Garmin 530w Manual

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Navigation Terms
The following navigation terms are used on the 
500W-series unit: 
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 
corrected 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 a ten mile radius of your 
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 earth. 
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 prop
-
erly calibrated and set instrumentation in the aircraft 
panel (e.g., “indicated altitude”). 
12 - MESSAGES
ABBREVIATIONS &  NAV TERMS 
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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) — Used 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 
clears 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 
altitude 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.  
VERTICAL NAVIGATION PROFIL
E
VERTICAL SPEED REQUIRED
DISTANCE TO TARGET
TIME AND DISTANCE 
       TO PROFILE
TARGET ALTITUDE
   AND POSITIONAIRPORT
CURRENT ALTITUDE
   AND POSITION
12 - MESSAGES
ABBREVIATIONS &  NAV TERMS 
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Appendix A    
NavData Card Use
The Jeppesen NavData® card supplied with your 
500W-series unit should be installed or removed only 
when the 500W-series unit is off. Insert the card with 
the swing arm handle on the left and the label facing 
up (see illustration left). 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 Confir
-
mation Page. If the NavData card is removed during 
operation, a “Data card removed-Unit will restart in 30 
seconds” warning appears. The 500W-series unit auto
-
matically reinitializes even if the card is re-inserted. 
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 up and the swing arm handle 
on the left. 
 NOTE:  There are two data card slots on the face of the 
500W-series unit. The Jeppesen NavData® card should 
be inserted in the left-most slot. The second slot is  provided for the TAWS/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 500W-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 500W-series unit. 
To remove the NavData card: 
1.  Gently press on the tab — using a slight 
motion toward the right — at the front center 
of the NavData card. This partially deploys the 
swing arm handle. 
Press here to deploy handle
2.  Turn the swing arm handle outward until it 
locks into place, perpendicular to the face of 
the 500W-series unit. 
3.   Grasp the swing arm handle between your 
thumb and forefinger, and pull directly away 
from the face of the 500W-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 4.60”H
    (159mm x 279mm x 117mm)
Unit Weight with tray: 
    500W 6.8 pounds  (3.08 kg)
    530W 8.2 pounds  (3.72 kg)
POWER
Input:  500W/530W  14/28 Volts DC
    530AW    28 Volts DC 
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 530W 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 530W) 
   16 watts minimum  
   (GNS 530AW) VOR PERFORMANCE 
(GNS 530W only) 
Frequency Range: 
108.00 MHz to  
   117.95 MHz
LOCALIZER PERFORMANCE 
(GNS 530W only) 
Frequency Range:  108.10 MHz to  
   111.95 MHz
GLIDESLOPE PERFORMANCE (GNS 530W 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 BSpecifications 
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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 
(4.0 NM for oceanic/remote and 2.0 NM for en route, 
1.0 NM for terminal and 0.3 NM for non-precision ap
-
proaches). During oceanic, en route 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 500W-series unit 
automatically monitors RAIM and warns you with an alert 
message (see Section 12) 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 500W-series unit RAIM prediction func
-
tion (see  Section 9 Aux Pages - Utility Page - RAIM Predic-
tion) also allows 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 require WAAS integrity. 
Outside of the WAAS service volume, such as an Oce
-
anic flight, RAIM prediction will be used. 
Appendix C   
Troubleshooting Q & A
This Appendix is designed to answer some of the 
common questions regarding the 500W-series capa
-
bilities 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. 
APPENDIX C
Troubleshooting Q & A 
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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 published 
approach, the 500W-series unit indicates “NONE” for the 
available procedures — as listed on the Airport Approach 
Page. For more information on selecting an approach, see 
Section 4 - Flight Plans. 
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 
remains active, unless you “Activate” the instrument proce
-
dure; 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 500W-series 
unit uses the waypoint information from the current da
-
tabase to define the waypoints. If the database is changed 
or updated, the 500W-series unit 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 proce
-
dure is deleted from the flight plan or the correct database 
is installed. For information on loading an approach, de
-
parture or arrival, see Section 5 - Procedures. See Section 4 
- Flight Plans - Active Flight Plan Options 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 500W-
series unit is an authorized IFR installation. The 500W 
series is a TSO C146a Gamma-3 (Class 3) authorized GPS 
navigator. If you are flying en route, you may fly /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 Sup
-
plement for more information. 
APPENDIX C
Troubleshooting Q & A 
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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 selected and the 500W-series unit automatically selects 
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
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 500W-series unit suspends 
automatic waypoint sequencing (indicated by a “SUSP” 
annunciation directly above the OBS key; see left) when 
you cross the missed approach point (MAP). This pre
-
vents the 500W-series unit from automatically sequenc-
ing 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 ap
-
proach to the MAHP. 
Why won’t my unit automatically sequence to the next 
waypoint? 
The 500W-series unit 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, you must also 
cross the “bisector” of the turn you are navigating. The 
bisector is a perpendicular line between two flight plan 
legs which crosses 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 500W-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 way
-
point and pressing the  direct-to key twice, then  ENT to 
approve the selection (see illustration left). The GPS then 
provides navigation along the selected flight plan leg, so 
ensure that you have clearance to that position. See Section 
4 - Flight Plans - Flight Plan Options for more information. 
 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 500W-series unit smooths adjacent leg transitions 
based upon a nominal 15º bank angle (with the ability to 
increase the bank angle up to 30º) and provide three pilot 
cues for turn anticipation:  1)  A waypoint alert (“Left or Right to ###° in xx sec”) 
flashes in the lower right corner of the screen 10 
seconds before the turn point. 
2)   A flashing turn advisory (“Left or Right to ###° now”) 
appears 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) flips 
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 500W-series unit switches from ter
-
APPENDIX C
Troubleshooting Q & A 
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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. 
Full-Scale deflection and defined path for normal approach
Sensitivity must change from ±1 NM FSD to either ±0.3 NM or 
±2° FSD, whichever is less at the FAF. Change occurs over 2 NM 
and is completed at the FAF. 
Full-Scale deflection and defined path for VTF approach
Why does my CDI not respond like a VOR when OBS 
mode is active? 
Unlike a VOR, the CDI scale used on GPS equipment 
is based on the cross-track distance to the desired course 
in OBS mode, not an angular relationship to the desti
-
nation. Therefore, the CDI deflection on the GPS is con-
stant regardless of the distance to the destination and does 
not become less sensitive when you are further away from 
the destination. For more information on the CDI scale, 
see Section 9 - Aux Pages - Setup Page (CDI/Alarms). 
2 NM
2 NM2 NM
2 NM 1
NM
1
NM
CDI Comparison: GPS vs. VOR
APPENDIX C
Troubleshooting Q & A 
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What is the correct missed approach procedure? How 
do I select the missed approach holding point? 
The 500W-series unit does not automatically sequence 
past the MAP. Waypoint sequencing  to the first waypoint 
in the missed approach procedure will be enabled when 
the  OBS key is pressed after crossing the MAP. All pub
-
lished 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 and use the direct-to key (by pressing it twice) to 
activate the missed approach portion of the procedure. 
How do I re-select the same approach or activate a new 
approach after a missed approach?
After flying all missed approach procedures, you may 
reactivate the same approach for another attempt from the 
Procedures Page. Once you have been given clearance for 
another attempt, activate the approach from the Proce
-
dures Page by highlighting “Activate Approach?” and then 
pressing   ENT. The 500W-series unit provides navigation 
along the desired course to the waypoint and rejoins the 
approach in sequence from that point on. See Section 4 
- Flight Plans - Flight Plan Leg Selection 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 PROC and turn the large right 
knob to highlight “Select Approach?”. Press ENT and turn 
the  large right knob to highlight the new approach you 
want to fly. Press ENT to select the approach, then select 
the desired transition. Finally, highlight “Activate?” at the 
bottom right corner of the screen and press ENT to acti
-
vate the new approach.  To activate a new approach to a different airport, press 
direct-to and select the desired airport using the small 
and  large right  knobs. Press ENT to accept the selected 
airport, then follow the steps in the preceding paragraph 
to select an approach for the new airport. See Section 5 for 
more information on selecting and activating approaches. 
 NOTE: Do not attempt to reactivate the same ap-
proach you’re currently on, prior to crossing the  missed approach point (MAP). If you attempt to do so, an alert message (“Are you sure you want to discontinue the current approach?”) appears. If you still proceed with reactivating the ap
-
proach, the 500W-series unit directs you back to the transition waypoint and does NOT take into consideration any missed approach procedures. 
APPENDIX C
Troubleshooting Q & A 
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