Garmin 430w Manual

							101
Course-From-Fix Legs
active flight plan and default NAV pages. 
Note the magenta line in the bottom figure, 
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 will automatically sequence to the 
next leg upon reaching “D13.0”. 
3.   At 13.0 NM from the IAF, a waypoint alert 
(“DTK 265° x S”) will appear in the lower right 
corner of the screen. Make a standard rate turn 
to the right to intercept the final approach 
course and watch for the CDI needle to begin 
to center. 
4.   As you approach the intermediate fix (CF25), 
a waypoint alert (“DTK 265° x S”) will appear. 
Make any necessary course adjustments. 
5.  Approach is active when the FAF is the TO 
waypoint and bearing and track are within 45° 
of the final approach course.  The 400W-series 
unit will switch from terminal mode to 
approach mode. (“LNAV” will appear in the 
lower left corner of the screen—replacing 
“TERM”.) CDI scaling will be tightened from 
1.0 to 0.3 NM full scale deflection,  or 2° full 
scale deflection, whichever is less at the FAF, 
and as defined for the approach. The change 
occurs over 2 NM and is completed by the 
F A F.  
6.   As you approach the FAF, “DTK 265° x S” will 
appear in the lower right corner of the screen. 
7.  As you cross the FAF, the destination sequences 
to the MAP (MA25). With the CDI needle 
centered, fly toward the MAP, observing the 
altitude minimums dictated by the approach 
plate. 
8.   As you approach the MAP, a waypoint alert 
(“ARRIVING  WPT”) will appear in the lower 
right corner of the screen. The CDI will continue 
to tighten to ±350 feet full-scale deflection. 
9.    As you cross the MAP, “SUSP” will appear 
above the OBS key, indicating that automatic 
sequencing of approach waypoints is sus-
pended at the MAP. If a missed approach is 
required, use the OBS key to initiate the missed 
approach sequence, as outlined below. 
TYPE 2: Course from fix to altitude
Course from fix to altitude legs will show the specific 
target altitude on the active flight plan and default 
NAV pages. The missed approach sequence for the 
Palmdale VOR/DME RWY 25 approach includes a 
course from fix to altitude leg. 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”. 
1.   After crossing the MAP, press the OBS  key. The 
missed approach sequence is automatically 
offered, starting with the course from fix to alti-
tude leg. The “DTK 282° NOW” alert appears 
in the lower right corner of the screen. Follow 
the missed approach procedures, as published 
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Course-From-Fix Legs
on your approach plate, for proper climb and 
heading instructions. 
2.   Note that within a few seconds of pressing 
OBS to release suspend mode and start the 
approach sequence, “SUSP” re-appears above 
the OBS key as the 400W-series unit returns 
to suspend mode. This is normal when flying 
a course from fix to altitude leg and indicates 
that automatic leg sequencing is suspended. 
  NOTE:  If there is a valid baro-corrected pressure 
altitude input, the SUSP is not annunciated and 
the leg sequences automatically when the altitude 
(5,000 ft) is reached. 
3.   Fly the outbound course keeping the CDI needle 
centered. The map page will depict the flight 
path extending from PMD  VOR to 5,000 feet. 


DO NOT USE FOR NAVIGATION
MISSED APPROACH:  
Palmdale (CA) USAF Plant 42  VOR/DME or GPS Rwy 25

MISSED APPROACH
Climb to 5000’ outbound  via PMD  
VOR R-282, then climbing  RIGHT  
turn to 7000’ direct PMD  VOR and  
hold.
4.    Upon reaching the desired altitude (5000’), 
press OBS to return to automatic leg sequenc-
ing. Confirm that “SUSP” no longer appears 
directly above the OBS key. 
5.   An alert (“DTK 123° NOW”) will appear 
guiding you to the inbound course. The actual 
desired track  (DTK) will depend on your ground 
speed and distance from PMD VOR. Intercept 
and fly the inbound course, keeping the CDI 
needle centered. 
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Course-From-Fix Legs
6.   As you approach PMD  VOR (the missed 
approach holding point), an alert message 
in the lower right hand corner of the screen 
will recommend the holding pattern entry 
procedure (“HOLD  PARALLEL”). As you fly 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. 
7.   Note that the 400W-series unit again dis-
plays “SUSP” above the OBS key. Automatic 
waypoint sequencing is suspended at the 
missed approach holding point. A waypoint 
alert (“ARRIVING  WPT”) appears in the lower 
right corner of the screen each time you 
approach 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 direct-to to 
select another destination. 
TYPE 3: Course from fix to manual sequence
Course from fix to manual sequence legs will appear 
on the active flight plan and map pages with “man seq” 
in place of a waypoint identifier. An example of this 
type of course leg appears in the COASTAL ONE DE-
PARTURE from Westfield, Massachusetts (Barnes 
Muni). The example leg corresponds to the departure 
leg from Barnes Municipal and appears as follows on 
the active flight plan and default NAV pages: 
DO NOT USE  
FOR NAVIGATION
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. 


430W Only
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ILS Approach430W Only
1.   Select the departure (CSTL1) from the pro-
cedures page. Then select the departure 
runway (RW02, in this example) and transition 
(GEDIC). 
2.   As you depart the airfield, “NEXT DTK 026°” 
appears in the lower right corner of the screen 
and “SUSP” appears directly above the OBS 
key. You are now on the “course from fix to 
manual sequence” leg. The distance displayed 
on the active flight plan, default NAV and map 
pages is FROM the waypoint fix (the departure 
runway, in this example). 
3.   Fly the outbound course keeping the CDI needle 
centered. Once you are cleared to sequence to 
the next leg, press the OBS key. Confirm that 
“SUSP” no longer appears directly above the 
OBS key. An alert (“NEXT DTK 183°”) will 
appear in the lower right corner of the screen 
to guide you to the next waypoint (HFD  VOR). 
The actual desired track (DTK) will depend on 
your ground speed and distance from HFD 
VOR. 
4.   Once the OBS key is pressed, the 400W-series 
unit will automatically sequence to each 
waypoint along the remainder of the departure 
route, including the selected transition. 
ILS Approaches
Precision approaches can be performed with the 
GNS 430W’s 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 430W can be set to automatically switch 
the external CDI output from GPS to VLOC as you 
intercept the final approach course (if used with a 
KAP140/KFC225 autopilot, you will need to manu-
ally enable outputs). See instructions at the end of this 
section. When the ILS approach is activated, the GNS 
430W will automatically switch 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.  
The illustration at right shows multiple locations 
along the approach path and which CDI selection 
you can expect: GPS or VLOC. Within the area of the 
shaded box, the automatic switch from GPS to VLOC 
should occur. 
 NOTE:  If you attempt to intercept the approach 
course at a distance less than 2.0 NM from the 
FAF, the GNS 430W will not automatically switch 
the CDI to VLOC. In this case, press the CDI key to 
manually switch from GPS to VLOC. 
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ILS Approach430W Only
The automatic switch from GPS to VLOC is not 
immediate, but instead 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 manu-
ally, it will 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. (The factory 
default setting is “Auto”, which enables the automatic 
switch to VLOC.) 
2NM
15NM1.2NM1.2NM
MANUALFAF
VLOC
VLOC
GPS
GPSAuto Switch   to VLOC
 
within    this area
Selecting an ILS Approach
For this example, we’ll use a flight from Laughlin 
Bullhead (Arizona) International to Flagstaff Pul-
liam (KFLG) and select the ILS runway 21 approach. 
“SHUTR” intersection will be selected as the IAF, 
which will include 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. 
1.   Select Flagstaff Pulliam (KFLG) as your des-
tination, via the direct-to key or as the last 
waypoint in a flight plan. 
2.   Press  the PROC key and select the “ILS 21” 
approach. 
3.   From the transitions window, select “SHUTR” 
as the IAF.  Also, select “Load?” (or “Activate?”, 
if already cleared for the approach). 
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DO NOT USE FOR  NAVIGATION
Flagstaff (AZ) Pulliam 
ILS DME Rwy 21


4. 
  A reminder message appears, indicating that 
GPS can only be used for approach monitor-
ing.  As mentioned, you will need to use the 
VLOC receiver for this approach. Press ENT to 
acknowledge the message. 
When you “Load?” (or “Activate?”) an ILS approach, 
the ILS frequency is automatically placed in the standby 
field of the VLOC window. To use this frequency, simply 
press the VLOC flip-flop key to place it in the active 
frequency field. 
Flying the ILS  Approach
When you “Activate?” an ILS approach, automatic 
switching of the external CDI is enabled (unless turned 
off from the CDI/Alarms Page). When you are established 
on the inbound course to the FAF, the external CDI 
guidance  will automatically switch from “GPS” (shown 
in green text) to “VLOC” (shown in white text). If you 
have forgotten to activate the ILS frequency (step #4 below), 
automatic selection of “VLOC” will not occur. 
 NOTE:  GPS level of service annunciations (LPV, 
ENR, etc.) are not applicable to the external CDI 
(or HSI) when VLOC is active. 
1.  Within 31 NM of KFLG, the GNS 430W will 
switch from en route mode to terminal mode 
and the CDI scale will transition from 2.0 to 
1.0 NM, full scale deflection. 
2.   If you haven’t already activated the approach 
(in steps on previous page), be sure to do so 
when cleared for the approach. 
3.   As you approach the IAF (SHUTR), a waypoint 
alert (“LT TO 030° x S”) will appear in the lower 
right corner of the screen. 
ILS Approach430W Only
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ILS Approach430W Only
4.   If you haven’t already done so, press the VLOC 
flip-flop key to activate the ILS frequency.  If 
you forget this step, the GNS 430W will display 
a reminder message (within 2 NM of the FAF) 
to activate the ILS frequency. 
31nm (from airport)
DO NOT USE FOR 
 NAVIGATION

  
5. 
  As the distance (DIS) to the IAF approaches 
zero, the alert is replaced by a turn advisory 
(“LT TO 030° NOW”). 
6.   Fly the outbound course (030°), keeping the 
needle centered on the external CDI (or HSI). 
7.   Once you have flown approximately one minute 
past SHUTR intersection, prepare for the pro-
cedure turn. 
8.   Turn right to a heading of 075° to initiate the 
procedure turn. The GNS 430W will not guide 
you through the turn. (The procedure turn is 
displayed on the map page and indicated as 
the active leg on the default NAV and active 
flight plan pages.) The external CDI needle will 
start moving to the left. 
9.   After approximately one minute, make a 180° 
left turn to a heading of 255° to intercept 
the ILS. The GNS 430W will sequence to 
the inbound leg and “DTK 210° NOW” will 
appear in the lower right corner of the screen. 
CDI coupling will automatically switch from 
the “GPS” receiver to the “VLOC” receiver 
as you complete the inbound turn. (If the ILS 
frequency has not been activated, per step #4, 
this automatic CDI switch will not occur.) 
10.   As the CDI needle starts to center, make a 
left turn to 210° to track the ILS approach 
course. 
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DO NOT USE FOR  NAVIGATION
 

 NOTE: From this point on, primary navigation is 
provided by the VLOC receiver. You may continue 
to use the GPS receiver for supplemental naviga-
tion guidance only. If automatic CDI switching is 
disabled (“Manual” selected), the reminder mes-
sage “Select VLOC on CDI for approach” appears 
at 2.0 NM prior to the FAF. In this instance, you 
must press CDI to manually switch CDI output to 
the VLOC receiver and continue the approach. 
11. 
 As you approach the FAF (SHUTR), “LNAV” 
will appear in the lower left corner of the 
screen —indicating a CDI scale transition from 
TERM  to approach scaling. This scale transi-
tion applies only to the default NAV page’s 
on-screen CDI, since the external CDI or HSI is 
now coupled to the VLOC receiver. 
12.   Also as you approach SHUTR, a waypoint alert 
(“DTK 210° x S”) will appear in the lower right 
corner of the screen. 
13.   As you cross SHUTR, the destination sequences 
to the MAP (“RW21”, the runway threshold). 
With the needle on the external CDI (or HSI) 
centered, fly toward the MAP, observing the 
altitude minimums dictated by the approach 
plate. (When viewing the map page, you’ll 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.) 
14.   As you approach the MAP, a waypoint alert 
(“ARRIVING WPT”) will appear in the lower 
right corner. 
15.   As you cross the MAP, “SUSP” will appear 
above the OBS key, indicating that automatic 
sequencing of approach waypoints will be 
suspended at the MAP. 
ILS Approach
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DO NOT USE FOR  NAVIGATION
 
As you cross the MAP, “SUSP” appears above the 
OBS key, indicating that automatic sequencing 
of approach waypoints is suspended at the MAP. 
A “FROM” indication is displayed on the 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. 
 NOTE: In addition to using the OBS key to initiate the 
missed approach sequence, you may wish to press the 
CDI key to manually switch external CDI output to the 
GPS receiver. “GPS” will be indicated above the CDI 
key. 
Selecting an LPV Approach
For this example, we’ll use a flight from Eugene 
Oregon (KEUG) to Salem Oregon (KSLE) and select 
the RNAV runway 31 approach. “GLORR” intersec-
tion is selected as the IAF. Of course, vectors-to-final 
could also be selected, as previously described for the 
non-precision approach examples. An approach plate 
is shown on the following page. 
1.  With Salem (KSLE) as your destination in your 
flight plan, press the PROC key and select the 
“RNAV 31 Z (GPS) ” approach. 
2.  From the transitions field, select “GLORR” as 
the IAF.  Review and execute the modified flight 
plan. Go direct to GLORR when cleared “Direct 
GLORR” for the approach. 
3.   Press the PROC key to display the Procedures 
page. With “Load?” highlighted press ENT to 
load the approach into the flight plan. 
LPV Approach
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4.   After the approach is loaded into the flight 
plan, you can view the approach waypoints. 
5.   Press the PROC key to display the Procedures page. 
With “Activate?” highlighted press ENT to activate 
the approach. 
Flying the LPV Approach
1.   Within 31 NM of KSLE, the 400W Series unit switches 
from en route mode to terminal mode and the CDI 
scale transitions from 2.0 to 1.0 NM, full scale deflec-
tion. 
2.   As you approach the IAF (GLORR), a waypoint mes-
sage (“LT TO 314° x S”) appears on the bottom of the 
screen. 
3.   As the distance (DIST) to the IAF approaches zero, the 
message is replaced by a turn advisory that counts 
down 10 seconds prior to the turn. 
4.   As you approach the FAF (LOTKE), the 400W Series 
unit will begin to automatically rescale in an angular 
fashion. This will allow the LPV approach to be flown 
in an identical fashion to a standard ILS. At 2.0 NM 
from the FAF, CDI scaling is tightened from 1.0 to 
the angular full scale deflection (typically the angular 
full-scale deflection is 2.0°, but will be as defined for 
the approach. 
5.   Sixty seconds prior to reaching the FAF (LOTKE), the 
unit will check the required Horizontal Alarm Limit 
(HAL) and Vertical Alarm Limit (VAL) to ensure the 
GPS position integrity is within limits to complete the 
LPV precision approach. In the event the HAL or VAL 
limits are exceeded, the approach will be downgraded 
to a non-precision approach indicated by “LNAV” 
on the moving map, a message that the approach 
is downgraded (“Approach downgraded - Use 
LNAV minima”), and the glideslope indicator will be 
flagged. You may continue the approach using LNAV 
non-precision minimums if there are LNAV minimums 
for this approach. In the rare event the GPS integrity 
cannot meet the non-precision HAL limits, the unit 
will send a message to the pilot to abort the approach 
(“Abort Approach - Loss of Navigation”). The unit will 
revert to terminal limits to support navigation to the 
missed approach when the message is acknowledged. 
After the aircraft has passed the FAF, a loss 
of WAAS integrity will cause the approach to 
abort instead of downgrade. 
6.   Capture the glideslope as you would an ILS 
glideslope. 
7.   As you cross LOTKE, the destination sequences to the 
MAP (“RW31”, the runway threshold). With the needle 
on the external CDI (or HSI) centered, fly toward the 
MAP, observing the altitude minimums dictated by the 
approach plate. 
LPV Approach
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