Garmin 430w Manual

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MSG— Message
MSL— Mean Sea Level
mul— Multicom
NATNL— National
NAV— Navigation
NAVAID— Navigational Aid
NDB— Non-Directional Radio Beacon
NM—  Nautical Miles
NRST— Nearest
NUM— Number
OBS— Omnibearing Selector
OCN— Oceanic
PDA— Premature Descent Alert
P.POS— Present Position
PROC— Procedure(s)
PROV— Province
PTK—  Parallel Track
PWR— Power
RAD— Radial
RAIM—   Receiver Autonomous Integrity Monitoring
REF— Reference
REQ—  Required / Requirements
RESTRICTD— Restricted
RNG— Range
RTC—  Required Terrain Clearance
RX— Receive
SBAS— Space-Based Augmentation System
SID—  Standard Instrument Departure
Sml— Small
SPD— Speed
SQ— Squelch
SRFC— Surface
STAR— Standard Terminal Arrival Route
SUA— Special Use Airspace
SUSP— Waypoint sequencing suspended
°T—  Degree True
TACAN— Tactical Air Navigation
TAS— True Airspeed
TAT —  Total Air Temperature
TEMP— Temperature
TER— Terrain
TERM— Terminal
TKE— Track Angle Error
TMA— ICAO Terminal Control Area
TRANS— Transition
TRFC— Traffic
TRK—  Track (also Ground Track) Angle
TRSA— Terminal Radar Service Area
twr— Tower
TX— Transmit
uni— Unicom
UTC—    Coordinated Universal Time (also GMT or “zulu”)
UTM/UPS—Universal Transverse Mercator / Universal Polar    Stereographic grids
11 - MESSAGES
ABBREVIATIONS & 
NAV TERMS 
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VAL— Vertical Alarm Limit
VAR— Variation
VER— Version
VFOM— Vertical Figure of Merit
VFR—  Visual Flight Rules
VLOC— VOR/Localizer Receiver
VNAV—  Vertical Navigation
VOL— Volume
VOR—    VHF Omnidirectional Radio Range
VPL — Vertical Protection Level
VS—  Vertical Speed
VSR— Vertical Speed Required
WAAS — Wide Area Augmentation System
WPT— Waypoint
WX— Weather
XTK—  Crosstrack Error
11 - MESSAGES
ABBREVIATIONS & 
NAV TERMS 
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Navigation Terms
The following navigation terms are used on the 
400W-series and in this Pilot’s Guide: 
WPT 1
XTK
NORTH WPT
 2
BRG
GS
DIS
AIRPLANE
DTK
TRK
A LT (altitude)— Height above mean sea level (MSL). 
BRG (bearing)— The compass direction from your 
present position to a destination waypoint. 
CAS (calibrated airspeed)— Indicated airspeed cor-
rected for instrument errors. 
CUM (cumulative)— The total of all legs in a flight 
plan (such as “cumulative distance”). 
DIS (distance)— The geodesic path from your pres-
ent position to a destination waypoint. 
DTK (desired track)— The desired course between 
the active “from” and “to” waypoints. 
EFF (efficiency)— A measure of fuel consumption, 
expressed in distance per fuel units (e.g., nautical 
miles per gallon). 
ENDUR (endurance)— Flight endurance, or total 
available flight time based upon available fuel. 
EPU (estimated position uncertainty)— A measure 
of satellite geometry quality and additional factors, 
expressed as a horizontal position error in feet or 
meters. 
ESA (en route safe altitude)— The recommended 
minimum altitude within ten miles, left or right, of 
your desired course on an active flight plan or direct-
to. 
ETA (estimate time of arrival)— The estimated time 
at which you will reach your destination waypoint, 
based upon current speed and track. 
ETE (estimated time en route)— 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). 
FOB (fuel on board)— The total amount of usable 
fuel on board the aircraft. 
Geodesic — an arc path that follows the shortest dis-
tance along an ellipsoid model of the earth (WGS-84). 
A geodesic is more accurate than a “great circle” which 
assumes a perfect sphere model of the earch. 
GS (ground speed)— The velocity you are travelling 
relative to a ground position. 
HDG (heading)— The direction an aircraft is 
pointed, based upon indications from a magnetic 
compass or a properly set directional gyro. 
IND (indicated)— Information provided by properly 
calibrated and set instrumentation in the aircraft panel 
(e.g., “indicated altitude”). 
11 - MESSAGES
ABBREVIATIONS & 
NAV TERMS 
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VERTICAL NAVIGATION PROFILE
VERTICAL SPEED REQUIRED
DISTANCE TO TARGET
TIME AND DISTANCE 
       TO PROFILE
TARGET ALTITUDE
   AND POSITIONAIRPORT
CURRENT ALTITUDE
   AND POSITION
Vertical  
Navigation
LFOB (left-over fuel onboard)— The amount of 
fuel remaining on board after the completion of one or 
more legs of a flight plan (or a direct-to). 
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. 
MSA (minimum safe altitude)— Uses Grid Mini-
mum Off-route Altitudes (Grid MORAs) to deter-
mine a safe altitude within ten miles of your 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 high-
est reference point is above 5000 feet, the Grid MORA 
will clear the highest reference point by 2000 feet. 
TKE (track angle error)— The angle difference 
between the desired track and your current track. An 
arrow indicates the proper direction to turn to reduce 
TKE to zero. 
TRK (track)— The direction of movement relative to 
a ground position. Also referred to as “ground track”. 
VSR (vertical speed required)— The vertical speed 
necessary to descend from current position and alti-
tude to a defined target position and altitude, based 
upon your current ground speed. 
XTK (crosstrack error)— The distance you are off a 
desired course in either direction, left or right. 
11 - MESSAGES
ABBREVIATIONS & 
NAV TERMS 
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Appendix A  
 NavData Card Use
The Jeppesen NavData® card supplied with your 
400W-series unit can be installed or removed when 
the 400W-series unit is off. Insert the card with the 
swing arm handle at the bottom and the label facing 
to the left (see illustration right). If the NavData card 
is not present when the unit is turned on, you will 
receive a “No Jeppesen Aviation Database - Limited to 
user defined waypoints” message on the database con-
firmation page. If the NavData card is removed during 
operation, a “Data card removed-Unit will restart in 30 
seconds” warning. The 400W-series unit will automat-
ically reinitialize even if the card is reinserted. You may 
also reinitialize the unit manually by pressing ENT. 
To insert the NavData card: 
1.   Place the card into the NavData card slot, with 
the label facing to the left and the swing arm 
handle at the bottom front. 
 NOTE: There are two data card slots on the face 
of the 400W-series. The Jeppesen NavData® 
card should be inserted in the left-most slot. The 
second slot is provided for the terrain card. 
2.   Press the NavData card into place until it seats 
on the internal connector and the front of the 
card is flush with the face of the 400W-series 
unit. 
3.   If the swing arm handle is up, gently lower the 
handle and push it into place—flush with the 
face of the 400W-series unit. 



To remove the NavData card: 
1.   Gently press on the tab—using a slight upward 
motion—at the front center of the NavData 
card. This will partially deploy the swing arm 
handle. 
2.   Turn the swing arm handle upward (and out-
ward) until it locks into place, perpendicular to 
the face of the 400W-series unit. 
3.   Grasp the top and bottom surfaces of the swing 
arm handle, between your thumb and forefin-
ger, and pull directly away from the face of the 
400W-series unit to unseat the connector and 
remove the NavData card. 
APPENDIX A
NavData Card Use 
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Appendix B   
Specifications
PHYSICAL
Unit Size: 6.25”W x 11.00”D x 2.69”H 
  (159 mm x 279 mm x 68 mm)
Unit Weight with tray: 
   400W    5.0 lbs (2.27 kg) 
   420W/420AW 5.5 lbs (2.49 kg) 
   430W/430AW 6.2 lbs (2.61 kg)
POWER
Input: 400W/420W/430W  14/28 Vdc
  420AW/430AW  28 Vdc
ENVIRONMENTAL
Temperature: -20°C to +55°C (operating range)
   (-4°F to +131°F)
Humidity: 95% non-condensing
Altitude: -1,500 ft to 50,000 ft
    (-457 m to 15,240 m)
GPS PERFORMANCE
Receiver: 15 parallel channel (12 + 3 WAAS)
Time to First Fix:  1 min 45 sec
Update Rate: Five per second, continuous
Accuracy: Position — < 1.25 m RMS horizontal 
       < 2 m vertical, with WAAS
Dynamics: 1000 kt maximum velocity
VHF COM PERFORMANCE (GNS 430W only) 
Channels:    760 (25 kHz spacing) or
     2280 (8.33 kHz spacing)
Frequency Range: 118.000 MHz to  
   136.992 MHz
Transmit Power: 10 watts minimum  
   (GNS 430W/GNC 420W) 
   16 watts minimum  
   (GNS 430AW/GNC 420AW)
VOR PERFORMANCE (GNS 430W/AW only) 
Frequency Range: 108.00 MHz to  
   117.95 MHz
LOCALIZER PERFORMANCE  
   (GNS 430W/AW only) 
Frequency Range: 108.10 MHz to  
   111.95 MHz
GLIDESLOPE PERFORMANCE  
   (GNS 430W/430AW only) 
Frequency Range: 329.15 MHz to 335.00 MHz
INTERFACES
• Garmin GDL 69/69A
• ARINC 429
• Aviation RS-232
• CDI/HSI
• RMI (digital: clock/data)
• Superflag Out
• Altitude (serial: Icarus, Shadin-Rosetta or 
encoded: Gillham/Greycode)
• Fuel Sensor
• Fuel/Air Data
• L3 WX 500 Stormscope
• L3 SKY497 SkyWatch
• TIS from GTX 330
• Ryan 9900B TCAD 
APPENDIX B
Specifications 
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Appendix C  
 Troubleshooting Q&A
This section is designed to answer some of the 
common questions regarding the 400W-series capabili-
ties and operation. If you have a problem operating 
the unit, read through this appendix and refer to the 
reference section noted. If you don’t find answers to 
your particular question here, use the index to find the 
appropriate section elsewhere in this manual. If, after 
reading through the appropriate reference section, you 
still haven’t found the answer to your question, please 
see your 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. 
 What is RAIM, and how does it affect approach opera-
tions? 
RAIM is an acronym for Receiver Autonomous Integ-
rity Monitoring, a GPS receiver function that performs a 
consistency check on all tracked satellites. RAIM ensures 
that the available satellite geometry will allow the receiver 
to calculate a position within a specified protection limit 
(4 NM for oceanic, 2 NM for en route, 1 NM for terminal 
and 0.3 NM for non-precision approaches). 
During oceanic, en route and terminal phases of 
flight, RAIM will be available nearly 100% of the time. 
Because of the tighter protection limit on approaches, 
there may be times when RAIM is not available. The 
400W-series unit automatically monitors RAIM and 
will warn you with an alert message (see Section 11) 
when it is not available, and the INTEG annunciator  
(  ) will appear 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 400W-
series unit RAIM prediction function will also allow you 
to see whether RAIM will be available for a specified date 
and time. 
 NOTE: RAIM prediction is not directly related to 
WAAS integrity. 
RAIM integrity prediction is performed by the internal 
GPS receiver and is performed at all times. WAAS integrity 
is reported by the WAAS satellite system and only works 
within the WAAS service volume. WAAS approaches re-
quire WAAS integrity. Outside of the WAAS service vol-
ume, such as an Oceanic flight, RAIM prediction will be 
used. 
Why aren’t there any approaches available for my 
flight plan? 
Approaches are available for the final destination air-
port in a flight plan or as a direct-to (keep in mind that 
some VOR/VORTAC identifiers are similar to airport iden-
tifiers). If a destination airport does not have a GPS ap-
proach, the 400W-series unit will indicate “NONE” for 
the available procedures—as listed on the airport approach 
page. For more information on selecting an approach, see 
Section 4 - Flight Plans, Select Approach. 
APPENDIX C
Troubleshooting Q & A 
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What happens when I select an approach? Can I store a 
flight plan with an approach, departure or arrival? 
Whenever you load 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 instrument procedure 
you selected. The original en route portion of the flight 
plan will remain active, unless you “Activate” the instru-
ment procedure; which may be done when the procedure 
is loaded or at a later time. 
Flight plans can also be stored with an approach, de-
parture 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 400W-series 
unit will use the waypoint information from the cur-
rent database to define the waypoints. If the database is 
changed or updated, the 400W-series unit will automati-
cally update the information if the procedure has not been 
modified. If an approach, departure or arrival procedure 
is no longer available, the flight plan will become 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 4 - Flight 
Plans for instructions on saving and copying flight plans. 
Can I file slant Golf (“/G”) using my GPS? 
Yes, you may file your flight plan as /G if your 400W-
series unit is an authorized IFR installation. The 400W 
series is a TSO C146a Gamma-3 (Class 3) authorized 
GPS navigator. If you are flying en route, you may file 
/G with an expired database only after you have verified 
all route waypoints. Approaches may not be flown with 
an expired database. See your approved Airplane Flight 
Manual Supplement for more information. 
What does the OBS key do and when do I use it?
The OBS key is used to select manual (OBS mode) or 
to suspend automatic sequencing of waypoints. Activat-
ing OBS mode (as indicated by an  annunciation 
directly above the OBS key) holds your current “active to” 
waypoint as your navigation reference and prevents the 
GPS from sequencing to the next waypoint. When OBS 
mode is cancelled, automatic waypoint sequencing is se-
lected, and the 400W-series unit will automatically select 
the next waypoint in the flight plan once the aircraft has 
crossed the present active-to waypoint. 
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
Will indicate “TO” or 
“FROM” waypoint
Must be in this mode for 
final approach course
Cannot be set for final ap-
proach course or published 
holding patterns
Whenever OBS mode is active, the 400W-series unit 
allows you to select the desired course to/from a waypoint 
using the HSI (much like a VOR) and display a to/from 
APPENDIX C
Troubleshooting Q & A 
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flag for the active-to waypoint. If an external course in-
put is not available, you may select the OBS course on-
screen, via a “Select OBS Course” pop-up window. With 
OBS mode cancelled, the CDI will always display a “TO” 
indication for the next waypoint once you’ve crossed the 
active waypoint (provided the active waypoint is not the 
last waypoint). Refer to Section 5 - Flying the Missed Ap-
proach for an example using the OBS key. 
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 will automatically disable 
waypoint sequencing, then re-enable waypoint sequenc-
ing after one time around the holding pattern. A “SUSP” 
annunciation will appear directly above the OBS key (see 
illustration left) to indicate that automatic waypoint se-
quencing is temporarily suspended and course selection 
is not available. If more than one trip around the hold-
ing 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 ini-
tial approach fix (IAF). Section 5 - Flying an Approach with 
a Hold for more information on the “SUSP” annunciation 
and approaches with holding patterns. 
When should I use the OBS key to return to auto 
sequencing, and what happens when I do?
The most common application for using the OBS key 
is the missed approach. The 400W-series unit will suspend 
automatic waypoint sequencing (indicated by a “SUSP” an-
nunciation directly above the OBS key; see right) when 
you cross the missed approach point (MAP). This prevents 
the 400W-series unit from automatically sequencing to 
the missed approach holding point (MAHP). If a missed 
approach is required, press the OBS key to return to au-
tomatic waypoint sequencing and sequence the approach 
to the MAHP. See Section 5 - Flying the Missed Approach for 
more information on missed approaches. 
Why won’t my unit automatically sequence to the next 
waypoint?
The 400W-series unit will only sequence 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, you must also 
cross the “bisector” of the turn you are navigating. The 
bisector is a line that bisects the angle formed by two flight 
plan legs; it passes through the waypoint common to both 
legs. 
APPENDIX C
Troubleshooting Q & A 
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How do I skip a waypoint in an approach, departure, 
or arrival?
The 400W-series unit allows you to manually select 
any approach, departure or arrival leg as the active leg of 
your flight plan. This procedure is performed from the 
active flight plan page by highlighting the desired waypoint 
and pressing direct-to twice, then ENT to approve the se-
lection (see illustration right). The GPS will then provide 
navigation along the selected flight plan leg, so be sure 
you have clearance to that position. 
 NOTE: If activating a leg while on the From side, 
sequencing will be suspended as indicated with 
the SUSP annunciation shown above the OBS 
key. 
How do I fly the GPS with an autopilot and DG head-
ing bug?
If you do not have an HSI, you should make your 
course selections on the external CDI’s OBS knob and the 
DG heading bug. 
When does turn anticipation begin, and what bank 
angle is expected?
The 400W-series unit will smooth adjacent leg transi-
tions based upon a nominal 15º bank angle (with the abil-
ity to increase the bank angle up to 30º) and provide three 
pilot cues for turn anticipation: 
1)  A waypoint alert (“LT or RT to ###° x S”) will flash 
in the lower right corner of the screen 10 seconds 
before the turn point. 
2)   A flashing turn advisory (“LT or RT  TO ###° NOW”) 
will appear in the lower right corner of the screen 
when you are to begin the turn. Set the HSI to the 
next DTK value and begin the turn. 
3)  The To/From indicator on the HSI (or CDI) will 
flip momentarily to indicate that you have crossed 
the midpoint of the turn. For more information on 
waypoint alerts and turn advisories, see section 5. 
When does the CDI scale change, and what does it 
change to?
The CDI scale is 1.0 NM (terminal mode) within 31 
NM of the departure airport. The CDI will smoothly scale 
to 2.0 NM (en route mode) once beyond 31 NM from the 
departure airport. 
The unit begins a smooth CDI scale transition from the 
2.0 NM (en route mode) to the 1.0 NM (terminal mode) 
scale within 31 NM from the destination airport. When 
within 45° of the final approach course and the FAF is 
the TO waypoint, the 400W-series unit switches from ter-
minal mode to approach mode. CDI scaling is tightened 
from 1.0 NM full scale deflection to either 0.3 NM or 2° 
full scale deflection whichever is less at the FAF. The scal-
ing change occurs gradually over a 2 NM distance and is 
completed before crossing the FAF. 
If Vectors to Final is selected, the unit provides CDI 
scaling appropriate to the approach, which is typically ±2 
degrees angular from the origin of the approach. This an-
gular course deviation reaches the max ±1 NM deviation 
at approximately 27 NM from the MAP. The course width 
and angular deviation for GPS approaches are similar to 
what is provided for VHF localizer signals. (see the fig-
ure – Full-Scale deflection and defined path for VTF ap-
proach). 
If a missed approach is executed, the CDI scale will 
change to ±0.3 NM or ±1.0 NM, as described in Section 
5 - Procedures - Flying the Missed Approach. 
APPENDIX C
Troubleshooting Q & A 
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