
200 nm of the present position). For each FSS listed, the  
Nearest Flight Service Station Page also indicates one or  
more frequencies and may be used to quickly tune the  
COM transceiver to the FSSs frequency.  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to scroll through the  
list, selecting the desired ARTCC.  
4) Turn the large right knob to scroll down the  
For duplex operations, ‘RX’ and ‘TX’ indications  
appears beside the listed frequencies, indicating ‘receive  
only’ or ‘transmit only’ frequencies. The associated VOR  
is also provided for reference.  
page, highlighting the desired frequency.  
5) Press the ENT Key to place the selected  
frequency in the standby field of the COM  
Window.  
Bearing To and  
Distance To  
6) Press the COM Flip-flop Key to activate the  
selected frequency (Figure 8-18).  
Active  
FSS Name  
Frequency  
Field  
Frequency(ies)  
Selected  
Frequency  
VOR Identifier (For  
Duplex Operation)  
Position of  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-18 Frequency Moved to Active Field  
Figure 8-19 Nearest FSS Page  
7) Press the small right knob to remove the  
flashing cursor.  
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SECTION 8  
NRST PAGES  
To quickly tune an FSS’s frequency from the  
Nearest Flight Service Station Page:  
5) Press the ENT Key to place the selected  
frequency in the standby field of the COM or  
VLOC Window.  
1) Select the Nearest Flight Service Station Page,  
using the steps outlined in Section 8.1 (Figure  
8-19).  
6) Press the COM Flip-flop or VLOC Flip-flop  
Key, as appropriate, to activate the selected  
frequency (figure 8-21).  
2) Press the small right knob to activate the  
cursor.  
Active  
Frequency  
3) Turn the small right knob to scroll through the  
Field  
list, selecting the desired FSS.  
4) Turn the large right knob to scroll down the  
page (Figure 8-20), highlighting the desired  
frequency (COM frequency or VOR frequency  
for duplex operation).  
Selected  
Frequency  
Figure 8-21 Frequency Moved to Active Field  
Selected  
Frequency  
7) Press the small right knob to remove the  
flashing cursor.  
Figure 8-20 FSS Field Selected  
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SECTION 8  
NRST PAGES  
8.9 NEAREST AIRSPACE PAGE  
The last page in the NRST group, the Nearest Airspace  
Page (Figure 8-24) alerts the pilot to as many as nine  
controlled or special use airspaces near or in the flight  
path. Alerts are provided according to the following  
conditions:  
• If the projected course will take the aircraft inside  
an airspace within the next ten minutes, the alert  
message ‘Airspace ahead -- less than 10 minutes’  
appears. The Nearest Airspace Page shows the  
airspace as ‘Ahead’.  
Figure 8-23 Airspace Message  
• If the aircraft has entered an airspace, the message  
‘Inside Airspace’ appears. The Nearest Airspace  
Page shows ‘Inside of airspace’.  
• If the aircraft is within two nautical miles of  
an airspace and the current course will take  
the aircraft inside, the message ‘Airspace near  
and ahead’ appears (Figure 8-22). The Nearest  
Airspace Page shows ‘Within 2nm of airspace’.  
Note that the airspace alerts are based on three-  
dimensional data (latitude, longitude, and altitude) to  
avoid nuisance alerts. The alert boundaries for controlled  
airspace are also sectorized to provide complete  
information on any nearby airspace. Once one of the  
described conditions exists, the message annunciator  
flashes, alerting the pilot of an airspace message.  
Viewing an airspace alert message:  
1) When the message annunciator above the  
MSG Key flashes, press the MSG Key.  
2) Press the MSG Key again to return to the  
previous page.  
Figure 8-22 Airspace Message  
• If the aircraft is within two nautical miles of an  
airspace and the current course will not take the  
aircraft inside, the message ‘Near airspace less  
than 2nm’ appears (Figure 8-23). The Nearest  
Airspace Page shows the airspace as ‘Ahead <  
2nm’.  
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SECTION 8  
NRST PAGES  
Once an airspace alert message appears, detailed  
information concerning the specific airspace is provided  
on the Nearest Airspace Page (Figure 8-24). The Nearest  
Airspace Page displays the airspace name, status (‘Ahead’,  
‘Ahead < 2nm’, etc., as described on the preceding  
page), and a time to entry (if applicable). By selecting  
any airspace name listed on the Nearest Airspace Page,  
additional details are provided—including controlling  
agency, communication frequencies, and floor/ceiling  
limits.  
Viewing additional details for an airspace  
listed on the Nearest Airspace Page:  
1) Select the Nearest Airspace Page, using the  
steps outlined in Section 8.1.  
2) Press the small right knob to activate the  
cursor.  
3) Turn the large right knob to scroll through the  
list, highlighting the desired airspace.  
4) Press the ENT Key to display the Airspace  
Page for the selected nearby airspace (Figure  
8-25).  
Airspace  
Name  
Floor/Ceiling  
Limits  
Airspace Name  
and Type  
Status and  
Time to Entry  
‘Done?’ Field  
(Return to  
Previous Page)  
Position of  
Current Page  
within Current  
Page Group  
Controlling  
Agency  
Message  
Annunciator  
Status and  
Time to Entry  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Position of  
Figure 8-24 Nearest Airspace Page  
Current Page  
within Current  
Page Group  
Current  
Page Group  
Number of Pages in  
Current Page Group  
Figure 8-25 Airspace Page  
5) To return to the Nearest Airspace Page, verify  
that ‘Done?’ is highlighted by the flashing  
cursor and press the ENT Key.  
6) Press the small right knob to remove the  
flashing cursor.  
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SECTION 8  
NRST PAGES  
To view and quickly tune the frequency for  
a controlling agency:  
4) Press the ENT Key to place the selected  
frequency in the standby field of the COM  
Window (Figure 8-27).  
1) Follow steps 1 through 4 on the preceding page  
to display the Airspace Page for the desired  
controlled or special use airspace.  
Standby  
Frequency  
2) Turn the large right knob to highlight  
‘Frequencies?’ and press the ENT Key. (Figure  
8-26)  
Selected  
Frequency  
Figure 8-27 Airport Frequency Page  
5) Press the COM Flip-flop Key to activate the  
selected frequency.  
6) To return to the Airspace Page, turn the large  
right knob to highlight ‘Done?’ and press the  
ENT Key (or press the CLR Key).  
Figure 8-26 Airport Frequency Page  
7) To return to the Nearest Airspace Page, turn  
the large right knob to highlight ‘Done?’ and  
press the ENT Key (or press the CLR Key).  
3) Turn the large right knob to scroll through the  
list, highlighting the desired frequency.  
8) Press the small right knob to remove the  
flashing cursor.  
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SECTION 8  
NRST PAGES  
The Airspace Page (Figure 8-28) displays (and airspace  
alert messages are provided for) the following airspace  
types:  
• Alert  
• Caution  
• Class C  
• CTA  
• Class B  
• Class D  
• Danger  
• Prohibited  
• TMA  
• MOA  
• Restricted  
Training  
• Unspecified  
Figure 8-28 Airspace Page for MOA  
• TRSA  
• Warning  
The bottom right-hand corner of the Airspace Page  
displays the floor and ceiling limits of the airspace. The  
following are examples of what may appear as vertical  
limits for an airspace:  
• 5000 ft msl (5000 feet mean sea level)  
• 5000 ft agl (5000 feet above ground level)  
• MSL (at mean sea level)  
• Notam (Notice to Airmen)  
• Unknown  
• See Chart  
• Unlimited  
• Surface  
All airspace alert messages, except for prohibited areas,  
may be turned on or off from the Airspace Alarms Page.  
An altitude buffer is also provided on the Airspace Alarms  
Page to provide an extra margin of safety above/below  
the published limits (Section 10.4, Setup Page: Airspace  
Alarms for additional details).  
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SECTION 9  
VLOC RECEIVER  
The tuning cursor remains in the COM Window. To  
select a VOR/Localizer/ILS frequency, press the small  
left knob momentarily to place the cursor in the VLOC  
Window.  
SECTION 9: VLOC RECEIVER  
9.1 VLOC (VOR/LOCALIZER/GLIDESLOPE)  
RECEIVER OPERATIONS  
NOTE: The tuning cursor normally appears in the  
COMWindow,unless placed in theVLOCWindow  
by pressing the small left knob. When the tuning  
cursor is in the VLOC Window, it automatically  
returns to the COM Window after 30 seconds of  
inactivity. The active frequency in either window  
cannot be accessed directly–—only the standby  
frequency is highlighted by the tuning cursor.  
The GNS 530 includes digitally-tuned VOR/localizer  
and glideslope receivers with the desired frequency  
selected in the VLOC Window, along the left-hand side of  
the display (Figure 9-1). Frequency selection is performed  
by pressing the small left knob and turning the small and  
large left knobs to select the desired frequency.  
To select a VOR/localizer/ILS frequency:  
1) If the tuning cursor is not currently in theVLOC  
Window,press the small left knob momentarily  
(Figure 9-2).  
Figure 9-1 VLOC Window  
Ident Audio and Volume  
Tuning Cursor in  
VLOC Window  
VLOC ident is enabled by pressing the VLOC Volume  
Knob. When VLOC ident is enabled, an ‘ID’ indication  
appears in the upper right corner of the VLOC Window,  
to the immediate right of ‘VLOC’ (Figure 9-1).  
VLOC audio volume is adjusted using the VLOC  
Volume Knob. Turn the VLOC Volume Knob clockwise  
to increase volume, or counterclockwise to decrease  
volume.  
VLOC Window and Tuning  
VLOC frequencies are tuned with the large and small  
left knobs when the tuning cursor is in the standby VLOC  
frequency field. The standby frequency always appears  
below the active frequency. The active frequency is the  
frequency currently in use.  
Figure 9-2 Tuning Cursor in VLOC Window  
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SECTION 9  
VLOC RECEIVER  
2) Turn the large left knob to select the desired  
megahertz (MHz) value. For example,the113’  
portion of the frequency ‘113.00’.  
Auto-Tuning  
A frequency may also be quickly selected from the  
database by simply highlighting the desired frequency on  
the VOR Page (Section 7.10) or the Nearest VOR Page  
(Section 8.5) and pressing the ENT Key. This process is  
referred to as auto-tuning. Once a frequency is selected  
in the standby field, it may be transferred to the active  
frequency by pressing the VLOC Flip-flop Key. (Auto-  
tuning can also be performed from VLOC frequencies  
listed on the NAV/COM Page, the Airport Frequency Page,  
and the Nearest Flight Service Station Page.)  
3) Turn the small left knob to select the desired  
kilohertz (kHz) value. For example, the ‘.00’  
portion of the frequency ‘113.00’.  
4) To make the standby frequency the active  
frequency (Figure 9-3), press the VLOC Flip-  
flop Key.  
To select a VLOC frequency from the VOR  
Page or Nearest VOR Page:  
Active VLOC  
Frequency Field  
1) Select the desired page from the main pages  
(as discussed in the preceding paragraph).  
VLOC Ident  
Window  
2) Press the small right knob momentarily to  
activate the flashing cursor  
3) Turn the large right knob to highlight the  
frequency for the desiredVOR (Figures 9-4 and  
9-5).  
Figure 9-3 Frequency Moved to Active Field  
VLOC Ident Window  
Directly below the VLOC Tuning Window is a VLOC  
Ident Window (default setting). When the GNS 530 is  
tuned to a nearby VOR, the VLOC Ident Window (Figure  
9-3) displays the Morse code identifier of the selected  
station, the radial from the VOR, and the distance from  
the VOR. When tuned to a nearby localizer, the VLOC  
Ident Window displays the identifier, associated airport,  
and runway. The VLOC Ident Window can be replaced  
with traffic information or configurable data fields, as  
outlined in Section 10.4.  
Figure 9-4 Frequency Highlighted on VOR Page  
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SECTION 9  
VLOC RECEIVER  
To select an approach and automatically  
tune the proper VLOC frequency:  
1) Select the destination airport using the Direct-  
to Key or as the last waypoint in the active  
flight plan.  
2) Press the PROC Key to display the Procedures  
Page.  
3) Turn the large right knob to highlight ‘Select  
Approach?’ and press the ENT Key (Figure  
9-6).  
Figure 9-5 Frequency Highlighted on NRST VOR Page  
4) Press the ENT Key to place the frequency in  
the standby field of the VLOC Window.  
5) Press the VLOC Flip-flop Key to activate the  
selected frequency.  
6) Press the small right knob to remove the  
flashing cursor.  
NOTE: For duplex COM operations, the VLOC  
receiver may be auto-tuned from the Nearest  
Flight Service Station Page. See Section 8.8 for  
more info.  
Figure 9-6 Procedures Page  
4) A window appears listing the available  
procedures. Turn the small right knob to  
highlight the desired procedure and press the  
ENT Key. (When a direct-to destination is  
selected, departures are offered for the nearest  
airport.)  
Tuning the VLOC when an approach is active  
When selecting a VOR or ILS approach, manual  
tuning of the VLOC receiver is not required. Once the  
approach procedure is ‘Loaded’ or ‘Activated’, the GNS  
530 automatically places the proper frequency in the  
standby field of the VLOC Window. To use this frequency,  
press the VLOC Flip-flop Key to activate the frequency.  
Additional information on approach procedures is  
provided in Section 6.1.  
5) A second window appears listing available  
transitions. Turn the small right knob to  
highlight the desired transition waypoint and  
press the ENT Key. (The approach ‘Vectors’  
option assumes the pilot will receive vectors to  
the final course segment of the approach and  
will provide navigation guidance to intercept  
this final course.)  
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SECTION 9  
VLOC RECEIVER  
6) Turn the large right knob to highlight ‘Load?’  
or Activate?’ (Figure 9-7) and press the ENT  
Key. (‘Load?’ adds the procedure to the  
flight plan without immediately using it for  
navigation guidance. This allows the pilot to  
continue navigating the original flight plan,but  
keeps the procedure available on the Active  
Flight Plan Page for quick activation when  
needed.)  
CDI Key  
The GNS 530s CDI Key is used to couple the GPS  
or VLOC receiver to the external CDI (or HSI). When  
the external CDI (or HSI) is being driven by the GPS  
receiver, ‘GPS’ appears at the bottom left corner of the  
page, directly above the CDI Key. When the external CDI  
(or HSI) if being driven by the VLOC receiver, ‘VLOC’  
appears instead.  
To couple the external CDI (or HSI) to the GPS receiver  
or VLOC receiver, press the CDI Key to display ‘GPS’ or  
‘VLOC’, as desired (Figure 9-8).  
Figure 9-7 Highlight ‘Load?’  
7) For VOR and ILS approaches, the standby field  
of theVLOCWindow is automatically tuned to  
the proper frequency. To activate the frequency  
press the VLOC Flip-flop Key. To displayVLOC  
course information on the external CDI (or  
HSI) press the CDI Key and verify that ‘VLOC’  
is displayed at the bottom left corner of the  
screen, directly above the CLR Key.  
‘GPS’ Annunciator  
‘VLOC’ Annunciator  
Figure 9-8 GPS and VLOC Annunciators  
NOTE: The external CDI (or HSI) must be coupled  
to the VLOC receiver for approaches which are  
not approved for GPS. See ILS example in Section  
6.3.  
8) For precision approaches and some non-  
precision approaches, a reminder window  
appears indicating that GPS guidance on such  
approaches is strictly for monitoring only—use  
theVLOC receivers and external CDI (or HSI) for  
primary navigation. To confirm this reminder,  
highlight ‘Yes?’ and press the ENT Key.  
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SECTION 10  
AUX PAGES  
Quickly selecting an AUX page:  
SECTION 10: AUX PAGES  
1) From any page, press and hold the CLR Key to  
select the Default NAV Page (Figure 10-2). If  
any of the main pages are already displayed,  
this step may be skipped.  
10.1 AUX PAGE GROUP  
Section 3.1 introduced the GNS 530s main page  
groups (Table 10-1)—NAV, WPT, AUX, NRST—and  
described each page in the NAV group. The third page  
group (AUX) allows the pilot to change unit settings. The  
AUX pages (Figure 10-1) also provide trip planning, fuel  
planning, density altitude, true airspeed, and winds aloft  
calculations.  
Page Groups  
NAV Group WPT Group AUX Group NRST Group  
see Section 3 see Section 7 3 AUX pages see Section 8  
Figure 10-2 Default NAV Page  
Table 10-1 Page Groups  
2) Turn the large right knob to select the AUX  
Page Group (Figure 10-3). AUX’ appears along  
the bottom of the screen.  
Setup  
Flight Planning  
Utility  
Figure 10-1 AUX Pages  
NOTE: The AUX Page Group may have four AUX  
pages available when the GNS 530 installation  
includes connection to a weather information  
source. See Section 14 of this manual for more  
information.  
Figure 10-3 Flight Planning Page  
3) Turn the small right knob to select the desired  
AUX page.  
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SECTION 10  
AUX PAGES  
3) Press the ENT Key (Figure 10-5) to display the  
10.2 FLIGHT PLANNING PAGE  
desired page.  
The Flight Planning Page (Figure 10-4) provides access  
(via ‘menu options’) to E6B functions for fuel planning,  
trip planning, density altitude/true airspeed/winds aloft  
calculations, and a ‘Crossfill’ function to transfer flight  
plans/user waypoints to a second 400/500-series Garmin  
unit. When a menu option is selected, the corresponding  
page appears providing additional information and  
features.  
Menu Options (to Select,  
Highlight with Cursor and  
Press the ENT Key)  
Figure 10-5 Density Alt/TAS/Winds Page  
The following menu options are available:  
• Fuel Planning - When equipped with fuel flow  
(FF) and/or fuel on board (FOB) sensors, this  
option displays current fuel conditions along  
the active direct-to or flight plan. The pilot may  
also manually enter fuel flow, ground speed (GS)  
and (in some instances) fuel on board figures for  
planning purposes. Fuel planning figures can be  
displayed not only for the currently active flight  
plan or direct-to, but also point-to-point between  
two specified waypoints and for any programmed  
flight plan.  
Position of  
Current Page  
within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current Page Group  
Figure 10-4 Flight Planning Page  
Selecting a menu option from the Flight  
Planning Page:  
Fuel planning figures can be entered and  
displayed based upon one of three possible  
configurations:  
1) Press the small right knob momentarily, to  
No fuel sensors connected - In this instance  
fuel flow is manually entered and is used  
to calculate fuel on board. When fuel flow  
or fuel on board is manually entered, the  
figures are retained the next time the page is  
displayed (with fuel on board continuously  
recalculated).  
activate the flashing cursor (Figure 10-4).  
2) Turn the large right knob to select the desired  
menu option.  
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SECTION 10  
AUX PAGES  
Fuel flow sensor installed, but no fuel on  
board sensor - Fuel on board is manually  
entered. Fuel flow is automatically provided  
by sensor. If fuel flow is manually entered  
(to override the sensor), it does not affect the  
FOB figure and is not retained the next time  
the page is displayed.  
Fuel flow and fuel on board sensors installed  
- Fuel flow and fuel on board are automati-  
cally provided by sensors. Fuel on board can  
NOT be entered manually. Fuel flow can be  
entered manually, but does not affect the FOB  
figure and is not retained the next time the  
page is displayed.  
• Density Alt/TAS/Winds - Indicates the  
theoretical altitude at which the aircraft can  
perform depending upon several environmental  
conditions, including indicated altitude (IND  
ALT), barometric pressure (BARO), and total air  
temperature (TAT; the temperature, including the  
heating effect of speed, read on a standard outside  
temperature gauge). This menu option computes  
true airspeed (TAS), based upon the factors  
above and the calibrated airspeed (CAS). Also,  
this menu option determines winds aloft (the  
wind direction and speed) and a head wind/tail  
wind component, based upon the calculated  
density altitude (DEN ALT), true airspeed, aircraft  
heading (HDG), and ground speed.  
Trip Planning - Allows the pilot to view desired  
track (DTK), distance (DIS), estimated time  
enroute (ETE), enroute safe altitude (ESA), and  
estimated time of arrival (ETA) information for a  
direct-to, point-to-point between two specified  
waypoints, or for any programmed flight plan.  
This option also displays the sunrise/sunset times  
for your destination waypoint (for the selected  
departure date).  
• Scheduler - Displays reminder messages (such as  
‘Change oil’, ‘Switch fuel tanks’, ‘Overhaul’, etc.).  
One-time, periodic, and event-based messages  
are allowed. One-time messages appear once  
the timer expires and reappear each time the  
GNS 530 is powered on, until the message is  
deleted. Periodic messages automatically reset  
to the original timer value, once the message is  
displayed. Event-based messages do not use a  
timer, but rather a specific date and time.  
NOTE: Point-to-point waypoints, flight plans,  
and/or ground speed (default is current GPS-  
calculated ground speed) entered on the Fuel  
Planning Page automatically transfers to theTrip  
Planning Page, and vice versa.  
• Crossfill - Allows the pilot to transfer the active  
flight plan, any stored flight plan, a user waypoint,  
or all user waypoints between two 400/500-series  
Garmin units in a dual-unit installation. See  
Section 5.1, Flight Plan Catalog Options and  
information following in this section for details.  
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SECTION 10  
AUX PAGES  
Flight Planning Page: Fuel Planning  
Performing fuel planning operations:  
1) Select ‘Fuel Planning’ from the Flight Planning  
Page, using the steps described in Section  
10.2.  
2) The current fuel planningmode’ is displayed at  
the top of the page:POINT TO POINT’ or ‘FPL’  
(for a flight plan). To change the mode, press  
the MENU Key to display the Fuel Planning  
Page Menu for the other mode, then press the  
ENT Key to accept the other mode.  
Figure 10-6 Fuel Planning Page, Point-to-Point  
4) For flight plan fuel planning (Figure 10-7), turn  
the small right knob to select the desired flight  
plan by number (already stored in memory;  
00 is the active flight plan). Turn the large  
right knob to highlight the ‘LEG’ field and  
turn the small right knob to select the desired  
leg of the flight plan, or select ‘Cum’ to apply  
fuel planning calculations to the entire flight  
plan.  
NOTE: TheChange Fields?’ option above is only  
available on GNS 530 installations which include  
a Shadin fuel computer. In these installations,use  
the ‘Change Fields?’ option to review separate  
fuel information for left and right engines.  
3) For point-to-point fuel planning (Figure 10-6),  
turn the small and large right knobs to enter  
the identifier of the ‘from’ waypoint. Once  
the waypoint’s identifier is entered, press the  
ENT Key to accept the waypoint. The flashing  
cursor moves to the ‘to’ waypoint. Again, turn  
the small and large right knobs to enter the  
identifier of the ‘to’ waypoint and press the  
ENT Key to accept the waypoint. OR,  
Figure 10-7 Fuel Planning Page, Flight Plan  
5) If the fuel management system does not enter  
the data automatically, turn the large right  
knob to highlight the fuel on board (FOB)  
field.  
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SECTION 10  
AUX PAGES  
6) Use the small and large right knobs to enter  
the amount of fuel on board. Press the ENT  
Key when finished.  
Flight Planning Page: Trip Planning  
Performing trip planning operations:  
1) Select ‘Trip Planning’ from the Flight Planning  
Page, using the steps described in this  
section.  
7) The flashing cursor moves to the fuel flow (FF)  
field. Use the small and large right knobs to  
enter the fuel flow rate. Press the ENT Key  
when finished. Note that if a fuel system is  
providing current fuel flow, the fuel flow field  
defaults to this value.  
2) The current trip planningleg mode’ is displayed  
at the top of the page: ‘POINT TO POINT’ or  
‘FPL LEG’ (for a flight plan leg). To change the  
leg mode, press the MENU Key to display the  
Flight Planning Page Menu for the other leg  
mode, then press the ENT Key to accept the  
other leg mode.  
8) The flashing cursor moves to the ground speed  
(GS) field. Use the small and large right knobs  
to enter the ground speed. Press the ENT Key  
when finished.  
3) For point-to-point trip planning, turn the small  
and large right knobs to enter the identifier  
of the ‘from’ waypoint. Once the waypoint’s  
identifier is entered, press the ENT Key to  
accept the waypoint. The flashing cursor moves  
to theto’ waypoint (Figure 10-14). Again,turn  
the small and large right knobs to enter the  
identifier of the ‘to’ waypoint and press the  
ENT Key to accept the waypoint. OR,  
9) With all variables entered, the following  
information is provided:  
REQ - Quantity of fuel required  
LFOB - Left-over fuel on board  
LRES - Left-over fuel reserve time  
EFF - Efficiency, expressed in distance per fuel  
units (e.g., nautical miles per gallon)  
RNG - Range (distance)  
4) Forflight plan leg’ trip planning, turn the small  
right knob to select the desired flight plan  
(already stored in memory), by number. Turn  
the large right knob to highlight theLEG’ field  
(Figure 10-15) and turn the small right knob  
to select the desired leg of the flight plan, or  
selectCum’ to apply trip planning calculations  
to the entire flight plan.  
ENDUR - Flight endurance, or total available  
flight time  
10) To reconfigure the data fields press the MENU  
Key to display the options window (Figure  
10-13). Turn the small right knob to highlight  
thechange fields?’ option. Press the ENT Key  
to reconfigure the data fields. Turn the large  
right knob to select the desired field. Turn  
the small right knob to highlight the desired  
data. Press the ENT Key to select the data  
configuration.  
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SECTION 10  
AUX PAGES  
5) Turn the large right knob to highlight the  
departure time (DEP TIME) field (Figure  
10-8).  
Flight Planning Page: Density Alt/TAS/Winds  
Calculating density altitude, true airspeed,  
and winds aloft:  
1) Select ‘Density Alt/TAS/Winds’ from the Flight  
Planning Page, using the steps described at the  
beginning of this section.  
2) The flashing cursor highlights the indicated  
altitude (INDALT) field. Use the small and large  
right knobs to enter the altitude indicated on  
the altimeter (Figure 10-9). Press the ENT Key  
when finished.  
Figure 10-8 Departure Field Highlighted  
6) Use the small and large right knobs to enter  
the departure time. Press the ENT Key when  
finished. Departure time may be entered in local  
or UTC time, depending upon unit settings, see  
Section 10.4, Setup Page: Date/Time.  
7) The flashing cursor moves to the ground speed  
(GS) field. Use the small and large right knobs  
to enter the ground speed. Press the ENT Key  
when finished.  
Figure 10-9 Indicated Altitude Selected  
3) The flashing cursor moves to the calibrated  
airspeed (CAS) field. Use the small and large  
right knobs to enter the airspeed from the  
airspeed indicator. Press the ENT Key when  
finished.  
8) With all variables entered, the following  
information is provided:  
DTK - Desired track, or desired course  
DIS - Distance  
4) The flashing cursor moves to the barometric  
pressure (BARO) field. Use the small and large  
right knobs to enter the barometric pressure  
(altimeter setting). Press the ENT Key when  
finished.  
ETE - Estimated time enroute  
ESA - Enroute safe altitude  
ETA - Estimated time of arrival  
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SECTION 10  
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5) The flashing cursor moves to the total air  
temperature (TAT) field. Use the small and  
large right knobs to enter the temperature  
(Figure 10-10). Press the ENT Key when  
finished.  
Flight Planning Page: Scheduler  
Entering a scheduled message:  
1) SelectSchedulerfromthe Flight Planning Page,  
using the steps described in this section.  
2) The flashing cursor highlights the first message  
field. If necessary, turn the large right knob  
to highlight the first blank message field.  
3) Use the small and large right knobs to enter  
the message text. Press the ENT Key when  
finished. (The GNS 530 stores up to nine  
scheduled messages holding 20 characters  
each.)  
4) The flashing cursor moves to the type field  
under the new message. Turn the small right  
knob to display a window of available options  
(Figure 10-11): Event, One Time, Periodic.  
Press the ENT Key to select.  
Figure 10-10 TAT Selected  
6) The flashing cursor moves to the aircraft  
heading (HDG) field. Use the small and large  
right knobs to enter the aircraft heading from  
the directional gyro or compass. Press the ENT  
Key when finished.  
7) With all variables entered, the following  
information is provided:  
DEN ALT - Density altitude  
TAS - True airspeed  
WIND - Wind direction and speed  
HEAD/TAIL WIND - Magnitude of head wind  
or tail wind component  
Figure 10-11 Type Field Highlighted  
NOTE: If the installation includes components  
(such as an airdata sensor) to provide any of the  
variables above, the DensityAlt/TAS/Winds Page  
data defaults to the values provided by these  
components.  
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5) The flashing cursor moves to the time/date field.  
Use the small and large right knobs to set the  
time or date (Figure 10-12) required before  
the message is displayed. Time is entered as  
hours/minutes/seconds (hhh:mm:ss). Event-  
based messages expire at a specific date and  
time. Press the ENT Key when finished.  
Deleting a scheduled message:  
1) SelectSchedulerfromthe Flight Planning Page,  
using the steps described in this section.  
2) The flashing cursor highlights the first message  
field. Turn the large right knob to highlight  
the desired message field.  
3) Press the CLR Key to delete the message  
text, followed by the ENT Key to confirm the  
deletion.  
Flight Planning Page: Crossfill  
Select ‘Crossfill?’ from the Flight Planning Page, the  
Default NAV Page, or Active Flight Plan Page by pressing  
the MENU Key, and then scrolling down to ‘Crossfill’ and  
pressing the ENT key.  
The crossfill method options are Auto or Manual:  
• Automatic Operation: If both units are set to  
automatic, a change in the active flight plan of  
one unit is also be seen in the other. Initiating a  
direct-to to a waypoint on one unit also initiates a  
direct-to to the same waypoint on the other unit.  
Figure 10-12 Date Field Selected  
Editing a scheduled message:  
1) SelectScheduler’ from the FlightPlanningPage,  
using the steps described at the beginning of  
this section.  
If one unit is set for automatic crossfill and the  
other is set for manual crossfill, then only the  
auto unit automatically sends data to the manual  
unit. In this configuration, the auto unit could be  
thought of as the master unit.  
2) The flashing cursor highlights the first message  
field.  
3) To edit the message text, turn the large right  
knob to highlight the desired message field.  
Use the small and large right knobs to edit the  
message text—entering the new text directly  
over the old message. Press the ENT Key when  
finished.  
• Manual Operation: If manual operation is  
desired, the pilot must invoke all transfers  
from that unit. When a unit is configured for  
automatic transfer, a manual transfer can also  
be done on command. If either of the messages  
‘data transfer error’ or ‘data transfer cancelled’ are  
received during an automatic or manual transfer,  
the pilot must force another transfer.  
4) To edit the time field, turn the large right  
knob to highlight the field. Use the small and  
large right knobs to edit the new date or  
time—entering the new value directly over the  
old figure. Press the ENT Key when finished.  
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Transferring flight plans or user waypoints  
to/from a second 400/500-series unit:  
3) The flashing cursor highlights the transfer data  
option (TRANSFER) field. Turn the small right  
knob to display a window of available data  
options (Figure 10-14).  
1) SelectCrossfill’ from the Flight Planning Page,  
using the steps described at the beginning of  
this section.  
2) The flashing cursor highlights the method field.  
Turn the small right knob to select Auto’ or  
‘Manual’ (Figure 10-13). Auto’ automatically  
transfers any selection of (or any change to) a  
direct-to destination or active flight plan to a  
second 400/500-series Garmin unit.  
Figure 10-14 Transfer Window  
• Active Flight Plan - Transfer the active flight plan  
to/from a second 400/500-series Garmin unit in  
a dual unit installation. This option is the default  
when selecting ‘Crossfill’ from the Active Flight  
Plan Page.  
• Flight Plan - Transfer any stored flight plan  
to/from a second 400/500-series unit, by selecting  
the flight plan by number. This option is the  
default when selecting ‘Crossfill’ from the Flight  
Plan Catalog Page. See also Section 5.1, Flight  
Plan Catalog Page Options.  
Figure 10-13 Crossfill Method Window  
NOTE: Crossfill requires both 400/500-series  
units to have the same Jeppesen NavData  
database cycle number.  
• User Waypoints (all) - Transfer all stored user  
waypoints to/from a second 400/500-series unit.  
• User Waypoint - Transfer the specified user  
waypoint to a second 400/500-series unit.  
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4) Continue turning the small right knob to select  
the desired data option. Press the ENT Key  
when finished.  
10.3 UTILITY PAGE  
The Utility Page (Figure 10-15) provides access (via  
menu options) to checklists, a count down/up timer, trip  
timers,tripstatistics,RAIM(ReceiverAutonomousIntegrity  
Monitoring) prediction, software versions, database  
versions, and terrain database version information. When  
a menu option is selected, the corresponding page appears  
providing additional information and features.  
5) For a stored flight plan (‘Flight Plan’ data  
option), the flight plan number field is  
highlighted. Turn the small right knob to  
select the desired flight plan and press the  
ENT Key.  
6) For a specified user waypoint (‘UserWaypoint’  
data option), the waypoint identifier field is  
highlighted. Use the small and large right  
knobs to enter the identifier of the desired user  
waypoint. Press the ENT Key when finished.  
NOTE: Scroll down to view the last 3 items  
(Software Versions, Database Versions, and  
Terrain Database Versions) listed on the Utility  
Page.  
7) The flashing cursor moves to theCROSS-SIDE’  
field. Turn the small right knob to select ‘To’  
or ‘From’ and press the ENT Key.  
Menu Options (to Select,  
Highlight with Cursor and  
Press the ENT Key)  
8) The flashing cursor moves to the ‘Initiate  
Transfer?’ confirmation field. Press the ENT  
Key to transfer the selected data.  
Position of  
Current Page  
within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current Page Group  
Figure 10-15 Utility Page  
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Selecting a menu option from the Utility  
Page:  
• RAIM Prediction - Predicts if GPS coverage is  
available for the current location or at a specified  
waypoint at any time and date. Receiver  
1) Press the small right knob momentarily, to  
Autonomous Integrity Monitoring (RAIM)  
performs checks to ensure that the GNS 530  
will have adequate satellite geometry during  
the flight. RAIM availability is near 100% in  
Oceanic, Enroute, and Terminal phases of flight.  
Because FAA TSO requirements for non-precision  
approaches specify significantly better satellite  
coverage than other flight phases, RAIM may not  
be available when flying some approaches. The  
GNS 530 automatically monitors RAIM during  
approach operations and warn the pilot if RAIM is  
not available. In such cases, use an external LOC  
receiver instead for many of the non-precision  
and precision approaches stored on the Jeppesen  
NavData Card. RAIM prediction helps the pilot  
plan for a pending flight to confirm GPS operation  
during an approach.  
activate the flashing cursor (Figure 10-15).  
2) Turn the large right knob to select the desired  
menu option  
3) Press the ENT Key to view the selected page  
(Figure 10-16).  
Figure 10-16 Trip Statistics Page  
An ‘INTEG’ annunciation at the bottom left corner  
of the screen (Figure 10-17) indicates that satellite  
coverage is insufficient to pass built-in RAIM tests.  
When this occurs, the GPS receiver continues to  
provide navigation information, but should not  
be used for primary navigation guidance. Use an  
alternate navigation source.  
The following menu options are available:  
• Checklists - Provides up to nine different user-  
defined checklists containing up to 30 items each.  
• Flight Timers - Provides count up/down timers,  
plus automatic recording of departure time and  
total trip time. Departure and total trip time  
recording can be configured to run either any time  
GNS 530 power is on, or only when ground speed  
exceeds 30 knots.  
Trip Statistics - Provides readouts for trip  
odometers, average speed, and maximum speed.  
These readouts are resettable (individually or all  
at once) by pressing the MENU Key to display the  
Trip Statistics Page Menu.  
Figure 10-17 ‘INTEG’ Annunciation  
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If a ‘WARN’ annunciation appears at the  
bottom left corner, GPS satellite coverage may  
be sufficient, but the GNS 530 has detected a  
position error which exceeds protection limits.  
In this condition, all GPS navigation data on the  
GNS 530 is disabled. Use an alternate navigation  
source.  
Utility Page: Checklists  
Creating a checklist:  
1) Select ‘Checklist’ from the Utility Page using  
the steps described at the beginning of this  
section (10.3). Press the ENT Key to display a  
list of checklists.  
2) Press the MENU Key to display the Checklist  
Page Menu (Figure 10-18). Turn the large  
right knob to select ‘Create New Checklist?’  
and press the ENT Key.  
• Software Versions - Provides software version  
information for the operating software within  
the GPS receiver, COM transceiver, and main  
processor board.  
• Database Versions - Displays the current Jeppesen  
database type and expiration date, along with the  
version and type of built-in land database.  
• Terrain Database Versions - Displays the current  
version and area of coverage of each terrain and  
obstacle database. If a database is found to be  
missing and/or deficient, the TAWS system fails  
the self-test and issues a failure message.  
Figure 10-18 Checklist Page Menu  
3) Use the small and large right knobs to enter  
the name of a checklist. Press the ENT Key  
when finished. (Up to nine different checklists  
can be created and stored in the GNS 530.)  
4) Use the small and large right knobs to enter  
each checklist item, followed each time by the  
ENT Key. Each checklist may contain up to 30  
line items of as much as 16 characters long.  
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Executing a checklist:  
Inserting a checklist step into an existing  
checklist:  
1) With the Checklists Page displayed, turn the  
large right knob to select the desired checklist  
and press the ENT Key.  
1) With the Checklists Page displayed, turn the  
large right knob to select the desired checklist  
and press the ENT Key.  
2) As each checklist item is completed, press the  
ENT Key to move to the next item on the list.  
2) Turn the large right knob to highlight the  
existing checklist entry which immediately  
follows the new checklist step.  
Editing a checklist:  
1) With the Checklists Page displayed, turn the  
large right knob to select the desired checklist  
and press the ENT Key.  
3) Turn the small and large right knobs to enter  
the new checklist step. Press the ENT Key  
when finished.  
2) Press the MENU Key to display an options  
menu. Select ‘Edit Item?’ and press the ENT  
Key, then use the small and large right knobs  
to edit each checklist item. Press the ENT Key  
when finished.  
Deleting a checklist or all checklists:  
1) With the Checklists Page displayed, press the  
MENU Key to display an options menu.  
2) Turn the large right knob to select ‘delete  
checklist’ or ‘delete all checklists’ and press  
the ENT Key.  
3) With ‘Yes?’ highlighted on the confirmation  
window (figure 10-19), press the ENT Key  
to remove the checklist or all checklists from  
memory.  
Figure 10-19 Delete Checklist Confirmation Window  
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Copying a checklist:  
Utility Page: Flight Timers  
1) With the Checklists Page displayed and the  
desired checklist selected, press the MENU  
Key.  
Viewing, using, or resetting the generic  
timer:  
1) Select ‘Flight Timers’ from the Utility Page,  
using the steps described at the beginning of  
this section (10.3).  
2) Turn the large right knob to select ‘Copy  
Checklist? and press the ENT Key to copy  
the checklist to an empty checklist memory  
location.  
2) The flashing cursor highlights ‘Start?’.To start  
the generic timer, press the ENT Key. Count up  
timers typically begin with this step; however,  
for count down timers, to enter a count  
direction and time before starting the timer,  
see the following steps.  
Sorting the checklists by name or entry:  
1) With the Checklists Page displayed, press the  
MENU Key to display an options menu.  
2) Turn the large right knob to select ‘Sort List  
By Entry?’ or ‘Sort List By Name?’ and press  
the ENT Key.  
3) To change the count direction, turn the large  
right knob to highlight the count direction  
field (Figure 10-20): ‘Down’ or ‘Up’. Turn the  
small right knob to select the desired count  
direction. Press the ENT Key when finished.  
Figure 10-20 Count Window  
4) For a count down timer, turn the large right  
knob to highlight the time field. Use the small  
and large right knobs to enter the count down  
time—in hours, minutes, and seconds. Press  
the ENT Key when finished.  
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5) To stop the generic timer, turn the large right  
knob to highlight ‘Stop? and press the ENT  
Key.  
Viewing, using, or resetting total trip time:  
1) Select ‘Flight Timers’ from the Utility Page,  
using the steps described at the beginning of  
this section.  
6) To reset the generic timer, turn the large right  
knob to highlight the time field. Press the CLR  
Key, followed by the ENT Key.  
2) Turn the large right knob to highlight the reset  
mode field, under ‘Total Trip Time’ (Figure 10-  
22). The reset mode field indicates ‘Pwr-on’ or  
‘GS>30kt’.  
Recording or resetting the departure time:  
1) Select ‘Flight Timers’ from the Utility Page,  
using the steps described at the beginning of  
this section (10.3).  
2) Turn the large right knob to highlight the reset  
mode field, under ‘Departure Time’. The reset  
mode field indicates ‘Pwr-on’ or ‘GS>30kt’.  
3) Turn the small right knob to select the desired  
reset mode (Figure 10-21). ‘Pwr-on’ records  
a departure time when the GNS 530 is turned  
on. ‘GS>30kt’ records a departure time once  
the GPS-computed ground speed exceeds 30  
knots.  
Figure 10-22 Total Trip Reset Mode Window  
3) Turn the small right knob to select the desired  
reset mode. ‘Pwr-on’ records trip time, in  
hours/minutes/seconds, any time the GNS 530  
is turned on. ‘GS>30kt’ records trip time any  
time the GPS-computed ground speed exceeds  
30 knots.  
4) Press the ENT Key when finished.  
5) To reset the total trip time, turn the large right  
knob to highlight ‘Reset?’ and press the ENT  
Key.  
Figure 10-21 Departure Reset Mode Window  
4) Press the ENT Key when finished.  
5) To reset the departure time,turn the large right  
knob to highlight ‘Reset?’ and press the ENT  
Key.  
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Utility Page: Trip Statistics  
Utility Page: RAIM Prediction  
Resetting trip statistics readouts:  
Predicting RAIM availability:  
1) Select ‘Trip Statistics’ from the Utility Page ,  
using the steps described at the beginning of  
this section.  
1) Select ‘RAIM Prediction’ from the Utility Page,  
using the steps described at the beginning of  
this section.  
2) Press the MENU Key to display the Trip  
Statistics Page Menu with several reset options  
(Figure 10-23):  
2) The flashing cursor highlights the waypoint  
field. Use the small and large right knobs  
to enter the identifier of the waypoint at  
which the pilot wants to determine RAIM  
availability. Press the ENT Key when finished.  
(To determine RAIM availability for the present  
position, press the CLR Key, followed by the  
ENT Key.)  
ResetTrip? - Resets trip odometer and average  
ground speed readouts  
Reset Max Speed? - Resets maximum speed  
readout only  
Reset Odometer? - Resets odometer readout  
only  
3) The flashing cursor moves to the arrival date  
field. Use the small and large right knobs to  
enter the date for which the pilot wants to  
determine RAIM availability. Press the ENT  
Key when finished.  
Reset All? - Resets all trip statistics readouts  
4) The flashing cursor moves to the arrival time  
field. Use the small and large right knobs to  
enter the time for which the pilot wants to  
determine RAIM availability. Press the ENT  
Key when finished.  
Figure 10-23 Trip Statistics Page Menu  
3) Turn the large right knob to select the desired  
reset option and press the ENT Key.  
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5) The flashing cursor moves to ‘Compute  
RAIM?’ (Figure 10-24). Press the ENT Key to  
begin RAIM prediction. Once calculations are  
complete, the GNS 530 displays one of the  
following in the RAIM status field:  
Utility Page: Software Versions  
The Software Versions Page (Figure 10-25) displays  
software version information for each of the various  
subsystems contained within the GNS 530. This page  
is for information purposes only—no user functions are  
available from this page.  
Figure 10-24 ‘Compute RAIM?’ Highlighted  
Figure 10-25 Software Versions Page  
RAIM Not Available - Satellite coverage is  
predicted to NOT be sufficient for reliable  
operation during non-precision approaches  
Utility Page: Database Versions  
RAIMAvailable - Satellite coverage is predicted  
to be sufficient for reliable operation during  
all flight phases, including non-precision  
approaches  
The Database Versions Page (Figure 10-26) displays  
the navigation database type and version information as  
well as the land database type and version. This page  
is for information purposes only—no user functions are  
available from this page.  
NOTE: RAIM computations predict satellite  
coverage within ±15 minutes of the specified  
arrival date and time. Refer to Section 10.4 for  
specific information regarding RAIM protection  
limits, also refer to Section 15 for FDE (Fault  
Detection and Exclusion) information.  
Figure 10-26 Database Versions Page  
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Utility Page: Terrain Database Versions  
10.4 SETUP PAGE  
The Terrain Database Versions Page (Figure 10-27)  
displays the current version and area of coverage of each  
terrain and obstacle database. This page is for information  
purposes only—no user functions are available from this  
page.  
The Setup Page (Figure 10-28) provides access (via  
menuoptions)toairspacealarms, CDIscaleadjustment, an  
arrival alarm, units of measure settings, position formats,  
map datums, and settings for local or UTC time display.  
When a menu option is selected, the corresponding page  
appears providing access to the various unit settings.  
Menu Options (to Select,  
Highlight with Cursor and  
Press the ENT Key)  
Figure 10-27 Terrain Database Versions Page  
Position of  
Current Page  
within Current  
Page Group  
Number of Pages in  
Current Page Group  
Current Page Group  
Figure 10-28 Setup Page  
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Selecting a menu option from the Setup  
Page:  
During approach operations the CDI scale  
gradually ramps down even further, to 0.3 nm.  
This transition normally occurs within 2.0 nm of  
the final approach fix (FAF). If a lower CDI scale  
setting is selected (i.e., 1.0 nm or 0.3 nm) the  
higher scale settings are not selected during any  
phase of flight. For example, if 1.0 nm is selected,  
the GNS 530 uses this for the enroute and  
terminal phase and ramp down to 0.3 nm during  
an approach. Note that the Receiver Autonomous  
Integrity Monitoring (RAIM) protection limits  
listed in Table 10-2 follow the selected CDI scale  
and corresponding modes:  
1) Press the small right knob momentarily, to  
activate the flashing cursor.  
2) Turn the large right knob to select the desired  
menu option, and press the ENT Key (Figure  
10-29).  
CDI Scales and Corresponding Flight Phases  
Oceanic  
Figure 10-29 Units/Position Page  
The following menu options are available:  
• ‘CDI/Alarms’ - Allows the pilot to define the scale  
for the GNS 530s on-screen course deviation  
indicator. The scale values represent full scale  
deflection for the CDI to either side (Figure  
10-30). The default setting is ‘Auto’. At this  
setting, the CDI scale is set to 5 nm during the  
enroute/oceanic phase of flight. Within 30 nm  
of the destination airport the CDI scale gradually  
ramps down to 1.0 nm (terminal area). Likewise  
when leaving the departure airport the CDI scale  
is set to 1.0 nm and gradually ramps UP to 5 nm  
beyond 30 nm (from the departure airport).  
Enroute  
Terminal  
Approach  
(for each scale/phase to be available,  
‘Selected CDI’ must be set to ‘5.00nm’)  
Figure 10-30 CDI Scales  
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the aircraft is more than 500 feet above or below  
an airspace, the pilot is not notified with an alert  
message; if the aircraft is less than 500 feet above  
or below an airspace and projected to enter it, the  
pilot is notified with an alert message. The default  
is 200 feet.  
CDI Scale/Flight Phase: RAIM Protection:  
Auto (oceanic)  
5.0 nm or Auto  
(enroute)  
4.0 nm  
2.0 nm  
±
±1.0 nm or Auto (terminal) 1.0 nm  
±
0.3 nm or Auto  
0.3 nm  
• ‘Units/Position’ - Allows the pilot to configure  
the displayed data to standard or metric units of  
measure. This setting applies to distance, speed,  
altitude, fuel, pressure, and temperature. Also  
provides three magnetic variation (heading)  
options: True, Auto, or User-defined. If ‘Auto’ is  
selected, all track, course and heading information  
is corrected to the magnetic variation computed  
by the GPS receiver. The ‘True’ setting references  
all information to true north, and the ‘User’ setting  
corrects information to an user-entered value.  
(approach)  
Table 10-2 CDI Scales  
An ‘auto’ ILS CDI selection allows the GNS 530  
to automatically switch the external CDI from  
the GPS receiver to the VLOC receiver, when  
established on the final approach course (Section  
6.3). Or, select ‘manual’ to manually switch the  
external CDI connection, as needed.  
Configuration settings for position format are  
also provided, and the map datum setting is  
shown. The map datum used in the GNS 530  
is WGS 84. Note that a map datum that does  
not match the charts can result in significant  
differences in position information. When using  
the paper charts for reference only, the GNS 530  
still provides correct navigation guidance to the  
waypoints contained in the database, regardless of  
the datum differences.  
An arrival alarm, provided on the CDI/Alarms  
Page, may be set to notify the pilot with a message  
when the aircraft has reached a user-defined  
distance to the final destination (the direct-to  
waypoint or the last waypoint in a flight plan).  
Once the aircraft has reached the set distance (up  
to 99.9 units), an ‘Arrival at [waypoint]’ message  
is displayed.  
The Airspace Alarms fields allow the pilot to  
turn the controlled/special-use airspace message  
alerts on or off. This does not affect the alerts  
listed on the Nearest Airspace Page or the  
airspace boundaries depicted on the Map Page. It  
simply turns on/off the warning provided when  
approaching or near an airspace.  
An altitude buffer is also provided which ‘expands’  
the vertical range above or below an airspace.  
For example, if the buffer is set at 500 feet, and  
• ‘Date/Time’ - Provides settings for time format  
(local or UTC; 12- or 24-hour) and time offset.  
The time offset is used to define current local  
time. UTC (also called GMT or Zulu) date  
and time are calculated directly from the GPS  
satellites’ signals and cannot be changed. To use  
local time, simply designate the offset by adding  
or subtracting the correct number of hours.  
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• ‘Display Backlight’ - Allows the pilot to adjust the  
display for optimum viewing in any condition.  
Automatic backlighting is available which uses  
a built-in photocell (at the top left corner of  
the display bezel) to make the proper display  
adjustments without any user intervention. The  
pilot may also select manual control of the display  
contrast and backlighting of the GNS 530s  
display.  
Setup Page: CDI/Alarms  
Setting the airspace warning messages or  
changing the altitude buffer:  
1) SelectCDI/Alarms’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
2) Turn the large right knob to highlight the  
‘On’/’Off’ field next to the desired airspace  
type.MOAs & OtherAirspace’ includes military  
operation, alert, caution, danger, training, and  
warning areas.  
• ‘Nearest Airport Criteria’ - Defines the minimum  
runway length and surface type used when  
determining the nine nearest airports to display  
on the Nearest Airport Page. A minimum runway  
length and/or surface type may be entered to  
prevent airports with small runways, or runways  
that are not of appropriate surface, from being  
displayed. The default settings are ‘0 feet (or  
meters)’ for runway length and ‘any’ for runway  
surface type.  
3) Turn the small right knob to selectOn’ orOff’,  
as desired (Figure 10-31). Press the ENT Key  
to accept the selection.  
• ‘Data Field Configuration’ - Allows the pilot to  
select what type of data is displayed in the data  
field directly below the VLOC Window. Available  
data options are: VOR/LOC data, or a configurable  
data field (to display information such as ground  
speed, track, or distance to destination). If the  
GNS 530 is interfaced with a traffic information  
device (see Section 14), thumbnail traffic can be  
configured for display in the data field.  
Figure 10-31 Restricted Alarm Window  
• ‘COM Configuration’ - Allows the pilot to select 8.33  
kHz or 25.0 kHz COM frequency channel spacing.  
NOTE: 8.33 kHz VHF communication frequency  
channel spacing is not approved for use in the  
United States. Select the 25.0 kHz channel  
spacing option for use in the United States.  
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4) To change the altitude buffer, turn the large  
right knob to highlight the Altitude Buffers’  
field (Figure 10-32). Use the small and large  
right knobs to enter the desired buffer  
distance. Press the ENT Key when finished.  
Setup Page: CDI Scale/Alarms  
Changing the maximum CDI scale:  
1) SelectCDI/Alarms’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
2) The flashing cursor highlights theSelected CDI’  
field (Figure 10-33). Turn the small right knob  
to select the desired CDI scale. The selected  
scale and any lower scale settings are used  
during the various phases of flight as described  
at the beginning of this section.  
Figure 10-32 Buffer Distance Field Selected  
NOTE: When an approach has been loaded into  
the active flight plan, airspace alert messages  
are disabled within 30nm of the destination  
airport.  
Figure 10-33 Selected CDI Field Highlighted  
3) Press the ENT Key to accept the selected  
scale. The ‘System CDI’ field displays the CDI  
scale currently in use. The ‘System CDI’ setting  
may differ from the ‘Selected CDI’ depending  
upon the current phase of flight (as described  
previously in this section).  
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AUX PAGES  
Changing the ILS CDI scale:  
Setting the arrival alarm and alarm  
distance:  
1) SelectCDI/Alarms’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
1) SelectCDI/Alarms’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
2) Turn the large right knob to highlight the ‘ILS  
CDI Capture’ field.  
2) Turn the large right knob to highlight the  
‘On’/’Off’ field (directly below Arrival Alarm’).  
3) Turn the small right knob to select Auto’ or  
‘Manual’ as desired (Figure 10-34). Press the  
ENT Key to accept the selection.  
3) Turn the small right knob to select ‘On’ or  
‘Off’, as desired. Press the ENT Key to accept  
the selection.  
4) The flashing cursor moves to the alarm distance  
field (to the immediate right of ‘On’ or ‘Off’).  
To enter an arrival alarm distance,use the small  
and large right knobs to enter the desired  
alarm distance. Press the ENT Key when  
finished.  
NOTE: The CDI scale is always measured in  
nautical miles, regardless of the current distance  
units of measure selected on the Units/Position  
Page.  
Figure 10-34 ILS CDI Window  
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AUX PAGES  
Changing the units of measure:  
Setup Page: Units/Position  
1) Select ‘Units/Position’ from the Setup Page,  
using the steps described at the beginning of  
this section.  
Setting the magnetic variation:  
1) Select ‘Units/Position’ from the Setup Page,  
using the steps described at the beginning of  
this section.  
2) Turnthelargerightknobtohighlightthedesired  
units of measure category (Figure 10-36).  
2) The flashing cursor highlights the heading  
mode field. Turn the small right knob to  
select the desired heading mode: Auto, True,  
or User (Figure 10-35). Press the ENT Key to  
accept the selection. (The heading modes are  
described at the beginning of this section.)  
Figure 10-36 Units Mag/Var Page  
The following categories, and corresponding units of  
measure, are available:  
DIS, SPD - Distance and speed in Nautical  
(nautical miles/knots), Statute (miles/miles  
per hour), or Metric (kilometers/kilometers  
per hour) terms  
Figure 10-35 Heading Mode Window  
3) If ‘User’ is selected, the flashing cursor moves  
to the user value field (to the immediate right of  
‘User’). Use the small and large right knobs to  
enter the desired magnetic variation direction  
and value. Press the ENT Key when finished.  
ALT, VS - Altitude and vertical speed in Feet/  
feet per minute, Meters/meters per minute, or  
Meters/meters per second  
PRESSURE - Barometric pressure in Inches or  
Millibars  
TEMP - Temperature in degrees Celsius or  
Fahrenheit  
FUEL - Fuel units in Gallons, Imperial Gallons,  
Kilograms, Liters, or Pounds  
3) Turn the small right knob to select the desired  
units of measure for the selected category.  
Press the ENT Key to accept the selection.  
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SECTION 10  
AUX PAGES  
Changing the position format:  
Displaying the map datum:  
1) Select ‘Units/Position’ from the Setup Page,  
using the steps described at the beginning of  
this section.  
1) Select ‘Units/Position’ from the Setup Page,  
using the steps described at the beginning of  
this section.  
2) Turn the large right knob to highlight the  
2) The WGS 84 map datum is displayed (Figure  
10-38), this field cannot be changed.  
‘Position Format’ field (Figure 10-37).  
Figure 10-37 Position Format Window  
Figure 10-38 Units/Position Page  
3) Turn the small right knob to select the desired  
position format.  
The following position formats are available:  
hddd°mm.mmm’ - Latitude and longitude in  
degrees and decimal minutes  
hddd°mm’ss.s’ - Latitude and longitude in  
degrees, minutes, and decimal seconds  
MGRS - Military Grid Reference System  
UTM/UPS - Universal Transverse Mercator/  
Universal Polar Stereographic grids  
3) Press the ENT Key to accept the selected  
format.  
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AUX PAGES  
Setting the local time:  
Setup Page: Date/Time  
1) Select ‘Date/Time’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
Displaying local time or UTC:  
1) Select ‘Date/Time’ from the Setup Page, using  
the steps described at the beginning of this  
section.  
2) Turn the large right knob to highlight the time  
offset field (Figure 10-40).  
2) The flashing cursor highlights the time format  
field. Turn the small right knob to display a  
window of available time formats: Local 12hr,  
Local 24hr, or UTC (Figure 10-39).  
Figure 10-40 Time Offset Field Selected  
3) Use the small and large right knobs to enter  
the desired offset, beginning by entering a  
minus (-) or plus (+) sign to indicate whether  
the offset is behind UTC or ahead of UTC. In  
the United States, all local time offsets use  
minus, or behind UTC.  
Figure 10-39 Time Format Window  
3) Continue turning the small right knob to select  
the desired time format.  
4) Press the ENT Key to accept the selection.  
4) Press the ENT Key to accept the selected  
offset.  
NOTE: When a local time offset is entered, only  
‘Local 12 hour’ orLocal 24 hour’ can be selected.  
The ‘UTC’ time format setting ignores any time  
offset entry.  
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Setup Page: Display Backlight  
Setup Page: Nearest Airport Criteria  
Changing the backlighting intensity:  
Setting the minimum runway length and  
runway surface:  
1) SelectDisplay Backlight’ from the Setup Page,  
using the steps described at the beginning of  
this section.  
1) Select ‘Nearest Airport Criteria’ from the  
Setup Page, using the steps described at the  
beginning of this section.  
2) The flashing cursor highlights the backlight  
mode field. Turn the small right knob to  
select the desired mode: Auto or Manual  
(Figure 10-41). Press the ENT Key to accept  
the selection.  
2) The flashing cursor highlights the runway  
surface field (Figure 10-42). Turn the small  
right knob to select the desired surface. The  
following options are available:  
Any surface  
Hard surfaces only  
Hard or Soft surfaces  
Water landings only  
Figure 10-41 Backlight Mode Window  
3) If ‘Manual’ is selected, the flashing cursor  
moves to the backlight level field. Turn the  
small right knob to select the desired level.  
Press the ENT Key to accept the selection.  
Figure 10-42 Surface Type Window  
3) Press the ENT Key to accept the runway surface  
selection.  
4) The flashing cursor moves to the minimum  
runway length field. To enter a different  
minimum runway length, use the small and  
large right knobs to enter the desired length.  
Press the ENT Key when finished.  
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SECTION 10  
AUX PAGES  
Setup Page: Data Field Configuration  
NOTE: The ‘Traffic’ selection in the Auxiliary  
Configuration Field is only available if the GNS  
530 is configured for interface with a traffic  
information device (see Section 14).  
Configuring the Auxiliary Data Field:  
1) Select ‘Data Field Configuration’ from the  
Setup Page, using the steps described at the  
beginning of this section..  
3) Press the ENT Key to accept the data type.  
4) If ‘Configurable Data Fields’ is selected, a  
second selection field appears. Turn the large  
right knob to highlight this second field, then  
turn the small right knob to display a list of  
available navigation data types (Table 10-3).  
Continue turning the small right knob to  
select the desired data type and press the ENT  
Key to confirm the selection.  
2) Turn the small right knob to select an option  
from the Auxiliary Configuration Window  
(Figure 10-43). The following options are  
available:  
• VOR/LOC Data - Displays the identifier, distance,  
and radial from the tuned VOR station active  
in the VLOC window. When tuned to a nearby  
localizer; the localizer identifier, associated air-  
port, and runway are displayed instead.  
Abbreviation  
BRG  
CTS  
Data Type  
• Configurable Data Fields - Displays a user-select-  
able data field of navigation data (see Table 10-3  
for available options).  
Bearing  
Course To Steer  
Distance  
DIS  
Traffic Watch - If the GNS 530 is connected to  
other equipment providing traffic alert informa-  
tion, a window is provided to display traffic  
information. This allows traffic monitoring from  
any page to quickly identify traffic hazards.  
DTK  
ESA  
ETA  
FLOW  
GS  
Desired Track  
Enroute Safe Altitude  
Estimated Time of Arrival  
Total Fuel Flow  
Ground Speed  
MSA  
TKE  
TRK  
Minimum Safe Altitude  
Track Angle Error  
Track  
VSR  
WPT  
XTK  
Vertical Speed Required  
Active Waypoint  
Cross Track Error  
Table 10-3  
5) Press the small right knob to remove the cursor  
and return to the Setup Page.  
Figure 10-43 AUX Configuration Window  
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Setup Page: COM Configuration  
Restoring Factory Settings  
When making changes to any Setup Page option, a  
‘Restore Defaults?’ menu selection allows the pilot to  
restore the original factory settings (for the selected option  
only). For example, with the CDI/Alarms Page displayed,  
the ‘Restore Defaults?’ option restores all airspace alarms  
and CDI settings to the original factory values.  
Setting the COM channel spacing:  
1) Select ‘COM Configuration’ from the Setup  
Page,using the steps described at the beginning  
of this section.  
2) The flashing cursor highlights the channel  
spacing field (Figure 10-44). Turn the small  
right knob to select the desired channel  
spacing: 8.33 kHz or 25.0 kHz. Press the ENT  
Key when finished.  
Restoring a Setup Page option to the origi-  
nal factory settings:  
1) Select the desired menu option from the  
Setup Page, using the steps described at the  
beginning of this section.  
2) Press the MENU Key to display the Date/Time  
Page Menu (Figure 10-45).  
Figure 10-44 Channel Spacing Window  
Figure 10-45 Date/Time Page Menu  
3) WithRestore Defaults?’ highlighted, press the  
ENT Key.  
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SECTION 10  
AUX PAGES  
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SECTION 11  
VERTICAL NAVIGATION  
Displaying the Vertical Navigation Page:  
Press the VNAV key.  
SECTION 11: VERTICAL  
NAVIGATION (VNAV)  
Target Altitude and Altitude  
Reference (AGL or MSL)  
The GNS 530s Vertical Navigation Page (Figure 11-2)  
allows you to create a three-dimensional profile (Figure  
11-1) which guides you from your present position and  
altitude to a final (target) altitude at a specified location.  
This is helpful when you’d like to descend to a certain  
altitude near an airport or climb to an altitude before  
reaching a route or direct-to waypoint. Once the profile is  
defined, message alerts and additional data on the Default  
NAV and Map Pages keep you informed of your progress.  
Target Distance  
(from reference)  
Vertical  
Speed  
Required  
Vertical Speed  
Desired  
NOTE: To use the vertical navigation features,  
the ground speed must be greater than 35 knots  
and direct-to navigation or a flight plan must be  
activated.  
Current Page  
Figure 11-2 VNAV Page  
TIME AND DISTANCE  
TO PROFILE  
CURRENT ALTITUDE  
AND POSITION  
TARGET ALTITUDE  
AND POSITION  
DISTANCE TO TARGET  
AIRPORT  
Figure 11-1 VNAV Profile  
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SECTION 11  
VERTICAL NAVIGATION  
Creating a vertical navigation profile:  
6) Turn the small right knob to select “Before”  
or After” (Figure 11-4), and press the ENT  
Key. This setting designates whether the offset  
distance defines a point before you reach the  
target reference waypoint or after you reach  
the waypoint.  
1) Press the VNAV Key to display the Vertical  
Navigation Page.  
2) Press the small right knob to activate the  
cursor.  
3) With the TARGET ALTITUDE field highlighted  
(Figure 11-3), turn the small and large right  
knobs to select the target altitude, and press  
the ENT Key.  
Figure 11-4 Position Window  
7) When using a flight plan, the target reference  
waypoint itself can be specified from the  
waypoints contained in the flight plan. By  
default, the last waypoint in the flight plan is  
selected. To select a different waypoint, turn  
the small right knob to select the desired  
waypoint and press the ENT Key.  
Figure 11-3 Target Altitude Selected  
4) Turn the small right knob to select Above  
Wpt” (AGL) or “MSLand press the ENT Key.  
AboveWptuses the altitude of a destination  
airport as stored on the Jeppesen NavData  
card. “MSL lets you set a specific target  
altitude for any waypoint category: airport,  
VOR, NDB, intersection or user waypoint.  
8) The default profile utilizes a 400 foot-per-  
minute descent rate. To change the rate, turn  
the large right knob to highlight the “VS  
Profileeld and use the small and large right  
knobs to enter a new rate. Press the ENT Key  
when finished.  
5) Turn the small and large right knobs to select  
a distance from the target reference waypoint  
and press the ENT Key. If the target altitude  
should occur at the target reference waypoint,  
enter a distance of zero.  
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SECTION 11  
VERTICAL NAVIGATION  
With the profile set, the vertical speed required (VSR)  
is displayed on the Vertical Navigation Page. Expect the  
following to occur when using the vertical navigation  
feature:  
• At 500 feet above (or below, for a climb) the  
target altitude, an “Approaching Target Altitude”  
message is provided (Figure 11-6). The VSR  
readout on the Default NAV and Map Pages is  
blanked out, at this point.  
• At one minute prior to reaching the initial descent  
point, a message “Approaching VNAV Profile”  
(Figure 11-5) occurs. The descent (or climb)  
angle also locks to prevent changes in speed from  
altering the profile.  
Figure 11-6 Target Altitude Message  
Figure 11-5 VNAV Profile Message  
• If selected, the vertical speed required (VSR)  
readout on the default NAV and map pages shows  
the desired vertical speed to maintain the proper  
descent (or climb) angle.  
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SECTION 11  
VERTICAL NAVIGATION  
Vertical navigation messages can be turned on or off.  
Restoring the factory default VNAV  
settings:  
(By default the messages are off.) Turning the messages  
off allows you to keep the profile settings you’ve entered  
previously, without having them generate messages when  
the feature isn’t needed.  
1) Press the MENU Key to display the Verti-  
cal Navigation Page Options menu (Figure  
11-8).  
Disabling/enabling the vertical navigation  
(VNAV) messages:  
1) Press the MENU Key to display the Vertical  
Navigation Page Options menu (Figure  
11-7).  
Figure 11-8 VNAV Page Options Menu  
2) Turn the large right knob to highlightRestore  
Defaults?” and press the ENT Key.  
Figure 11-7 VNAV Page Options Menu  
2) WithVNAV Messages On?highlighted,press  
the ENT Key. Or, if the messages are already  
on and you wish to turn them off, make sure  
‘VNAV Messages Off?’ is highlighted and press  
the ENT Key.  
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11-4  
 
SECTION 12  
TERRAIN  
Limitations  
SECTION 12: TERRAIN  
NOTE: The data contained in the TERRAIN  
databases comes from government agencies.  
Garmin accurately processes and cross-validates  
the data but cannot guarantee the accuracy and  
completeness of the data.  
NOTE: GNS 530 units may* display either a  
TERRAIN Page or a TAWS Page, (but not both)  
depending upon the installed hardware and  
configuration.  
TERRAIN displays terrain and obstructions relative  
to the altitude of the aircraft. The displayed alerts are  
advisory in nature only. Individual obstructions may  
be shown if available in the database. However, all  
obstructions may not be available in the database and  
data may be inaccurate. Never use this information for  
navigation or to maneuver to avoid obstacles.  
Terrain information is based on terrain elevation  
information in a database that may contain inaccuracies.  
Terrain information should be used as an aid to situational  
awareness. Never use it for navigation or to maneuver to  
avoid terrain.  
TERRAIN uses terrain and obstacle information  
supplied by government sources. The data undergoes  
verification by Garmin to confirm accuracy of the content,  
per TSO-C151b. However, the displayed information  
should never be understood as being all-inclusive.  
* Some earlier units are not equipped to support the  
TERRAIN and/or TAWS functionality, so therefore will not  
have a TERRAIN or TAWS page available.  
12.1 INTRODUCTION  
Garmin TERRAIN is a non-TSO-C151b-certified  
terrain awareness system incorporated into GNS 530  
units to increase situational awareness and aid in  
reducing controlled flight into terrain (CFIT). TERRAIN  
functionality is a standard feature found in GNS 530 units  
with main software version 6.01 or above, along with  
appropriate hardware upgrades.  
Operating Criteria  
TERRAIN requires the following to operate properly:  
• The system must have a valid 3-D GPS position  
solution.  
• The system must have a valid terrain/obstacle/  
airport terrain database.  
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SECTION 12  
TERRAIN  
TERRAIN Alerting  
Baro-Corrected Altitude  
TERRAIN uses information provided from the GPS  
receiver to provide a horizontal position and altitude.  
GPS altitude is derived from satellite measurements. GPS  
altitude is converted to a mean sea level (MSL)-based  
altitude (GPS-MSL altitude) and is used to determine  
TERRAIN alerts. GPS-MSL altitude accuracy is affected  
by factors such as satellite geometry, but it is not subject  
to variations in pressure and temperature that normally  
affect pressure altitude devices. GPS-MSL altitude does  
not require local altimeter settings to determine MSL  
altitude. Therefore, GPS altitude provides a highly  
accurate and reliable MSL altitude source to calculate  
terrain and obstacle alerts.  
Baro-corrected altitude (or indicated altitude) is derived  
by adjusting the altimeter setting for local atmospheric  
conditions. The most accurate baro-corrected altitude  
can be achieved by frequently updating the altimeter  
setting to the nearest reporting station along the flight  
path. However, because actual atmosphere conditions  
seldom match the standard conditions defined by the  
International Standard Atmosphere (ISA) model (where  
pressure, temperature, and lapse rates have fixed values),  
it is common for the baro-corrected altitude (as read from  
the altimeter) to differ from the GPS-MSL altitude. This  
variation results in the aircrafts true altitude differing from  
the baro-corrected altitude.  
TERRAIN utilizes terrain and obstacle databases that  
are referenced to mean sea level (MSL). Using the GPS  
position and GPS-MSL altitude, TERRAIN displays a 2-D  
picture of the surrounding terrain and obstacles relative  
to the position and altitude of the aircraft. Furthermore,  
the GPS position and GPS-MSL altitude are used to  
calculate and “predict” the aircrafts ight path in relation  
to the surrounding terrain and obstacles. In this manner,  
TERRAIN can provide advanced alerts of predicted  
dangerous terrain conditions. Detailed alert modes are  
described later in this section.  
Using TERRAIN  
During power-up, the terrain/obstacle database  
versions are displayed along with a disclaimer to the pilot.  
At the same time, TERRAIN self-test begins. A test failure  
is annunciated for TERRAIN as shown in Table 12-4.  
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SECTION 12  
TERRAIN  
12.2 TERRAIN PAGE  
NOTE: If an obstacle and the projected flight path  
of the aircraft intersect,the display automatically  
zooms in to the closest potential point of impact  
on the TERRAIN Page.  
See Section 3.5 for a complete description of the  
TERRAIN Page and its operation.  
TERRAIN Symbols  
The symbols and colors in Figure 12-1 and Table  
12-1 are used to represent obstacles and potential  
impact points on the TERRAIN Page. TERRAIN  
uses yellow (caution) and red (warning) to depict  
terrain information relative to aircraft altitude.  
Each color is associated with an alert severity level.  
Terrain graphics and visual annunciations also use  
these color assignments.  
Potential Impact Point  
Terrain above or  
within 100 ft  
below the aircraft  
Projected Flight Path  
Unlighted Obstacle  
100 ft Threshold  
altitude (Red)  
1000 ft  
Terrain between 100 ft and 1000 ft below the  
aircraft altitude (Yellow)  
Terrain more than 1000 ft below the aircraft altitude (Black)  
Figure 12-1 Terrain Altitude/Color Correlation  
Unlighted Obstacle  
Lighted Obstacle Potential  
Impact  
Points  
Obstacle Location  
Alert Level  
< 1000’  
AGL  
> 1000’ < 1000’ > 1000’  
AGL AGL AGL  
Obstacle above or within  
100’ below current aircraft  
altitude  
WARNING  
(Red)  
Obstacle between 100’ and  
1000’ below current aircraft  
altitude  
CAUTION  
(Yellow)  
Table 12-1 Terrain/Obstacle Colors and Symbology  
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SECTION 12  
TERRAIN  
Pop-up terrain alerts (Figures 12-3 & 12-4) can also  
appear during an alert, but only when the TERRAIN Page  
is not displayed.  
12.3 TERRAIN ALERTS  
TERRAIN Alerts are issued when flight conditions  
meet parameters that are set within TERRAIN software  
algorithms. TERRAIN alerts typically employ either an  
ADVISORY or a CAUTION alert severity level, or both.  
When an alert is issued, visual annunciations are  
displayed.  
There are two options when an alert is displayed:  
• Press the CLR Key. This acknowledges the  
pop-up alert and returns to the currently  
viewed page.  
Annunciations appear in a dedicated field in the lower  
left corner of the display (Figure 12-2). Annunciations  
are color-coded according to Table 12-2.  
• Press the ENT Key. This acknowledges the  
pop-up alert and accesses the TERRAIN Page.  
TERRAIN Annunciation Field  
Figure 12-3 TERRAIN Advisory Pop-up  
Figure 12-2 TERRAIN Annunciation Field  
NOTE: TERRAIN Advisory Alerts are displayed  
as constant black text on a yellow background;  
TERRAIN CautionAlerts are displayed as flashing  
black text on a yellow background.  
Figure 12-4 TERRAIN Caution Pop-up (Flashing)  
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SECTION 12  
TERRAIN  
Table 12-2 shows the possible TERRAIN alert types with corresponding annunciations.  
Alert Type  
Annunciation  
Pop-Up Alert  
TERRAIN Failure  
None  
None  
None  
TERRAIN Inhibited  
TERRAIN Not Available  
Required Terrain Clearance (RTC) Advisory  
Required Terrain Clearance (RTC) Caution  
Imminent Terrain Impact (ITI) Advisory  
(FLASHING)  
(FLASHING)  
(FLASHING)  
(FLASHING)  
(FLASHING)  
(FLASHING)  
(FLASHING)  
(FLASHING)  
Imminent Terrain Impact (ITI) Caution  
Required Obstacle Clearance (ROC) Advisory  
Required Obstacle Clearance (ROC) Caution  
Imminent Obstacle Impact (IOI) Advisory  
Imminent Obstacle Impact (IOI) Caution  
Premature Descent Alert (PDA) Advisory  
Table 12-2 TERRAIN Alert Summary  
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SECTION 12  
TERRAIN  
Table 12-3 shows system status annunciations that may also be issued:  
TERRAIN Page  
Alert Type  
Pop-Up Alert  
Annunciation  
TERRAIN System Test Fail  
None  
None  
None  
TERRAIN Alerting is disabled  
No GPS position or excessively degraded  
GPS signal  
System Test in progress  
None  
None  
System Test pass  
None  
Table 12-3 Additional System Annunciations  
Forward Looking Terrain Avoidance  
The Forward Looking Terrain Avoidance (FLTA) alert is used by TERRAIN and is composed of:  
• Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC) -These alerts are  
issued when the aircraft flight path is above terrain, yet is projected to come within the minimum clearance  
values in Table 12-4. When an RTC or ROC alert is issued, a potential impact point is displayed on the  
TERRAIN Page.  
• Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) - These alerts are issued when the  
aircraft is below the elevation of a terrain or obstacle cell in the aircrafts projected path. ITI and IOI alerts are  
accompanied by a potential impact point displayed on the TERRAIN Page. The alert is annunciated when the  
projected vertical flight path is calculated to come within minimum clearance altitudes in Table 12-4.  
During the final approach phase of flight, FLTA alerts are automatically inhibited when the aircraft is below 200  
feet AGL while within 0.5 nm of the approach runway or below 125 feet AGL while within 1.0 nm of the runway  
threshold.  
Phase of Flight  
Minimum Clearance  
Minimum Clearance  
Altitude Level Flight (ft) Altitude Descending (ft)  
Enroute  
Terminal  
Approach  
Departure  
700  
350  
150  
100  
500  
300  
100  
100  
Table 12-4 Minimum Terrain and Obstacle Clearance Values for FLTA Alerts  
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SECTION 12  
TERRAIN  
Premature Descent Alerting  
TERRAIN Inhibit  
TERRAIN also has an inhibit mode that deactivates the  
FLTA/PDA visual alerts. Pilots should use discretion when  
inhibiting TERRAIN and always remember to enable the  
system when appropriate.  
A Premature Descent Alert (PDA) is issued when the  
system detects that the aircraft is significantly below the  
normal approach path to a runway (Figure 12-5).  
PDA alerting begins when the aircraft is within 15 nm  
of the destination airport. PDA alerting ends when the  
aircraft is either:  
Inhibiting TERRAIN:  
1) Select theTERRAIN Page and press the MENU  
Key. ‘Inhibit Terrain?’ is selected by default  
(Figure 12-6).  
• 0.5 nm from the runway threshold  
OR  
at an altitude of 125 feet AGL while within 1.0  
nm of the threshold.  
700  
600  
500  
400  
300  
200  
100  
Figure 12-6 TERRAIN Page Menu  
2) PresstheENTKey. TheTERINHBannunciation  
is displayed in the TERRAIN annunciator field  
when TERRAIN is inhibited (Figure 12-7).  
Annunciator Field  
Too Low Terrain”  
Runway  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
Threshold  
Figure 12-7 Annunciator Field  
Distance From Destination Airport (nm)  
Figure 12-5 PDA Alerting Threshold  
Enabling TERRAIN:  
1) Select theTERRAIN Page and press the MENU  
Key. ‘Enable Terrain?’ is selected by default.  
2) Press the ENT Key. The TERRAIN system is  
functional again.  
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SECTION 12  
TERRAIN  
TERRAIN NOT AVAILABLE ALERT  
TERRAIN FAILURE ALERT  
TERRAIN requires a 3-D GPS navigation solution  
along with specific vertical accuracy minimums. Should  
the navigation solution become degraded or if the aircraft  
is out of the database coverage area, the annunciation  
‘TER N/Ais generated in the annunciation window and  
‘TERRAIN NOT AVAILABLE’ is generated on the TERRAIN  
Page (Figure 12-8). When the GPS signal is re-established  
and the aircraft is within the database coverage area, the  
‘TER N/Avisual annunciation is removed.  
TERRAIN continually monitors several system-critical  
items such as database validity, hardware status, and GPS  
status. If the terrain/obstacle database is not available,  
‘TER FAILis generated in the annunciation window, and  
‘TERRAIN FAILED’ is generated on the TERRAIN Page  
(Figure 12-9).  
Figure 12-9: TERRAIN FAILED Display  
Figure 12-8: TERRAIN NOT AVAILABLE Display  
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SECTION 12  
TERRAIN  
Database Versions  
12.4 DATABASE INFORMATION FOR  
TERRAIN  
Theversionandareaofcoverageofeachterrain/obstacle  
database is shown on the Terrain Database Versions Page,  
located in the AUX Page Group (Figures 12-10 and 12-11,  
also Section 10.3). Databases are checked for integrity  
at power-up. If a database is found to be missing and/  
or deficient, the TERRAIN system fails the self-test and  
displays the TERRAIN system failure message (see Table  
12-3).  
General Database Information  
Garmin TERRAIN uses terrain and obstacle  
information supplied by government sources. The data  
undergoes verification by Garmin to confirm accuracy of  
the content, per TSO-C151b. However, the displayed  
information should never be understood as being all-  
inclusive. Pilots must familiarize themselves with  
the appropriate sectional charts for safe flight.  
NOTE: The data contained in the terrain and  
obstacle databases comes from government  
agencies. Garmin accurately processes and  
cross-validates the data, but cannot guarantee  
the accuracy and completeness of the data.  
The terrain/obstacle databases are contained on a  
datacard which is inserted in the right-most slot of the  
GNS 530 units (Appendix A).  
Figure 12-10 Utility Page  
NOTE: Obstacles 200’ and higher are included  
in the Obstacle Database. It is very important  
to note that not all obstacles are necessarily  
charted and therefore may not be contained in  
the Obstacle Database.  
Figure 12-11 Terrain Database Versions Page  
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SECTION 12  
TERRAIN  
Database Updates  
Terrain/Obstacle Database Areas of Coverage  
Terrain/obstacle databases are updated periodically  
with the latest terrain and obstacle data. Visit the Garmin  
website to check for newer versions of terrain/obstacle  
databases (compare database cycle numbers to determine  
if a newer version is available). Updated terrain data cards  
may be obtained by calling Garmin at one of the numbers  
listed in the front of this document.  
Table 12-5 lists the area of coverage available in each  
database. Regional definitions may change without  
notice.  
Database  
Coverage Area  
Latitudes: N75 to S60  
Worldwide (WW)  
Longitudes: W180 to E180  
Limited to the United States plus  
United States (US) some areas of Canada, Mexico,  
Caribbean, and the Pacific.  
Updating terrain/obstacle databases:  
1) Acquire a new terrain data card from  
Garmin.  
Alaska, Austria, Belgium, Canada*,  
Caribbean*, Czech Republic,  
Denmark, Estonia, Finland, France,  
Germany, Greece, Hawaii, Iceland,  
Ireland, Italy, Latvia, Lithuania,  
Mexico*, Netherlands, Norway,  
Poland, Portugal, Slovakia, Spain,  
Sweden, Switzerland, United  
Kingdom, United States  
2) Turn off the power to the GNS 530.  
3) Remove the old terrain data card from and  
insert the new card into the right-most slot of  
the GNS 530.  
US/Europe  
4) Turn on the GNS 530 and verify that the  
TERRAIN system passes self-test.  
* Indicates partial coverage  
Table 12-5 Database Coverage Areas  
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SECTION 13  
TAWS  
Limitations  
SECTION 13: TAWS  
NOTE: The data contained in theTAWS databases  
comes from government agencies. Garmin  
accurately processes and cross-validates the  
data but cannot guarantee the accuracy and  
completeness of the data.  
NOTE: GNS 530 units may* display either a  
TERRAIN Page or a TAWS Page, (but not both)  
depending upon the installed hardware and  
configuration.  
TAWS displays terrain and obstructions relative to the  
altitude of the aircraft. The displayed caution and warning  
alerts are advisory in nature only. Individual obstructions  
may be shown if available in the database. However, all  
obstructions may not be available in the database and  
data may be inaccurate. Never use this information for  
navigation or to maneuver to avoid obstacles.  
Terrain information is based on terrain elevation  
information in a database that may contain inaccuracies.  
Terrain information should be used as an aid to situational  
awareness. Never use it for navigation or to maneuver to  
avoid terrain.  
TAWS uses terrain and obstacle information supplied  
by government sources. The data undergoes verification  
by Garmin to confirm accuracy of the content, per TSO-  
C151b. However, the displayed information should never  
be understood as being all-inclusive.  
* Some earlier units are not equipped to support the  
TERRAIN and/or TAWS functionality, so therefore will not  
have a TERRAIN or TAWS page available.  
13.1 INTRODUCTION  
TAWS (Terrain Awareness and Warning System) is  
a feature to increase situational awareness and aid in  
reducing controlled flight into terrain (CFIT). TAWS  
satisfies TSO-C151b Class B requirements for certification.  
Class B TAWS is required for all Part 91 aircraft operations  
with six or more passenger seats and for Part 135 turbine  
aircraft operations with six to nine passenger seats (FAR  
Parts 91.223, 135.154).  
TAWS functionality is an available feature found in  
GNS 530 TAWS units with main software version 6.01 or  
above, along with appropriate hardware upgrades. TAWS  
provides visual and aural annunciations when terrain and  
obstacles are within the given altitude threshold from the  
aircraft.  
TAWS Alerting  
TAWS uses information provided from the GPS receiver  
to provide a horizontal position and altitude. GPS altitude  
is derived from satellite measurements. GPS altitude is  
converted to a mean sea level (MSL)-based altitude (GPS-  
MSL altitude) and is used to determine TAWS alerts.  
GPS-MSL altitude accuracy is affected by factors such  
as satellite geometry, but it is not subject to variations in  
pressure and temperature that normally affect pressure  
altitude devices. GPS-MSL altitude does not require local  
altimeter settings to determine MSL altitude. Therefore,  
GPS altitude provides a highly accurate and reliable MSL  
altitude source to calculate terrain and obstacle alerts.  
Operating Criteria  
TAWS requires the following to operate properly:  
• The system must have a valid 3-D GPS position  
solution.  
• The system must have a valid terrain/obstacle/  
airport terrain database.  
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SECTION 13  
TAWS  
TAWS utilizes terrain and obstacle databases that  
are referenced to mean sea level (MSL). Using the GPS  
position and GPS-MSL altitude, TAWS displays a 2-D  
picture of the surrounding terrain and obstacles relative to  
the position and altitude of the aircraft. Furthermore, the  
GPS position and GPS-MSL altitude are used to calculate  
and “predict” the aircrafts ight path in relation to the  
surrounding terrain and obstacles. In this manner, TAWS  
can provide advanced alerts of predicted dangerous terrain  
conditions. Detailed alert modes are described later in  
this section.  
Using TAWS  
Duringpower-up,theterrain/obstacledatabaseversions  
are displayed along with a disclaimer to the pilot. At the  
same time, TAWS self-test begins. One of the following  
aural messages is generated:  
• “TAWS System Test OK”  
• “TAWS System Failure”  
A test failure is also annunciated for TAWS as shown  
in Table 13-4.  
Baro-Corrected Altitude  
Baro-corrected altitude (or indicated altitude) is derived  
by adjusting the altimeter setting for local atmospheric  
conditions. The most accurate baro-corrected altitude  
can be achieved by frequently updating the altimeter  
setting to the nearest reporting station along the flight  
path. However, because actual atmosphere conditions  
seldom match the standard conditions defined by the  
International Standard Atmosphere (ISA) model (where  
pressure, temperature, and lapse rates have fixed values),  
it is common for the baro-corrected altitude (as read from  
the altimeter) to differ from the GPS-MSL altitude. This  
variation results in the aircrafts true altitude differing from  
the baro-corrected altitude.  
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SECTION 13  
TAWS  
13.2 TAWS PAGE  
NOTE: If an obstacle and the projected flight path  
of the aircraft intersect,the display automatically  
zooms in to the closest potential point of impact  
on the TAWS Page.  
See Section 3.6 for a complete description of the TAWS  
Page and its operation.  
TAWS Symbols  
The symbols and colors in Figure 13-1 and  
Table 13-1 are used to represent obstacles and  
potential impact points on the TAWS Page. TAWS  
uses yellow (caution) and red (warning) to depict  
terrain information relative to aircraft altitude.  
Each color is associated with an alert severity level.  
Terrain graphics and visual annunciations also use  
these color assignments.  
Potential Impact Point  
Terrain above or  
within 100 ft  
below the aircraft  
Projected Flight Path  
Unlighted Obstacle  
100 ft Threshold  
altitude (Red)  
1000 ft  
Terrain between 100 ft and 1000 ft below the  
aircraft altitude (Yellow)  
Terrain more than 1000 ft below the aircraft altitude (Black)  
Figure 13-1 Terrain Altitude/Color Correlation for TAWS  
Unlighted Obstacle  
Lighted Obstacle Potential  
Impact  
Points  
Obstacle Location  
Alert Level  
< 1000’  
AGL  
> 1000’ < 1000’ > 1000’  
AGL AGL AGL  
Obstacle above or within  
100’ below current aircraft  
altitude  
WARNING  
(Red)  
Obstacle between 100’ and  
1000’ below current aircraft  
altitude  
CAUTION  
(Yellow)  
Table 13-1 TAWS Terrain/Obstacle Colors and Symbology  
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SECTION 13  
TAWS  
13.3 TAWS ALERTS  
TAWS Alerts are issued when flight conditions meet  
parameters that are set within TAWS software algorithms.  
TAWS alerts typically employ either a CAUTION or a  
WARNING alert severity level, or both.  
When an alert is issued, visual annunciations are  
displayed. Aural alerts are simultaneously issued.  
Annunciations appear in a dedicated field in the lower  
left corner of the display (Figure 13-2). Annunciations  
are color-coded according to Table 13-2.  
Figure 13-3 Caution Alert Pop-up  
TAWS Annunciation Field  
Figure 13-4 Warning Alert Pop-up  
Figure 13-2 TAWS Annunciation Field  
Pop-up terrain alerts (Figures 13-3 & 13-4) can also  
appear during an alert, but only when the TAWS Page is  
not displayed.  
NOTE: Alerts with multiple messages (see Table  
13-2) are configurable at installation and are  
installation-dependent.  
There are two options when an alert is displayed:  
NOTE: TAWS Caution Alerts are displayed as  
constant black text on a yellow background;  
TAWS Warning Alerts are displayed as constant  
white text on a red background.  
• Press the CLR Key. This acknowledges the  
pop-up alert and returns to the currently  
viewed page.  
• Press the ENT Key. This acknowledges the  
pop-up alert and accesses the TAWS Page.  
NOTE: To further capture the attention of the  
pilot, TAWS issues aural (voice) messages that  
accompany visual annunciations and pop-up  
alerts.  
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SECTION 13  
TAWS  
Table 13-2 shows the possible TAWS alert types with corresponding annunciations and aural messages.  
TAWS Page  
Annunciation  
Alert Type  
Pop-Up Alert  
Aural Message  
Excessive Descent Rate (EDR) Warning  
“Pull Up”  
Reduced Required Terrain Clearance  
(RTC) Warning  
“Terrain, Terrain; Pull Up, Pull Up”*  
*
*
*
*
*
*
*
*
or  
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”  
Terrain Ahead, Pull Up; Terrain Ahead, Pull Up’*  
or  
or  
or  
Imminent Terrain Impact (ITI) Warning  
“Terrain, Terrain; Pull Up, Pull Up”  
“Obstacle, Obstacle; Pull Up, Pull Up”*  
or  
Reduced Required Obstacle Clearance  
(ROC) Warning  
or  
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”  
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”*  
or  
Imminent Obstacle Impact (IOI)  
Warning  
or  
“Obstacle, Obstacle; Pull Up, Pull Up”  
“Caution, Terrain; Caution, Terrain”*  
or  
Reduced Required Terrain Clearance  
(RTC) Caution  
or  
“Terrain Ahead; Terrain Ahead”  
“Terrain Ahead; Terrain Ahead”*  
or  
Imminent Terrain Impact (ITI) Caution  
or  
“Caution, Terrain; Caution, Terrain”  
“Caution, Obstacle; Caution, Obstacle”*  
or  
Reduced Required Obstacle Clearance  
(ROC) Caution  
or  
“Obstacle Ahead; Obstacle Ahead”  
“Obstacle Ahead; Obstacle Ahead”*  
or  
Imminent Obstacle Impact (IOI) Caution  
or  
“Caution, Obstacle; Caution, Obstacle”  
“Too Low, Terrain”  
Premature Descent Alert (PDA) Caution  
Altitude Callout “500”  
None  
None  
“Five-Hundred”  
“Sink Rate”  
Excessive Descent Rate (EDR) Caution  
Negative Climb Rate (NCR) Caution  
“Don’t Sink”*  
or  
*
or  
“Too Low, Terrain”  
Table 13-2 TAWS Alerts Summary  
*
Indicates the default configuration  
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SECTION 13  
TAWS  
Table 13-3 shows system status annunciations that may also be issued:  
TAWS Page  
Annunciation  
Alert Type  
Pop-Up Alert  
Aural Message  
TAWS System Test Fail  
None  
None  
None  
“TAWS System Failure”  
None  
TAWS Alerting is disabled  
No GPS position or excessively degraded  
GPS signal  
“TAWS Not Available”  
“TAWS Available” is generated when sufficient  
GPS signal is re-established.  
System Test in progress  
System Test pass  
None  
None  
None  
None  
“TAWS System Test OK”  
Table 13-3 Additional System Annunciations  
Forward Looking Terrain Avoidance  
The Forward Looking Terrain Avoidance (FLTA) alert is used by TAWS and is composed of:  
• Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC) -These alerts are  
issued when the aircraft flight path is above terrain, yet is projected to come within the minimum clearance  
values in Table 13-4. When an RTC or ROC alert is issued, a potential impact point is displayed on the TAWS  
Page.  
• Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) - These alerts are issued when the  
aircraft is below the elevation of a terrain or obstacle cell in the aircrafts projected path. ITI and IOI alerts are  
accompanied by a potential impact point displayed on the TAWS Page. The alert is annunciated when the  
projected vertical flight path is calculated to come within minimum clearance altitudes in Table 13-4.  
Phase of Flight  
Minimum Clearance  
Minimum Clearance  
Altitude Level Flight (ft) Altitude Descending (ft)  
Enroute  
Terminal  
Approach  
Departure  
700  
350  
150  
100  
500  
300  
100  
100  
Table 13-4 Minimum Terrain and Obstacle Clearance Values for FLTA Alerts  
During the final approach phase of flight, FLTA alerts are automatically inhibited when the aircraft is below 200  
feet AGL while within 0.5 nm of the approach runway or below 125 feet AGL while within 1.0 nm of the runway  
threshold.  
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SECTION 13  
TAWS  
Premature Descent Alerting  
TAWS Inhibit  
TAWS also has an inhibit mode that deactivates the  
FLTA/PDA aural and visual alerts. Pilots should use  
discretion when inhibiting TAWS and always remember  
to enable the system when appropriate. Only the FLTA  
and PDA alerts are disabled in the inhibit mode.  
A Premature Descent Alert (PDA) is issued when the  
system detects that the aircraft is significantly below the  
normal approach path to a runway (Figure 13-5).  
PDA alerting begins when the aircraft is within 15 nm  
of the destination airport. PDA alerting ends when the air-  
craft is either:  
Inhibiting TAWS:  
• 0.5 nm from the runway threshold  
OR  
1) Select theTAWS Page and press the MENUKey.  
‘Inhibit Terrain?’ is selected by default (Figure  
13-6).  
at an altitude of 125 feet AGL while within 1.0  
nm of the threshold.  
700  
600  
500  
400  
300  
200  
100  
Figure 13-6 TAWS Page Menu  
2) PresstheENTKey. TheTERINHBannunciation  
is displayed in the TAWS annunciator field  
when TAWS is inhibited (Figure 13-7).  
Too Low Terrain”  
Annunciator Field  
Runway  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
Threshold  
Distance From Destination Airport (nm)  
Figure 13-5 PDA Alerting Threshold  
Figure 13-7 Annunciator Field  
Enabling TAWS:  
1) Select the TAWS Page and press the MENU  
Key. ‘Enable Terrain?’ is selected by default.  
2) Press the ENT Key. The TAWS system is  
functional again.  
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SECTION 13  
TAWS  
Excessive Descent Rate Alert  
The purpose of the Excessive Descent Rate (EDR) alert is to provide suitable notification when the aircraft is deter-  
mined to be closing (descending) upon terrain at an excessive speed. Figure 13-8 shows the parameters for the alert as  
defined by TSO-C151b.  
6000  
5500  
5000  
4500  
4000  
3500  
3000  
2500  
2000  
1500  
"PULL UP"  
1000  
500  
0
2000  
4000  
6000  
8000  
10000  
12000  
Descent Rate (FPM)  
Figure 13-8 Excessive Descent Rate Alert Criteria  
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SECTION 13  
TAWS  
Negative Climb Rate After Takeoff Alert (NCR)  
The purpose of the Negative Climb Rate (NCR) After Takeoff alert (also referred to as “Altitude Loss After Takeoff”) is  
to provide suitable alerts to the pilot when the system determines that the aircraft is losing altitude (closing upon terrain)  
after takeoff. The aural message “Don’t Sink” is given for NCR alerts, accompanied by an annunciation and a pop-up  
terrain alert on the display. NCR alerting is only active when departing from an airport and when the following condi-  
tions are met:  
• The height above the terrain is less than 700 feet.  
• The distance from the departure airport is 2 nm or less.  
• The heading change from the heading at the time of departure is less than 110 degrees.  
Figure 13-9 shows two figures which illustrate the NCR alerting parameters as defined by TSO-C151b. The NCR alert  
is issued when the altitude loss and height are within the range in the first figure, or when the sink rate (negative vertical  
speed) and height are within the range in the second figure.  
1000  
800  
600  
400  
“DON’T SINK”  
200  
0
20  
40  
60  
80  
100  
120  
140  
Altitude Loss (Feet)  
1000  
900  
800  
700  
600  
500  
400  
300  
200  
100  
“DON’T SINK”  
0
500  
1000  
1500  
2000  
2500  
3000  
3500  
4000  
Sink Rate (Feet Per Minute)  
Figure 13-9 Negative Climb Rate (NCR) Alert Criteria  
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13-9  
SECTION 13  
TAWS  
‘FIVE-HUNDRED’ AURAL ALERT  
TAWS FAILURE ALERT  
The purpose of the aural alert message “Five-Hundred”  
is to provide an advisory alert to the pilot that the air-  
craft is 500 feet above terrain. When the aircraft descends  
within 500 feet of terrain, the aural message “Five-Hun-  
dred” is generated. There are no display annunciations or  
pop-up alerts that accompany the aural message.  
TAWS continually monitors several system-critical  
items such as database validity, hardware status, and GPS  
status. If the terrain/obstacle database is not available,  
the aural message “TAWS System Failure” is generated  
along with ‘TER FAILin the annunciation window, and  
‘TERRAIN FAILED’ on the TAWS Page (Figure 13-11).  
TAWS NOT AVAILABLE ALERT  
TAWS requires a 3-D GPS navigation solution along  
with specific vertical accuracy minimums. Should the  
navigationsolutionbecomedegradedoriftheaircraftisout  
of the database coverage area, the annunciation ‘TER N/A’  
is generated in the annunciation window and ‘TERRAIN  
NOT AVAILABLE’ is generated on the TAWS Page (Figure  
13-10). The aural message “TERRAIN Not Available” is  
generated. When the GPS signal is re-established and  
the aircraft is within the database coverage area, the  
‘TER N/Avisual annunciation is removed (there is no  
associated aural message).  
Figure 13-11: TAWS FAILED Display  
Figure 13-10: TAWS NOT AVAILABLE Display  
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SECTION 13  
TAWS  
Database Versions  
13.4 DATABASE INFORMATION FOR TAWS  
General Database Information  
Theversionandareaofcoverageofeachterrain/obstacle  
database is shown on the Terrain Database Versions Page,  
located in the AUX Page Group (Figures 13-12 and 13-13,  
also Section 10.3). Databases are checked for integrity  
at power-up. If a database is found to be missing and/or  
deficient, the TAWS system fails the self-test and displays  
the TAWS system failure message (see Table 13-3).  
Garmin TAWS uses terrain and obstacle information  
supplied by government sources. The data undergoes  
verification by Garmin to confirm accuracy of the content,  
per TSO-C151b. However, the displayed information  
should never be understood as being all-inclusive.  
Pilots must familiarize themselves with the  
appropriate sectional charts for safe flight.  
NOTE: The data contained in the terrain and  
obstacle databases comes from government  
agencies. Garmin accurately processes and  
cross-validates the data, but cannot guarantee  
the accuracy and completeness of the data.  
The terrain/obstacle databases are contained on a  
datacard which is inserted in the right-most slot of the  
GNS 530 units (Appendix A).  
Figure 13-12 Utility Page  
NOTE: Obstacles 200’ and higher are included  
in the Obstacle Database. It is very important  
to note that not all obstacles are necessarily  
charted and therefore may not be contained in  
the Obstacle Database.  
Figure 13-13 Terrain Database Versions Page  
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13-11  
 
SECTION 13  
TAWS  
Database Updates  
Terrain/Obstacle Database Areas of Coverage  
Terrain/obstacle databases are updated periodically  
with the latest terrain and obstacle data. Visit the Garmin  
website to check for newer versions of terrain/obstacle da-  
tabases (compare database cycle numbers to determine if  
a newer version is available). Updated terrain data cards  
may be obtained by calling Garmin at one of the numbers  
listed in the front of this document.  
Table 13-5 lists the area of coverage available in each  
database. Regional definitions may change without  
notice.  
Database  
Coverage Area  
Latitudes: N75 to S60  
Worldwide (WW)  
Longitudes: W180 to E180  
Limited to the United States plus  
United States (US) some areas of Canada, Mexico,  
Caribbean, and the Pacific.  
Updating terrain/obstacle databases:  
1) Acquire a new terrain data card from  
Garmin.  
Alaska, Austria, Belgium, Canada*,  
Caribbean*, Czech Republic,  
Denmark, Estonia, Finland, France,  
Germany, Greece, Hawaii, Iceland,  
Ireland, Italy, Latvia, Lithuania,  
Mexico*, Netherlands, Norway,  
Poland, Portugal, Slovakia, Spain,  
Sweden, Switzerland, United  
Kingdom, United States  
2) Turn off the power to the GNS 530.  
3) Remove the old terrain data card from and  
insert the new card into the right-most slot of  
the 500 Series unit.  
US/Europe  
4) Turn on the GNS 530 and verify that theTAWS  
system passes self-test.  
* Indicates partial coverage  
Table 13-5 Database Coverage Areas  
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13-12  
SECTION 14  
ADDITIONAL FEATURES  
14.1 TRAFFIC INFORMATION SERVICE (TIS)  
INTERFACE  
SECTION 14: ADDITIONAL  
FEATURES  
This section is written for:  
Garmin GNS 500 Series Main System Software  
Version 6.01 and later  
CAUTION: The Weather Data Link and TIS  
information contained in this section is not  
intended to replace the documentation that is  
supplied with the GDL 49, the GDL 69(A) Data  
Link, and the GTX 330 Transponder.  
GTX 330/330D Main Software Version 4.01 and  
later  
Some differences in operation may be observed when  
comparing the information in this manual to earlier or  
later software versions.  
CAUTION: TIS is not intended to be used as a  
collision avoidance system and does not relieve  
pilot responsibility to ‘see and avoid’ other  
aircraft. TIS should not be used for avoidance  
maneuvers during Instrument Meteorological  
Conditions (IMC) or other times when there is  
no visual contact with the intruder aircraft. TIS  
is intended only to assist in visual acquisition  
of other aircraft in Visual Meteorological  
Conditions (VMC). Avoidance maneuvers are  
not recommended, nor authorized, as a direct  
result of a TIS intruder display or TIS alert.  
NOTE: This section is written exclusively for  
GNS 530 units that are configured with the GTX  
330 Mode S Transponder. Refer to the 400/500  
Series Display Interfaces Pilot’s GuideAddendum  
(190-00140-10) when interfacing with non-  
Garmin products.  
TIS Operation  
The Traffic Information Service (TIS) provides a  
graphic display of traffic advisory information in the  
cockpit for non-TCAS equipped aircraft. TIS is a ground-  
based service providing relative location of aircraft tracked  
by ATC radar within a specified service volume. The TIS  
ground sensor uses real-time track reports to generate  
traffic notification. TIS Traffic display is available to  
aircraft equipped with a Mode S Data Link, such as the  
Garmin GTX 330 Transponder. TIS traffic information  
from a GTX 330 Transponder can then be displayed on a  
GNS 530 unit. Surveillance data includes aircraft tracked  
by ATC radar within the coverage volume. Aircraft without  
an operating transponder are invisible to TIS.  
NOTE: Garmin is not responsible for Mode S  
geographical coverage. Operation of the ground  
stations is the responsibility of the FAA. Refer  
to the Aeronautical Information Manual for a  
Terminal Mode S Radar Site Map covering the  
U.S.  
NOTE: This Section assumes the user has experi-  
ence operating the GNS 530 and the Garmin GTX  
330 Transponder.  
NOTE: TIS and Weather Data Link displays are  
availableonlywhenGNS530unitsareconfigured  
with the GTX 330 Mode STransponder and a GDL  
49 or GDL 69(A) Data Link Satellite Receiver.  
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SECTION 14  
ADDITIONAL FEATURES  
TIS displays up to eight traffic targets within 7 nautical  
miles horizontally from 3000 feet below to 3500 feet  
above the requesting aircraft (Figure 14-1).  
TIS Limitations  
NOTE: This section on TIS Limitations is not  
comprehensive. Garmin recommends the  
user review the TIS Limitations section of the  
Aeronautical Information Manual, Section  
1-3-5.  
3,500 ft  
TIS is not intended to be used as a collision avoidance  
system and does not relieve the pilot responsibility to  
‘see and avoid’ other aircraft. TIS should not be used for  
avoidance maneuvers during IMC or other times when  
there is no visual contact with the intruder aircraft. TIS  
is intended only to assist in visual acquisition of other  
aircraft in VMC. No recommended avoidance maneuvers  
are provided for, nor authorized, as a direct result of a TIS  
intruder display or TIS advisory.  
7.0 nm  
3,000 ft  
Not to Scale  
Figure 14-1 TIS Coverage Volume  
NOTE: The main difference betweenTIS andTCAS  
is the source of surveillance data. TCAS uses an  
airborne interrogator with a half-second update  
rate, while TIS uses the terminal Mode S ground  
interrogator and its Data Link to provide about  
a 5-second update rate. The range accuracy of  
TIS and TCAS is similar.  
TIS Operational Procedures  
TIS warns the user with voice and visual traffic  
advisories when it predicts an intruder to be a threat.  
The user should not start evasive maneuvers using  
information from the GNS 530 display or on a traffic  
advisory only. The display and advisories are intended  
only for assistance in visually locating the traffic, due to  
the lack in resolution and coordination ability. The flight  
crew should attempt to visually acquire the intruder  
aircraft and maintain a safe separation in accordance with  
regulatory requirements and good operating practice. If  
the flight crew cannot visually acquire the aircraft, they  
should contact ATC to obtain any information that may  
assist concerning the intruder aircraft. Based on the above  
procedures, minor adjustment to the vertical flight path  
consistent with air traffic requirements are not considered  
evasive maneuvers.  
While TIS is a useful aid to visual traffic avoidance, it  
has some system limitations that must be fully understood  
to ensure proper use. Many of these limitations are  
inherent in secondary radar surveillance. In other words,  
the information provided by TIS is no better than that  
provided to ATC. TIS only displays aircraft with operating  
transponders installed.  
TIS relies on surveillance of the Mode S radar, which  
is a ‘secondary surveillance’ radar similar to the ATCRBS.  
TIS operation may be intermittent during turns or other  
maneuvering. TIS is dependent on two-way, line-of-  
sight’ communications between the aircraft and the  
Mode S radar. When the structure of the client aircraft  
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SECTION 14  
ADDITIONAL FEATURES  
comes between the transponder antenna (usually located  
on the underside of the aircraft) and the ground-based  
radar antenna, the signal may be temporarily interrupted.  
Other limitations and anomalies associated with TIS are  
described in the AIM, Section 1-3-5.  
The preceding errors are relatively rare occurrences  
and are corrected in a few radar scans once the course has  
stabilized.  
Users of TIS can render valuable assistance in the  
correction of malfunctions by reporting their observations  
of undesirable performance.  
TIS is unavailable at low altitudes in many areas  
of the U.S., particularly in mountainous regions.  
Also, when flying near the ‘floor’ of radar cov-  
erage in a particular area, intruders below the  
client aircraft may not be detected by TIS.  
Reporters should identify:  
• Time of observation  
• Location, type, and identity of aircraft  
• Condition observed  
Type of transponder, processor, and software in  
use  
TIS information is collected one radar scan prior to  
the scan during which the uplink occurs. Therefore, the  
surveillance information is approximately 5 seconds old.  
In order to present the intruders in a ‘real time’ position,  
the TIS ground station uses a predictive algorithm in  
its tracking software. This algorithm uses track history  
data to extrapolate intruders to their expected positions  
consistent with the time of display in the cockpit.  
Occasionally, aircraft maneuvering causes this algorithm  
to induce errors in the GNS 530 display. These errors  
primarily affect relative bearing information and traffic  
target track vector (it lags); intruder distance and altitude  
remain relatively accurate and may be used to assist in  
“see and avoid”. Some of the more common examples of  
these errors follow:  
Since TIS performance is monitored by maintenance  
personnelratherthanATC,itissuggestedthatmalfunctions  
be reported in the following ways:  
By telephone to the nearest Flight Service Station  
(FSS) facility.  
By FAA Form 8000-7, Safety Improvement  
Report, a postage-paid card designed for this  
purpose. These cards may be obtained at FAA  
FSSs, General Aviation District Offices, Flight  
Standards District Offices, and General Aviation  
Fixed Based Operations.  
When client or intruder aircraft maneuvers  
excessively or abruptly, the tracking algorithm  
may report incorrect horizontal position until the  
maneuvering aircraft stabilizes.  
When a rapidly closing intruder is on a course  
that crosses the client aircraft course at a shallow  
angle (either overtaking or head on) and either  
aircraft abruptly changes course within .25 nm,  
TIS may display the intruder on the wrong side of  
the client.  
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SECTION 14  
ADDITIONAL FEATURES  
Altitude trend is displayed as an up arrow (> +500  
fpm), down arrow (< -500 fpm), or no symbol if less than  
500 fpm rate in either direction.  
The traffic ground track vector protrudes from each  
symbol in the direction of travel.  
TIS Audio Alerting  
The TIS audio alert is generated when the number of  
Traffic Advisories (TA) on the GNS 530 display increases  
from one scan to the next. Limiting TAs only reduces  
‘nuisance’ alerting due to proximate aircraft. For example,  
when the first TAs appears on the TIS display, the user is  
alerted audibly. As long as a single aircraft remains on  
the TIS display, no further audio alert is generated. If a  
second (or more) TAs appears on the display, a new audio  
alert is sounded.  
If the number of TAs on the TIS display decreases  
and then increases, a new audio alert is sounded. A TIS  
audio alert is also generated when TIS service becomes  
unavailable. The volume, pitch, and duration of the audio  
alert (including the choice between a male or female voice)  
is configured during installation.  
Traffic Type  
Traffic Advisory  
Symbol  
Out-of-Range Traffic Advisory  
Proximity Advisory  
Other Traffic  
Table 14-1 TIS Symbology  
Traffic Advisory (TA) - This symbol (solid  
yellow circle) is generated when an intruder  
aircraft approaches on a course that projects  
to intercept (defined by a 0.5 nm horizontal  
radius and a relative altitude of ± 500 ft) the  
pilots current course within 34 seconds.  
The following TIS audio alerts are available:  
Traffic’ - TIS traffic alert is received.  
Traffic Not Available’ - TIS service is not available  
or out of range.  
Out-of-Range Traffic Advisory - This solid yellow  
half circle appears under the same conditions and  
has the same urgency as a TA. Its appearance  
differs from the TA only to signify that the  
intruder is outside of the current range of the  
Traffic Page.  
TIS Symbology  
TIS traffic is displayed on the GNS 530 unit according  
to TCAS symbology, graphically displayed on a dedicated  
page, and on the moving Map Page. The symbology is  
shown in Table 14-1, Figures 14-2, 14-3, and 14-4. A  
Traffic Advisory (TA) symbol appears as a solid yellow  
circle (or half circle on the outer range ring if the traffic is  
outside the range of the dedicated Traffic Page). All other  
traffic is displayed as a solid (Proximity Advisory) or a  
hollow (Other Traffic) white diamond.  
Altitude deviation from own (client) aircraft altitude is  
displayed (in hundreds of feet) for each target symbol. If  
traffic is above own aircraft altitude the deviation is shown  
above the target next to a ‘+’ symbol. If traffic is below  
own aircraft altitude the deviation is shown below the  
target next to a ‘-’ symbol.  
Proximity Advisory (PA) - This symbol (solid  
white diamond) represents intruder aircraft that  
are close in proximity, but do not appear to be on  
a collision course.  
Other Traffic Symbol - This symbol (hollow white  
diamond) represents traffic detected within the  
selected display range that does not meet the  
criteria for a TA or PA.  
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SECTION 14  
ADDITIONAL FEATURES  
Altitude  
Deviation  
Traffic Ground Track - The target track vector is a  
short line displayed in 45° increments. The vector  
protrudes from each target symbol in the direction  
of travel.  
Altitude  
Trend  
‘Other’ (Intruder)  
Traffic Symbol  
Traffic Ground  
Track Vector  
Traffic Advisory  
(TA) Symbol  
Figure 14-4 Altitude Trend and Deviation  
‘Own’ (Client)  
Aircraft Symbol  
Traffic Page  
TIS Traffic data is displayed on the Traffic Page (Figure  
14-5) and the Map Page. Unlike other forms of traffic, TIS  
traffic does not require heading data to be valid on the map.  
The only difference between TIS and other traffic data  
occurs on the Traffic Page. If heading is available, then the  
traffic data is compensated and displayed as heading-up. If  
it is not available, the Traffic Page is a track-up display. It is  
labeled on the upper portion of the Traffic Page.  
Proximity  
Advisory  
Figure 14-2 Traffic Page  
Out-of-Range  
Traffic Advisory  
(TA) Symbol  
Mode Selection  
Field  
Heading or  
Track Up  
Indicator  
Figure 14-3 Out-of Range TA Symbol  
Figure 14-5 Traffic Page  
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SECTION 14  
ADDITIONAL FEATURES  
FAILED - ‘FAILED’ is displayed when the GTX  
330 has indicated it has failed (Figure 14-8). The  
pilot should see the installer for corrective action.  
TIS Traffic Display Status and Pilot Response  
AGE - If traffic data is not refreshed within 6  
seconds, an age indicator (e.g., ‘AGE 00:12’) is  
displayed in the lower right corner of the display  
(when displaying traffic). See Figure 14-6. After  
another 6 seconds, if data is still not received,  
the traffic is removed from the display. The pilot  
should be aware that the quality of displayed  
traffic is reduced in this condition.  
Figure 14-8 ‘Failed’ Message  
NO DATA - ‘NO DATAis displayed when no data  
is being received from the GTX 330 (Figure 14-9).  
The pilot should be aware that this status may be  
a normal mode of operation in a dual transponder  
installation where the GTX 330 with TIS is not the  
selected transponder.  
Traffic  
Coasting  
Banner  
and Age  
Indicator  
Figure 14-6 Traffic Age Indicator and Coasting Banner  
• DATA FAIL - ‘DATA FAILis displayed when data  
is being received from GTX 330 (Figure 14-7),  
but there was a failure detected in the data stream.  
The pilot should see the installer for corrective  
action.  
Figure 14-9 ‘No Data’ Message  
OPER - When the Traffic Page displays OPER in  
the upper right hand corner of the display (Figure  
14-11), the TIS system is in operational mode and  
available to display traffic on the Traffic or Map  
Page.  
Figure 14-7 ‘Data Fail’ Message  
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SECTION 14  
ADDITIONAL FEATURES  
STANDBY - When the Traffic Page displays  
STANDBY (Figure 14-10), the TIS system is in  
standby mode and cannot display traffic data.  
UNAVAIL - When a 60 second period elapses with  
no data, TIS is considered to be unavailable. This  
state is indicated by the text ‘UNAVAIL(Figure  
14-12). The pilot should be aware that ‘UNAVAIL’  
could indicate a TIS coverage limitation due to a  
line-of-sight situation, a low altitude condition,  
or a result of flying directly over the radar site  
providing coverage (cone of silence).  
Figure 14-10 ‘Standby’ Message  
TRFC CST - The ‘TRFC CST’ (traffic coasting)  
banner (located above the ‘AGE’ indicator in  
Figure 14-6) indicates that displayed traffic is held  
even though the data is stale. The pilot should  
be aware that the quality of displayed traffic is  
reduced in this condition.  
Figure 14-12 ‘UNAVAIL’ Message  
Traffic Warning Window  
TRFC RMVD - The ‘TRFC RMVD’ banner (Figure  
14-11) indicates that traffic has been removed  
from the display due to the age of the data being  
too old to ‘coast’ (for the time period of 12-60  
seconds from the last receipt of a TIS message).  
The pilot should be aware that traffic may be  
present but not shown.  
When the unit is on any page (other than the NAV  
Traffic Page) and a traffic threat is imminent, the Traffic  
Warning Window is displayed (Figure 14-13). The Traffic  
Warning Window shows a small thumbnail map which  
can take the user to the Traffic Page by pressing the ENT  
Key, or go back to the previous page by pressing the CLR  
Key.  
Traffic  
Removed  
Banner  
and Age  
Indicator  
Figure 14-13 Traffic Warning Window  
NOTE: The Traffic Warning Window is disabled  
when the aircraft ground speed is less than 30  
Figure 14-11 Traffic Removed Banner  
knots or when an approach is active.  
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SECTION 14  
ADDITIONAL FEATURES  
Non-Bearing Traffic Advisory (TA) Banner  
Map Page  
TIS traffic is displayed on the Map Page (Figure 14-15)  
in addition to the Traffic Page. When a Traffic Advisory  
is active, the Traffic Banner is displayed in the lower right  
corner of the Map Page.  
Traffic is only displayed graphically if aircraft heading  
data is available. When heading is not available, Traffic  
Advisories are displayed as non-bearing banners. The  
banner shown in Figure 14-14 consists of (left to right):  
Non-  
Traffic  
Advisory  
Banner  
Bearing  
Traffic  
Advisory  
Banner  
Figure 14-14 Non-Bearing TA Banner  
Figure 14-15 Map Page Displaying Traffic  
• The ‘TAannunciation.  
• The distance in miles ‘1.5’, from the client  
aircrafts present position to the intruder aircraft.  
• A ‘+’ or ‘-’ symbol indicating whether the intruder  
aircraft is above (+) or below (-) the client aircraft.  
• The difference in altitude ‘04’ (shown in hundreds  
of feet) between the intruder aircraft and the client  
aircraft.  
• An up or down arrow indicating that the intruder  
aircraft is climbing or descending at a rate greater  
than 500 fpm.  
Traffic Page Display Range  
Various display ranges can be selected for optimal  
display of TIS traffic information.  
Changing the display range on the Traffic  
Page:  
Press the RNG Key to zoom through the range  
selections which are: 12/6 nm, 6/2 nm, and 2  
nm.  
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SECTION 14  
ADDITIONAL FEATURES  
Configuring TIS traffic on the Map Page:  
Thumbnail Traffic on Map Page  
1) Turn the small right knob to select the Map  
The Map Page can display traffic in a thumbnail format  
in any of the top three data fields on the right side of the  
Map Page.  
Page.  
2) Press the MENU key. Turn the small right  
knob to selectSetup Map’? and press the ENT  
Key.  
Displaying Thumbnail Traffic on the Map  
Page:  
3) The flashing cursor highlights the GROUP field.  
Turn the small right knob to select ‘Traffic’  
(Figure 14-16) and press the ENT Key.  
1) Turn the small right knob to select the Map  
Page.  
2) Press the MENU Key to display the Page  
Menu.  
3) Turn the small right knob to select ‘Change  
Fields?’ and press the ENT Key.  
4) Select one of the top three configurable fields.  
SelectTRFC’ from the Select FieldType List and  
press the ENT Key. Note that the thumbnail  
range defaults to 6 nm and cannot be changed  
(Figure 14-17).  
Figure 14-16 Map Setup Window  
4) Turn the large right knob to select the desired  
Traffic Mode option. Turn the small right knob  
to select the desired option and press the ENT  
Key. Repeat the step for Traffic Symbol and  
Traffic Label.  
5) Press the CLR Key to return the Map Page.  
The traffic mode selection menu allows the user to  
choose from the following:  
All trfc - All traffic is displayed on the Map Page.  
TA/PA - Only traffic advisories and proximity  
advisories are displayed on the Map Page.  
Figure 14-17 Thumbnail Traffic on Map Page  
TA only - Only traffic advisories are displayed on  
the Map Page.  
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SECTION 14  
ADDITIONAL FEATURES  
Highlighting TIS Traffic Using Map Page  
Panning  
Power-Up Test  
The TIS interface performs an automatic test during  
power-up.  
Another Map Page feature is panning, which allows the  
pilot to move the map beyond its current limits without  
adjusting the map scale. Press the small right knob to  
select the panning function, a target pointer flashes on the  
map display. A window appears at the top of the map  
display showing the latitude/longitude position of the  
pointer, plus the bearing and distance to the pointer from  
the present position.  
If the system passes the power-up test, the  
Standby Screen appears on the Traffic Page.  
If the system passes the power-up test and the  
aircraft is airborne (as determined by system  
configuration at the time of installation, see the  
installer for detailed criteria information), traffic is  
displayable on the Traffic Page in operating mode.  
Activating the panning feature and panning  
the map display:  
If the system fails the power-up test, one of the  
messages listed in Table 14-2 will be displayed .  
See the installer for corrective action if the ‘DATA  
FAIL, or ‘FAILED’ message is displayed.  
1) Press the small right knob to activate the  
panning target pointer.  
2) Turn the small right knob to move up (turn  
clockwise) or down (counterclockwise).  
Message  
Description  
GTX 330 has failed  
3) Turn the large right knob to move right (turn  
FAILED  
clockwise) or left (counterclockwise).  
Data is being received from the GTX 330,  
but a failure was detected in the data stream  
DATA FAIL  
4) To cancel the panning function and return to  
the present position, press the small right  
knob.  
NO DATA Data is not being received from the GTX 330  
Table 14-2 Power-up Messages  
When the target pointer is placed on traffic, the traffic  
range and altitude separation are displayed (Figure 14-18).  
NOTE: ‘NO DATA’ may be a normal mode of  
operation in a dual transponder installation  
where the GTX 330 with TIS is not the selected  
transponder.  
Traffic Range  
and Altitude  
Separation  
Target  
Pointer  
Figure 14-18 Traffic Range and Altitude Separation  
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SECTION 14  
ADDITIONAL FEATURES  
Manual Override  
Flight Procedures  
The user can manually switch between standby (STBY)  
and operating (OPER) mode of operation to manually  
override automatic operation.  
Once the aircraft is airborne (determined by system  
configuration at the time of installation) the system  
switches from standby mode to operating mode. The  
GNS 530 unit displays OPER in the upper right hand  
corner of the display and begins to display traffic on the  
Traffic or Map Page.  
Placing the display into operating mode  
from the standby mode (to display TIS  
traffic):  
The TIS Traffic Advisory (TA) should alert the crew to  
use additional vigilance to identify the intruding aircraft.  
Any time the traffic symbol becomes a yellow circle or  
a voice warning is announced, conduct a visual search  
for the intruder. If successful, maintain visual contact  
to ensure safe operation. See TIS Traffic Display Status  
and Pilot Response, in this section for a list of TIS display  
messages and respective pilot responses.  
1) Press the small right knob to activate the  
cursor, and highlight ‘STBY’.  
2) Turn the small right knob to select ‘OPER?’.  
3) Press the ENT Key to confirm.  
Placing the display into standby mode from  
operating mode (to stop displaying TIS  
traffic):  
After Landing  
1) Press the small right knob to activate the  
cursor, and highlight ‘OPER’.  
Once the aircraft is on ground (determined by system  
configuration at the time of installation) the system  
switches from operating mode to standby mode. The  
GNS 530 unit displays ‘STBY’. As described previously,  
both the standby and operating modes can be manually  
overridden by the display controls.  
2) Turn the small right knob to select ‘STBY?’.  
3) Press the ENT Key to confirm.  
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SECTION 14  
ADDITIONAL FEATURES  
around for delivery to ORBCOMM in less than  
five seconds (ORBCOMM is a provider of global  
messaging services using a constellation of 26  
low-Earth orbiting satellites). The message is  
relayed from the satellites to the GDL 49 aboard  
the aircraft. Once the GDL 49 receives the  
message, it is displayed on the GNS 530 unit.  
14.2 WEATHER DATA LINK INTERFACE  
This section is written for:  
Garmin 500 Series Main System Software Version  
6.01 and later  
GDL 49 Main Software Version 2.03 and later  
GDL 69/69A Main Software Version 2.14 and later  
GDL 69/69A - NEXRAD and METAR data  
is collected by the National Weather Service  
and disseminated to WxWorks™, a weather  
information provider. This data is then delivered  
to XM Satellite for rebroadcast. Data from two  
XM satellites is then made immediately available  
to XM customers. The GDL 69/69A receives  
streaming weather data, processes the data, then  
sends it to the GNS 530 unit for display.  
Some differences in operation may be observed when  
comparing the information in this manual to earlier or  
later software versions.  
NOTE: This section is written exclusively for 500  
Series units that are configured with the GDL  
49 or GDL 69(A) Data Link Satellite Receiver.  
Refer to the 400/500 Series Display Interfaces  
Pilot’s Guide Addendum (190-00140-10) when  
interfacing with non-Garmin products.  
Functions provided by the Weather Data Link system  
include:  
Introduction  
GNS 530 units can interface with the GDL 49 or the  
GDL 69/69A. The GNS 530 unit provides the display and  
control interface for the textual and graphical weather  
data link.  
Satellite up-linked textual and graphical weather  
data is received by the GDL 49 on a request/reply basis.  
Transmissions are made using bursts of compressed  
data at a rate of 4800 bps. Weather data transmissions  
are streamed directly to the GDL 69/69A from the XM  
Satellite Radio network.  
Request for and display of NEXRAD radar  
imagery.  
Request for and display of text-based METAR  
data.  
Request for and display of a compressed form of  
METAR data that allows icon representations at  
reporting stations on a moving map indicating  
visibility, ceiling, etc.  
Position tracking services are provided through  
periodic position report transmissions from the  
GNS 530 unit (available with GDL 49 only).  
The following operational differences are noted  
between the GDL 69/69A and the GDL 49:  
GDL 49 - NEXRAD and METAR data is collected  
by the National Weather Service and disseminated  
to Meteorlogix™, a weather information provider.  
This data is then delivered to a weather server  
in the Echo Flight Message System. With  
the weather data on the system, an incoming  
customer request is filled, logged, and turned  
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SECTION 14  
ADDITIONAL FEATURES  
Weather Products  
NEXRAD Limitations  
The following weather products are available for  
display on the 500 Series unit via the Weather Data Link  
interface:  
CAUTION: NEXRAD weather data is to be used  
for long-range planning purposes only. Due to  
inherent delays and relative age of the data  
that can be experienced, NEXRAD weather data  
cannot be used for short-range avoidance of  
weather.  
NEXRAD Data  
Graphical METAR Data  
Text-based METAR Data  
Graphical Temperature/Dewpoint Data  
Graphical Wind Data  
Certain limitations exist regarding the NEXRAD  
radar displays. Some, but not all, are listed for the users  
awareness:  
NEXRAD base reflectivity does not provide  
sufficient information to determine cloud layers or  
precipitation characteristics (hail vs. rain, etc).  
NEXRAD Description  
WSR-88D weather surveillance radar or NEXRAD  
(NEXt generation RADar) is a Doppler radar system that  
has greatly improved the detection of meteorological  
events such as thunderstorms, tornadoes, and hurricanes.  
An extensive network of NEXRAD stations provides  
almost complete radar coverage of the continental United  
States, Alaska, and Hawaii. The range of each NEXRAD  
station is 124 nautical miles.  
NEXRAD base reflectivity is sampled at the  
minimum antenna elevation angle. An individual  
NEXRAD site cannot depict high altitude storms  
at close ranges, and has no information about  
storms directly over the site.  
NEXRAD resolution varies, depending on the  
amount and complexity of the weather data being  
received. The displayed NEXRAD data will reflect  
the highest intensity level sampled within a 2 x 2  
km (4 sq km) unit of area (depending on available  
system memory).  
NEXRAD Abnormalities  
There are possible abnormalities regarding displayed  
NEXRAD images. Some, but not all, of those include:  
Ground clutter  
Spurious radar data  
Sun strobes, when the radar antenna points  
directly at the sun  
Military aircraft deploy metallic dust (chaff) which  
can cause alterations in radar scans  
Interference from buildings or mountains, which  
may cause shadows  
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SECTION 14  
ADDITIONAL FEATURES  
NEXRAD Intensity  
Colors are used to identify the different NEXRAD echo intensities (reflectivity) measured in dBZ (decibels of Z).  
Reflectivity (designated by the letter Z) is the amount of transmitted power returned to the radar receiver. The dBZ values  
increase as returned signal strength increases. Precipitation intensity is displayed on the GNS 530 units using colors  
represented by the dBZ values listed in Table 14-3.  
Display  
dBZ  
Rain  
Snow  
Source of NEXRAD Echo  
(inches/hour) (inches/hour)  
GDL 49 GDL 69  
Atmos  
Rain  
Snow  
Sleet  
Hail  
Cloud  
<-10  
-10  
-5  
.00  
.00  
.00  
.00  
.00  
trace  
0
.00  
trace - .05  
trace - .10  
.10  
Very Light  
Light  
5
.00  
10  
15  
20  
25  
30  
35  
40  
45  
50  
55  
60  
65  
70  
75  
0 – trace  
.01  
Light  
Light  
Light  
.1-.2  
Light  
.02  
.2-.3  
Light  
Light  
.05  
.3-.5  
Light  
Light – Medium  
Moderate  
Heavy  
.09  
.5-.7  
Light – Moderate  
Moderate  
Heavy  
.24  
.7-1.0  
>1 or sleet  
>1 or sleet  
sleet  
.48  
Heavy  
1.25  
2.5  
Heavy  
Heavy  
Intense  
Extreme  
Extreme  
Extreme  
5.7  
sleet  
12.7  
Large  
Large  
Table 14-3 NEXRAD Intensity Colors  
NOTE: The information presented in this Pilot’s Guide regarding NEXRAD is not meant to be comprehensive.  
The NOAA website (www.noaa.gov) contains complete and detailed information regarding NEXRAD weather  
radar operation and theory.  
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SECTION 14  
ADDITIONAL FEATURES  
The NEXRAD Request Page has the following user-  
selectable fields:  
Requesting NEXRAD Data  
NEXRAD data can be requested from the Data Link  
Page or the Map Page.  
Center - This field allows the pilot to specify  
reference points for the request. The following  
five options are available for the ‘Center’ field:  
Requesting NEXRAD data from the Data  
Link Page:  
Current Position - Request NEXRAD data from  
the aircrafts current position.  
1) Select the Data Link Page from the AUX Page  
Group.  
Look Ahead - Request NEXRAD data ahead of  
(along) the current route.  
2) Press the small right knob to activate the  
cursor. NexRad Request’ is highlighted (Figure  
14-19).  
From ID - Request NEXRAD data from a  
specific waypoint identifier. If ‘From ID’ is  
selected as the reference point for the request,  
the ‘WPT’ field is displayed (in place of  
‘Position’). The ‘WPT’ field is used to enter a  
waypoint identifier as the reference point for  
the request.  
From Lat/Lon - Request NEXRAD data from  
a specific latitude and longitude. This is only  
selectable when requesting from the map. The  
‘Position’ field displays the position of the map  
cursor and cannot be edited.  
Figure 14-19 Data Link Page (GDL 49)  
3) Press the ENT Key. The NEXRAD Request Page  
From Flight Plan - Request NEXRAD data from  
one of the waypoints in the active flight plan.  
This is only selectable when an active Flight  
Plan has been selected. The ‘Flight Plan’ field  
(displayed in place of ‘Position’) is used to select  
which waypoint in the active flight plan to use  
as the reference point for the request.  
(see Figure 14-20) is displayed.  
Radius - This field selects a request radius from 50  
to 250 nautical miles from the selected position.  
Position (also WPT or Flight Plan) - ‘Current  
Posn’-Position is current, ‘Look Ahead’-Position is  
look ahead position. ‘From ID’-Position is from  
the ID entered into the WPT field. ‘Flight Plan’ is  
the ID selected from the active flight plan.  
Figure 14-20 NEXRAD Request Page (GDL 49)  
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SECTION 14  
ADDITIONAL FEATURES  
Auto Request (GDL 49 Only) - This field is  
Requesting NEXRAD data from the Map  
Page:  
used to set the time interval for the GDL 49 to  
automatically send a NEXRAD data request. The  
time options are OFF, 10 min, 15 min, 20 min, 30  
min, 45 min, and 1 hour. When an auto request  
time is selected, the first request is sent after the  
specified time has elapsed from when the field  
was set (as opposed to immediately sending a  
request).  
1) Select the Map Page.  
2) Press the MENU Key. The Map Page Options  
Menu is displayed.  
3) Select ‘Request NEXRAD?’ (Figure 14-21) and  
press the ENT Key.  
NOTE: It is recommended that the pilot turn  
the Auto Request function ‘on’ by setting it to  
‘10 min’ updates. This setting provides best  
performance for the GDL 49.  
The ‘Manual Send?’(GDL 49) or ‘Update Request?’  
(GDL 69) field is used to request NEXRAD Data.  
4) Use the small and large right knobs to select  
the desired data (listed on preceding page)  
and the ENT Key to enter the data into the  
appropriate fields on the NEXRAD Request  
Page.  
Figure 14-21 Map Page Options Menu  
4) Follow the preceding steps 4 - 6.  
NOTE: The pilot may also use the map panning  
function to request NEXRAD data at a specific  
map position. After panning and selecting a  
position on the map, the pilot can press the  
MENU Key and request the NEXRAD data.  
5) Select ‘Manual Send?’ or ‘Update Request?’  
and press the ENT Key. The request has been  
sent. Note that selecting Auto Request’  
and pressing the ENT Key does not send the  
request until after the auto time period.  
Data Received Message (GDL 49 Only)  
6) To exit from the NEXRAD Request Page, press  
the small right knob. The Data Link Page is  
displayed.  
When the request has been answered, the message  
annunciator (MSG) flashes to alert the pilot to one of  
the following messages depending on the type of data  
received:  
• New NEXRAD Received  
• New Graphic METAR Received  
• New Text METAR Received  
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SECTION 14  
ADDITIONAL FEATURES  
Displaying NEXRAD Data on the Weather Page  
Customizing NEXRAD Data on the Weather  
Page  
The pilot can customize the NEXRAD data on the  
To display NEXRAD Data on the Weather  
Page:  
Weather Page from the Page Options Menu.  
1) Select the NAV Weather Page (Figure 14-22)  
using the small and large right knobs. When  
the GNS 530 is configured with the Data Link  
interface, the Weather Page is the third page  
in the NAV Page Group (it is the fourth page  
if a traffic sensor is also configured).  
Customizing the NEXRAD data on the  
Weather Page:  
1) From the Weather Page, press the MENU Key  
to display the NAV Weather Page Options  
Menu.  
2) Select from the following options to customize  
the NEXRAD data:  
View 120°? / View 360°? - There are two  
viewing options available, each shown relative  
to the position of the aircraft. When the MENU  
Key is pressed,the alternate selection is shown.  
Use this option to switch between a radar-like,  
120° display of the data, and the default 360°  
display.  
Figure 14-22 NEXRAD Data on Weather Page  
Request NEXRAD?/Request METAR? - This  
option is a link to either the NEXRAD or METAR  
Request Pages,depending on which is currently  
displayed on the Weather Page.  
2) Press the small right knob.The upper left hand  
corner field flashes.  
3) Turn small right knob and select ‘NEXRAD’.  
4) Press the small right knob.  
Display Legend? - This option is a link to the  
Weather Legend Page.See theWeather Legend  
Page paragraph following in this section.  
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SECTION 14  
ADDITIONAL FEATURES  
The density values are LOW-MED-HIGH. Press  
the ENT Key to make the selection then press  
the CLR Key to go back to the Map Page.  
Displaying NEXRAD Data on the Map Page  
When NEXRAD data is received, it is displayed on the  
Map Page, in addition to the Weather Page and the Default  
NAV Page.  
Precipitation  
Intensity – Map  
Configuration  
Pattern  
Color  
Customizing NEXRAD Data on the Map Page  
The pilot can customize NEXRAD data on the Map  
Page by using the Page Menu.  
Light Precipitation  
– Low  
Green  
Green  
Green  
Yellow  
Yellow  
Red  
(sparse dotted area fill)  
(dense dotted area fill)  
(solid area fill)  
Customizing the Map Page:  
Light Precipitation  
– Medium Density  
1) Go to the Map Page in the NAV Page Group.  
2) Press the MENU Key and select ‘Setup Map?’  
from the page menu.  
Light Precipitation  
– High Density  
3) Select ‘Weather’ from the GROUP field in the  
Map Setup window (Figure 14-23).  
Moderate Precipitation  
– Low & Medium  
Density  
(dense dotted area fill)  
Moderate Precipitation  
– High Density  
(solid area fill)  
(dense dotted area fill)  
(solid area fill)  
Heavy Precipitation  
– Low & Medium  
Density  
Figure 14-23 Map Setup Window  
Heavy Precipitation  
– High Density  
Red  
4) Highlight the NEXRAD Symbol field, and use  
the small right knob to set the desired map  
range at which to overlay NEXRAD data. The  
range values are ‘Off’ to 2000 nm miles. Press  
the ENT Key for the desired range selection.  
Press the CLR Key to go back to the Map  
Page.  
Table 14-4 NEXRAD Density Patterns  
NOTE: If the pilot changes the NEXRAD Density  
and/or NEXRAD Symbol fields, these settings  
changes also affect the Weather Page. For  
example, if the pilot selects ‘Low’ NEXRAD  
Density, both the Weather Page and the Map  
Page display the NEXRAD graphics in the ‘Low’  
mode.  
5) Highlight the NEXRAD Density field, use the  
small right knob to set the density desired  
(i.e., the transparency, see Table 14-4) of the  
NEXRAD cells.  
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SECTION 14  
ADDITIONAL FEATURES  
The pilot may use the ‘NEXRAD Off?’ and ‘NEXRAD  
On?’ fields in the Page Menu (Figure 14-24) to turn off the  
display of NEXRAD data from the Map Page.  
Once the Airport Location Page is displayed, enter the  
identifier for the desired airport. Press the MENU Key.  
The options menu appears (Figure 14-25) listing the  
following three options:  
Request NEXRAD?  
Request METAR?  
View Text METAR? (if available)  
Figure 14-24 Map Page Options Menu  
NOTE: If the GNS 530 unit is configured for  
Weather Data Link Interface with a GDL 49 or  
GDL 69, pressing the CLR Key while viewing  
the Map Page reduces the NEXRAD density one  
incremental step. All NEXRAD data is removed  
if the CLR Key is pressed while density is set to  
low.  
Figure 14-25 Airport Location Page Options Menu  
Highlight the desired option and press the ENT Key.  
‘Request NEXRAD?’ and ‘Request METAR?’ options select  
the NEXRAD and METAR Request Pages, respectively.  
‘View Text METAR?’ selects the Textual METAR Page for  
the desired airport, if textual METAR is available for that  
airport.  
Request Shortcuts  
The pilot can quickly select the NEXRAD, METAR, or  
Textual METAR Page for a specific airport from the Airport  
Location Page.  
Three methods of selecting the Airport  
Location Page:  
Use the small and large right knobs to select  
theAirport Location Page from theWPT Group  
of pages.  
On the Map Page, move the target pointer to  
highlight an on-screen airport. Press the ENT  
Key.  
On any page that displays an airport identifier,  
use the cursor and highlight the desired airport  
identifier. Press the ENT Key.  
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SECTION 14  
ADDITIONAL FEATURES  
Data Link Request Log Page (GDL 49 Only)  
Sending Position Reports (GDL 49 Only)  
The Data Link Request Log Page (Figure 14-27) is used  
to display the data that was requested. When a request is  
received, a check mark is placed in the box.  
The Data Link allows for accurate location tracking of  
the aircraft by sending the aircrafts position manually or  
automatically to the EchoFlight website (www.EchoFlight.  
com) for use by third-party EchoFlight customers.  
Viewing the Data Link Request Log Page:  
Sending the Present Position:  
1) Use the small and large right knobs and select  
the Data Link Page from the AUX Group of  
pages.  
1) Select the Data Link Page (see preceding step  
1).  
2) Highlight ‘Data Link Log’ (Figure 14-26) and  
2) Highlight ‘Position Report’ (Figure 14-28) and  
press the ENT Key.  
press the ENT Key.  
Figure 14-26 Data Link Page  
Figure 14-28 Data Link Page  
3) ThePosition Report’ Page is displayed with the  
following six fields:  
3) The Data Link Request Log Page is displayed  
(Figure 14-27).  
Nearest VOR - Nearest VOR identifier.  
Distance - The distance from the nearest  
VOR.  
Radial - The radial from the nearest VOR.  
Position - Displays the aircraft’s current position  
expressed in Latitude and Longitude.  
Figure 14-27 Data Link Request Log Page  
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SECTION 14  
ADDITIONAL FEATURES  
Auto Request - This field is used to set the  
time interval for the system to automatically  
send the position. The time options are OFF,  
10 min, 15 min, 20 min, 30 min, 45 min, and  
1 hr. When an auto request time is selected,  
the first report is sent after the specified  
time has elapsed from when the field was  
set (as opposed to immediately sending a  
report). Note that in order to take advantage  
of EchoFlight’s Automatic Weather Delivery  
(AWD) service, the time interval must be set  
to 15 minutes.  
Requesting Graphical METARS  
Graphical METAR data can be requested from the Data  
Link Page, Map Page, or Airport Page.  
Requesting graphical METARS from the  
Data Link Page:  
1) Select the Data Link Page from the AUX Page  
Group.  
2) Press the small right knob to activate the  
cursor. Turn the small right knob and highlight  
‘Metar Request’ (Figure 14-30).  
Manual Send? -This field is used to send out a  
current single position report (Figure 14-29).  
Figure 14-30 Data Link Page  
3) Press the ENT Key. The ‘METAR REQUEST’  
Figure 14-29 Position Report Page  
Page is displayed (Figure 14-31).  
Figure 14-31 Metar Request Page  
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SECTION 14  
ADDITIONAL FEATURES  
The METAR Request Page has the following user-  
selectable fields:  
Radius (Graphical requests only) - This field  
selects a request radius from 50 to 250 nautical  
miles from the selected position.  
• Format - This field is used to select between  
requesting the raw METAR text (Textual) or  
requesting a graphical summary (Graphic) of  
several METARS.  
Position (also WPT or Flight Plan) - ‘Current  
Posn’-Position is current, ‘Look Ahead’-Position is  
look ahead position. ‘From ID’-Position is from  
the ID entered into the WPT field. ‘Flight Plan’ is  
the ID selected from the active flight plan.  
NOTE: Textual METARS can only be requested  
by identifier or by flight plan (if the flight plan  
contains a METAR station identifier).  
Auto Request (GDL 49 Only) - This field is  
used to set the time interval for the GDL 49 to  
automatically send a NEXRAD data request. The  
time options are OFF, 10 min, 15 min, 20 min, 30  
min, 45 min, and 1 hour. When an auto request  
time is selected, the first request is sent after the  
specified time has elapsed from when the field  
was set (as opposed to immediately sending a  
request).  
Center - This field allows the pilot to specify  
reference points for the request. The following  
five options are available for the ‘Center’ field:  
Current Position - Request METAR data from  
the aircrafts current position.  
Look Ahead - Request METAR data ahead of  
(along) the current route.  
NOTE: It is recommended that the pilot turn the  
Auto Request functionon’ by setting it to10 min’  
updates. This setting provides best performance  
for the GDL 49.  
From ID - Request NEXRAD data from a  
specific waypoint identifier. If ‘From ID’ is  
selected as the reference point for the request,  
the ‘WPT’ field is displayed (in place of  
‘Position’). The ‘WPT’ field is used to enter a  
waypoint identifier as the reference point for  
the request.  
The ‘Manual Send?’(GDL 49) or ‘Update Request?’  
(GDL 69) field is used to request METAR Data.  
4) Use the small and large right knobs to select  
the desired data and the ENT Key to enter the  
data into the appropriate fields on the METAR  
Request Page.  
From Lat/Lon - Request NEXRAD data from  
a specific latitude and longitude. This is only  
selectable when requesting from the map. The  
‘Position’ field displays the position of the map  
cursor and cannot be edited.  
5) Select ‘Manual Send?’ or ‘Update Request?’  
and press the ENT Key. The request has been  
sent. Note that selecting Auto Request’  
and pressing the ENT Key does not send the  
request until after the auto time period.  
From Flight Plan - Request METAR data from  
one of the waypoints in the active flight plan.  
This is only selectable when an active Flight  
Plan has been selected. The ‘Flight Plan’ field  
(displayed in place of ‘Position’) is used to select  
which waypoint in the active flight plan to use  
as the reference point for the request.  
6) To exit from the NEXRAD Request Page, press  
the small right knob. The Data Link Page is  
displayed.  
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SECTION 14  
ADDITIONAL FEATURES  
Requesting graphical or textual METARS  
from the Map Page:  
Displaying graphical METARS on the NAV  
Weather Page  
1) Select the Map Page.  
Once received, graphical METAR data is displayed on  
the NAV Weather Page.  
2) Press the MENU Key. The Map Page Options  
Menu is displayed (Figure 14-32).  
Displaying graphical METARS on the NAV  
Weather Page:  
1) Select the NAV Weather Page.  
2) Press the small right knob. The upper left hand  
corner field flashes.  
3) Turn small right knob and select ‘METAR’.  
4) Press the small right knob.  
Viewing graphical METAR Data for a  
specific airport from the Map Page:  
Figure 14-32 Map Page Menu  
1) Select the Map Page.  
2) Move the target pointer to highlight a desired  
airport. Graphical METAR data is displayed for  
that airport in a thumbnail image.  
3) Select ‘Request METAR’ and press the ENT  
Key. The METAR Request Page is displayed.  
There are four user-selectable parameter  
fields: Format, Center, Radius, and Position  
(see preceding pages for detailed information).  
Change the request parameters as desired.  
NOTE: For the GDL 69/69A, METAR data is  
automatically updated every twelve minutes  
from the time of initial request.  
4) Enter the type of desired METAR Data and the  
desired radius (graphical requests only).  
5) Select ‘Manual Send?’ or ‘Update Request?’  
and press the ENT Key. The request has  
been sent. Note that selecting Auto Request’  
and pressing the ENT Key does not send the  
request until after the auto time period.  
6) To exit from the METAR Request Page, press  
the small right knob. The Map Page is  
displayed.  
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SECTION 14  
ADDITIONAL FEATURES  
The following symbology is shown for the various  
types of data:  
Weather Legend Page  
The symbology unique to Graphical METAR, Winds,  
For METAR Data:  
and Temperature/Dewpoint data is displayed on the  
Weather Legend Page. The Weather Legend is accessed  
from the Weather Page.  
Age of Data in Minutes  
Ceiling, Visibility, and Precipitation  
Ceiling, Visual Flight Rules  
Precipitation  
NOTE: All METAR, Wind, and Temp-Dewpoint  
symbols are depicted at the end of this section.  
For Wind Data:  
Displaying the Weather Legend:  
Age of Data in Minutes  
Winds  
1) Select the Weather Page and activate the  
cursor. This selects the weather selection field  
in the upper left corner of page.  
Wind Gust  
2) Use the small right knob to select METAR,  
For Temperature/Dewpoint Data:  
WINDS, or TEMP/DP.  
Age of Data in Minutes  
Temperature/Dewpoint  
3) Press the MENU Key.TheWeather Page Menu  
is displayed.  
4) Turn the small right knob, highlight ‘Display  
Legend’, and press the ENT Key. The Weather  
Legend is displayed (Figure 14-33) for the  
type of data that was selected. Use the small  
right knob and scroll through the various  
descriptions for the symbols that are shown.  
Press the small right knob to return to the  
Weather Page.  
Displaying Textual METARS  
Once received, textual METARS are displayed on the  
METARS Text Page.  
Figure 14-33 Weather Legend Page for METAR Data  
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SECTION 14  
ADDITIONAL FEATURES  
Selecting the METARS Text Page:  
1) Select the Data Link Page.  
2) Select ‘Textual Metar’.  
Displaying Wind Data  
Displaying wind data on the NAV Weather  
Page:  
3) Press the ENT Key. The Textual METAR Page  
(Figure 14-34) is displayed for the airport  
selected. The pilot can enter a different  
identifier on the Textual METAR Page.  
1) Select the NAV Weather Page.  
2) Press the small right knob. The upper left hand  
corner field flashes.  
3) Turn the small right knob and select  
‘WINDS’.  
4) Press the small right knob. The wind icons are  
displayed on the NAV Weather Page.  
Displaying Temperature/Dewpoints  
Temperature/Dewpoints are displayed on the NAV  
Weather Page.  
Displaying Temperature/Dewpoints on the  
NAV Weather Page:  
Figure 14-34 Textual METAR Page  
1) Select the NAV Weather Page.  
Entering an identifier:  
2) Press the small right knob. The upper left hand  
1) Select the Data Link Page. HighlightTEXTUAL  
corner data field flashes.  
METAR’ and press the ENT Key.  
3) Turn the small right knob and select ‘TEMP/  
2) Turn the small right knob and scroll through  
DP’.  
the list of four letter identifiers.  
4) Press the small right knob. The Temperature/  
Dewpoints are displayed on the NAV Weather  
Page.  
3) Highlight the desired identifier and press the  
ENT Key.  
4) The text box displays the METAR data for the  
selected identifier.  
NOTE: See a complete description of all METAR,  
Wind, and Temp-Dewpoint symbols at the end  
of this section.  
5) To request an updated graphic or textual  
METAR for this airport, press the MENU key  
to access the page menu and select ‘Request  
METAR?’.  
6) The METAR Request Page is displayed. The  
request option is displayed on the Textual  
METAR Page.  
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SECTION 14  
ADDITIONAL FEATURES  
Troubleshooting  
Monitoring the Data Link  
Although it is the responsibility of the facility that  
The Data Link Status Page provides an indication of  
the integrity of the Data Link. The Data Link Page allows  
the pilot to monitor the system and determine the possible  
cause of a failure.  
installed the GDL 49 or GDL 69/69A to correct any  
hardware problems, the pilot can perform some quick  
troubleshooting steps to find the possible cause of a  
failure.  
First, ensure that the owner/operator of the aircraft  
in which the GDL 49 or GDL 69/69A is installed has  
subscribed to Echo Flight or XM Satellite Radio for a  
Service Plan, and verify that it has been activated. Perform  
a quick check of the circuit breakers to ensure the GDL 49  
or GDL 69/69A has power applied. If a failure still exists,  
continue to the Data Link Status Page.  
View the Data Link Status Page:  
1) From theAUX Page Group, select the Data Link  
Page.  
2) HighlightData Link Status’ and press the ENT  
Key.  
3) The Data Link Status Page (Figure 14-35) is  
displayed.  
The fields on the Data Link Status Page may provide  
insight to a possible failure. Information displayed at this  
page should be noted and provided to the repair station.  
The Connectivity Message table should also provide a  
clear indication of any potential internal failures. If no  
indications exist, check the circuit breakers and electrical  
connections to the GDL 49 or GDL 69/69A, and ensure  
the unit has power applied. Repair stations are equipped  
to repair the system, should a hardware failure exist.  
Figure 14-35 Data Link Status Page  
The GDL 49 Datalink Status Page shows the following  
fields:  
TX Queue - Shows the number of requests in the  
GDL 49s transmit queue waiting to be sent to the  
satellite.  
RX Queue - Shows the number of responses in the  
GDL 49s receive queue waiting to be sent to the  
GNS 530.  
Sat ID/Connectivity - Shows the current satellite  
in view and also indicates the status of the current  
satellite connection. See Table 14-5.  
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SECTION 14  
ADDITIONAL FEATURES  
The GDL 69 Datalink Status Page shows the following  
fields:  
SAT ID/CONNECTIVITY FIELD  
MESSAGE  
DESCRIPTION  
Sat ID/Connectivity - This field shows the current  
activation status and signal strength of the XM  
Satellite Radio weather service. Table 14-7 lists  
the messages that may be shown in the Sat ID  
field.  
‘_ _ _’  
RS-232 communication with the GDL  
49 has been lost.  
‘Data Link has  
failed’  
There is a disconnect inside the GDL  
49.  
‘Linked to sat’  
Can exchange data with the satellite.  
SAT ID FIELD  
‘Satellite in view’  
Found satellite but have not yet  
identified it.  
MESSAGE  
DESCRIPTION  
‘--’  
GDL 69/69A - GNS 530 interface  
communications not yet established.  
‘Searching...’  
No satellite is currently in view.  
Table 14-5 Sat ID/Connectivity Field  
‘-0’, ‘-1’,  
‘-’ = Satellite radio service is not activated.  
SATCOM Operation - This field indicates the  
current activity being performed by the satellite  
communicator within the GDL 49. Table 14-6  
lists the messages that can be displayed, including  
interpretations of the most common ones:  
‘-2’, or ‘-3’ Satellite signal quality is indicated by the  
numbers 0, 1, 2, or 3; where 0=none,  
1=poor, 2=good, and 3=excellent.  
‘XM’  
GDL 69/69A not yet communicating with  
internal satellite radio hardware (normal  
during power-up).  
SATCOM OPERATION FIELD  
‘X0’, ‘X1’, ‘X’ = Satellite radio service activated.  
MESSAGE  
DESCRIPTION  
‘X2’, or  
‘X3’  
Satellite signal quality is indicated by the  
numbers 0, 1, 2, or 3; where 0=none,  
1=poor, 2=good, and 3=excellent.  
‘_ _ _’  
Unknown task is being performed,  
or RS-232 communication with the  
GDL 49 has been lost.  
Table 14-7 Sat ID Field  
‘Idle’  
Waiting to perform the next task.  
‘Receiving  
message’  
Receiving a response from the  
satellite.  
‘Sending message’ Transmitting a message.  
‘Sending request’  
Transmitting a request to the  
satellite.  
Table 14-6 SATCOM Operation Field  
SATCOM SER NUM - This field shows the serial  
number assigned to the GDL 49s internal satellite  
communicator.  
GDL SW - This field shows the currently installed  
software version for the GDL 49.  
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SECTION 14  
ADDITIONAL FEATURES  
Table 14-8 lists the messages that may be shown in the  
Sat Connectivity field.  
Standard Aviation Forecast Abbreviations  
The standard aviation forecast abbreviations are listed  
in Table 14-9.  
CONNECTIVITY FIELD  
MESSAGE  
DESCRIPTION  
STANDARD AVIATION FORECAST ABBREVIATIONS  
‘Satellite in  
view’  
Indicates a signal quality between 1  
and 3.  
‘+’ – (Heavy)  
‘-’ – (Light)  
‘/’ – (Missing or separator) Axxxx – Altimeter setting  
(xxxx are numbers)  
‘Searching...’ No satellite is currently in view, signal  
quality is ‘0’.  
AFT – After  
BKN – Broken clouds  
BR – Light fog  
CLR – Sky clear  
FEW – Few clouds  
FM – From  
Table 14-8 Connectivity Field  
BLO – Below  
CIG – Ceiling  
DZ – Drizzle  
• SATCOM Operation - This field always indicates  
‘Idle’ for the GDL 69/69A.  
• SATCOM SER NUM - The first eight characters of  
this field indicate the satellite radio ID number.  
A dash separates the satellite radio ID from the  
currently installed METAR database version in the  
GDL 69/69A.  
FG – Thick fog  
FZ – Freezing  
KT – Knots  
G – Gusts  
OBSCD – Obscured  
OVC – Overcast clouds  
Pxxxx – Hourly Precipitation  
(xxxx are numbers)  
GDL SW - This field shows the currently installed  
software version for the GDL 69/69A.  
PRESFR – Pressure falling PRESRR – Pressure rising  
rapidly  
rapidly  
RA – Rain  
RMK – Remarks  
SLP – Sea Level Pressure  
SN – Snow  
SCT – Scattered clouds  
SM – Statue Miles  
TEMPO – Occasionally  
TS – Thunderstorm  
Trrn – Terrain  
VV – Vertical Visibility  
Table 14-9 Forecast Abbreviations  
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SECTION 14  
ADDITIONAL FEATURES  
METAR Graphics  
Ceiling and Visibility - Flight Rules  
The age symbols listed in Table 14-10 are common to  
METARs, Winds, and Temperature/Dewpoint graphics:  
VFR  
Marginal  
VFR  
IFR  
Low IFR  
METAR, Winds, and Temperature/Dewpoints Age  
Graphics  
Table 14-12 Ceiling and Visibility Graphics  
The symbol in Figure 14-36 indicates the ceiling at  
KMWM is marginal VFR, with heavy snow and low IFR  
visibility. The data age is 31-60 minutes old.  
0 - 10 11 - 20 21 - 30 31 - 60  
minutes minutes minutes minutes minutes (Yellow)  
(Green) (Green) (Green) (Green) (Yellow)  
61+ Unknown  
Precipitation  
Ceiling  
Table 14-10 Weather Age Graphics  
METARs  
Data Age  
Visibility  
Precipitation Graphics  
Light  
(Green)  
Moderate  
(Green)  
Heavy  
(Yellow)  
Station Identifier  
No  
Figure 14-36 METAR Symbol  
Precipitation  
Rain  
Snow  
Unknown  
Table 14-11 Precipitation Graphics  
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SECTION 14  
ADDITIONAL FEATURES  
To interpret wind speed, add the values of each of the  
wind speed barbs. In Figure 14-37, there are two long  
barbs (10 knots each) and one short barb (5 knots each).  
Thus, the total wind speed is 25 knots. Adding the gust  
offset to this figure gives winds gusting to 36 knots. Thus,  
the symbol in Figure 14-37 indicates the surface wind at  
KFRM is coming from a direction of 300° at a speed of  
25 knots, gusting to 36 knots or greater. The data age is  
11-20 minutes old.  
Winds  
Wind Vector - The wind vector indicates the  
direction of the surface wind to the nearest 30˚  
increment (e.g. 30˚, 60˚, 90˚, 120˚, etc.).  
Wind Speed - In general, the sum of the wind barbs  
(see Table 14-13) is the sustained surface wind  
speed.  
Wind Speed  
Gust Offset  
Wind Speed  
(Blank)  
Unknown  
5 kts  
Short Barb  
Long Barb  
10 kts  
37 kts  
Wind Vector  
Data Age  
Table 14-13 Wind Speed Graphics  
Gust Offset  
Figure 14-37 Wind Symbol  
(Blank)  
Gusts are unknown or < 5 kts above  
sustained wind speed.  
G10  
(Green)  
Wind is gusting 5 - 10 kts more than  
sustained speed.  
G11+  
(Yellow)  
Wind is gusting 11 kts or more above its  
sustained speed.  
Table 14-14 Gust Offset Graphics  
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SECTION 14  
ADDITIONAL FEATURES  
Temperature - Dewpoints  
The Temperature-Dewpoint Range symbols (Table  
14-15) display the difference between the reported  
temperature and dewpoint. Differences are shown in  
degrees Fahrenheit.  
Temp - Dewpoint Display Ranges  
(Blank)  
Unknown  
11°+  
(Green)  
7° - 10°  
(Green)  
0° - 6°  
(Yellow)  
Table 14-15 Temp-Dewpoint Ranges  
This symbol in Figure 14-38 displays the difference  
between the reported temperature and dewpoint as 7-10  
degrees Fahrenheit at KSPW.  
Temperature  
Dewpoint  
Figure 14-38 Temp-Dewpoint Symbol  
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SECTION 14  
ADDITIONAL FEATURES  
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SECTION 15 – FAULT DETECTION  
AND EXCLUSION  
Figure 15-1 shows satellite number 9 exclusion during  
SECTION 15: FAULT DETECTION  
AND EXCLUSION  
oceanic phase of flight. No message notifying the user  
of exclusion appears. In addition to the EPE and DOP  
fields, there is the Horizontal Uncertainty Level (HUL)  
field which displays a 99% confidence level that the  
aircraft position is within a circle with a radius of the value  
displayed in the HUL field.  
NOTE: This section is intended for pilots expe-  
rienced with the operation of the GNS 530 and  
are familiar with RAIM. For more information  
regarding RAIM, see sections 10.3 and 10.4 of  
this manual.  
Excluded Satellite  
(Checkered Pattern)  
Horizontal Uncertainty  
Level  
FDE is an acronym that stands for Fault Detection and  
Exclusion. FDE was incorporated in the Garmin GNS  
530 Main and GPS Software version 3.00 and higher.  
FDE algorithms, provide a basis for approval per the  
requirements for ‘GPS as a Primary Means of Navigation for  
Oceanic/Remote Operations’ per FAA Notice N8110.60.  
The oceanic flight phase is used by the GNS 530 when the  
aircraft is more than 200 nm from the nearest airport. FDE  
requires no pilot interaction during flight, but predicting  
the capability of the GPS constellation to provide service  
during a flight is done by the pilot prior to departure.  
Oceanic  
Mode  
Figure 15-1 Satellite Status Page  
15.1 DETECTION AND EXCLUSION  
FDE consists of two distinct parts, fault detection  
and fault exclusion. The detection function refers to  
the capability to detect a satellite failure which can affect  
navigation. Upon detection, the exclusion function  
excludes one or more failed satellites and prevent them  
from being used during navigation. This allows the GPS to  
return to normal performance without interruption. The  
process is entirely automated and does not require pilot  
interaction during flight. On the Satellite Status Page,  
the pilot can view information related to FDE operation.  
To enhance safety, FDE functionality is provided for  
other phases of flight (non-precision approach, terminal,  
enroute). The FDE functionality for non-oceanic flight  
phases adheres to the same missed alert probability, false  
alert probability, and failed exclusion probability specified  
by N8110.60.  
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SECTION 15 – FAULT DETECTION  
AND EXCLUSION  
15.2 PRE-DEPARTURE VERIFICATION OF FDE  
Since FDE is based upon the exclusion of ‘bad’ satellites,  
it is necessary to ensure there will be an adequate number  
of satellites in the GPS constellation that are still able to  
provide a navigation solution. An FDE prediction must be  
performed prior to departure for a flight involving:  
• Oceanic/Remote operation where GPS is to be the  
sole source of navigation per FAA Notice 8110.60  
• U.S. Area Navigation (RNAV) routes, Standard  
Instrument Departures (SIDs), or Standard  
Terminal Arrival Routes (STARs) if a NOTAM  
indicates a GPS satellite (or satellites) is scheduled  
to be out-of-service, per FAA AC 90-100 ‘U.S.  
Terminal and En Route Area Navigation (RNAV)  
Operations’  
Prior to departure, the operator must use the FDE  
Prediction Program supplied with the 500 Series Trainer  
Software (Figure 15-2) to demonstrate that there are no  
outages in the capability to navigate on the specified  
route of flight (the FDE Prediction Program determines  
whether the GPS constellation is robust enough to provide  
a navigation solution for the specified route of flight). The  
trainer software and the document ‘400/500 Series FDE  
Prediction Instructions’ (190-00643-00) are available on  
Garmins website (www.garmin.com) for free download.  
Figure 15-2 Garmin 500 Series Trainer Software  
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SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
Altitude input failure - The GNS 530 is  
SECTION 16: MESSAGES,  
ABBREVIATIONS, AND NAV TERMS  
configured to receive altitude serializer data  
(Icarus, Rosetta, or Shadin) and it is not being  
received. Or, the data was being received, but has  
been interrupted. If a grey code altitude input  
is available, it is used instead. If the problem  
persists, contact a Garmin dealer and check the  
installation and installation settings. When this  
message occurs, no pilot action is required if  
enough satellites are available for a 3D position  
fix (provided no RAIM warnings are present).  
However, if only a 2D position fix is possible, the  
pilot should maintain the GPS altitude within  
1,000 feet of pressure altitude by entering the  
altitude on the Position Page.  
16.1 MESSAGES  
The GNS 530 uses a flashing ‘MSG’ annunciator at the  
bottom of the screen (directly above the MSG Key) to  
alert the pilot of any important information or warnings.  
While most messages are advisory in nature, warning  
messages may require pilot intervention.  
When the ‘MSG’ annunciator flashes, press the MSG  
Key to display the message. Press the MSG Key again to  
return to the previous page.  
The following is a list of available messages and their  
meanings:  
Approach is not active - The approach could  
not transition to ‘active’, at 2 nm or closer to  
the FAF. Verify that ‘SUSP’ DOES NOT appear  
directly above the OBS Key, indicating the auto  
waypoint sequencing is suspended. This message  
also appears if Receiver Autonomous Integrity  
Monitoring (RAIM) has determined that sufficient  
GPS satellite coverage DOES NOT exist for the  
current phase of flight (along with a ‘RAIM not  
available from FAF to MAP’ message).  
Airspace ahead -- less than 10 minutes - The  
GPS-calculated course is projected to enter a  
special use airspace within 10 minutes. This  
message is automatically disabled within 30 nm of  
an arrival airport, when an approach is loaded.  
Airspace near and ahead - The GPS-calculated  
position is within 2 nm of the boundary of a  
special use airspace and the course is projected  
to enter the airspace within 10 minutes. This  
message is automatically disabled within 30 nm of  
an arrival airport, when an approach is loaded.  
Approaching target altitude - The current GPS-  
computed altitude is within 500 feet of the final  
Vertical Navigation target altitude.  
All data referenced to True North - The GNS  
530 has not detected a NavData card in the left  
data card slot.  
Approaching VNAV profile - The aircraft is  
within one minute of reaching the initial Vertical  
Navigation descent, or climb, point.  
Arrival at waypoint [waypoint name] - The  
aircraft is within the arrival alarm circle for the  
indicated waypoint. The size of the arrival alarm  
circle is defined from the ‘CDI/Alarms’ menu  
option on the Setup Page.  
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16-1  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
Cannot navigate locked FPL - The pilot has  
COM needs service - The GNS 530 has detected  
a failure in its communications transceiver. The  
COM transceiver may still be usable, but the unit  
should be returned (at the earliest convenience) to  
a Garmin dealer for service.  
attempted to navigate a flight plan (FPL) with  
one or more locked waypoints. A waypoint can  
be ‘locked’ when the NavData card is replaced  
and the waypoint(s) does not exist in the new  
database.  
COM push-to-talk key stuck - The external  
push-to-talk (PTT) switch is stuck in the enabled  
(or pressed) state. Try pressing the PTT switch  
again to cycle its operation. If the message  
persists, contact a Garmin dealer for assistance.  
Can’t change an active waypoint - An attempt  
has been made to modify the position of the active  
‘to’ or ‘from’ waypoint. The GNS 530 does not  
allow modifications to user waypoints currently  
being utilized for navigation guidance.  
COM remote transfer key is stuck - The  
remote COM transfer switch is stuck in the  
enabled (or pressed) state. Try pressing the  
switch again to cycle its operation. If the message  
persists, contact a Garmin dealer for assistance.  
Can’t delete an active or FPL waypoint - An  
attempt has been made to delete the active ‘to’ or  
‘from’ waypoint. The GNS 530 will not allow the  
deletion of user waypoints currently being utilized  
for navigation guidance.  
COM transfer key stuck - The COM Flip-flop  
Key is stuck in the enabled (or pressed) state. Try  
pressing the COM Flip-flop Key again to cycle  
its operation. If the message persists, contact a  
Garmin dealer for assistance.  
CDI key stuck - The CDI Key is stuck in the  
enabled (or pressed) state. Try pressing the CDI  
Key again to cycle its operation. If the message  
persists, contact a Garmin dealer for assistance.  
Check unit cooling - The GNS 530 has detected  
excessive display backlighting temperature. The  
backlighting has been automatically dimmed  
to reduce the temperature. Check for adequate  
ventilation or check cooling air flow. Contact a  
Garmin dealer for assistance.  
COM transmitter power has been reduced  
- The GNS 530 has detected excessive unit  
temperature and/or an insufficient voltage level.  
The COM transceiver transmit power has been  
automatically reduced to compensate for the  
condition. For excessive temperatures, check for  
adequate ventilation or check cooling air flow. If  
the message persists, contact a Garmin dealer for  
assistance.  
COM has failed - The GNS 530 has detected a  
failure in its communications transceiver. The  
COM transceiver is not available and the unit  
should be returned to a Garmin dealer for service.  
Data card failure - The GNS 530 has detected  
a problem with the NavData card. The data is  
not usable and the card should be returned to  
Jeppesen or a Garmin dealer.  
COM is not responding - Internal system-  
to-system communication between the main  
processor and the COM transceiver has failed.  
Operational status of the COM transceiver is  
unknown and the unit should be returned to a  
Garmin dealer for service.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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16-2  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
Data transfer cancelled (crossfill is busy)  
- An attempt to transfer flight plan data during a  
unit-to-unit crossfill was cancelled. The host unit  
is busy or unable to communicate. Wait until any  
previous crossfill operation is complete before  
attempting the transfer again.  
Degraded accuracy - GPS position accuracy has  
been degraded and RAIM is not available. Poor  
satellite geometry (or coverage) has resulted in  
a horizontal DOP greater than 4.0. Additional  
cross-checking using another navigation source  
is required to verify the integrity of the GPS  
position.  
Data transfer cancelled (data invalid) - An  
attempt to transfer a single user waypoint during a  
unit-to-unit crossfill was cancelled. No waypoint  
was specified on the Crossfill Page. Select a user  
waypoint and attempt the transfer again.  
Display backlight failure - The GNS 530 has  
detected a failure in the display backlighting. The  
unit should be taken to your Garmin dealer for  
service.  
Data transfer cancelled (version mismatch)  
- An attempt to transfer data during a unit-to-unit  
crossfill was cancelled. The database versions  
of the two 500 Series units are not identical. If  
necessary, update the database(s) so they match.  
Contact Jeppesen or your Garmin dealer for  
assistance.  
Do not use for navigation - The GNS 530 is  
in Demo Mode and must not be used for actual  
navigation.  
FPL has been truncated - The flight plan (FPL)  
was truncated because not enough room existed  
to insert an approach, departure, or arrival. This  
message also appears when an approach has  
been deleted from a stored flight plan because an  
approach could not be found. These conditions  
may occur upon power up when a database  
change increases the number of waypoints in,  
or removes an approach from, an instrument  
procedure.  
Data transfer error, please re-transmit - An  
error was detected during unit-to-unit crossfill  
of user data (user waypoints and/or flight plans).  
The data transfer should be attempted again.  
Data transfer is complete - The unit-to-unit  
crossfill of user waypoint data has finished.  
FPL is full - remove unnecessary waypoints  
- An attempt has been made to add more than 31  
waypoints to a flight plan (FPL). The GNS 530  
does not allow more than 31 waypoints per flight  
plan.  
Database changed, validate user modified  
procedures - One or more approaches,  
departures, or arrivals have been modified from  
their original published form. When the NavData  
card is replaced (database update), the changes in  
the new database must be manually verified. This  
message occurs each time a flight plan containing  
a modified procedure (generated from a prior  
database version) is activated. To eliminate the  
message, re-create the flight plan from the new  
database, then make the desired modifications.  
FPL leg will not be smoothed - The upcoming  
flight plan (FPL) leg is too short for smooth  
waypoint transitions. Expect a rapid change in  
the CDI.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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16-3  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
FPL waypoint is locked - At least one flight plan  
GPS is not responding - Internal system-  
to-system communication between the main  
processor and the GPS receiver has failed.  
Operational status of the GPS receiver is unknown  
and the unit should be returned to a Garmin  
dealer for service.  
(FPL) waypoint is locked because the waypoint  
has been removed from the current NavData card  
(database change), the data card is missing, or the  
data card has failed.  
FPL waypoint moved - The position data for  
one or more flight plan (FPL) waypoints moved at  
least 0.33 arc minutes in the current NavData card  
(database change).  
GPS needs service - The GNS 530 has detected a  
failure in its GPS receiver. The GPS receiver may  
still be usable, but the unit should be returned (at  
the earliest convenience) to a Garmin dealer for  
service.  
FPL waypoint was deleted - At least one flight  
plan (FPL) waypoint is no longer available when  
a new NavData card was installed (database  
change).  
GPS stored data was lost - Satellite almanac,  
ephemeris and time data have been lost due to  
a memory battery failure, system reset, or data  
expiration (data over six months old).  
G/S has failed - The GNS 530 has detected a  
failure in its glideslope receiver. The glideslope  
receiver is not available and the unit should be  
returned to a Garmin dealer for service.  
Heading input failure - The heading selection  
on the external HSIs (or CDIs) OBS course  
selector cannot be read properly. A Garmin dealer  
may need to check the installation.  
G/S is not responding - Internal system-  
to-system communication between the main  
processor and the glideslope receiver has failed.  
Operational status of the glideslope receiver is  
unknown and the unit should be returned to a  
Garmin dealer for service.  
Inside airspace - A GPS-calculated position lies  
within the boundaries of a special use airspace.  
This message is automatically disabled within  
30 nm of an arrival airport, when an approach is  
loaded.  
G/S needs service - The GNS 530 has detected  
a failure in its glideslope receiver. The glideslope  
receiver may still be usable, but the unit should be  
returned (at the earliest convenience) to a Garmin  
dealer for service.  
Invalid closest pt of FPL - A closest point  
cannot be created from the waypoint entered on  
the ‘Closest point of flight plan’ window. This  
occurs when the selected waypoint is beyond the  
limits of all legs in the flight plan, too far away,  
or when a unique waypoint name for the closest  
point cannot be created.  
GPS has failed - The GNS 530 has detected a  
failure in its GPS receiver. The GPS receiver is  
not available and the unit should be returned to a  
Garmin dealer for service.  
Invalid FPL modification - An attempt was  
made to modify the final course segment (FAF to  
MAP) of an instrument approach. The GNS 530  
does not allow the modifications.  
190-00181-00 Rev. E  
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16-4  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
Invalid waypoint ident - An attempt was made  
to create a user waypoint with an invalid name.  
The GNS 530 does not allow spaces between  
characters in the waypoint name.  
No altitude input is being received - No  
altitude data is being received from RS-232  
(Serializer: Icarus, Rosetta or Shadin) or grey code  
inputs. If the problem persists, contact a Garmin  
dealer and check the installation and installation  
settings. When this message occurs, no pilot  
action is required if enough satellites are available  
for a 3D position fix (provided no RAIM warnings  
are present). However, if only a 2D position fix  
is possible, the pilot should maintain the GPS  
altitude within 1,000 feet of pressure altitude by  
entering the altitude on the Position Page.  
MAIN processor requires service - The GNS  
530 has detected a failure in the main system  
processor. The GNS 530 is not usable and should  
be taken to a Garmin dealer for service.  
Memory battery low - The internal battery  
that sustains user memory is low and should be  
replaced by a Garmin dealer as soon as possible.  
Failure to do so may result in loss of stored  
data, including flight plans, user waypoints, unit  
settings, and satellite data.  
No basemap data available - The GNS 530 has  
detected a failure in the built-in basemap (land  
data) memory. Land data does not appear on  
the Map Page. Other unit functions continue to  
work normally, however the GNS 530 should be  
taken to a Garmin dealer for service at the earliest  
convenience.  
Near airspace -- less than 2 nm - The GPS-  
calculated position is within 2 nm of a special  
use airspace boundary, but the aircraft is not  
projected to enter the airspace. This message is  
automatically disabled within 30 nm of an arrival  
airport, when an approach is loaded.  
Not receiving input data on 429 Channel 1  
- No data has been received on the ARINC 429  
channel 1 connection for a period exceeding five  
seconds. If the problem persists, the installation  
should be checked by a Garmin dealer.  
Need altitude - display position page - The  
GPS receiver needs altitude input in order to  
start and/or continue 2D navigation. Select the  
Position Page and verify the altitude reading. If  
the altitude is in error by more than 500 feet,  
enter the current altitude as accurately as possible.  
An inaccurate altitude directly translate into  
inaccurate position information.  
Not receiving input data on 429 Channel 2  
- No data has been received on the ARINC 429  
channel 2 connection for a period exceeding five  
seconds. If the problem persists, the installation  
should be checked by a Garmin dealer.  
Not receiving input data on 232 Channel 1 -  
No data has been received on the RS-232 channel  
1 connection for a period exceeding ten seconds.  
If the problem persists, the installation should be  
checked by a Garmin dealer.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
Download from Www.Somanuals.com. All Manuals Search And Download.  
16-5  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
OBS key stuck - The OBS Key is stuck in the  
RAIM position warning - Although sufficient  
GPS satellite coverage may exist, Receiver  
Autonomous Integrity Monitoring (RAIM) has  
determined the information from one or more  
GPS satellites may be in error. The resulting  
GPS position may be in error beyond the limits  
allowed for the current phase of flight. Cross-  
check the position with an alternate navigation  
source. If the warning occurs during a final  
approach segment (FAF to MAP), execute the  
published missed approach.  
enabled (or pressed) state. Try pressing the OBS  
Key again to cycle its operation. If the message  
persists, contact a Garmin dealer for assistance.  
Poor GPS coverage - The GPS receiver cannot  
acquire a sufficient number of satellites to  
compute a position and provide navigation.  
Power down and re-initialize - The GNS 530  
cannot calculate a position due to abnormal  
satellite conditions. The unit is unusable  
until power has been cycled off and back on.  
Abnormal satellite conditions may exist and  
the pilot may need to use an alternate means of  
navigation.  
Scheduler message - [user entered text] - The  
user-entered scheduler message time has expired,  
and the scheduler message is displayed.  
Searching the sky - The GNS 530 is searching  
the sky for GPS satellite almanac data or the GPS  
receiver is in AutoLocate Mode. Allow the unit  
to complete data collection (approximately five  
minutes) before turning it off.  
RAIM is not available - Receiver Autonomous  
Integrity Monitoring (RAIM) has determined that  
sufficient GPS satellite coverage does not exist for  
the current phase of flight. (The CDI/HSI NAV  
flag also appears.) Select an alternate source for  
navigation guidance, such as the GNS 530s VLOC  
receiver.  
Select appropriate frequency for approach  
- The aircraft is inbound and within 3 nm of the  
FAF; and the active VLOC frequency does not  
match the published frequency for the approach.  
Tune the standby VLOC frequency to the proper  
frequency and press the VLOC Flip-flop Key to  
‘activate’ the frequency.  
RAIM not available from FAF to MAP  
waypoints - When performing an instrument  
approach, Receiver Autonomous Integrity  
Monitoring (RAIM) has determined that sufficient  
GPS satellite coverage does not exist to meet the  
required protection limits. Select an alternate  
source for navigation guidance, such as the GNS  
530s VLOC receiver (for a VOR or localizer-based  
approach).  
Select auto sequence mode - The OBS Key was  
pressed, disabling auto sequencing of waypoints  
(in a flight plan or instrument procedure). The  
OBS Key should be pressed again to enable auto  
sequencing, because 1) no destination waypoint  
has been selected or 2) the GPS receiver cannot  
currently determine its position.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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16-6  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
Select VLOC on CDI for approach - The  
aircraft is inbound and within 3 nm of the FAF;  
and the active approach is not a GPS-approved  
approach. Verify that the VLOC receiver is tuned  
to the proper frequency and press the CDI Key to  
display ‘VLOC’ (directly above the CDI Key).  
should be returned to a Garmin dealer for service.  
Timer has expired - The count down timer has  
reached zero.  
Traffic device needs service - Either the TCAD  
battery or the TCAD interrogation device has  
failed. If the message persists, contact a Garmin  
dealer for assistance.  
Set course to [###]° - The course select for  
the external CDI (or HSI) should be set to the  
specified course. The message only occurs when  
the current selected course is greater than 10°  
different from the desired track.  
Unit configuration has changed - The GNS  
530 has detected a failure (during initial power  
up) in its system configuration. Some system  
components may be unusable. Try cycling power  
off and back on. If the message persists, contact a  
Garmin dealer for assistance.  
Steep turn ahead - This message appears  
approximately one minute prior to a turn in one  
of the following three conditions: 1) the turn  
requires a bank angle in excess of 25° in order  
to stay on course, 2) the turn requires a course  
change greater than 175°, or 3) during a DME arc  
approach the turn anticipation distance exceeds  
90 seconds.  
User card format unknown - A data card has  
been inserted, but the format of the card is not  
recognized.  
VLOC has failed - The GNS 530 has detected a  
failure in its VLOC receiver. The VLOC receiver is  
not available and the unit should be returned to a  
Garmin dealer for service.  
Stored data was lost - All user waypoints, flight  
plans, and system settings have been lost due to a  
memory battery failure or system reset.  
VLOC is not responding - Internal system-  
to-system communication between the main  
processor and the VLOC receiver has failed.  
Operational status of the VLOC receiver is  
unknown and the unit should be returned to a  
Garmin dealer for service.  
Terrain - See Section 12.3 and 13.3 for complete  
lists of TAWS and TERRAIN related Alerts and  
Annunciations.  
Terrain configuration conflict - The hardware  
configuration does not match the terrain software  
configuration. The operational status of the  
terrain components is unknown and the unit  
should be returned to a Garmin dealer for service.  
VLOC needs service - The GNS 530 has  
detected a failure in its VLOC receiver. The VLOC  
receiver may still be usable, but the unit should be  
returned (at the earliest convenience) to a Garmin  
dealer for service.  
Terrain configuration has changed - The  
software has detected a change in the terrain  
configuration.  
VLOC remote transfer key is stuck - The  
remote VLOC transfer switch is stuck in the  
enabled (or pressed) state. Try pressing the  
switch again to cycle its operation. If the message  
Terrain has failed - The terrain functionality  
self-test has failed. The operational status of the  
terrain components is unknown and the unit  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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16-7  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
persists, contact a Garmin dealer for assistance.  
VLOC transfer key stuck - The VLOC Flip-  
flop Key is stuck in the enabled (or pressed)  
state. Try pressing the VLOC Flip-flop Key again  
to cycle its operation. If the message persists,  
contact a Garmin dealer for assistance.  
Waypoint already exists - The name just  
entered for a user waypoint already exists in  
memory.  
Waypoint(s) have been replaced - One or more  
user waypoints were updated during a unit-to-  
unit crossfill operation.  
Waypoint memory is full - The pilot has used  
all 1000 user waypoint locations in the GNS 530s  
memory. Delete unwanted waypoint to make  
room for new entries.  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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16-8  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
CUM  
Cumulative  
16.2 ABBREVIATIONS  
The following is a list of abbreviations used on the  
GNS 530 and their meanings:  
DB  
Database  
ACTV  
ALT  
Active  
DEN  
DEP  
DIS  
Density  
Altitude  
Departure  
APPRCHING Approaching  
Distance  
APR  
Approach  
DME  
DOP  
DTK  
Distance Measuring Equipment  
Dilution of Precision  
Desired Track  
APT  
Airport  
ARSPC  
ARTCC  
ARVL  
AUX  
Airspace  
Air Route Traffic Control Center  
Arrival  
EFF  
Efficiency  
Auxiliary  
ELEV  
ENDUR  
ENR  
ENT  
EPE  
Elevation  
AVGAS  
AVTN  
Aviation Grade Gasoline  
Aviation  
Endurance  
Enroute  
Enter  
BARO  
BRG  
Barometric Pressure  
Bearing To  
Estimated Position Error  
Enroute Safe Altitude  
Estimated Time of Arrival  
Estimated Time Enroute  
ESA  
ETA  
°C  
Degree Celsius  
ETE  
C/V  
COM/VLOC  
CAS  
CDI  
CLR  
COM  
CRSR  
CTA  
CTAF  
CTR  
CTS  
Calibrated Airspeed  
Course Deviation Indicator  
Clear  
°F  
Degrees Fahrenheit  
Fault Detection and Exclusion  
Fuel Flow  
FDE  
FF  
Communications Transceiver  
Cursor  
FLOW  
FOB  
FPL  
fpm  
FREQ  
FSS  
Total Fuel Flow  
Fuel On Board  
ICAO Control Area  
Common Traffic Advisory Frequency  
Center (ARTCC)  
Flight Plan  
Feet Per Minute  
Frequency  
Course To Steer  
Flight Service Station  
190-00181-00 Rev. E  
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16-9  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
ft  
Feet  
LOC  
LRES  
Lrg  
Localizer  
Left-over Fuel Reserve Time  
G/S  
gl  
Glideslope  
Large  
Liters  
Gallons  
lt  
GPS  
GS  
Global Positioning System  
Ground Speed  
°M  
Degrees Magnetic  
Meters  
m
HDG  
hg  
Heading  
mb  
Millibars of Pressure  
Medium  
Inches of Mercury  
Horizontal Uncertainty Level  
Highway  
Med  
MHz  
mi  
HUL  
HWY  
Megahertz  
Statute Miles  
MOA  
mph  
mpm  
mps  
MSA  
MSG  
MSL  
mul  
Military Operations Area  
Statute Miles Per Hour  
Meters Per Minute  
Meters Per Second  
Minimum Safe Altitude  
Message  
ID  
Identifier  
ig  
Imperial Gallons  
Instrument Landing System  
Indicated  
ILS  
IND  
INT  
INTEG  
Intersection  
Integrity  
Mean Sea Level  
Multicom  
kg  
Kilograms  
kHz  
km  
kph  
kt  
Kilohertz  
NATNL  
NAV  
National  
Kilometers  
Kilometers Per Hour  
Knots  
Navigation  
NAVAID  
NDB  
Navigational Aid  
Non-Directional Radio Beacon  
Nautical Miles  
Nearest  
nm  
LAT/LON  
lb  
Latitude/Longitude  
Pounds  
NRST  
NUM  
Number  
LCL  
Local  
LFOB  
Left-over Fuel On Board  
OBS  
Omnibearing Selector  
190-00181-00 Rev. E  
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16-10  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
OCN  
Oceanic  
TERM  
TKE  
Terminal  
Track Angle Error  
ICAO Terminal Control Area  
Transition  
P.POS  
PROC  
PROV  
PWR  
Present Position  
Procedure(s)  
Province  
TMA  
TRANS  
TRFC  
TRK  
Traffic  
Power  
Track (also Ground Track)  
Terminal Radar Service Area  
Tower  
TRSA  
twr  
RAD  
Radial  
RAIM  
Receiver Autonomous Integrity  
Monitoring  
TX  
Transmit  
REF  
Reference  
uni  
Unicom  
REQ  
Required/Requirements  
UTC  
Coordinated Universal Time  
(also GMT or ‘zulu’)  
RESTRICTD Restricted  
RNG  
RX  
Range  
Receive  
VAR  
Variation  
VER  
Version  
SID  
Standard Instrument Departure  
VFR  
Visual Flight Rules  
VOR/Localizer Receiver  
Vertical Navigation  
Volume  
Sml  
Small  
VLOC  
VNAV  
VOL  
VOR  
SPD  
SQ  
Speed  
Squelch  
SRFC  
STAR  
SUA  
Surface  
VHF (Very High Frequency)  
Omnidirectional Radio Range  
Standard Terminal Arrival Route  
Special Use Airspace  
VS  
Vertical Speed  
VSR  
Vertical Speed Required  
°T  
Degree True  
WPT  
WX  
Waypoint  
Weather  
TACAN  
TAS  
Tactical Air Navigation  
True Airspeed  
TAT  
Total Air Temperature  
Temperature  
XTK  
Crosstrack Error  
TEMP  
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16-11  
 
SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
ALT (altitude) - Height above mean sea level  
(MSL).  
16.3 NAVIGATION TERMS  
The following navigation terms are used on the GNS  
530 and in this Pilots Guide. Refer to Figures 15-1 and  
15-2 for graphic representation of navigation terms.  
BRG (bearing) - The compass direction from the  
present position to a destination waypoint.  
CAS (calibrated airspeed) - Indicated airspeed  
WPT 2  
NORTH  
corrected for instrument errors.  
CTS (course to steer) - The recommended  
direction to steer in order to reduce course error  
or stay on course. Provides the most efficient  
heading to get back to the desired course and  
proceed along the flight plan.  
CUM (cumulative) - The total of all legs in a  
flight plan (such as ‘cumulative distance’).  
DIS (distance) - The ‘great circle’ distance from  
the present position to a destination waypoint.  
WPT 1  
DOP (dilution of precision) - A measure of  
satellite geometry quality on a scale of one to ten  
(lowest numbers are best, highest numbers are  
worst).  
Figure 15-1 Illustrated NAV Terms  
Vertical  
Navigation  
DTK (desired track) - The desired course  
between the active ‘from’ and ‘to’ waypoints.  
VER  
TICAL NA  
VIGA  
TION PR  
EFF (efficiency) - A measure of fuel  
consumption, expressed in distance per fuel units  
(e.g., nautical miles per gallon).  
TIME AND DISTANCE  
TO PROFILE  
OFILE  
CURRENT ALTITUDE  
AND POSITION  
ENDUR (endurance) - Flight endurance, or total  
available flight time based upon available fuel.  
TARGET ALTITUDE  
AND POSITION  
DISTANCE TO TARGET  
EPE (estimated position error) - A measure of  
satellite geometry quality and additional factors,  
expressed as a horizontal position error in feet or  
meters.  
AIRPORT  
Figure 15-2 Illustrated Vertical NAV Terms  
ESA (enroute safe altitude) - The  
recommended minimum altitude within ten miles,  
left or right, of the desired course on an active  
flight plan or direct-to.  
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SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
ETA (estimated time of arrival) - The  
estimated time at which the aircraft will reach the  
destination waypoint, based upon current speed  
and track.  
MSA (minimum safe altitude) - Uses Grid  
Minimum Off-route Altitudes (Grid MORAs) to  
determine a safe altitude within ten miles of the  
present position. Grid MORAs are one degree  
latitude by one degree longitude in size and clear  
all reference points within the grid by 1000 feet in  
areas where the highest reference point is 5000  
feet MSL or lower. If the highest reference point  
is above 5000 feet, the Grid MORA will clear the  
highest reference point by 2000 feet.  
ETE (estimated time enroute) - The time it  
will take to reach the destination waypoint, from  
present position, based upon current ground  
speed.  
FF (fuel flow) - The fuel flow rate, expressed in  
fuel units per time (e.g., gallons per hour).  
TKE (track angle error) - The angle difference  
between the desired track and the current track.  
An arrow indicates the proper direction to turn to  
reduce TKE to zero.  
FOB (fuel on board) - The total amount of  
usable fuel on board the aircraft.  
GS (ground speed) - The velocity the aircraft is  
travelling relative to a ground position.  
TRK (track) - The direction of movement relative  
to a ground position. Also referred to as ‘ground  
track’.  
HDG (heading) - The direction an aircraft is  
pointed, based upon indications from a magnetic  
compass or a properly set directional gyro.  
VSR (vertical speed required) - The vertical  
speed necessary to descend/climb from current  
position and altitude to a defined target position  
and altitude, based upon the current ground  
speed.  
IND (indicated) - Information provided by  
properly calibrated and set instrumentation in the  
aircraft panel (e.g., ‘indicated altitude’).  
LFOB (left-over fuel onboard) - The amount of  
fuel remaining on board after the completion of a  
one or more legs of a flight plan (or a direct-to).  
XTK (crosstrack error) - The distance the  
aircraft is off a desired course in either direction,  
left or right.  
LRES (left-over fuel reserve) - The amount of  
fuel remaining on board after the completion of a  
one or more legs of a flight plan (or a direct-to),  
expressed in time and based upon a known fuel  
consumption (flow) rate.  
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SECTION 16 – MESSAGES,  
ABBREVIATIONS, & NAV TERMS  
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16-14  
APPENDIX A  
DATA CARD USE  
NOTE: There are two data card slots on the  
face of the GNS 530 (Figure A-1). The Jeppesen  
NavData card should be inserted in the left-hand  
slot. The right-hand slot is provided for the  
Terrain Data Card.  
APPENDIX A: DATA CARD USE  
The Jeppesen NavData card, and the Terrain Data  
Card (if applicable) supplied with the GNS 530 can be  
installed or removed when the GNS 530 is on or off. If the  
NavData card is not present when the unit is turned on, a  
‘No Jeppesen Aviation Database - Limited to user defined  
waypoints’ message appears on the Database Confirmation  
Page. If the NavData card is removed during operation,  
a ‘Data card removed - Unit will restart in 30 seconds’  
warning is displayed. A counter begins to count down  
and, if the card is not replaced within 30 seconds, the  
GNS 530 automatically re-initializes. Pressing the ENT  
Key will manually re-initialize the unit.  
To insert the NavData or Terrain Data card  
(Figure A-2):  
1) Place the card into the appropriate card slot,  
with the label facing up and the swing arm  
handle on the left.  
2) Press the data card into place until it seats on  
the internal connector and the front of the card  
is flush with the face of the GNS 530 unit.  
3) If the swing arm handle is extended, gently  
lower the handle and push it into place—flush  
with the face of the GNS 530 unit.  
NavData  
Card Slot  
Terrain Data  
Card Slot  
(left-hand slot) (right-hand slot)  
Figure A-1 Data Card Slot Locations  
Figure A-2 Data Card Insertion/Removal Detail  
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APPENDIX A  
DATA CARD USE  
To remove the NavData or Terrain data card  
(Figure A-2):  
1) Gently press on the tab—using a slight  
rightward motion—at the front center of the  
data card. This partially deploys the swing arm  
handle.  
Press here to  
deploy handle  
Figure A-3 Swing Arm Handle Operation  
2) Rotate the swing arm handle outward until it  
locks into place, perpendicular to the face of  
the GNS 530 unit.  
3) Grasp the top and bottom surfaces of the  
swing arm handle between your thumb and  
forefinger, and pull directly away from the  
face of the GNS 530 unit to remove the data  
card.  
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A-2  
 
APPENDIX B  
SPECIFICATIONS  
VHF COM PERFORMANCE  
hannels: 760 (25 kHz spacing)  
or 2280 (8.33 kHz spacing)  
APPENDIX B: SPECIFICATIONS  
C
PHYSICAL  
Unit Size:  
6.25’W x 11.00’D x 4.60’H  
Frequency Range: 118.000 MHz to 136.975 MHz  
(159 mm x 279 mm x 117 mm)  
Transmit Power: 10 watts minimum (GNS 530)  
16 watts minimum (GNS 530A)  
Unit Weight:  
POWER*  
Input:  
8.5 pounds installed (3.9 kg)  
VOR PERFORMANCE  
28 Vdc (early GNS 530, all GNS  
530A units)  
14/28 Vdc (later 530 units)  
Frequency Range: 108.00 MHz to 117.95 MHz  
LOCALIZER PERFORMANCE  
Frequency Range: 108.10 MHz to 111.95 MHz  
GLIDESLOPE PERFORMANCE  
Frequency Range: 329.15 MHz to 335.00 MHz  
INTERFACES  
ENVIRONMENTAL  
Temperature:  
-20°C to +55°C (operating range)  
(-4°F to +131°F)  
Humidity:  
Altitude:  
95% non-condensing  
ARINC 429  
Aviation RS-232  
CDI/HSI  
RMI (digital:clock/data)  
Superflag Out  
-1,500 ft to 50,000 ft  
(-457 m to 15,240 m)  
GPS PERFORMANCE  
Receiver:  
12 parallel channel PhaseTrac12™  
Altitude (serial: Icarus, Shadin, Rosetta, or  
encoded: Gillham/Greycode)  
Fuel Sensor  
Acquisition Time: 12 seconds (warm)  
45 seconds (cold)  
Update Rate:  
Accuracy:  
Once per second, continuous  
Fuel/Air Data  
Position - 15 meters (49 ft) RMS  
Velocity - 0.1 knot RMS steady state  
* Earlier versions of the 530 were designed to be used  
with 28 Vdc power only. For questions on a particular  
installation, please refer to a Garmin authorized  
service center.  
Dynamics:  
999 kts maximum velocity  
6g maximum acceleration  
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APPENDIX B  
SPECIFICATIONS  
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APPENDIX C  
MAP DATUMS  
APPENDIX C: TROUBLESHOOTING  
Q & A  
NOTE: If RAIM is not predicted to be available for  
the final approach course,the approach does not  
become active—as indicated by an Approach is  
not active’ message, a ‘RAIM not available from  
FAF to MAP’ message and INTEG annunciator.  
This section is designed to answer some of the  
common questions regarding the GNS 530s capabilities  
and operation. If there is a problem operating the unit,  
read through this appendix and refer to the reference  
section noted. If the answer to a particular question is  
not covered here, use the index to find the appropriate  
section elsewhere in this manual. If, after reading through  
the appropriate reference section, the answer cannot be  
found , please see an authorized dealer or contact Garmin  
directly at the address or phone numbers listed on page  
ii. Garmin is dedicated to supporting its products and  
customers.  
Why aren’t there any approaches available for  
my flight plan?  
Approaches are available for the final destination  
airport in a flight plan or as a direct-to (keep in mind  
that some VOR/VORTAC identifiers are similar to airport  
identifiers). If a destination airport does not have a  
GPS approach, the GNS 530 indicates ‘NONE’ for the  
available procedures—as listed on the Airport Approach  
Page (Figure C-1). For more information on selecting an  
approach, see Section 6.1.  
What is RAIM, and how does it affect approach  
operations?  
RAIM is an acronym for Receiver Autonomous Integrity  
Monitoring, a GPS receiver function that performs a  
consistency check on all tracked satellites. RAIM ensures  
that the available satellite geometry allows the receiver  
to calculate a position within a specified protection limit  
(4 nm for oceanic, 2 nm for enroute, 1 nm for terminal  
and 0.3 nm for non-precision approaches).  
During oceanic, enroute and terminal phases of flight,  
RAIM is available nearly 100% of the time. Because of  
the tighter protection limit on approaches, there may  
be times when RAIM is not available. The GNS 530  
automatically monitors RAIM and warns the pilot with an  
alert message (Section 15) when it is not available, and  
the INTEG annunciator appears at the bottom left corner  
of the screen. If RAIM is not available when crossing the  
FAF, the pilot must fly the missed approach procedure.  
The GNS 530s RAIM prediction function (Section 15)  
also allows the pilot to see whether RAIM is available for a  
specified date and time.  
Figure C-1 Airport Approach Page  
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APPENDIX C  
MAP DATUMS  
What happens when I select an approach?  
Can I store a flight plan with an approach,  
departure, or arrival?  
Can I file slant Golf (‘/G’) using my GPS?  
Yes, the pilot may file a flight plan as /G if the GNS  
530 is a certified A1 or A2 installation. If flying enroute,  
the pilot may file /G with an expired database only after  
having verified all route waypoints. Non-precision  
approaches may not be flown with an expired database.  
See an approved Airplane Flight Manual Supplement for  
more information.  
When loading an approach, departure, or arrival into  
the active flight plan, a set of approach, departure, or  
arrival waypoints is inserted into the flight plan—along  
with a header line describing the selected instrument  
procedure (Figure C-2). The original enroute portion of  
the flight plan remains active, unless the pilot ‘activates’  
the instrument procedure; which may be done when the  
procedure is loaded or at a later time.  
What does the OBS key do and when do I use  
it?  
The OBS Key is used to select manual (OBS mode)  
or automatic sequencing of waypoints. Activating OBS  
mode (as indicated by an OBS annunciation directly  
above the OBS Key) holds the current ‘active to’ waypoint  
as the navigation reference and prevents the GPS from  
sequencing to the next waypoint. When OBS mode is  
cancelled, automatic waypoint sequencing is selected, and  
the GNS 530 automatically selects the next waypoint in  
the flight plan once the aircraft has crossed the present  
active-to waypoint.  
Figure C-2 Active Flight Plan Page  
Flight plans can also be stored with an approach,  
departure, or arrival. Keep in mind that the active flight  
plan is erased when the unit is turned off and overwritten  
when another flight plan is activated. When storing flight  
plans with an approach, departure, or arrival, the GNS 530  
uses the waypoint information from the current database to  
define the waypoints. If the database is changed or updated,  
the GNS 530 automatically updates the information if  
the procedure has not been modified. If an approach,  
departure or arrival procedure is no longer available, the  
flight plan becomes locked until the procedure is deleted  
from the flight plan or the correct database is installed. For  
information on loading an approach, departure, or arrival,  
see Section 6.1. See Section 5.1 for instructions on saving  
and copying flight plans.  
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APPENDIX C  
MAP DATUMS  
One application for the OBS Key is holding patterns.  
The OBS Key is used to suspend waypoint sequencing  
and select the desired course along the waypoint side of  
the hold. For many approach operations, setting and  
resetting of waypoint sequencing is automatic. Holding  
patterns that are part of an approach automatically  
disable waypoint sequencing, then re-enable waypoint  
sequencing after one time around the holding pattern.  
A ‘SUSP’ annunciation appears directly above the OBS  
Key (Figure C-3) to indicate that automatic waypoint  
sequencing is temporarily suspended and course selection  
is not available. If more than one trip around the holding  
pattern is desired, press the OBS Key to again suspend  
waypoint sequencing. An example of this operation is  
an approach which begins with a holding pattern at the  
initial approach fix (IAF). See Section 6.2, Flying an  
Approach with a Hold for more information on the ‘SUSP’  
annunciation and approaches with holding patterns.  
NORMAL (no ‘OBS’  
annunciator)  
OBS  
Automatic sequencing of  
waypoints  
Manual sequencing- ‘holds’  
on selected waypoint  
Change in HSI does not  
affect CDI deflection  
Manually select course to  
next waypoint from HSI  
Always navigates ‘TO’ the  
active waypoint  
Indicates ‘TO’ or ‘FROM’  
waypoint  
Must be in this mode for  
final approach course  
Cannot be set for final  
approach course or  
published holding patterns  
When OBS mode is active, the GNS 530 allows the  
pilot to select the desired course to/from a waypoint using  
the HSI (much like a VOR) and display a to/from flag for  
the active-to waypoint. If an external course input is not  
available, the pilot may select the OBS course on-screen,  
via a ‘Select OBS Course’ pop-up window. With OBS  
mode cancelled, the CDI always displays a ‘TO’ indication  
for the next waypoint once the aircraft has crossed the  
active waypoint (provided the active waypoint is not the  
last waypoint). Refer to Section 6.2 for an example using  
the OBS Key.  
Figure C-3 ‘SUSP’ Annunciation  
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APPENDIX C  
MAP DATUMS  
When should I use the OBS key to return to  
auto sequencing, and what happens when I do?  
How do I skip a waypoint in an approach,  
departure or arrival?  
The most common application for using the OBS Key  
is the missed approach. The GNS 530 suspends automatic  
waypoint sequencing (indicated by a ‘SUSP’ annunciation  
directly above the OBS Key; see Figure C-4) when the  
aircraft crosses the missed approach point (MAP). This  
prevents the GNS 530 from automatically sequencing  
to the missed approach holding point (MAHP). If a  
missed approach is required, press the OBS Key to return  
to automatic waypoint sequencing and sequence the  
approach to the MAHP. See Section 6.2, Flying the Missed  
Approach for more information on missed approaches.  
The GNS 530 allows the pilot to manually select any  
approach, departure, or arrival leg as the active leg of the  
flight plan. This procedure is performed from the Active  
Flight Plan Page by highlighting the desired waypoint and  
pressing the Direct-to Key twice, then press the ENT  
Key to approve the selection (Figure C-5). The GPS then  
provides navigation along the selected flight plan leg, so  
be sure to have clearance to that position. See Section 5.2,  
Shortcuts for more information.  
Figure C-5 Activate Leg Window  
How do I fly the GPS with an autopilot and DG  
heading bug?  
Figure C-4 ‘SUSP’ Annunciation  
Why won’t my unit automatically sequence to  
the next waypoint?  
If the installation does not have an HSI, the pilot  
should make the course selections on the external CDIs  
OBS knob and the DG heading bug.  
The GNS 530 only sequences flight plan waypoints  
when automatic sequencing is enabled (i.e., no ‘OBS’ or  
‘SUSP’ annunciation directly above the OBS Key). For  
automatic sequencing to occur, the aircraft must also cross  
the ‘bisector’ of the turn being navigated. The bisector is  
a perpendicular line between two flight plan legs which  
crosses through the waypoint common to both legs.  
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APPENDIX C  
MAP DATUMS  
When does turn anticipation begin, and what  
bank angle is expected?  
When does the CDI scale change, and what  
does it change to?  
The GNS 530 smooths adjacent leg transitions based  
upon a nominal 15º bank angle (with the ability to roll up  
to 25º) and provide three pilot cues for turn anticipation:  
The GNS 530 begins a smooth CDI scale transition  
from the 5.0 nm (enroute/oceanic mode) to the 1.0 nm  
(terminal mode) scale 30 nm from the destination airport  
(Figure C-7). The CDI scale further transitions to 0.3  
nm (approach mode) at 2 nm prior to the FAF during  
an active approach. If the pilot is in a missed approach  
situation, and would like to return the CDI to the 1 nm  
scale, activate the missed approach sequence by pressing  
the OBS Key, as described in Section 6.2, Flying the  
Missed Approach. The CDI scale is also 1.0 nm (terminal  
mode) within 30 nm of the departure airport.  
1) A waypoint alert (‘NEXT DTK ###°’) flashes in the  
lower right corner of the screen 10 seconds before  
the turn point (Figure C-6).  
MAP  
Approach  
0.3 nm  
FAF  
Figure C-6 CDI at 1 nm Scale  
2nm  
1nm  
2) A flashing turn advisory (‘TURN TO ###°’)  
appears along the bottom of the screen when the  
aircraft is to begin the turn. Set the HSI to the  
next DTK value and begin the turn.  
Terminal  
3) The To/From indicator on the HSI (or CDI)  
flips momentarily to indicate that the aircraft  
has crossed the midpoint of the turn. For  
more information on waypoint alerts and turn  
advisories, see Sections 6.2 and 6.3.  
1nm  
1 minute  
30 nm  
5 nm  
Enroute/Oceanic  
Figure C-7 CDI Scale Transition  
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APPENDIX C  
MAP DATUMS  
Why does my CDI not respond like a VOR when  
OBS mode is active?  
How do I re-select the same approach or  
activate a new approach after a missed  
approach?  
Unlike a VOR, the CDI scale used on GPS equipment  
is based on the cross-track distance to the desired course,  
not an angular relationship to the destination (Figure  
C-8). Therefore, the CDI deflection on the GPS is  
constant regardless of the distance to the destination, and  
does not become less sensitive when further away from  
the destination. For more information on the CDI scale,  
see Section 10.4.  
After flying all missed approach procedures, the pilot  
may reactivate the same approach for another attempt from  
the Procedures Page. Once given clearance for another  
attempt, activate the approach from the Procedures Page  
by highlighting ‘Activate Approach?’ and then pressing the  
ENT Key. The GNS 530 provides navigation along the  
desired course to the waypoint and rejoin the approach  
in sequence from that point on. See Section 5.2, Active  
Flight Plan Options for information on activating a specific  
flight plan leg.  
To activate a new approach for the same airport, select  
the new procedure from the Procedures Page. To view  
the Procedures Page, press the PROC Key and turn the  
large right knob to highlight ‘Select Approach?’. Press  
the ENT Key and turn the large right knob to highlight  
the new desired approach. Press the ENT Key to select  
the approach, then select the desired transition. Finally,  
highlight ‘Activate?’ at the bottom right corner of the screen  
and press the ENT Key to activate the new approach.  
To activate a new approach to a different airport, press  
the Direct-to Key and select the desired airport using  
the small and large right knobs. Press the ENT Key to  
accept the selected airport, then follow the steps in the  
preceding paragraph to select an approach for the new  
airport. See Section 6.1 for more information on selecting  
and activating approaches.  
2
2
nm nm  
5nm  
5nm  
5nm  
5nm  
CDI Comparison: GPS vs. VOR  
Figure C-8 CDI Comparison  
What is the correct missed approach  
procedure? How do I select the missed  
approach holding point?  
TocomplywithTSOspecifications, theGNS530doesnot  
automatically sequence past the MAP. The active-to waypoint  
sequences to the first waypoint in the missed approach  
procedure when the OBS Key is pressed after crossing the  
MAP. All published missed approach procedures must be  
followed, as indicated on the approach plate.  
To execute the missed approach procedure prior to the  
MAP (not recommended), select the Active Flight Plan  
Page, highlight the MAHP, press the Direct-to Key, and  
then press the ENT Key twice.  
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INDEX  
A
C
Abbreviations 7-5, 7-7, 7-9, 7-16, 7-17, 7-18, 16-9  
Accessories 1-1  
Activate Leg 5-10, 5-15, C-4  
Activate the approach 6-4, 6-10, 6-18, C-6  
Activating Flight Plans 5-4  
CAUTIONS vi  
CDI key 1-4, 6-26, 6-31, 6-32, 9-4, 16-2, 16-7  
CDI scale 3-2, 6-11, 6-15, 6-18, 6-28, 6-30,10-18, 10-19,  
CDI switching 6-32, 6-33  
Active Flight Plan Options 5-8, 5-10, 5-11, 5-12, 5-13  
Active frequency 1-9, 2-1, 2-2, 2-5, 6-27, 6-33, 9-1, 9-2  
Active leg 1-12, 3-3, 5-9, 6-7, 6-8, 6-11, 6-12, 6-16, 6-18,  
Ceiling and Visibility Graphics 14-29  
Checklists 1-7, 10-10, 10-11, 10-12, 10-13, 10-14  
Closest point of flight plan 16-4  
CLR Key 1-3  
Airport Approach Page 7-5, 7-7, 7-10, 7-11, 7-12, C-1  
Airport Frequencies 2-3, 2-5  
COM configuration 10-29  
COM Flip-flop Key 1-3  
Airport Location Page 7-2, 7-4, 8-5  
Airport Runway Page 7-6  
COM Power/Volume Knob 1-3  
COM volume 1-5  
Airport Type 7-5, 7-77-10, 7-12, 7-14  
Airspace alert messages 1-18, 8-14, 10-22  
Airspace information 1-18  
COM window 1-9, 1-14, 2-12-5, 8-4, 8-9, 8-13, 9-1  
Contrast 10-20  
Copying flight plans C-2  
Altitude 3-24, 16-1, 16-9  
Course from fix flight plan 6-20  
Creating a flight plan 6-5  
Creating User Waypoints 7-20  
Crossfill 3-5, 5-6, 10-2, 10-3, 10-8, 10-9  
Altitude buffer 8-14, 10-20, 10-21, 10-22  
Annunciator 1-8, 1-18, 3-17, 3-19, 8-11, 12-7, 13-7, 16-1,  
Approach, best available 7-5  
Approach procedures 6-1, 6-8, 6-9, 6-12, 6-16, 6-20, 6-31,  
D
Database confirmation page 1-6, A-1  
Database subscriptions 1-6  
Data fields 1-12, 1-13, 3-5, 3-7, 3-13, 3-14, 5-10, 10-5  
Data Link Request Log Page 14-20  
Data Link Status Page 14-26  
Date and time 10-3, 10-8, 10-17, 10-20, C-1  
Declutter 1-11, 3-7  
Default NAV page 1-10  
Arrivals 1-4, 1-15, 5-9, 5-12, 5-14, 6-1, 7-1, 7-12, 16-3  
Arrival alarm 10-18, 10-20, 10-23, 16-1  
Auto-Tuning 2-3, 9-2  
Automatic sequencing C-3  
Automatic squelch 1-3, 2-1  
Automatic zoom 3-10, 3-11  
Auto Request 14-16  
AUX Page Group 10-1  
Aviation data 3-12, 3-16, 3-19  
Delete user waypoints 16-2  
Deleting Flight Plans 5-5  
Density altitude 10-1, 10-2, 10-3, 10-6  
Departures 1-4, 1-15, 5-9, 5-12, 5-14, 6-1, 6-24, 7-1, 7-14,  
Departure time 10-6, 10-11, 10-15  
Desired track 1-11, 1-12, 3-4, 3-7, 5-8, 6-15, 6-23, 6-24,  
B
Backlighting 10-20, 10-27, 16-2, 16-3  
Bearing 1-6, 1-11, 3-4, 3-8, 3-13, 3-14, 5-9, 5-13, 8-3, 8-5,  
8-6, 8-8, 8-9, 16-9, 16-12  
Bottom Row Keys 1-4  
Direct-to Key 1-3  
Direct-To Navigation 4-6  
Display backlighting 16-2, 16-3  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-1  
INDEX  
Display contrast 10-20  
GPS v  
DIS (distance) 1-11, 1-12, 3-4, 3-7, 5-8, 5-10, 6-6, 6-15,  
DME Arc 3-3, 6-13  
Duplex operations 8-9  
GPS receiver status 3-23  
GPS Window 1-9  
Ground speed 1-11, 1-12, 3-4, 3-7, 3-14, 3-23, 6-23, 6-24,  
Ground track 1-11, 3-4, 16-13  
Gust Offset Graphics 14-30  
Duplicate waypoints 7-4  
H
E
Emergency channel select 2-5  
ENT Key 1-3  
Hold, in an approach 6-9, 6-22, C-3  
Holding pattern 5-15, 6-9, 6-10, 6-11, 6-23, C-3  
ETA (estimated time of arrival) 3-4, 5-10,10-3, 10-6, 16-9,  
I
Ident Audio 9-1  
IFR Procedures 1-15  
ILS approach 6-25, 6-27, 6-28, 6-29, 6-33, 9-3  
Insert the NavData card A-1  
Instrument Panel Self-Test Page 1-6  
INTEG annunciator C-1  
ETE (estimated time enroute) 1-12, 3-4, 5-10, 10-3, 10-6,  
F
Field Elevation 1-38, 7-4  
Intersections 1-11, 1-16, 7-1, 8-1, 8-2, 8-5  
Inverting Flight Plans 5-4  
IOI (imminent obstacle impact) 12-5, 13-5  
ITI (imminent terrain impact) 12-5  
Flight phases 10-11, 10-17, 15-1  
Flight Planning Page 10-1, 10-2, 10-3, 10-5, 10-6, 10-8,  
Flight plans 1-4, 1-5, 1-19, 4-3, 5-1, 5-6, 5-7, 10-2, 10-3,  
K
Flight plan catalog 1-19, 1-20, 5-15-9, 6-4  
Flight timers 10-14, 10-15  
Forecast Abbreviations 14-28  
Keys and Knobs 1-2, 1-3  
Key and Knob Functions 1-2  
FPL Key 1-4  
L
Frequency fields 1-3, 1-9, 1-13, 1-14, 1-16, 1-17, 1-18,  
Land data 1-5, 3-10, 3-12, 16-5  
Land data page 1-5  
Large right knob 1-3  
Left-hand Keys and Knobs 1-3  
Loading an approach C-2  
Local time 10-20, 10-26  
Locked waypoints 16-2  
Frequency selection 9-1  
Fuel planning 10-110-4  
Full Screen Map 3-13  
G
GDL 49 14-12  
GDL 69/69A 14-12  
Generic timer 10-14, 10-15  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-2  
INDEX  
Nearest ARTCC 1-16, 2-4, 8-8  
Nearest ARTCC Page 8-8  
Nearest FSS 1-16, 8-2, 8-9  
Nearest FSS Page 8-9  
Nearest Intersection Page 1-16, 8-5  
Nearest NDB Page 1-16, 8-6  
Nearest User Waypoint Page 1-16, 8-8  
Nearest VOR Page 1-16, 8-6  
NEXRAD 14-12  
NEXRAD Intensity 14-14  
NEXRAD Request Page 14-15  
Non-Bearing Traffic Advisory 14-8  
NRST Page Group 1-16, 8-1  
M
Magnetic variation 10-20, 10-24  
Magnetic variation 7-17  
Main page groups 8-1, 10-1  
Manual sequence 6-20, 6-24  
MAP 4-1, 6-3  
Map datum 10-18  
Map Direct-To 3-8  
Map orientation 3-10, 3-11  
Map Page 1-11, 3-6, 3-7, 3-8, 3-10, 3-14, 4-5, 6-7, 6-8,  
Map page options 3-10  
Map Panning 3-8  
Map range 1-2, 1-3, 1-11, 3-6, 3-7, 3-8, 3-11  
Map setup 3-7  
Max speed 10-16  
Measurement units 1-5, 10-18, 10-20, 10-23, 10-24  
MENU Key 1-3  
O
OBS key 1-4, 6-8, 6-9, 6-11, 6-13, 6-16, 6-206-25, 6-31,  
Odometer 10-16  
Messages 1-4, 1-18, 3-23, 8-14, 10-3, 10-7, 10-8, 10-21,  
Overzoom 3-7  
Message Page 1-8, 1-18, 2-5  
METAR 14-12, 14-29  
P
METAR Graphics 14-29  
Packing List 1-1  
Missed approach 4-1, 6-3, 6-86-13, 6-16, 6-206-23, 6-31,  
Mode S 14-1  
MSA (minimum safe altitude) 3-4, 16-10, 16-13  
MSG Key 1-4  
Page groups 1-3, 3-1, 8-1, 10-1  
PDA (premature descent alert) 12-5  
Pointer, panning 3-8, 3-9, 3-13, 4-5, 7-20  
Position format 1-5, 10-25  
Position page 16-1, 16-5  
Powering up the GNS 530 1-3, 1-5  
Precipitation Graphics 14-29  
N
Procedures Page 1-15, 6-16-4, 6-17, 7-14, 7-15, 9-3, C-6  
Procedure turn 5-15, 6-4, 6-7, 6-26, 6-28, 6-29, 6-33  
PROC Key 1-4, 1-15, 5-9, 6-1, 6-2, 6-3, 6-5, 6-9, 6-10, 6-14,  
NAVAID v, 3-10, 16-10  
NAV/COM page 1-10, 1-13, 1-14, 1-16, 2-4, 3-21, 3-22, 6-5  
NavData card 1-6, 1-15, A-1, A-2  
Navigation terms 1-11, 1-12, 3-14, 16-12  
NAV Page Group 1-5, 2-4, 3-2  
Proximity Advisory 14-4  
NDB 1-11, 1-16, 3-6, 6-3, 7-2, 7-5, 7-16, 7-17, 7-18, 7-19,  
Nearest (NRST) Pages 1-16  
Nearest airport criteria 10-21, 10-27, 10-28  
Nearest Airport Page 1-16, 1-17, 2-3, 8-2, 8-3, 8-4, 10-21  
Nearest airspace 1-16  
Nearest Airspace Page 8-11  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-3  
INDEX  
R
T
Radar coverage 7-5  
RAIM prediction 10-16  
Target pointer 3-8, 3-9, 7-20  
RAIM protection limits 10-17  
Reference waypoint 5-9, 5-13, 7-187-23  
Remove the NavData card A-2  
Removing approaches 5-14  
Requesting Graphical METARS 14-21  
Request METAR 14-19  
TAWS Page 3-15, 3-18  
TCAS 14-1  
Temp-Dew Point Ranges 14-31  
TERMS 16-1  
TERRAIN 1-10, 3-153-20, 12-1, 12-5, 12-7, 13-1, 13-3,  
Request NEXRAD 14-19  
TERRAIN Page 1-10, 3-153-19, 12-7, 13-3, 13-7  
Terrain separation v  
Thumbnail Traffic 14-9  
Right-hand Keys and Knobs 1-3  
RNG key 1-3, 3-6, 3-16, 3-19, 7-6, 7-7  
Roads 3-8, 3-12  
RTC (required terrain clearance) 12-5  
Runway information 1-16, 8-4  
Track (TRK) 1-6, 1-11, 1-12, 3-4, 3-7, 3-11, 3-12, 3-14, 3-23,  
S
Traffic Advisory 14-4  
Traffic coasting 14-7  
Traffic Ground Track 14-5  
Traffic Page 14-5  
Traffic Warning Window 14-7  
Transitions 5-11, 5-12, 6-1, 6-5, 6-10, 6-17, 7-107-15, 9-3,  
Trip planning 10-1, 10-2, 10-3, 10-5  
Trip statistics 10-10, 10-16  
Tuning cursor 1-3, 1-9, 2-1, 2-2, 9-1  
Turn advisories C-5  
Satellite Status Page 1-8, 3-23, 15-1  
Scheduler message 16-6  
Scroll Bar 1-4, 3-22, 8-3, 8-5, 8-6  
Select Approach 1-15, 5-11, 6-1, 6-4, 6-9, 7-11, 9-3, C-6  
Select Arrival 1-15, 5-12, 6-1  
Select Departure 1-15, 5-12, 6-1  
Self test 1-5  
Setup Page 10-18, 10-24, 10-26  
Shortcuts 4-4, 5-14  
Turn anticipation 16-7, C-5  
Signal strength 1-8, 3-23  
Sky view 3-23  
Small left knob 1-3  
U
Small right knob 1-3  
Software/database version 10-10  
Sort list 5-7, 10-14  
Units of measure 1-5, 10-18, 10-20, 10-23, 10-24  
User Waypoint List 7-22, 7-23, 7-25  
User Waypoint Page 7-18, 7-19, 7-20, 7-21, 7-22, 7-23, 8-8  
Utility Page 10-1010-14, 10-16, 10-17, 10-18  
Specifications vi, B-1  
Squelch 2-1, 16-11  
Standby Frequency 1-9, 2-2, 8-9, 8-10  
STARs 1-15, 15-2  
Stuck Microphone 2-5  
SUSP 6-8, 6-11, 6-13, 6-16, 6-206-24, 6-31, 6-32, 16-1,  
Symbols 3-3, 3-6, 3-17, 3-20, 7-16, 7-17  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-4  
INDEX  
V
Vectors-To-Final 3-3, 6-17  
Vertical Navigation 16-1, 16-11  
VLOC audio 9-1  
VLOC flip-flop key 1-3, 1-14, 6-28, 6-33, 7-17, 8-7, 8-10,  
VLOC volume knob 1-3, 9-1  
VLOC window 1-9, 1-14, 2-2, 3-22, 6-25, 6-27, 7-8, 7-17,  
Volume 1-3, 1-5, 2-1, 9-1  
VORs 1-11, 1-16, 3-10, 3-16, 3-19, 4-2, 7-1, 7-17, 8-1, 8-2,  
W
Warranty vi, vii  
Waypoint alerts C-5  
Waypoint List 7-22, 7-23, 7-25  
Waypoint sequencing 3-3, 6-11, 6-23, 16-1, C-2, C-3, C-4  
Weather Age Graphic 14-29  
Weather broadcast 7-16, 7-17  
Weather Data Link 14-1, 14-12  
Weather Legend Page 14-24  
Winds aloft 10-1, 10-2, 10-3, 10-6  
Wind Speed Graphics 14-30  
WPT page group 5-15, 7-1, 7-2, 7-17  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-5  
INDEX  
Blank Page  
190-00181-00 Rev. E  
GNS 530(A) Pilot’s Guide and Reference  
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I-6  
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Garmin International, Inc.  
1200 East 151st Street  
Olathe, KS 66062, U.S.A.  
p: 913.397.8200 f: 913.397.8282  
Garmin AT, Inc.  
2345 Turner Road SE  
Salem, OR 97302, U.S.A.  
p: 503.391.3411 f: 503.364.2138  
Garmin (Europe) Ltd.  
Liberty House, Bulls Copse Road  
Hounsdown Business Park  
Southampton, SO40 9RB, U.K.  
p: 44/ (0) 870.8501241 f: 44/ (0) 870.8501251  
Garmin Corporation  
No. 68, Jangshu 2nd Road  
Shijr, Taipei County, Taiwan  
p: 886/2.2642.9199 f: 886/2.2642.9099  
www.garmin.com  
© 2007 Garmin Ltd. or its subsidiaries  
190-00181-00 Rev. E  
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