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STUDY GUIDE
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INTRODUCTION
Nearly all Dynamic Aviation aircraft are equipped with either the Garmin GNS 530 or the GNS 530W,
which is the WAAS capable version of the 530. These units are the primary source for
communication, ground-based navigation, and satellite based navigation in our aircraft. As such, it is
a primary source for situational awareness during the flight. It is therefore critical to our operation
that all pilots have a thorough understanding of the unit. Additionally, some aircraft are also
equipped with a secondary unit, the Garmin GNS 430 or 430W. Because operation of all of the
Garmin units is similar, this training is geared toward the Garmin GNS 530. Differences of the other
units will be covered at the end of the packet under Differences Training.
COURSE OBJECTIVE
This course is designed to assist the pilot in becoming proficient in the use of the Garmin 530 using
the GNS 530 Pilots Guide and Reference, the PC based trainer and AIM Section 1-1-19 and 1-1-21.
COURSE RESOURCES
Dynamic Aviation Garmin GNS 530/530W Self-Study Guide (This Training Packet)
AIM Section 1-1-19 and 1-1-21 (Included as Appendix A of this packet)
GNS 530 Quick Reference
GNS 530 Pilots Guide and Reference
GNS 530 PC Simulator
The Quick Reference, Guide, and the PC Simulators are available as free downloads.
GNS 530:
https://buy.garmin.com/shop/shop.do?pID=119
GNS 530W: https://buy.garmin.com/shop/shop.do?cID=194&pID=8052
COURSE METHOD
The pilot will be directed through simulated flight scenarios using the PC simulator with reference to
the GNS 530 Quick Reference and Pilots Guide and Reference. To be effective, the Garmin PC
Simulator for the GNS 530 (not the 530W) must be running on your computer while using this study
guide.
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Tune 121.5 and place it in the active com window with one keystroke.
Return to the Default Nav page from any other page with one keystroke.
Under what circumstances should you expect a FROM flag.
Know the significance of the CDI button. Know what mode it should be in during any phase of
navigation.
Know how to change the data fields on the Default Nav Page, Map Page, Flight Plan page, and
the window beneath the VLOC frequency window.
How is the level of clutter indicated?
How to adjust the clutter level of the Default Nav and Map pages.
How to enter waypoints into a flight plan.
How to create, save and modify flight plans.
Know when to load an approach as opposed to activating it.
Know what RAIM is.
How to get METARS.
How to get radar images from any location in the US.
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Give three features available when pressing the OBS button.
How do you set up a runway centerline at an airport for which there is no straight in
instrument approach?
How do you activate nav guidance for a missed approach on a GPS approach?
How do you activate nav guidance for a missed approach on a non-GPS approach?
Know all the differences between the Default Nav page and the Map page.
How do you activate nav guidance for a missed approach on a GPS approach?
How do you activate nav guidance for a missed approach on a non-GPS approach?
How do you change from magnetic to true?
How do you create, store and delete user waypoints?
How do you determine bearing and distance from present position to any point on the Map
page?
How do you measure the distance between any two points on the Map page?
How do you change map datum?
How do you know your cross track error using the Default Nav page when XTK is not set in one
of the data fields?
Know how to change the lat/long position format.
Know how to turn off or on airspace alarms.
Know how to compute DA, TAS and winds.
Know the difference between fly over and fly by waypoints.
What are LPV, LNAV/VNAV and LNAV? How do you know which applies to you?
Where is DTK supplied to the pilot when activating a waypoint other than in a data field on
the Default Nav page?
Where is DTK supplied to the pilot when activating a flight plan, other than in a data field on
the Default Nav page?
What determines whether a departure procedure is in the 530 or not?
What airport identifiers must start with K?
What airport identifiers cannot start with K?
DEFINITIONS
Active Leg The leg that is currently being used for navigation. The Active Leg is defined by the
current FROM and TO waypoints and sequences to the next waypoint. The Active Leg Line displays
the Active Leg as a magenta line on the screen.
BRG (bearing) - The compass direction from the present position to a destination waypoint.
DTK (desired track) - The course between the active FROM and TO waypoints.
TKE (track angle error) - The angle difference between the desired track and the 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/climb from current position
and altitude to a defined target position and altitude, based upon the current ground speed.
XTK (crosstrack error) - The distance the aircraft is off a desired course in either direction, left or
right.
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ADDITIONAL POINTS TO REMEMBER
The following items are not mentioned in the Garmin Quick Reference Guide, but are important
points to remember.
RAIM (Receiver Autonomous Integrity Monitoring) is automatic on the GNS 530, but can also
be checked manually. This is accomplished on the page. RAIM should be checked if you
expect to need the GPS to complete the approach at your arrival airport. Since RAIM is simply
a function of satellite position versus aircraft position at a specific time and place (your
destination at your ETA), it can easily and accurately be predicted by the unit prior to
departure.
While the Garmin GNS 530 is able to identify DME fixes with the GPS, there is not a DME
receiver built into the unit. As such, GPS fixes are determined by along track distances (ATD)
to a fix instead of slant range distances of a traditional DME receiver. It is therefore necessary
for an approach procedure to be published with a GPS overlay if a DME was previously
required for the approach. This is designated on the Approach Plate with or GPS in the title
of the approach (ex: VOR/DME or GPS RWY 15).
A GPS unit must be IFR approved and have a current database to be used in lieu of an ADF or
DME. Another specific approval is required to use a GPS for Approaches. (All Dynamic GNS
530 aircraft are approved for approaches assuming equipment is operable and the database is
current) Finally, for the purposes of filing an alternate the GPS may not be substituted for an
ADF if the ADF is required for the approach.
The Default Nav page includes important information that is not found on the Map page. This
includes:
o The Active Leg Line
o The CDI
o Additional Data Field
Unlike the angular limits used on a mechanical CDI coupled to a VOR or ILS receiver, full scale
limits for this CDI are defined by a GPS-derived distance (0.3, 1.0, or 5.0 nm), as indicated at
both ends of the CDI. By default, the CDI scale automatically adjusts to the desired limits
based upon the current phase of flight: oceanic, enroute, terminal area, or approach. In
automatic operation, the GNS 530 switches from enroute to terminal mode within 30 NM
of the destination airport. It then switches from terminal to approach mode within 2 NM of
the FAF. CDI Mode can be read in the lower left hand side of the GNS 530 screen.
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Enroute
Terminal
Approach
Garmin GNS 530 CDI scaling modes
The function of the OBS key is probably one of the most important concepts to grasp on the
GNS 530. For most phases of flight the GNS 530 is in an auto-sequencing mode which means
that when reaching a waypoint on the flight plan the GPS automatically proceeds to the next
waypoint. This function is relatively intuitive and is what most pilots are used to when using a
GPS. However, during an approach the GPS will not auto-sequence past the Missed Approach
Point (MAP). Therefore when the aircraft reaches the MAP, the GNS 530 will go into
Suspend mode, and will stop the navigation at the MAP. In order to fly the missed approach
procedure the pilot is required to re-activate the auto-sequencing to continue navigation
past the MAP. This is accomplished on the GNS 530 by pressing the OBS button. Another
function of the OBS button is to create a straight-in approach line on the GPS. Press the OBS
button to place the GPS in OBS mode and turn the nav needle to the inbound course of the
runway.
The CDI will also display your distance off-course, called your cross-track error (XTK). While
within the scale of the CDI it can be determined using the scale range. Once you exceed the
scale range, cross track error will be displayed as a digital readout in miles and tenths of a
mile.
Garmin organizes the GNS 530 information into Page Groups which are selected using the
large (outer) right knob. Each Page Group is then further separated into individual pages
which are selected using the small (inner) right knob. In order to select an item on a page,
push in the small right knob to get the cursor to appear, turn the knob to the desired data
field and press the ENT button. The next item has an example of this. Subsequent items will
simply be denoted as: Group pg. # TITLE OF PAGE -> Name of Item.
The pilot may manually select the desired CDI scale setting. From any page, press and hold
the CLR Key to select the Default NAV Page. Turn the large right knob to select the AUX Page
Group. AUX appears along the bottom of the screen. Turn the small right knob to select the
SETUP page. Push the small knob in to put the cursor on CDI/Alarms and hit enter (AUX pg.
3 SETUP -> CDI/ Alarms).
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CDI/Alarms Page
Airspace alarms can be turned on and off on the CDI/ Alarms page (AUX pg. 3 SETUP ->
CDI/ Alarms).
Density Altitude, True Airspeed, and Winds can be determined using the Flight Planning page
(AUX pg. 1 FLIGHT PLANNING -> Density Alt/ TAS/ Winds).
CDI/Alarms Page
The GNS 530 can be configured to display tracks and bearings in either magnetic or true. This
is accomplished on the UNITS/POSITION page (AUX pg. 3 SETUP -> Units/ Position). The
unit has three settings, AUTO, TRUE, and USER. AUTO adjusts unit information to
magnetic by using a computation. TRUE sets the unit to use true heading. USER allows the
user to adjust the variation manually.
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Units/Position Page
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Units/Position Page
The default Map Datum for our GNS 530 is WGS 84. Certain missions may require the use of
a different datum. If the units map datum needs to be changed, it is accomplished on the
UNITS/POSITION page (AUX pg. 3 SETUP -> Units/ Position).
Units/Position Page
You can measure the distance between any two points on the MAP page (NAV page 2) by
pressing the MENU button and selecting Measure Dist?. Press the ENT button and a
cursor will appear. Move the cursor with the right knob. The outer (big) knob moves the
cursor horizontally and the inner (small) knob moves it vertically. Bearing and distance from
aircraft present position is read in the upper left corner of the display. To measure between
two points on the map (other than present position) move the cursor to the first point and
press the ENT button. Then move the cursor to the second point. Bearing and distance from
the first point to the second point will be displayed in the upper left corner of the display. To
exit the Measure Dist function, press the right knob (labeled PUSH CRSR)
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Exercise 1: RNAV (GPS) RWY 5 at KTRI (GPS stand alone approach)
Fly
o ATC: Depart Elizabethton on a heading of 2400 , Maintain 5000
Set heading to 2400 (Place cursor over the heading knob on the HSI, press and hold
the left mouse button and move the mouse to the left or right) and select HDG
mode.
Set Airspeed to 150 kts
Set Altitude to 5000
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o ATC: Upon reaching 5000, you are cleared for the Tri Cities GPS 5 approach via direct
HOSEM intersection.
Load and Activate Approach
ATC expects a course reversal at HOSEM unless you have specifically
worked out a straight in with them. Understand the SELECT HOLD option
that pops up when selecting HOSEM. Selecting YES will yield one complete
hold circuit. Selecting NO will sequence you straight in.
Approach can be activated because you are cleared to a fix on the approach
(HOSEM). If you were only told to expect the approach, you would select
Load instead of Activate in order to continue navigating to the next fix on
your flight plan (in this case, KTRI).
Select HOSEM
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Select Yes?
Choose RNAV 05
Select Activate?
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The GNS 530 will not navigate an aircraft through a hold or a procedure
turn. This must be done manually using HDG. As you near HOSEM set your
heading bug to the appropriate hold/procedure turn heading, in this case
2280. When you see a HOLD PARALLEL flash in the lower right corner
select HDG mode in the simulator autopilot.
Select NAV
Select HDG
Entering the hold, OBS mode will automatically switch to SUSP mode as
denoted over the OBS button. A timer will begin to count up after entering
the hold. Once established in the hold, you can begin your descent to
3600. Set the HSI to the inbound course, 0480. At 1 min +/- for wind
correction, set heading bug to begin the left turn inbound.
Begin descent
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Approaching HOSEM
Select NAV
Approaching HOSEM inbound, the GNS 530 will display NEXT DTK 048.
Double check the inbound course on your HSI. After passing HOSEM, you
can descend to 3400 for AYABU. Be certain to watch for the CDI scale to
change to APR at 2 nm from the FAF (AYABU). This signifies RAIM is
acceptable and should be a call-out by the crew. If the CDI scale does NOT
change, RAIM is assumed unacceptable and a missed approach MUST be
initiated no later than the FAF.
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Passing AYABU descent may begin to the MDA of 2260. For this training
exercise, this approach will end in a missed approach. The RNAV (GPS)
RWY 5 includes a Visual Descent Point 2.3 NM from Runway 5. The GNS
530 does not include the VDP in the approach procedure. Therefore the
GNS 530 will not end the approach until it reaches the MAP. As you near
the MAP, the GNS 530 will display APPROACHING WPT.
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Nearing MAP
The GNS 530 does not auto-sequence to the missed approach procedure at
the MAP. Instead, it goes into Suspend mode (SUSP) at the MAP. This is
verified by the lack of an active leg line (white dashed line instead of
magenta solid line), a FROM indication, SUSP displayed above the OBS
button, and the ETE and DIS start counting up.
FROM flag
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SUSP mode
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Press OBS
SUSP disappears
TO indication
Make sure the CDI is set to the NEXT DTK provided, in this case 049 0
Enter the hold at BUYBA just like you did at HOSEM. Advise ATC of intent.
Questions:
What approach category applies to your plane? (See the Aircraft Approaches Category
section on page A2 of a Terminal Procedures book)
Which minimums apply to your nav equipment?
What does the V in the profile view indicate?
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Exercise 2: ILS 23 TRI (Non-GPS approach)
Set up:
o Initialize position to Elizabethton, TN (0A9)
o Press D KTRI
o Refer to the ILS RWY 23 approach at Tri Cities (KTRI) below
Fly
o ATC: Depart Elizabethton on a heading of 0600 , Maintain 7000
Set heading to 0600 (Place cursor over the heading knob on the HSI, press and hold
the left mouse button and move the mouse to the left or right) and select HDG
mode.
Set Airspeed to 150 kts
Set Altitude to 7000
o ATC: Upon reaching 7000, proceed direct Holston Mountain (HMV). You are cleared for
the Tri Cities ILS 23 approach via Holston Mountain Transition.
Notes:
o If you are doing a different approach at the same airport there is no need to re-enter the
airport as a waypoint. Simply open the PROC group to access the new approach
o Note that the localizer frequency (109.9) is supplied to the NAV standby bin when the
approach is either loaded or activated
o En route to HMV the CDI should be set to the DTK given on the Flight Plan page. If DTK is
not a data field on the flight plan page, reset a data field to DTK. There is no need to
waste a data field on the Default Nav page with DTK. Alternatively, if the CDI is centered,
you can simply set your CDI needle to the BRG
o When reaching MOCCA IAF follow the turn advisory. Set the CDI to the NEXT DTK and
leave the CDI in GPS mode. Outbound from MOCCA is a GPS navigation leg. There is no
point in flying the localizer back course here since the outbound course is provided in the
GPS flight plan. This is one of only several times that you will navigate with the GPS
showing a FROM flag. The FROM flag will indicate on the HSI and on the internal CDI at
the bottom of the Default Nav page
o Remember to wait for the active leg to shift at MOCCA before beginning the descent to
4000
o When outbound from MOCCA there is no need to start a timer. Use the ETE in the lower
right data field as a pseudo-timer. Its not exact, but its a reasonable substitute and
requires no pilot action. Do not increase your workload or scan requirements unless
absolutely necessary.
o The GNS 530 will prompt START PROC TURN at an ETE of approximately 50-55 seconds but
will not offer the heading unless you are WAAS enabled. Turn to 0930 based on your
readiness, but do not go outside the 10 nm ring which is indicated graphically with a
magenta arc and digitally in the DIS data field.
o The left turn back to 2730 need not be timed. When the XTK indicated on the internal CDI
reaches 2.0 begin the turn. This is a great trick because its already in your scan and is
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o
o
o
much more accurate than using time. The internal CDI conveniently transitions from
analog to digital when it pegs. The internal CDI is not available on the Map Page, which is
another reason to use the Default Nav page for most operations.
The method of navigation during the PT offset is via published vectors, therefore this is the
time to make sure the localizer frequency is active and identified if you have not already
done so; CDI is selected to VLOC; and the CDI needle is set to the inbound course. Dont
rely on the auto setting feature to make any of these changes for you. The previous pilot
may have disabled them. Be the pilot.
The pc trainer will not provide VLOC data to the HSI. If you want proper HSI indications
you will need to leave the CDI in GPS mode for these exercises only. IMPORTANT: In the
plane you may not navigate on the final approach course on a non-GPS approach in GPS
mode.
The final approach course supplied by the GNS 530 may differ from the published course
by a few degrees. Use the GNS 530 supplied course; its more accurate.
Since this is not a GPS approach you will not get the APR annunciation, however the
internal CDI sensitivity will ramp down to 0.3 nm.
To activate missed approach navigation press the OBS button to reactivate automatic
flight plan sequencing to the missed approach waypoint and scan for the NEXT DTK
advisory in the lower right corner. Thats the course you will intercept to fly to the missed
approach waypoint, so set the CDI to that course. You must also press the CDI button to
select GPS nav data to the HSI since navigation to the missed approach hold point is
always supplied by the GPS regardless of the type of approach.
Questions:
o How do you know from the Default Nav page whether you are crossing MOCCA as an
initial approach fix or a final approach fix? On some approaches the same fix can also be
the missed approach hold fix. I would think one should know these things.
o Do you begin the missed approach at the decision height or when the SUSP annunciator
illumines?
o How can you use TRK and BRG on an ILS approach to enhance your ability to fly an
awesome localizer course?
o If your glide slope is inoperative, can you use the EAVER minimums for the localizer?
o When holding, always set the CDI to the inbound course, just as you did in the dark ages
before GPS existed.
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Exercise 3: GPS-A VBW (Overlay approach with circle to land)
Set up:
o Initialize position to Staunton, VA /Shenandoah Valley Regional (KSHD)
o Press D to KVBW
o Refer to the NDB or GPS-A approach at Bridgewater (KVBW) below
Fly
o ATC: Depart Shenandoah on runway heading. Maintain 5000
Set heading to 2250 (Place cursor over the heading knob on the HSI, press and hold
the left mouse button and move the mouse to the left or right) and select HDG
mode.
Set Airspeed to 150 kts
Set Altitude to 5000
o ATC: Upon reaching 5000, proceed direct Bridgewater NDB (VBW). You are cleared for
the GPS-A approach into Bridgewater.
Notes:
o Since KVBW is close by, try activating it as follows:
Press D
Using the right outer knob move the cursor to the NRST window
Using the right inner knob scroll down to KVBW
Enter
Enter
o This is called a vector to altitude clearance since you are assigned to fly a heading until
reaching an assigned altitude. When reaching the assigned altitude your clearance is
direct to VBW. Some pilots think they will receive vectors to final in this instance, but
since the clearance takes you to VBW, which is an initial approach fix, you should expect to
do the published course reversal
o Some pilots will wait to activate the approach until reaching 5,000, but in this case you
actually have more data available if you activate the approach before taking off
o BRG provides situational awareness and allows the pilot to proceed directly to the fix
without having to manipulate the GPS, which should be avoided at critical times when
possible.
o When reaching 5,000 note the BRG and turn the plane to track that direction, then press
PROC, ENTER, ENTER to reactivate the approach from your current position. Set your CDI
to BRG since your CDI should be centered at this time.
o Alternatively, you can press D , set your CDI to the course indicated in the CRS window on
the bottom right side of the screen, then ENTER, ENTER. This is another way of
reactivating the approach from present position.
o You will be doing the PT. Although the clearance began with a vector, you navigate to the
IF on your own once reaching 5,000. What starts with a vector does not always end with
vectors to final.
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o ICNAK is a Computer Navigation Fix (CNF), or Capture Fix. The GPS needs it to transition
CDI scaling to APR sensitivity
o In a TAWS equipped plane you will get terrain warnings if you descend below 3,600
before reaching ICNAK. You should heed them. Leaving 3,600 for MDA at ICNAK still
allows a reasonable descent rate.
Questions:
o If your approach speed is 121 kts or more, what MDA is applicable?
o Do you need to do the procedure turn if you are cleared via the Montebello (MOL)
transition?
o Does the NDB have to be operational in order to execute this approach?
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Exercise 4: GPS 23 SHD (Straight in approach)
Set up:
ATC: You are cleared to the Shenandoah airport via the Bridgewater departure procedure (Climb
in VBW holding pattern, SW, 0350 inbound, to 4,000 before proceeding on course), direct ASGOF,
cleared for the GPS 23 approach
Notes:
So far there has been no need to use the Flight Plan group. You could, but it would have
added keystrokes. Stroke fewer keys and fly more is what I say. When you are cleared to
your destination via direct with no intermediate waypoints there is no need to use a Flight
Plan. If your clearance involves more than one waypoint or you suspect more will be
added to your clearance, then it pays to construct a flight plan
In this case you will need to build a flight plan so that you can include VBW for the DP
followed by the approach at SHD
There is no need to enter your starting point in the flight plan. The GPS knows where it is.
Enter VBW as the first waypoint
Enter KSHD as the next waypoint
Open the PROC group and select the GPS 23 approach via ASGOV. Load, dont activate.
Now look at the magenta indication on the left side of the Flight Plan page to determine
the active leg
If it is not direct to VBW, turn the cursor on, highlight VBW, press D, ENTER, ENTER
VBW is now the active waypoint via direct.
To select the 0350 course for the hold on the departure procedure simply press the OBS
button enabling manual course selection via the HSI and also disabling automatic
waypoint sequencing. Then select the holding course using the OBS knob on the HSI
Select the Default Nav page and note the Active Leg Line. It should indicate that you have
manually selected the 0350 course to VBW
Since this is not a published hold the GPS will not offer a hold entry and will not supply a
timer. Make your own decision on the hold entry and use ETE as a pseudo-timer
Once airborne and turned to the outbound (i.e., the tail of the CDI needle), monitor ETE
and turn inbound at approximately 1:15. This will roughly account for diagonal distance
and provide a reasonable inbound time.
The departure procedure specifies on course when reaching 4,000. When you determine
that you will not need another holding pattern to reach 4,000 simply push the OBS button
to reactivate automatic waypoint sequencing. The inbound course will remain the active
leg until the turn anticipation feature determines that the turn is immanent. It will then
offer NEXT DTK and TURN TO advisories for the remainder of the flight plan up to the
missed approach point.
It can be difficult or even impossible to land from a straight in non-precision approach if
you dont reach the MDA until the missed approach point. The pilot should be aware of
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the requirements to descend from the MDA to the runway using normal maneuvers. Here
is a simple method I have come up with for determining how far out from the missed
approach point I need to reach the MDA. Its easier than you might think.
From the minimums section of the approach procedure determine the AGL value for
MDA. For the SHD GPS 23 approach procedure below you will see that it is 379 for
approach category C.
Drop the final digit and use the remaining digits in seconds from missed approach
point. In this case drop the 9, leaving you with 37
Plan your descent to reach MDA no later than 37 seconds before the missed approach
point by referencing ETE and your VSI
Heres the math:
o
379 ft
=
x ft = 615 feet per minute
37 seconds 60 seconds
Using this method, regardless of the AGL value, will yield a descent rate on the order
of 600 fpm
Questions:
Where do you find textual departure procedure?
What indication is required before descending inside ELVOJ?
What should the HSI be set to during the hold?
If you are cleared for the approach via the LURAY IAF will you expect to do a procedure
turn?
Are you allowed to do a procedure turn?
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Set up:
ATC Instructions: You are cleared to the Shenandoah airport via the Bridgewater transition,
STAUT, direct. Expect ILS 5
Notes:
ATC Instructions: There is an IFR departure off Shenandoah. Hold NW of SH on your present
course, maintain 5,000, EFC 2120Z
Notes:
Questions:
What defines a transition?
What other transitions are depicted on the SHD ILS 5 approach?
When would you switch the CDI to VLOC if you were cleared for the approach via MOL?
If the GPS fails but you still have valid localizer and glide slope information, can you do the
approach? Explain
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Exercise 6: DME Arc
Set up:
ATC: You are cleared to the Dublin airport (PSK) via direct OYUYU, direct Dublin, expect the GPS 6
approach via the DME arc
Notes:
Follow the advisories in the lower right hand corner of the display
Set the CDI as per the advisories and hold a heading that will yield a track that will keep
the course centered
Since BRG always give the direction from the airplane to the active waypoint, it will not be
useful while on an arc since the GPS computes small segments to track
ATC Instructions: Lets assume you had to divert for weather or traffic and now ATC offers you a
vector to join the arc
Notes:
Questions:
How far out (ETE) from the missed approach point should you arrive at MDA in order to
execute a landing using normal maneuvers?
Is the GPS distance data (DIS) fully substitutable for DME on this approach?
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CONCLUDING REMARKS: The Garmin 530 is a complex computer and will gladly eat your lunch if you
let it. These remarks are intended to equip you to eat your own lunch.
1. Know the box better than you think you need to know it.
2. Think about where you are and where you should be going before asking it to tell you those
things
3. Dont trust the data until you have confirmed it
4. Anticipate every indication on the GPS to prevent being led along in ignorance
5. Plan ahead so that youre not tempted to push buttons and twist knobs when you should be
flying the plane
6. When changing the planes attitude, stabilize the plane in the new attitude (pitch, bank and
yaw; airspeed, altitude, VSI and heading) before looking at or manipulating the box. If youre
entering a turn, complete the roll in and stabilize the plane in pitch and bank before looking at
the GPS. If youre initiating a descent, stabilize the plane on heading, airspeed, and descent
rate before looking at the GPS.
7. Allow yourself only three actions (twist, twist, push, or some variation on that theme) on the
box before resuming instrument or outside scan
8. If lost in the myriad of pages, get back to the default nav page and start over
1/29/2011
REVISION: 1