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9.   After approximately one minute, a message 
will appear for turn advisory (“Left to 255°  
in x sec”) to intercept the ILS. The GNS 530W 
sequences to the inbound leg and “Left to 210° 
now” appears in the lower right corner of the 
screen.  CDI coupling automatically switches 
from the “GPS” receiver to the “VLOC” receiver 
as you complete the inbound turn. (If the ILS 
frequency has not been activated, per step #4, 
this automatic CDI switch does not occur.) 
 NOTE: From this point on, primary navigation is  provided by the VLOC receiver. You may continue to use the GPS receiver for supplemental naviga
-
tion guidance only. If automatic CDI switching is disabled (“Manual” selected), the reminder mes
-
sage “Select VLOC on CDI for approach” appears at 2.0 NM prior to the FAF. In this instance, you must press CDI to manually switch CDI output to the VLOC receiver and continue the approach. 
The GNS 530W automatically switches from 
the GPS receiver to the VLOC receiver as you  complete the turn inbound. The annunciator  above the CDI key switches from “GPS” to  “VLOC”.
10.   As the CDI needle starts to center, make a 
left turn to 210° to track the ILS approach 
course. 
11.   As you approach the FAF (SHUTR), “LNAV” 
appears in the lower left corner of the screen 
— indicating a CDI scale transition from 
TERM to approach scaling. This scale transi-
tion applies only to the Default NAV Page’s 
on-screen CDI, since the external CDI or HSI is 
now coupled to the VLOC receiver. 
As you approach the FAF, a waypoint alert 
appears indicating that “Next DTK 210
° in 
x sec. . 
12.   Also as you approach SHUTR, a waypoint alert 
(“Next DTK 210° in x sec”) appears in the 
lower right corner of the screen. 
13.   As you cross SHUTR, the destination sequences 
to the MAP (“RW21”, the runway threshold). 
With the needle on the external CDI (or HSI) 
centered, fly toward the MAP, observing the 
altitude minimums dictated by the approach 
plate. 
 NOTE:  When viewing the Map Page, you’ll note 
that the final course segment is displayed  in magenta (the active leg of the flight plan always appears in magenta) and a dashed line extends the course beyond the MAP. 
ILS ApproachGNS 530W only
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DO NOT USE FOR  
NAVIGATION
14.  As you approach the MAP, a waypoint alert 
(“Arriving at waypoint”) appears in the lower 
right corner. 
As you approach the MAP, “Arriving at waypoint” appears in 
the lower  right corner of the screen. 
15. As you cross the MAP, “SUSP” appears 
above the OBS key, indicating that auto-
matic sequencing of approach waypoints is 
suspended at the MAP. A “FROM” indication 
is displayed on the Default NAV Page, but 
course guidance along the final approach 
course continues. Do NOT follow this extended 
course. Follow published missed approach 
procedures using the OBS key to initiate the 
missed approach sequence. 
As you cross the MAP, “SUSP” appears above 
the OBS key. To execute the missed approach,  press OBS and follow the published missed  approach procedures. 
 NOTE:  In addition to using the OBS key to initi-
ate the missed approach sequence, you may wish to press the CDI key to manually switch external CDI output to the GPS receiver. “GPS” is indi
-
cated above the CDI key. 
LPV Approach
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Selecting an LPV Approach
For this example, we’ll use a flight from Eugene 
Oregon (KEUG) to Salem, Oregon (KSLE) and select 
the RNAV runway 31 approach. “GLORR” intersec
-
tion is selected as the IAF. Of course, vectors-to-final 
could also be selected, as previously described for the 
non-precision approach examples. An approach plate 
is shown on the following page. 
1.   With Salem (KSLE) as your destination in your 
flight plan, press the PROC key and select 
the “RNAV 31 Z (GPS)” approach and press 
ENT. 
2.   From the transitions field, select “GLORR” as 
the IAF and press ENT. 
3.   Select “Load?” and press ENT  to add the 
approach to the active flight plan. Review and 
execute the modified flight plan. 
4.    Go direct to GLORR when cleared “Direct 
GLORR” for the approach. 
Flying the LPV Approach
1.   Within 31 NM of KSLE, the GNS 500W Series 
unit switches from en route mode to terminal 
mode and the CDI scale transitions from 2.0 
to 1.0 NM, full scale deflection. 
2.    As you approach the IAF (GLORR), a waypoint 
message (“Left to 314° in x sec”) appears on 
the bottom of the screen. 
3.    As the distance (DIS) to the IAF approaches 
zero, the message is replaced by a turn advisory 
that counts down 10 seconds prior to the turn. 
4.   As you approach the FAF (LOTKE), the GNS 
500W-series unit will gradually transition to an 
angular CDI scale. This allows the approach to 
be flown in an identical fashion to a standard 
Localizer or ILS approach. At 2.0 NM from the 
FAF, CDI scaling is tightened from 1.0 NM to 
the angular full scale deflection (typically the 
angular full-scale deflection is 2.0°, but will be 
as defined for the approach). 
As you approach the FAF (LOTKE), a waypoint 
alert (“Next DTK 313
° in x sec”) appears in the 
lower right corner of the display reminding  you to begin the turn. 
5.   Sixty seconds prior to reaching the FAF (LOTKE), 
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LPV Approach
the unit will check the required Horizontal Alarm 
Limit (HAL) and Vertical Alarm Limit (VAL) to 
ensure the GPS position integrity is within limits 
to complete the LPV precision approach. In 
the event the HAL or VAL limits are exceeded, 
the approach will be downgraded to a non-
precision approach indicated by “LNAV” on 
the moving map, a message that the approach 
is downgraded (“Approach downgraded - Use 
LNAV minima”), and the glideslope indicator 
will be flagged. You may continue the approach using LNAV non-precision minimums if there are 
LNAV minimums for this approach. In the rare 
event the GPS integrity cannot meet the non-
precision HAL limits, the unit will send a mes-
sage to the pilot to abort the approach (“Abort 
Approach - Loss of Navigation”). The unit will 
revert to terminal limits to support navigation 
to the missed approach when the message is 
acknowledged. 
After the aircraft has passed 
the FAF, a loss of WAAS integrity will cause the 
approach to abort instead of downgrade. 
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6.   Capture the glideslope as you would an ILS 
glideslope. 
7.    As you cross LOTKE, the destination sequences 
to CUKEV and then the MAP (“RW31”, the 
runway threshold). With the needle on the 
external CDI (or HSI) centered, fly toward the 
MAP, observing the altitude minimums dictated 
by the approach plate. 
After you cross the FAF (LOTKE), follow the 
guidance provided to the MAP (RW31). 
8.    When viewing the Map Page, you’ll note 
that the final course segment is displayed 
in magenta (the active leg of the flight plan 
always appears in magenta). 
9.    As you approach the MAP, a waypoint message 
(“Next DTK 312° in x sec”) appears on the 
bottom of the screen. 
10.   Once the unit crosses the MAP (defined as 
the runway end waypoint), sequencing will 
be suspended. Prepare the aircraft for missed 
approach operation. Press the OBS key to 
sequence to the Missed Approach procedure. 
After you cross the MAP and go to the MAHP, 
follow the guidance provided. 
11.  Fly the guidance provided by the unit to the 
ARTTY intersection and hold. 
Flying the LP Approach
LP approach capability is available for units with SW 
Version 3.30, or later. After SW Version 5.10, some LP 
approaches may provide advisory vertical guidance, indi
-
cated as LP +V.  An LP approach is flown similarly to an LNAV 
approach, except the precision is greater as it utilizes 
the WAAS accuracy.  It has similar lateral accuracy 
as an LPV approach. Angular scaling is similar to a 
localizer approach. Most LP approaches have step 
down altitudes associated with them.  If the approach is indicated as LP +V, advisory ver
-
tical guidance will be provided.  This does not change 
how the approach should be flown, and the pilot is 
still responsible for descending to the correct altitude 
at each step down.  The approach still results in an 
MDA and missed approach point. 
1.  Within 30 nautical miles of the destination, the 
500W-series unit switches from en route mode 
to terminal mode and the CDI scale transitions 
from 2.0 to 1.0 nautical miles, full scale deflec-
tion. 
LP Approach
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2.  As you approach the IAF, a turn direction mes-
sage appears on the bottom of the screen. 
3.   As the distance (DIST) to the IAF approaches 
zero, the message is replaced by a time to turn 
advisory that counts down 10 seconds prior to 
the turn. 
4.   As you approach the FAF, the 500W-series unit 
will begin to automatically rescale in an an-
gular fashion. This will allow the LP approach 
to be flown in the same fashion as a standard 
localizer approach. At 2.0 nautical miles from 
the FAF, CDI scaling is tightened from up to 
either 2° or 0.3 nautical miles, full scale deflec-
tion, whichever is smaller. 
5.   Sixty seconds prior to reaching the FAF, the 
500W-series unit will check the required 
Horizontal Alarm Limit (HAL) to ensure the GPS 
position integrity is within limits to complete 
the LP non-precision approach. In the event 
the HAL limits are exceeded, the approach will 
be downgraded, when available, indicated by 
“LNAV” on the moving map, otherwise the 
approach will be aborted. A message will note 
that the approach is downgraded and the NAV 
indicator will be flagged. You may continue the 
approach using LNAV non-precision minimums 
if there are LNAV minimums for this approach. 
In the rare event the GPS HAL limits cannot 
meet non-precision limits, the 500W-series unit 
will notify the pilot with a message to abort 
the approach. The 500W-series unit will revert 
to terminal limits of 1.0 NM to support naviga-
tion to the missed approach. If the approach 
is indicating an LP +V, it is possible that the 
advisory vertical guidance could be removed 
without annunciation due to the vertical guid-
ance not being within tolerances.  This does not constitute a downgrade, and the approach can 
still be flown to LP minimums. 
6.   As you cross the FAF, the destination sequences 
to the MAP. With the needle on the external 
CDI (or HSI) centered, fly toward the MAP, 
observing the altitude minimums dictated by 
the approach plate. 
7. When viewing the Map Page, you’ll note that  the final course segment is displayed in ma-
genta (the active leg of the flight plan always 
appears in magenta). 
8.   As you approach the MAP, a waypoint message 
(“Arriving at Waypoint”) appears on the bot-
tom of the screen. 
9.  At the MAP initiate the missed approach, if 
necessary. Once the 500W-series unit crosses 
the MAP, sequencing will be suspended. Pre-
pare the aircraft for missed approach opera-
tion. Press the OBS key to sequence to the 
Missed Approach  procedure. 
 NOTE:  For missed approaches with heading legs, fly 
manually until the first active course leg is reached, as described in earlier sections. 
10. Fly the guidance provided by the 500W-series  unit to the MAHP and hold. 
LP Approach
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RNAV Approach Procedures
The 500W-series allows for flying LNAV, LNAV/VNAV, LNAV + V, LP, LP +V, and LPV approaches according to 
the published chart. 
HSI  
Annunciation Description
Minimums
L/VNAVLateral Navigation/Vertical Navigation. RNAV non-precision approach with vertical 
guidance.  Published LNAV/VNAV 
minimums. 
LNAV  Lateral Navigation.  RNAV non-precision approach.  Published LNAV mini
-
mums. 
LNAV  + V Lateral Navigation with Advisory Vertical Guidance. RNAV non-precision LNAV 
approach with advisory vertical guidance.  The glidepath is typically denoted by a 
light dashed line on the vertical profile (Jeppeson only) with an as\
sociated glidepath 
angle (usually in the 3.00 degree range) and is provided to assist the pilot in main
-
taining a constant vertical glidepath, similar to an ILS glideslope.  Published LNAV mini
-
mums. 
LPV Localizer Performance with Vertical guidance (LPV) approach.  
RNAV precision approach.  Published LPV mini
-
mums. 
LP LP indicates Localizer Performance with no vertical guidance.  Published LP minimums.
LP +V LP +V indicates Localizer Performance with advisory vertical guidance. This annun
-
ciation is available in SW Ver 5.10, or later. This advisory guidance follows the same 
nature as set by the LNAV +V as shown above.  Published LP minimums. 
 NOTE:  Minimums will be controlling, do not descend below applicable minimum descent altitude or decision he\
ight until 
criteria of FAR 91.175 are met. 
RNAV Approach  Procedures
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Points to Remember for ALL Approaches
•  The 500W-series unit is designed to complement 
your printed approach plates and vastly improve 
situational awareness throughout the approach. 
However,  you must always fly an approach as it appears 
on the approach plate. 
•  The active leg (or the portion of the approach cur
-
rently in use) is depicted in magenta on the Map 
Page. As you fly the approach, the 500W-series 
unit automatically sequences through each leg of 
the approach unless “SUSP” appears above the 
OBS key. “SUSP” indicates that automatic sequenc
-
ing of approach waypoints is suspended on the 
current leg and normally appears at holding pat
-
terns and upon crossing the missed approach point 
(MAP). 
“SUSP” indicates that automatic sequencing 
of approach waypoints is suspended. In some 
instances “SUSP” automatically cancels (hold-
ing pattern entry). In other cases, press OBS to  manually cancel. 
•  For roll steering  autopilots: roll steering is terminated 
when approach mode is selected on the autopilot and 
is available once the missed approach is initiated. 
•  If Vectors-to-Final is activated while on the “FROM” 
side of the FAF, automatic waypoint sequencing is 
suspended and the SUSP annunciation will appear. 
Automatic waypoint sequencing will resume once 
the aircraft is on the “TO” side of the FAF and within 
full-scale deflection. This is a new feature with the 
500W-series. 
•  For all approaches and departures, make sure to 
recheck the runway, transition, and all waypoints. 
If ATC directs you to make a change, recheck each 
element again. 
Points to Remember for Localizer or VOR-
based Approaches
•  The default factory setting allows the CDI output to 
automatically switch from the GPS receiver to the 
LOC receiver. This may be changed to manual in 
some installations. If the “ILS CDI Selection” setting 
is changed to “Manual”, you must determine when 
to select “GPS” or “VLOC” guidance during the 
approach. Remember, “VLOC” is required for the 
final course segment from Final Approach Fix (FAF) 
to MAP. 
If the ILS CDI Capture setting is changed to 
“Manual”, you must select VLOC guidance  manually by pressing the CDI key. 
 NOTE: Installations with certain autopilots, such as the KAP 140 and KFC225, do not allow automatic ILS CDI switching. 
 NOTE:  GPS level of service annunciations (LPV, ENR, etc.) are not applicable to the external CDI (or HSI) 
when VLOC is active. 
•   If the CDI output has not automatically switched  
from GPS to ILS upon reaching the FAF, you must 
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manually switch to the VLOC receiver by pressing 
the CDI key. Verify that “VLOC” is displayed directly 
above to the CDI key. 
•   Automatic switching of CDI output is available 
for ILS, localizer, SDF and LDA approaches. Auto
-
matic CDI switching is not  available for backcourse 
approaches or VOR approaches. 
•   When flying an approach with the autopilot-coupled, 
you must monitor system functions at all times and 
verify that the autopilot and external CDI (or HSI) 
switch to the VLOC receiver with sufficient time to 
capture and track the approach course. Switching 
to “VLOC” late in the approach may not provide the 
autopilot enough time to respond and intercept the 
approach course prior to the FAF (depending upon 
the performance characteristics of your autopilot and 
aircraft). In such instances, you should manually fly 
the approach or refer to the documentation provided 
with your autopilot. 
•  When an ILS or VOR approach is first selected or 
executed, the frequency is automatically checked. 
If the frequency is correct, you will not receive a 
message regarding the frequency. If the frequency is 
incorrect, you will receive a message and you must 
place the ILS or VLOC frequency in the active fre
-
quency field. 
When an ILS approach is first selected, the ILS frequency is au-
tomatically placed in the standby VLOC frequency field. Press  the VLOC flip-flop key to use this frequency. 
•  When flying a localizer-based approach 
(other than backcourse) with automatic CDI 
 
switching enabled: 
1.    “GPS” guidance may be used while flying 
outbound and on the initial portion of the 
procedure turn. 
2.    “VLOC” guidance is used on the remainder of 
the approach from the time you turn inbound 
on the procedure turn. 
3.    The localizer frequency must be active to use 
“VLOC” guidance at the MAP. Press the CDI 
key to switch back to GPS data when the missed 
approach is initiated. 
•  When flying a localizer-based approach with auto-
matic CDI switching disabled: 
“VLOC” must appear in the lower left corner 
(above the CDI key) in order to use the 
VLOC receiver with your external CDI and  autopilot.  
1.   You may select “VLOC” guidance at any point 
on the approach prior to reaching the FAF. 
2.    The localizer frequency must be active to use 
“VLOC” guidance.  
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Enabling Autopilot Outputs for the King 
KAP140/KFC225
Autopilot outputs for the King KAP140/KFC225 
autopilots are activated manually by the pilot after being 
prompted during the approach procedure. After enabling 
outputs, the 500W-series unit will provide guidance 
information consistent with what the autopilot expects 
(i.e., angular CDI scaling and glideslope capture for an 
LPV or other vertically guided GPS approach). 
Conditions for autopilot outputs
1.    The 500W-series unit must be configured during 
installation to interface with these autopilots and 
using “Prompt” for GPS Select. 
2.   Guidance to the FAF is active as indicated by Approach 
mode annunciation (LNAV, LNAV+V, L/VNAV, LP +V, or 
LPV). 
To enable autopilot outputs
1.   Load and activate approach information as 
usual. 
2.    When you are turned on course to the FAF (Track 
and Desired Track are within 10°), a message 
will prompt you to enable the autopilot outputs 
before using your autopilot for an approach. 
3.   Press  PROC.  Highlight “Enable A/P APR  Out-
puts?” with the  large right knob, if necessary, 
and press ENT. 
4.    Press the Approach button on the autopilot to 
switch it to Approach mode. Your autopilot will 
now use guidance from the 500W-series unit 
for the approach. 
Enabling Autopilot  Outputs
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