what tester is used to test vor on gns 530

When Garmin starting time announced its forthcoming big-screen color mapcom in 1999, my salivary glands took on a life of their own. I just knew I had to have one! Information technology'southward been a long expect, but it was definitely worth it. Afterward four months of flying with the GNS 530, I can say without reservation that I dearest this box!

This radio isn't for anybody. The $14,995 list price (plus installation) is not for the faint of centre. If you fly mostly VFR, you'll probably be disappointed that the GNS 530 has no provision for displaying sectional charts or terrain contours, a capability offered by several big-screen multi-part displays (e.g., UPSAT Apollo MX20, Bendix/Male monarch KMD150) that cost a third as much.

Garmin clearly designed the GNS 530 for serious IFR. They bill it as "the globe's finest panel-mounted IFR navigation/communications system," and from the perspective of this particular IFR junkie, that'southward no exaggeration. Garmin's software wonks have blimp this box full of every feature I could have hoped for, plus a bunch I wouldn't have thought of. They've integrated GPS, VOR, ILS, VHF comm, and moving-map functions with a Jeppesen-supplied database of mind-boggling telescopic, creating a level of automation and situational awareness that IFR pilots like me have only dreamed almost until now.

2 years ago, I installed a Sandel SN3308 Electronic HSI in my airplane, and I'm delighted to report that the Garmin GNS 530 and the Sandel SN3308 are a marriage made in heaven. In fact, the combination provides a level of automatic flight control that rivals what y'all'd find on a glass-cockpit airliner or bizjet. The Sandel and Garmin units are tightly coupled together via an ARINC 429 serial information bus, and software engineers at the two companies expended considerable effort to make sure that the two boxes would play together seamlessly. The SN3308 takes course-alter commands from the GNS 530, adds gyroscopic heading information from a slaved heading gyro, and feeds the resulting course datum to the autopilot. With this setup, IFR flight becomes and so automated you may exist tempted to roll up in back and take a nap while the computer flies the airplane! (I exaggerate slightly, but it truly is astonishing.)

Information technology's tough to do this system justice with mere words, because flight with information technology is such a profoundly visual experience. It'due south a lot easier to show you what it does than to tell you what it does. And then let me invite you along as copilot on a mission I actually flew last calendar week from my dwelling house base of Santa Maria, Calif. [SMX], to Los Angeles International [LAX] and return. First I'll requite yous a short conference on the GNS 530's generous complement of knobs and buttons. Then we'll launch for LAX and yous can watch the box in activeness.

After we return from our round-trip flight, we'll compare the GNS 530 to its smaller Garmin siblings (the GNS 430, GNC 420 and GPS 400), and discuss some considerations when planning an installation of one of these navigators.

Sound like a programme? Okay, let's practice it!

Button-Pushing Nuts

The GNS 530's six knobs and 14 buttons seem a bit intimidating at kickoff, but their apply quickly becomes second nature. Here's a ten-cent tour.

Left-side controls (peak to bottom)

The COM flip-flop key swaps the active and standby COM frequencies. Printing and hold to select 121.5.

The COM volume knob powers upward the unit and controls the COM audio level. Press to toggle the automatic squelch off and on.

The NAV flip-flop key swaps the active and standby NAV frequencies.

The NAV volume knob controls the NAV audio level. Press to toggle the ident filter off and on.

The large concentric knobs tune the MHz (outer) and KHz (inner) standby frequency for both COM and NAV receivers. Press the inner knob to toggle the tuning cursor between COM and NAV.

Correct-side controls (top to bottom)

The range key zooms the map calibration in and out.

The direct-to central tells the GPS navigator to fly directly to a designated waypoint (specified by identifier, chosen from the agile route, or taken from the map cursor position).

The menu key displays a menu of functions related to the currently-displayed page.

The clear cardinal cancels an entry or erases information. Press and concord to return to the default navigation page.

The enter key accepts a card function or data entry.

The large concentric knobs are used to select the page you desire to view — outer knob selects amongst folio groups (NAV, WPT, AUX, NRST) while inner knob selects the item page within the group. Pressing the inner knob toggles the on-screen cursor on and off. With the cursor enabled, the outer knob moves the cursor from field to field, and the inner knob is used to enter data or select from a selection-list.

Bottom-row controls (left to right)

The CDI key toggles which navigation source (GPS or VOR/LOC) provides output to your HSI or CDI and your autopilot nav coupler. A fashion annunciator ("GPS" or "VLOC") appears on the screen above this key.

The OBS fundamental toggles betwixt automatic and manual waypoint sequencing. Pressing the cardinal suspends automatic waypoint sequencing ("SUSP" is displayed on the screen above this key) and lets y'all select the desired grade to or from the current waypoint using the OBS on your HSI or CDI.

The bulletin cardinal is used to view organisation messages. "MSG" is displayed on the screen above this key to alert y'all that a message is bachelor for viewing.

The flight plan key displays the active flight plan page for creating and editing the active flight plan or accessing stored flight plans.

The vertical navigation central displays the VNAV folio for programming climbs and descents.

The procedures key allows you to select IFR divergence procedures (formerly SIDs), inflow procedures (STARs), and approaches (SIAPs) from the database and load them into the agile flight plan.

Enough Theory … Let'southward Go Flying!

The plane is out of the hangar, preflight complete, pax strapped in and briefed, and engines started for our flying to LAX. Avionics master on and the drinking glass cockpit comes to life..

	We're pre-filed to LAX at 9000 anxiety via the Santa Maria BUELT1 departure to RZS (San Marcus VORTAC), and then via the Los Angeles SADDE6 arrival to LAX. Estimated flying time will be 43 minutes. (To wing this trip using an earlier-generation GPS would involve the cumbersome process of dialing in a whole agglomeration of prepare identifiers to create a flight plan. With the GNS 530, however, the only identifier we'll dial in is the destination: KLAX. Everything else we demand to fly this trip — departure, inflow, and approach — is already in the database.)
	At power-upwardly, the GNS 530 performs its power-on cocky-test, later which its 12-aqueduct GPS engine acquires a position fix. This typically takes 15 seconds, although a "common cold start" can have up to 45 seconds maximum. As soon as the GNS 530 fixes our position at Santa Maria, the NAV-3 page automatically displays all the relevant frequencies for SMX.
	Placing the cursor on any of these frequencies and pressing ENT loads the frequency into the COM standby window. To offset, we load ATIS (121.15) and Ground (121.9), and pick up our IFR clearance: "Cleared to Los Angeles International via the BUELT1 divergence, RZS transition, SADDE6 inflow. Climb/maintain 5000, expect 9000 x minutes afterward departure. Contact Los Angeles Center on 119.05. Squawk 4735. Flow window is 20 to 22 past the hr, time at present 05."
	To program the GNS 530 for our road, we'll first with the BUELT1 departure for SMX. Pressing the PROC central brings upwards the procedures menu. We motility the cursor to "Select Departure?" using the outer knob, and so press ENT to confirm our selection.
	The GNS 530 has already figured out that nosotros're at SMX, and its database indicates SMX has only i published departure procedure: the BUELT1 departure. The box asks which track nosotros'll exist parting. We select RW30 and printing ENT.
	The BUELT1 departure includes a number of transitions, and so the box lists them and asks which 1 we desire. We select RZS (the San Marcus VORTAC) and press ENT.
	The GNS 530 displays a map view of the BUELT1 divergence with the San Marcus transition highlighted, and asks whether we'd similar to load this into our active flight plan. We press ENT to confirm that we practice. (If we didn't, we'd printing CLR instead to abolish the functioning.)
	The GNS 530 now switches automatically to the active flight plan page to testify the states that the BUELT1 departure and RZS transition are loaded. The magenta arrow indicates that the showtime set nosotros'll be navigating to after takeoff is BUELT intersection.
	To end setting up our route to LAX, nosotros need to enter the SADDE6 arrival (STAR). We printing the PROC key once over again to bring up the procedures bill of fare. This fourth dimension, we cull "Select Arrival?" and confirm by pressing ENT. (Note the lower part of the procedures screen, showing that we've loaded a deviation procedure, but not still an arrival or approach.)
	Nosotros haven't however told the GNS 530 our destination, so we need to do that now by turning on the cursor, positioning it to the "APT" box at the superlative of the arrival page, and dialing in the identifier "KLAX" using the concentric knobs. We then press ENT to ostend our entry. (This is the merely identifier we'll need to punch in!)
	LAX has a dozen different published arrival procedures (STARs), so the box presents us with a pick list. We scroll down to the SADDE6 inflow and press ENT to confirm our choice.
	The SADDE6 arrival has a agglomeration of transition routes, and the box asks us to cull one. We whorl down to RZS (San Marcus) and press ENT to ostend our choice.
	The GNS 530 displays a map view of the SADDE6 arrival with the San Marcus transition highlighted, and asks whether nosotros'd like to load this into our active flight plan. We press ENT to confirm that we do. (Once more, we could abolish by pressing CLR.)
	Once again, the GNS 530 switches automatically to the active flight plan page to testify the states that the SADDE6 arrival and RZS transition are loaded. (Annotation that the RZS previously at the end of the BUELT1 departure has been automatically deleted, since it is identical to the RZS at the start of the SADDE6. Those Garmin programmers don't miss a trick!)

Wheels Upward!

Satisfied that the GNS 530 is programmed for our route and set to become, we taxi to the runup expanse, consummate our runup and earlier-takeoff checklists, and verify that our ATC-assigned wheels-up fourth dimension is still a comfortable few minutes away.

	Switching to the NAV-3 page, we select the COM frequencies for SMX Tower and Los Angeles Heart from the frequency folio. The ENT key transfers each selected frequency into the COM standby window. We call the belfry to say we're ready for release.
	At precisely 20 by the hour, the belfry clears united states of america for takeoff on Rails 30. And nosotros're off!!!!!
	At 1000 AGL, nosotros offset a climbing left plough towards BUELT intersection. Although we're navigating via GPS, we've got the Guadalupe VOR tuned in (frequency 111.0) and verify that we are indeed tracking the GLJ 130 radial to BUELT. (Annotation the VOR radial brandish just beneath the VOR frequency box.)
	We engage the autopilot and engage its nav-tracking mode. From here on, the figurer is flying the airplane. We contact Eye on 119.05, and are cleared up to 9000 feet, our terminal cruising altitude for this short trip. We're 14.ix NM from BUELT, climbing at a groundspeed of 138 knots, and we're estimating BUELT in six and a one-half minutes. Before long our distance alerter reminds us we've reached our nine,000-foot cruising altitude, and so we engage altitude-hold and watch the groundspeed climb to 190 knots. Life is skilful.
	Equally nosotros arroyo BUELT intersection, the GNS 530 displays a flashing waypoint alert "NEXT DTK 094" ten seconds before it calculates that we demand to commencement our left plow. At the same time, the "WPT" annunciator on the Sandel EHSI illuminates. (If we were flying with a standard mechanical HSI or DG, this would exist our cue to get ready to turn the HSI course arrow or the DG heading bug to the new grade of 094. Only since we're flying with the Sandel EHSI, we don't need to do anything.)
	Ten seconds later, the flashing warning changes to "Plough TO 094" to tell us to beginning the turn. The class pointer on the Sandel EHSI auto-slews to the new course, and the autopilot dutifully rolls into a 15-banked turn. Note that we're still nearly a half mile from the fix. The GNS 530 automatically leads the turn (based on our actual groundspeed) so we'll curlicue out right on centerline. Nice! (If we were flying with a standard mechanical HSI or DG, we'd accept to turn the course pointer or heading bug to the new course manually. With the Sandel, information technology's all automagic.)

Enroute to LAX

Nosotros're level at our cruising altitude of 9,000 feet. The computer is navigating, the autopilot is flight, and it'll be a half-hour until things offset to get busy when we start our descent into LAX. Information technology'due south time to sit back, relax, enjoy the scenery, and play with some of the GNS 530's ancillary functions. (While keeping an eye peeled for traffic, of course.)

	On the AUX-one page, nosotros select "Fuel Planning" to check on our fuel condition. (Since we have a Shadin DigiFlo fuel figurer interfaced to the GNS 530, it knows how much fuel nosotros take on board and how fast we're burning information technology. If we didn't have the Shadin or another like fuel computer aboard, we'd accept to enter this information into the 530 manually.)
	The fuel planning page shows us that nosotros've got 134 gallons in the tanks and are burning 28 GPH. At this charge per unit, the GNS 530 calculates that nosotros'll burn another 14.4 gallons before we attain LAX, and will touch downwards with 119.1 gallons remaining, a reserve of 4 hours and 15 minutes. Our fuel efficiency is 6.8 nautical miles per gallon. If nosotros kept on flight, nosotros'd be able to get some other four+46 and 908 nm before the tanks ran dry. (If you'd prefer to have these calculations done in pounds or liters or kilometers, no problem. Just specify your units of pick on the GNS 530 setup page.)
	Moving to the Trip Planning page, we see that we're 92.4 nm from LAX with 29 minutes left to go. Estimated touchdown is 24 minutes past the hour. Sunrise and dusk times at LAX are also displayed.
	On the Density Alt/TAS/Winds page, we manually enter our indicated altitude, calibrated airspeed, altimeter setting, outside air temperature, and present heading. (If my airplane had an air data estimator, the GNS 530 would already accept almost of this information. Perchance side by side year!) The GNS 530 calculates the density altitude, true airspeed, winds aloft, and head- or tailwind component. Nosotros encounter the wind is blowing briskly from the north, but unfortunately nosotros're flight eastbound, and then it'south more often than not a crosswind for us.
	Every bit we arroyo RZS, the GNS 530 flashes its waypoint alert "NEXT DTK 109" followed x seconds later by the turn informational "TURN TO 109." The Sandel EHSI auto-slews its course arrow to the new class, and the autopilot dutifully turns the plane towards our next set up, Ventura VORTAC (VTU). As usual, we just sit there watching all this go on without lifting a finger.
	Our reverie is broken by ATC, giving united states a handoff to the adjacent sector. We dial in the new frequency (135.5), punch the COM flip-flop push, and check in.
	I effigy it's ever nice to have the next VOR tuned in, just in case nosotros lose GPS navigation integrity. (Very unlikely, but it's something to practise to pass the time!) Nosotros flip to the Nearest VOR folio, and see VTU about halfway down the list. We turn on the cursor, movement information technology to the VTU frequency (108.8) with the outer knob, and press ENT to transfer the frequency to the VOR/LOC standby window.
	Pressing the VOR/LOC flip-flop button tunes the nav receiver to VTU on 108.2, and nosotros immediately see that nosotros're on the 289 radial of Ventura VORTAC. Since that's the exact reciprocal of our desired GPS track of 109, nosotros have independent confirmation that we're spot on-course.
	Since things are going to get busy fast once we laissez passer Ventura and become handed off to SoCal Approach, this seems similar a adept time to pick up the Los Angeles International ATIS and brief the approach. The NAV-iii page lists all the LAX frequencies (and it'southward a loooong listing!). We motility the cursor to the arrival ATIS frequency (133.8), press ENT to copy it to the COM standby window, and and then the COM flip-flop key to heed to the ATIS. Los Angeles is landing to the west. A bunch of taxiways are closed for construction. What else is new?
	"Hey, expect at all those sailboats," says our rear-seat passenger. We surreptitiously select the NAV-ii map page and press the RNG key a couple of times to zoom in tight. "Oh, that'south Ventura Harbor. The Santa Clara River empties into it. That thruway off the left fly is US 101, and the smaller highway heading east is California 126. If you look existent carefully, you can see the railroad tracks."
	Center ships us to Point Mugu Approach on 128.65, and we check in. "N2638X, cross five miles westward of Ventura at and maintain v,000." We dial the new altitude into the alerter, acknowledge leaving 9,000, pickle off distance-concur, roll the autopilot pitch trim bike to an 800 FPM descent, and showtime down. The altitude alerter reminds the states to re-engage altitude-hold as we reach 5,000 feet. A few minutes later on, the left wing dips slightly and nosotros come across that we're crossing VTU.
	V minutes later, the left wing dips again equally the autopilot makes the slight left jog at SADDE intersection. Simultaneously, ATC instructs united states to contact SoCal Approach on 125.2. Every bit we dial in the new COM freq and punch the flip-bomb fundamental, nosotros notice that we're but entering Los Angeles Grade B airspace.

Inflow at LAX

Flying into ane of the world'southward busiest air carrier airports calls for maximum attending and a sterile cockpit. We tell the pax that things are about to get busy so we won't be able to conversation with them until we're on the ground. We bank check that the LAX arroyo and taxi charts are clipped to the plate holder where nosotros tin can get at them chop-chop. Then we take a deep breath and go downwardly to work.

	"SoCal Approach, twin Cessna 2638X, maintaining 5,000 with Quebec." "Twin Cessna 38X, depart Santa Monica on the 069 radial, wait the ILS Rail 24R." "Fly the Santa Monica 069, expect vectors for the ILS 24R, '38X."
	Trying to stay alee of the game as much as possible, nosotros printing the PROC key to bring up the Procedures page, movement the cursor to "Select Approach?" and confirm with ENT.
	LAX has a lot of approaches, and the GNS 530 lists them all. Nosotros scroll down to the ILS 24R and hit ENT.
	The ILS 24R approach has four published transitions, but based on what ATC told us, we specify that nosotros're expecting vectors to final.
	The GNS 530 offers the states two options: to activate the arroyo now, or to load the arroyo into the electric current flight plan for activation later. Since we're not notwithstanding done navigating the SADDE6 inflow, we opt to load the ILS 24R approach but not actuate it yet.
	The GNS 530 database includes all published instrument approaches, non just those that tin can be flown using GPS guidance. Whenever yous load an approach that requires not-GPS guidance (the ILS 24R in this instance), yous get this warning bulletin reminding you that this is not a GPS approach. (Duh! Presumably 1 of Garmin'southward lawyers fabricated them put this in.)
	The GNS 530 switches automatically to the active flight plan page to show the states that the ILS 24R approach is loaded. (Had nosotros chosen to activate the approach rather than just load it, the magenta pointer would be pointing at ROMEN. Simply since we didn't activate the approach all the same, the previously-active leg — BAYST to SMO — remains agile.) Annotation that the GNS 530 has automatically loaded the localizer frequency for the 24R ILS every bit the NAV standby frequency.
	Every bit nosotros cross the shoreline and approach Santa Monica VORTAC on the SADDE6 arrival, LAX is at our one o'clock position.
	Nosotros depart SMO on the 069 radial, which is a right downwind for runway 24R at LAX. "Twin Cessna '38X, fly heading 070, vector to the ILS 24R last approach course." "Heading 070, '38X."
	We printing PROC followed past ENT to activate the previously loaded ILS 24R approach. The GNS 530 now shows our course as "VTF" (vectors to final) to ROMEN, which is the FAF for the ILS 24R. The localizer course is depicted by a magenta line, 3.eight nm off our correct wingtip.
	We press the NAV flip-flop fundamental to melody in the 24R localizer. Note, however, that the GNS 530 is still navigating by GPS, not VOR/LOC. Nosotros could manually modify to VOR/LOC mode by pressing the CDI key, but this is unnecessary since the GNS 530 will automatically make the switch from GPS mode to VOR/LOC mode as we intercept the localizer.
	"Twin Cessna '38X, turn correct heading 150." "Heading 150, '38X." (We're on a three-mile right base.) We plough, and slow the shipping to arroyo speed, dropping arroyo flaps and retractable landing lights.
	"Twin Cessna '38X, iv miles from ROMEN, turn right heading 210 to intercept the localizer, maintain two,000 until established, cleared for the ILS 24R approach, contact the tower on 120.95 at ROMEN." "Heading 210, two,000 until established, cleared for the approach, tower at ROMEN,'38X." At one.two nm from the localizer centerline, the GNS 530 shows the CDI needle coming off the peg, and automatically switches from GPS to VLOC way. (When the GNS 530 automatically switches from GPS to the localizer in this fashion, it actually "morphs" from one to the other gradually, so as not to provide a sudden change in CDI output and risk provoking some uncomfortable response from the autopilot. Some other sophisticated touch.)
	Looks like this intercept is working out very nicely indeed. (Those SoCal TRACON controllers practise good work.)
	Perfect! We're established on the localizer, ii.24 nm from the FAF. (Don't you simply love information technology when a plan comes together?)
	"Los Angeles belfry, twin Cessna 2638X, ROMEN inbound." "'38X, cleared to land, 24R." "Cleared to state, '38X." "Keep your speed up, '38X, and plan minimum fourth dimension on the runway. You're 4 miles ahead of a MD-eleven heavy jet." "Wilco, '38X."
	One-mile final to runway 24R. Nosotros've been dutifully keeping our speed up, but now we drop total flaps and boring to our ninety-knot over-the-argue speed. (Annotation groundspeed.)
	Over the arroyo lights, three seconds from crossing the track threshold. We ease off the power and ease in the backpressure. Concur information technology off, hold it off, hold it…
	Ahhhh … greaser! (Note SUSP annunciator on GNS 530 brandish, cogent that automatic sequencing has been suspended. Had nosotros needed to make a missed arroyo, nosotros'd have punched the OBS button to resume automatic sequencing, and the GNS 530 would take taken us to the missed approach holding ready — RAFFS intersection — and guided u.s. through the published concord there.) "Twin Cessna '38X, left turn off the rails when able, hold brusque of 24L, contact ground 121.75." "'Hold short of 24L, '38X."
	All that remains is the most difficult and challenging part of the flying — negotiating the 3-mile taxi route to the FBO on the south side of the airport. (Unfortunately, the GNS 530 can't help us much with this. Its capacious Jeppesen NavData database doesn't include taxiway data, although information technology does include damn about everything else. Maybe next yr?)

---

Return Trip

A couple of hours later, nosotros've achieved the purpose of our mission — specifically, retrieving a darling petty eight-calendar week-quondam Saluki puppy that my copilot's wife purchased from a breeder in Wisconsin and arranged to have air-freighted from Milwaukee to Los Angeles. With the puppy safely ensconced in the 310's rear luggage compartment and the iii human occupants belted into their seats, nosotros beginning engines for the flight back to Santa Maria.

(Since by now yous're a GNS 530 expert, we'll omit some of the more routine screen shots of the trip dorsum, and focus on the gee-whiz stuff.)

	Hither's the film as we crank upwards at Garrett, the FBO on the south side of LAX. (Those familiar with the drome will recognize the 405 San Diego Freeway and railroad tracks east of the airport, the 105 Century Freeway south of the airport, and Route i Sepulveda Boulevard which tunnels under the south rails circuitous and passes just e of the north runways.)
	We melody in departure ATIS on 135.65, and then clearance on 120.35 to call for our clearance: "N2683X is cleared to Santa Maria via the Ventura 2 difference, San Marcus transition, then as filed. Maintain iii thou, await six thousand in x minutes. Departure 125.two. Squawk 4702." "Squawk 4702, '38X." (At LAX, standard procedure is to read back only the squwak code unless yous take questions about the clearance.)
	As before, nosotros start programming our route into the GNS 530 by pressing the PROC fundamental and selecting the applicative departure procedure.
	From the pick list of LAX deviation procedures, we choose the Ventura two divergence and press ENT.
	The GNS 530 asks for our departure rail. We'll be launching from runway 24L, so we select "24B" (GNS 530 shorthand for "both 24L and 24R") and press ENT.
	The GNS 530 asks for the desired divergence transition. We specify San Marcus (RZS) and press ENT.
	The GNS 530 displays a map of the selected departure (which is just vectors to VTU VORTAC) and transition and asks if we wish to load information technology. We confirm that we practice past pressing ENT.
	Here's VTU2.RZS loaded into our agile flight plan, with VTU highlighted as the initial active fix.
	Santa Maria has no published STARs, but RZS is the initial approach fix for the LOC BC-A approach, and that's the inflow road used 99% of the time when arriving from the south or east. We'll get ahead and pre-load that approach to provide route guidance later on RZS. We press PROC and enquire to select an approach.
	The GNS 530 doesn't yet know that our destination is Santa Maria, so we tell it so past activating the cursor and dialing "KSMX" into the "APT" field at the peak of the approach screen, then pressing ENT.
	The GNS 530 displays a pick list of approaches available at Santa Maria. We select LOC BC-A and press ENT to confirm.
	The GNS 530 displays a pick listing of transition routes for the LOC BC-A arroyo. We select the RZS transition press ENT to ostend.
	Up comes a map of the LOC BC-A approach with RZS transition. We load the approach but do not activate it. (If nosotros activated the approach at this point, the GNS 530 would wing straight to the RZS initial approach set up, bypassing the Los Angeles departure procedure we loaded earlier. That's non what we want.)
	Yes, yes, yeah. Let'due south keep those Garmin lawyers happy…
	And here'due south our completed route. Nosotros're ready to stone 'north curlicue.
	Three miles of taxiing and two ground command frequencies later, we're budgeted takeoff position on rail 24L. We tune the NAV receiver to VTU (108.two) for backup, and tune belfry (120.95) and departure (125.2) into the COM.
	"Twin Cessna '38X, fly runway heading, cleared for takeoff." And we're off!
	We switch to departure control on 125.2. "Twin Cessna '38X, climb and maintain six thousand, direct Ventura when able." We activate "George" and enable nav-coupled mode.
	Level at 6000 and approaching Ventura VORTAC, we're handed off to Point Mugu Approach on 128.65. Equally nosotros check in with Mugu, the autopilot makes the slight correct plough for the VTU-to-RZS leg.
	Ten minutes afterward, Mugu hands united states off to Santa Barbara Approach on 125.4.
	Approaching RZS, we melody in the Santa Maria ATIS. Every bit expected, they're landing on Runway 30.

A Slight Change of Plans

Every bit nosotros arroyo our destination, ATC throws us an unexpected curve, simply the GNS 530 makes treatment it a piece of cake, as you'll see..

	At San Marcus VORTAC, we're handed off to Los Angeles Middle on 119.05. "Twin Cessna '38X, Santa Maria tower advises that the ILS is out of service. Cleared present position direct to the Guadalupe VOR, expect the VOR Runway 12 approach, circle-to-land Runway xxx."
	We press the PROC fundamental and ask to select a new approach.
	From the option list of approaches at Santa Maria, we choose the VOR 12 approach and confirm with ENT. (The tiny "GPS" subsequently "VOR 12" indicates that this is also a GPS-overlay arroyo, and that's how we'll plan to fly it.)
	From the pick list of transitions to the VOR 12 approach, nosotros select the Guadalupe (GLJ) transition.
	The GNS 530 displays the approach. We can encounter that from GLJ, we'll be flying the full approach with a process turn. (Notice the slight domestic dog-leg on the approach equally information technology crosses the VOR entering. This arroyo is a CFII favorite, and many an instrument checkride has been busted when the applicant forgot to change the OBS. Also annotation the published property pattern on the GLJ 300 radial, left turns. That concord is often used by ATC when sequencing approaches into SMX during IMC, and is as well the published missed-approach holding fix.) Since nosotros've been cleared direct to GLJ (the selected IAF), we become ahead and activate the approach now.
	Here's our active flight plan. We'll fly direct to GLJ, then outbound on the 313 radial for a infinitesimal, then make the process turn, fly inbound to GLJ on that aforementioned radial (course 133), and make the dog-leg to the final approach form forth the 117 radial. Missed approach calls for a left turn straight GLJ and hold as published.
	We continue straight to GLJ and cursory the VOR 12 approach plate. At xxx nm from our destination, the GNS 530 switches from ENR to TERM mode, , which means that the CDI sensitivity ramps down from +/-5.0 nm to +/-1.0 nm.
	As we approach Santa Maria, we become a call from Eye: "Twin Cessna '38X, at that place's one aircraft ahead of you lot for the approach into Santa Maria. Descend maintain four g. Concord northwest of Guadalupe on the 300 radial every bit published. Expect approach clearance at one five — fourth dimension at present zippo six." "Out of six thousand for four thousand, hold every bit published at Guadalupe, '38X."
	The concord we've been cleared for is the same as the one in the VOR 12 missed-approach process, and we realize we tin can use this to our reward here. We press the FPL cardinal to bring up our agile flight plan. Then we turn on the cursor, select the missed-approach holding fix ("GLJ MH"), and press the "Direct-To" key.
	The GNS 530 displays the selected fix — identifier GLJ with a small magenta "MH" after it to signify "missed-approach belongings fix" — and nosotros confirm by pressing ENT.
	We're a minute and a half away from entering the hold at GLJ, just leveling at 4,000 feet. We beginning slowing the plane to holding speed (140 knots).
	Now some real gee-whiz stuff begins. As we are nearly to cross GLJ, the GNS 530 flashes the advisory "HOLD PARALLEL" to permit the states know that this should exist a parallel entry to the concur. (This means that we'll fly outbound for i minute on heading 300, then turn correct and re-intercept the Guadalupe 300 radial entering.)
	Nosotros switch the autopilot from NAV to HDG mode, and punch in 300 on the heading issues. "Center, twin Cessna '38X established in the hold at Guadalupe, four thousand." Every bit nosotros cantankerous GLJ, the class display above the CDI changes from "direct GLJ" to "hold at GLJ" and the GNS 530 automatically starts a hold timer (just to the left of the "hold" symbol, presently showing 00:12).
	When the timer reaches 01:00, we plough the heading issues to initiate a right turn, and continue all the style around to a heading of 150 to re-intercept the not-property leg defined by the Guadalupe 300 radial.
	We're re-intercepting the radial, estimating GLJ in 1 minute.
	Approaching GLJ, the GNS 530 flashes an "Approaching WAYPOINT" alarm. This time, we'll turn left to 300 and then fly i minute outbound.
	Halfway through the turn.
	Passing abeam GLJ outbound in the holding pattern, the GNS 530 automatically zeroes its holding timer so nosotros tin tell when we've flown 1 infinitesimal outbound.
	As the agree timer reaches one minute, we turn left to re-intercept the 300 radial inbound.
	Halfway through the turn.
	Established on the radial, 20 seconds from GLJ. "Twin Cessna '38X, you're now cleared for the VOR 12 approach. Written report procedure plough inbound."

Flight the Arroyo

We're in the home stretch now. All that's left is to fly the VOR 12 approach to Santa Maria and try non to botch the landing too desperately.

	We press PROC, select "Actuate Approach?" and printing ENT to confirm. This navigates us direct to the initial approach fix ("GLJ IA") of the previously-loaded VOR 12 approach.
	Equally nosotros arroyo GLJ, the GNS 530 reminds us that we'll need to contrary grade and track outbound on the GLJ 313 radial. It's been a long twenty-four hours, so we put the autopilot back into NAV way and "let George do it."
	The GNS 530 indicates that our side by side leg is from the IAF to the process plow, while the autopilot has dutifully started a left turn to intercept the GLJ 313 radial.
	The autopilot rolls out on a 280 heading to intercept the radial.
	Ane minute outbound from GLJ, the GNS 530 flashes an alarm "START PROC TURN." We change the autopilot back to HDG manner and crank in a northerly heading for the outbound portion of the process turn.
	Outbound on the procedure turn. Nosotros extend approach flaps and slow the airplane to 120 knots for the approach.
	Later on i minute, the GNS 530 flashes an alert "NEXT DTK 133" to remind us that it's fourth dimension to start inbound. We creepo the heading bug left to a southerly intercept heading.
	As the CDI needle starts coming off the peg, nosotros re-appoint NAV style on the autopilot and let George intercept the inbound class.
	Ane dot from centerline. Looks like a nice intercept. "Center, twin Cessna '38X is procedure plow entering." "'38X, radar service terminated, contact the tower on 118.three."
	Right on centerline, a minute and three quarters from the FAF. "Santa Maria belfry, twin Cessna 2638X is three and a half miles from Guadalupe on the VOR 12 approach." "Twin Cessna '38X, report Guadalupe."
	Two miles from the FAF, the GNS 530 changes from TERM to APR mode, which means that the CDI sensitivity ramps downwards from +/-ane.0 nm to +/-0.three nm.
	Approaching the FAF, the GNS 530 alerts the states to the dog-leg, and the autopilot initiates the required left turn to intercept the 117 radial.
	Established on the final approach form, 2 minutes from touchdown. Gear downwards, descending to MDA. "Tower, twin Cessna '38X, Guadalupe. Traffic permitting, request directly-in landing Runway 12." "Twin Cessna '38X, cleared to state Rails 12."
	Rail in sight, landing assured, we extend landing flaps and deadening to over-the-argue speed.
	Dwelling at last. Put the airplane in the hangar, transfer the puppy'south carrier to the car, and it's Miller fourth dimension!

Drinking glass is a Gas!

The only fashion to really appreciate the extraordinary sophistication, ease-of-use, and situational awareness offered by the Garmin GNS 530 is to choice a wet, nasty IMC day and go fly with it. I've tried my best in this article to share this experience with you lot inside the limits of what is possible on a Web page.

We've only merely scratched the surface of what the GNS 530 can do. To get competent in the use of this feature-rich box, you really demand to spend several hours reading through the 214-page owner's transmission, and at least several more hours "flight" with the GNS 530 simulator for Windows 9x/NT/2000. After four months of flying with it, I'k still discovering new gee-whiz features and tricks on almost every trip. As someone who spent thirty years as a software developer, I'm truly in awe of the job that the software engineers at Garmin accept washed with this product.

Bottom line: The GNS 530 is an absolute joy to fly, and easily worth every penny of its $xiv,995 price tag if you're as serious about IFR flying equally I am.

Smaller Siblings: Garmin's 400-Serial

If upkeep and/or panel-infinite considerations dominion out the GNS 530, or if you're looking for a #2 mapcom to pair with the GNS 530, Garmin's 400-series claim your consideration. The GNS 430 is priced at $9,250 and offers nearly all of the functional capabilities its big blood brother in a smaller and more than economic bundle. What practise you lot cede for that $v,745 savings? In a word: the screen.

The 430'due south brandish is one-half the area of the 530's (1.8″ x 3.three″ vs. 3″ 10 4″), and has merely nearly twoscore% of the resolution (in round numbers, 31,000 pixels vs. 75,000). Furthermore, the 430 uses a cheaper LCD display applied science than the 530 (DSTN vs. TFT), resulting in a screen that is bright and somewhat more difficult to read in bright light. (In essence, this is the aforementioned departure that exists between low-finish and peak-of-the-line notebook computers — the cheap ones utilize DSTN displays and the pricey ones use TFT.)

Compared with the 530, the 430's smaller, lower-resolution display results in somewhat reduced "look ahead" area on the moving map pages, and fewer lines on the textual information pages (resulting in the the need for more scrolling). Merely the most credible departure is that the 430 screen is too modest to adjust the 530's all-in-one default navigation page. The information on that 530 page is split up between two different pages on the 430. The best way to appreciate this is to see the 2 displays side-by-side:

Note that the 530'south default navigation page (NAV-1) incorporates everything the pilot normally needs to see — moving map, compass rose, CDI, active flight plan leg, concord timer, and key flight parameters (desired rails, actual track, distance, groundspeed, and estimated time to the next prepare). In contrast, the 430'southward default navigation page (NAV-ane) provides everything except the moving map and compass rose. To see the map on the 430, you must switch to the NAV-2 page — but then you lose the CDI, active flight plan leg, concord timer, and bodily track. Consequently, a pilot navigating with a GNS 430 is likely practice a fair flake of flipping back and forth between the NAV-i and NAV-ii pages, while the same pilot using a GNS 530 will wind upwards leaving the default NAV-i page on the screen most of the time.

In add-on to the big differences in display size, display contrast and the default nav page, there are a few other differences between the 430 and 530 merely they are relatively pocket-sized:

• The 430 does not offering a digital VOR radial brandish.
• The 430 does not offer a compass rose display.
• The 430 does non have a VNAV button (the VNAV page is accessed as NAV-6).

But the bottom line is that the extra $5,745 you spend on the 530 buys you lot a top-of-the-line display screen with two and ane-half times as many pixels and noticeably superior sharpness and contrast. Is the bigger, more brilliant display worth the additional bucks? For me, the answer was a resounding "yes" — I held out for nearly a year subsequently the 430 came on the market, waiting for the 530 to become available — merely apparently your mileage may vary. My communication would exist to effort to requite the ii units a side-by-side workout (preferably in flying on a bright, sunny twenty-four hours) before you make a decision. Yous'll quickly see that there's a substantial departure in display quality, not just display size — although size does affair.

Also the GNS 430, Garmin also offers two other stripped-down 400-serial variants. Take the GNS 430, delete the VOR/ILS receiver, and you get a GNC 420 costing $7,995. Delete the VHF comm transceiver and you wind up with a GPS 400 costing $6,795. These lower-cost models are primarily of interest in retrofit installations where you take enough console space to let you hang onto your existing nav or nav/com radios. Remember, though, that when you lot choose these models, you're giving upwards some very nice 430/530 features, such as the ability to load nav and com frequencies straight from the database pages, and the automated switchover from GPS to LOC when shooting an ILS.

Installation Considerations

My GNS 530 installation replaced my previous #i nav and com radios: a Bendix/King KNS-80 and a Bendix/King KY-197. The KNS-80 is an integrated VOR, LOC, GS, DME and RNAV unit of measurement, so removing it to make room for the GNS 530 left me without a DME. I thought long and hard about whether or not I needed to install a stand-alone DME, but in the end I decided confronting it. FAA policy apropos the use of GPS as a substitute for NDB and DME is extremely liberal, allowing GPS to be used in lieu of DME for identifying whatever named fix in the GPS database, for determining altitude from any facility in the GPS database, and for flying DME arcs. Since the GNS 530 database contains all charted enroute and terminal fixes plus approach fixes for all standard musical instrument approaches (non but GPS approaches), it seemed to me that I could get by just fine without DME. So far, I haven't run into any situations where the lack of DME has been problematic.

Although GPS tin too exist used as a substitute for NDB in almost every context, I decided to hang onto my Bendix/King KR-87 ADF … mainly because I haven't withal plant a way to pick upward Rush Limbaugh or Dr. Laura on the GNS 530.

When I had my GNS 530 installed by Avionics West Inc., I had them keep my existing Two Morrow (UPSAT) GX50 GPS, demoting information technology to the #ii position. If I select "GPS2" on the Sandel, the GX50 tin provide total moving map data to the Sandel and can bulldoze the autopilot. I also kept my Bendix/King KX-155 as #two nav/com, so I'm in pretty skillful shape should the GNS 530 decide to pack it up.

If I were planning a new avionics installation, yet, I'd install a Garmin GNS 430 every bit the #2 GPS/nav/com. Not only would this save a good bargain of panel space, but it would amend ease-of-use considerably, since the GNS 530 and GNS 430 use basically the same user interface. In addition, the 530 and 430 can talk to each other, cross-filling flying plans and the like.

I'd strongly advise anyone contemplating the installation of a Garmin GNS 530 to consider putting in a Sandel SN3308 EHSI at the same time, if you lot don't already have one. The Sandel enables you to have full advantage of the GNS 530 by providing fully-automated class data to your nav-coupled autopilot. It's truly a marvelous combination. I'd consider the 530/430/SN3308 combination as very nearly the ultimate setup for piston-powered IFR. In round numbers, that'south $xl,000 worth of glass, including installation. (For the truly ultimate setup, add a WX-500 sferics detector and Skywatch collision-avoidance system, both from BFGoodrich and both of which will interface beautifully with the GNS 530. Maybe adjacent year when I win the lottery…)

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Source: https://www.avweb.com/features/big-screen-ifr-garmins-gns-530/