Garmin 530w Manual

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Flying the Missed Approach 
After you pass the MAP, if the runway isn’t in 
sight you must execute a missed approach.  The 
500W-series unit continues to give guidance along an 
extension of the final course segment (FAF to MAP) 
until you manually initiate the missed approach 
procedure (as mentioned previously in reference to the 
“SUSP” advisory). The OBS key is used to initiate the 
missed approach, as follows: 
 NOTE:   It is the pilot’s responsibility for initial 
missed approach guidance in accordance with  published procedure. The unit may not provide correct guidance until established on a defined leg. 
RW 04
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1.
  After commencing the published missed 
approach procedure, and after the SUSP 
annunciator has appeared, press the OBS key 
to sequence to the first waypoint in the missed 
approach procedure. This will simultaneously 
result in several changes: 
a.   SUSP annunciation will extinguish. 
b.    The first waypoint in the missed approach 
procedure will be sequenced. 
c.    The current approach annunciation (LPV, 
L/NAV, LNAV+V, LP, LP +V, or LNAV) will 
be replaced with either MAPR or TERM, 
depending on the design of the approach. 
Normally, MAPR will be annunciated for 
missed approach procedures in which the 
first leg is a climb straight ahead to a way -
point, whereas TERM will be annunciated 
for missed approach procedures requiring 
a turn. 
d.   CDI scaling will change to ±0.3 NM full 
scale deflection if MAPR is annunciated, 
or ±1.0 NM if TERM is annunciated. 
e.   The “FROM” indicator will change to a 
“TO” indication. 
 NOTE:  In some cases, an additional hold waypoint 
is added to the missed approach sequence. This ad
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ditional waypoint is used as an aid in establishing the holding pattern — especially where the MAP and MAHP are the same waypoint. 
2.   An alert message in the lower right hand corner 
of the screen recommends entry procedures for 
the holding pattern. As you fly the holding pat-
tern, the timer in the lower right corner of the 
Default NAV Page automatically resets on the 
outbound side of the hold when you are abeam 
the hold waypoint. The timer again resets as 
you turn inbound (within approximately 30° 
of the inbound course). This allows you to use 
standard timing (typically one minute) to fly 
the inbound and outbound legs of the hold. 
 NOTE:  Time is displayed for standard time-based 
holding patterns.  Holding patterns that have a published leg length will display the distance. 
Approach with Hold
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An alert message in the lower right hand 
corner recommends entry procedures for the  holding pattern. 
3.  The 500W-series unit provides course guid-
ance only on the inbound side of the holding 
pattern.  Roll steering is provided to aircraft 
with compatible autopilots . 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.) 
Flying an Approach with a Hold 
Starting where the previous example left off, 
we’ll assume weather conditions resulted in a missed 
approach at Lynchburg Regional. Now, you’ve decided 
to divert to Farmville Regional (KFVX) instead. 
Farmville (VA) Regional  GPS Rwy 21
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1.  Press  direct-to. 
2.   Use the small  and large right knobs to enter 
the destination airport’s identifier (KFVX). 
3.  Press  ENT twice. 
This time, you select the GPS runway 21 approach 
into Farmville Regional. The GPS runway 21 approach 
begins with a holding pattern at the IAF, BODRY 
intersection. 
4.  Press  PROC and select the “GPS 21” 
approach. 
Approach with Hold
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5.  From the transitions window, select BODRY 
intersection as the IAF, assuming that ATC has 
cleared you direct to the BODRY intersection. 
Also, select “Activate?” to load and activate 
the approach. 
Press PROC and select the “GPS 21” ap-
proach. Then, select BODRY intersection (the  IAF) from the transitions window. 
6.  Once you activate the approach, the Active 
Flight Plan Page appears. You may review the 
approach sequence by pressing the small right 
knob and turning the large right  knob. Press 
FPL to return to the navigation pages. 
Once you “Activate?” the approach, the 
Active Flight Plan Page appears showing the  sequence of waypoints in the approach. 
7.  As in the last example, within 31 NM of the 
airport, the 500W-series unit switches from 
en route mode to terminal mode, and the CDI 
scale transitions from 2.0 to 1.0 NM, full scale 
deflection. 
 NOTE:  Upon activating an RNAV GPS approach, 
you are given the option to skip any non-required holding patterns during the initial transitions of the approach. In a GPS approach, you will not be given the option and you must manually reselect waypoint sequencing. 
8.   Just prior to crossing BODRY intersection, an 
alert — ”Hold teardrop” — appears in the 
lower right corner of the screen to suggest the 
proper holding pattern entry. (“Hold direct” or 
“Hold parallel” may be offered on other similar 
approaches.) 
Prior to crossing the BODRY intersection, an alert “Hold tear -
drop” is shown to suggest the proper holding   pattern. 
Approach with Hold
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31nm (from airport)(F
AF ) (IAF)
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9.  As mentioned in the missed approach example, 
the Default NAV Page displays a timer or 
distance, as appropriate, during the holding 
pattern. Use this timer or distance to fly the 
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 and Active Flight Plan pages.) 
While flying the holding pattern, a timer appears on the De-
fault NAV Page. Use the timer to fly the one minute outbound  portion of the pattern. 
 NOTE:  If you need to lose extra altitude or speed by going around the holding pattern again, press OBS to manually suspend waypoint sequencing BEFORE crossing the holding waypoint the sec
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ond time. If you’ve already passed this waypoint, re-activate the holding pattern using the shortcut steps described in Section 4 - “To activate a specific leg of the active flight plan”. 
10.   As you approach BODRY intersection from 
within the holding pattern, a waypoint alert 
(”Next DTK 209°”) appears in the lower right 
corner of the screen. 
11.  When within 45° of the final approach course 
and the FAF is the TO waypoint, the 500W-
series unit switches from terminal 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 change occurs over 2 NM and is 
completed by the FAF. 
12.   As you approach the FAF, a waypoint alert in 
the lower right corner (“Next DTK 210° in x 
sec”) appears. Make any course adjustments 
necessary for the final course segment (FAF to 
MAP). 
As you approach the FAF, the “Next DTK 210° 
in x sec” waypoint alert appears in the lower  right corner of the screen. 
Approach with Hold
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13.  As you cross the FAF, the destination sequences 
to the MAP (“RW21”, the runway threshold). 
With the needle centered, fly toward the MAP, 
observing the altitude minimums dictated by 
the approach plate. 
DO NOT USE FOR  
NAVIGATION
 NOTE:  When viewing the Map Page, you’ll note that the final course segment is displayed in ma
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genta — 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. 
14.  As you near the MAP, a waypoint alert (“Arriv-
ing at waypoint”) appears in the lower right 
corner. 
CDI scaling continues to tighten from  
0.3 NM to 350 feet, full-scale deflection. 
As you approach the MAP, the “Arriving at 
waypoint” waypoint alert appears in the  lower right corner of the screen. 
15. As you cross the MAP, “SUSP” appears 
above the OBS key, indicating that automatic 
sequencing of approach waypoints is sus-
pended 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. 
DME Arc Approach
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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 indicating the radial the waypoint lies on. The 
last letter indicates the radius of the arc. 
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Billard Muni (Topeka, KS) 
VOR Rwy 22
 NOTE:  The letter/number DME arc names are being replaced with standard five-letter intersec
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tion names. You may encounter either naming convention for an approach you select. 
This example is based upon a flight from Hutchin-
son (Kansas) Municipal (KHUT) to Billard Municipal 
(KTOP) in Topeka, Kansas. The VOR/DME runway 22 
approach is selected, along with “D258G/LEBVY” as 
the IAF. 
1.     Select Billard Muni (KTOP) as your destination, 
via the direct-to key or as the last waypoint 
in a flight plan. 
Press direct-to and select “KTOP” as your 
destination (using the small and large   right knobs). 
2.   Press the PROC key and select the “VOR 22” 
approach. From the transitions window, select 
“LEBVY” as the IAF. Then, select “Load?” (or 
“Activate?”, if already cleared direct to the IAF 
for the approach). 
Press PROC and select the “VOR 22” ap-
proach and “LEBVY” transition (using the  large right knob and ENT). 
DME Arc Approach
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31 nm (from airport)
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Billard Muni (Topeka, KS) 
VOR Rwy 22
3.  Within 31 NM of KTOP, the 500W-series unit 
switches from en route mode to terminal 
mode and the CDI scale transitions from 2.0 
to 1.0 NM, full scale deflection. 
4.   If you haven’t already activated the approach 
(in step #2), be sure to do so when cleared for 
the approach. 
If you’ve loaded the approach, but not activated it, press PROC 
and  select “Activate Approach?”. 
 NOTE: Since this is not a GPS approach, the pilot should be using the VLOC receiver, tuned to the correct VOR (TOP) for navigation. However, as an example, operation is essentially identical. 
5.   As you approach the IAF (D258G/LEBVY), a 
waypoint alert (“Left to 353° in x sec”) appears 
in the lower right corner of the screen. As the 
distance (DIS) to the IAF approaches zero, the 
alert is replaced by a turn advisory (“Turn to 
353° now”). 
6.   Follow the arc, keeping the CDI needle cen-
tered. When using an autopilot, the course 
select on the CDI (or HSI) must be periodically 
updated with the desired track (DTK) to ensure 
proper tracking through the arc. Whenever the 
course select setting and desired track differ by 
more than 10°, a “Set course to ###°” mes-
sage appears on the Message Page. 
As you fly the DME arc, “Set Course to ###°” 
alerts you to periodically adjust the course  select on the external CDI (or HSI). 
DME Arc Approach
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7.  The next point in the approach is an interme-
diate fix, labeled “D025G/DMARY”. As you 
approach this intermediate fix, a waypoint alert 
(“Right to 205° in x sec”) appears in the lower 
right corner of the screen. As the distance to 
this fix approaches zero, the alert is replaced 
by a turn advisory (“Right to 205° now”). Dial 
this course into the CDI (or HSI) using the OBS 
knob and initiate a standard rate turn to this 
course heading. 
8.   When within 45° of the final approach 
course and the FAF is the TO waypoint, the 
500W-series unit switches from terminal mode 
to approach mode. CDI scaling is tightened 
from 1.0 NM full scale deflection to either 
0.3 NM or 2º full scale deflection whichever is 
less at the FAF. The change occurs over 2 NM 
and is completed by the FAF. 
9.   As you approach the FAF, a waypoint alert in 
the lower right corner (“Right to 214° in x 
sec”) appears. Select this course on the CDI 
(or HSI) using the  OBS knob and turn to the 
final course segment (FAF to MAP) heading.
As you approach the FAF, a “Right to 214° in  x sec” waypoint alert appears in the lower  right corner of the screen. 
DO NOT USE FOR  NAVIGATION
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10.  As you cross 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, 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. 
Vectors-To-Final Approach
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11. As you approach the MAP, a waypoint alert 
(“Arriving at waypoint”) appears in the lower 
right corner of the screen. CDI scaling continues 
to tighten from 0.3 NM to 350 feet, full-scale 
deflection. 
As you approach the MAP, an  
“Arriving at waypoint” alert appears in the  lower right corner of the screen. 
12.  As you cross the MAP, “SUSP” appears 
above the OBS key, indicating that automatic 
sequencing of approach waypoints is sus-
pended 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. 
Vectors to Final
Let’s take a second look at the “VOR 22” approach 
into Billard Municipal. Instead of following the DME 
arc, ATC tells you to expect vectors onto the final 
approach course. There are several ways to select “vec
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tors to final” with the 500W-series unit. The first two 
options below normally require the least workload to 
accomplish: 
•  When the approach is first selected, choose “VEC-
TORS” from the transitions (“TRANS”) window.
•  Load a full approach — including the IAF from the 
transitions window. 
When cleared, press PROC 
and select “Activate Vectors-To-Final?”. 
•  Load the full approach. Use the direct-to key (by 
pressing it twice) from the Active Flight Plan Page 
to select the desired leg of the approach. 
To select “VECTORS” from the transitions window: 
1.  Select Billard Muni (KTOP) as your 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. 
3.   From the transitions window, select “VEC-
TORS”. 
Select “VECTORS” from the transitions 
window to activate only the final approach  course.  
Vectors-To-Final Approach
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4.  Select “Load?” (or “Activate?”, if already on 
vectors-to-final). 
To activate vectors-to-final from the procedures 
page: 
1.  Select Billard Muni (KTOP) as your 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. 
3.   From the transitions window, select “D258G/
LEBVY” as the IAF.  Also, select “Load?”. 
 NOTE:  Since this is not a GPS approach, the pilot 
should be using the VLOC receiver, tuned to the correct VOR (TOP) for navigation. 
4.   When cleared, press the PROC key and select 
“Activate Vectors-To-Final?”. 
Press PROC and select “Activate Vectors-
To-Final?” to activate only the final course  segment of a loaded approach. 
Flying the Vectors Approach
With “Vectors-To-Final” (VTF) selected, the CDI 
needle remains off center until you’re established on 
the final approach course. With the approach acti
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vated, the Map Page displays an extension of the final 
approach course in magenta (remember, 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). In this example, we’ll 
assume ATC vectors result in a rectangular course to 
intercept final, as follows: 
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NAVIGATION
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1.  When VTF is activated, the 500W-series unit 
switches to approach mode and course guid-
ance is given along the final approach course. 
CDI full-scale deflection is as shown in Appen-
dix C. 
Vectors-To-Final Approach
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