Garmin 530/430 Missed Approaches

ByHank Gibson

Flying a missed approach can be stressful enough.  When you haven’t done one in a while and your GPS isn’t showing you how to get to the missed approach point and you can’t remember which button to press, that adds a lot more stress.  Recipe for disaster?  Quite possibly!

No need to fear, we are here to help.  The procedure for getting a Garmin 530 or 430 to give you missed approach guidance is actually simple and straightforward, if you know what to do!

Note: Because of the variety of different autopilot configurations in different airplanes, this article will focus solely on the GPS.

What the GPS is Thinking

The way Garmin designed the Garmin 530 and Garmin 430 is to be as helpful to pilots as possible.  Their thinking was, 95% of the time, a pilot will make a landing on an instrument approach.  This is pretty accurate as most of the time, this is what happens.  Most general aviation pilots don’t fly approaches to minimums all that often, thus negating the need for a missed approach.

Garmin Missed ApproachGarmin designed their software with this in mind.  When an airplane crosses the missed approach point, the GPS will go into what’s called suspend mode (a SUSP annunciation appears above the OBS key).  It will keep the missed approach point as the active waypoint because it assumes the pilot is going to land.

This can be confusing to pilots.  This is what happens when software engineers and pilots come together. Engineers often believe they are smarter than pilots! (See the Airbus fly by wire roll out)

The Procedure

In the case of a missed approach, the button pushing on the GPS is actually relatively simple.  There is no SUSP key to take the GPS out of SUSP mode (thanks Garmin!).  Instead, you press the OBS key.  This will take the GPS out of SUSP mode, making the first waypoint on the missed approach procedure the active waypoint.  Your GPS will now give you guidance on the missed approach procedure.

If you are going missed off an ILS, LOC, or VOR approach, then there is one more key you’ll have to press. Your CDI needle (whether it is digital or analog, an HSI or just a CDI gauge) will be reading off the NAV radio and your CDI indication on the GPS will be VLOC.  After you press the OBS key, press the CDI key on the GPS so you will start getting course guidance from the GPS again.

That’s it.  Button pressing on the different autopilots will vary, but if you are familiar with yours, you’ll be able to tell it to follow the GPS and climb to the proper altitude.

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    Type Clubs Lead By Example with Standard Operating Practices

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    Imagine a year when there are no fatal accidents in general aviation. Does that seem impossible? The airlines achieved that many years ago, and so can we if we focus on the right things in our safety pro- grams. In fact, the overall trend in GA accident rates over the last few years is very encouraging. AOPA’s Air Safety Institute published its annual GA Accident Scorecard recently (see www.EAA.org/ extras), revealing fatal accidents from 2008 to 2017 are down more than 30 percent. Nevertheless, there were 185 fatal accidents in 2017, so we still have a long way to go. But, there are many developments in safety programs across GA that can keep the trend going.

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    One way to think about SOPs is to recognize the difference between procedure and technique. For example, you have to follow the manufacturer’s pilot’s operating handbook (procedure)where it says to lower the landing gear before landing. If you don’t, you are in for a bad day. However, it does not tell you exactly when to lower the gear; that’s left to technique.

    In the middle, between procedure and technique, is a best practice. In this example, lowering the gear just before the final approach fix is a “standard practice.” It is the generally accepted “best” place to lower the gear. In GA, however, aircraft owners don’t generally answer to a boss, so I prefer the term practices instead of procedures.

    However, whether or not someone is paying us to fly, following best practices just makes sense. If you have a good set of practices, they enable you to do things the same way every time, leaving lots of brain cells to manage the unusual, the things that might go wrong. The safest approach to accomplishing a flight task is one that leverages consistency. On the other hand, if you are inconsistent, doing flight tasks differently each time, you’ll always be struggling to keep up. So, in my involvement with the safety committees for both the Malibu Mirage Owners and Pilots Association and the Citation Jet Pilots Association, there has been broad acceptance of recently developed standard operating practices.

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    Cargo

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    Runway Field Length Guidelines

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    Surface Operations

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    En Route

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    SOPs are among the exciting concepts underway to make safety programs work for us. Hats off to type clubs like MMOPA and CJP and many others that are taking the initiative. But even if you’re not in this kind of group, you can still set up your own SOPs. Let’s all look forward to our first year in GA without a fatal accident — and let’s make it soon!
    Fly safe!

    Charlie Precourt is a former NASA chief astronaut, space shuttle commander, and Air Force test pilot. He built a VariEze, owns a Piper JetPROP, and is a member of the EAA board of directors.

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    Transition training deals mainly with piston engine aircraft, regardless of whether the airplane is a single or twin.  The FAA doesn’t have any special requirements for changing from one piston engine airplane to another, as long as the pilot has the appropriate endorsements (high performance, complex, high altitude, etc.) and is rated in that category and class.

    Transition training is promoted mostly by insurance companies. An insurance company looks at a pilots experience when deciding to insure him or her in a new airplane.  If the pilot has only flown Cherokees and Comanches and is now upgrading to a Malibu, then the insurance company is going to require some transition training with a knowledgable instructor.

    What is transition training?  It is when an appropriate rated pilot needs to learn how to fly a different airplane.  These are referred to commonly as checkouts, but with more complicated airplanes, the training is actually very in depth.

    Using the example above, Pilot A just sold his Comanche 260 and bought a 1987 Malibu.  Pilot A says, “A Malibu is a complex, high performance, single engine piston, which is what I had in my Comanche.  I can fly that, no problem.”  In reality, a Malibu has a lot of differences.

    pa46-transition-training

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  • Breathing…It’s The Difference in Engine Performance

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    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing.

    Whether a piston or a turbine, the engine has a ratio of fuel/air that works best.  For a piston model, we can make adjustments to this ratio by adjusting the mixture.  In climb we use a richer ratio to help cool the engine, and in cruise we lean the mixture to save fuel since we don’t need the extra fuel for cooling (due to higher speeds which cools the engine). In the turbine, the ratio is set and there’s nothing that can be done about it…except climb to a higher altitude.  But, more about that in a second..let’s go back to the piston discussion…

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    A 520 is named appropriately because the engine displaces 520 cubic inches of air with each complete cycle of all 6 cylinders.  To determine the displacement, just figure the bore (diameter of the cylinder) and the Stroke (how far the piston travels in the cylinder) and plug the numbers into this formula:

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    TSIO 550: Bore = 5.25″ and Stroke = 4.25″

    So, you can see the two engines are exactly the same except the 550 has a little longer stroke, and therefore displaces a little more air.  Said another way…it the sucks the air into the engine a little better.

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    Since the 550 displaces more air, the engine will maintain max MP to a higher altitude.  When the 520 begins to develop less power at about FL180, the 550 engine will be able to continue to maintain 35″ at a higher altitude.  Make no mistake…the 550 will also hit an altitude where is cannot develop 35″MP, but this altitude will probably be nearly FL220.  So, the 550-powered Malibu will reach cruising altitude faster than the 520.

    But, at cruise both engines are pulled back to 30″MP.  So, either engine will deliver the same cruise speed because they are both able to develop 30″MP at any altitude.  Does it really matter if you’ve got a 520 or a 550 engine?  Answer: not much.  Both are excellent engines and both will deliver the airplane to the destination, but if the chosen altitude is above FL180, the 550-powered airframe will probably arrive a few minutes earlier.  Which would I want if I were purchasing an airplane?  It’s not a big enough deal, IMHO.  I’d select the best airframe/engine/prop combination and not put much weight into the 520 vs. the 550.

    Turbine world: So, how about the -21, -34/35, and -42A compare?  Here, there’s  big difference, but it’s still all about the breathing.  A -21, -34/35, and -42A are all derivatives of the famous PT6 family of engines, and all are designed to be 1000+SHP engines de-rated to fit the airframe.  For instance, the -42A engine is 750SHP when mounted on a King Air 200, but the same engine is derated to 500SHP when mounted on the Meridian.  Ditto with the -21 and -34/35 engines…all are de-rated.  So what’s the difference? Breathing…

    At the lower altitudes all will develop their maximum rated SHP, meaning they will all develop maximum torque.  And, down low there’s plenty of air to breathe so the engine has no problem developing that torque at a low ITT.  But, as altitude is gained, the engine must suck more air to develop the same torque, and the ITT goes up.  At some point in the climb (depending upon altitude, temperature, pressure, and IAS) the engine will not be able to produce max torque without exceeding Max ITT.  At this point, the engine cannot breathe any more (suck in anymore air), and the power (torque) developed falls off.  With the -21 engine, the power falls off quite dramatically because the engine simply cannot breathe well.  It is a smaller engine and more air cannot be forced into the compressor section.  For the rest of the climb the engine is “ITT limited” and the performance will suffer.

    The -34/35 engine is a little bigger and will develop maximum power (torque) to a higher altitude.  And, when the torque does drop off (as altitude is increased), the rate of decrease is less because it can breathe easier due to it’s larger size.  Guess what? The -42A will beat out the others and develop max torque to an even higher altitude.  With this decrease  in torque available also comes a welcome friend…less fuel burn.  Altitude is the friend of any turbine pilot, and he/she will climb to the highest altitude possible to save on fuel.

    The end result is the -21 powered Jetprop will cruise at 238 KTAS (in the summer) with a fuel burn of only 28gph.  The -34 will have higher torque than the -21 and will develop more SHP and will have a higher cruise (260 KTAS in the summer) with a correspondingly higher fuel burn (32gph).  The -42A will be breathing easily at higher altitudes, and will develop the most torque, but with a fuel flow of 39gph.  The Meridian (with the -42A) will not out-perform the -34/35 Jetprop in cruise purely because the Meridian is much heavier.

    Just remember…fuel flow in a turbine is always commensurate with its ability to breathe and a turbine’s ability to breathe is a function of the engine’s ability to breathe.

    With this knowledge…let’s check your understanding.  Answer this question: Will a Jetprop cruise faster in the summer or winter?  Remember, cold air is more dense than warm air, and an engine will develop power according to it’s ability to suck in air.  More air available, more power available.  Answer: Winter.

    A good analogy: I’m a Cross-fitter (meaning I do crossfit workouts a lot).  In the gym we have various workouts that test a person’s ability to perform.  Guess who usually does the best?  Right…the guy who can breathe the best.  A person is nothing more than an engine…we intake air and combine it fuel and burn it to develop energy.  In Crossfit, the person with the biggest engine (muscles that can develop power) that can sustain power (good aerobic capability) will win almost every time.  The only variables then are genetics (how well-made is the engine), flexibility (you’ve got to be able to get into the position), and skills (there are more efficient movements).  A good Crossfitter will work hard on mobility, skill, and try to increase the bodies ability to increase capacity through a tough workout.

    To get maximum performance, the pilot cannot change the engines skill or mobility (at  least not without an engine change!), but a thorough understanding of the how the engine breathes will help him/her use the power that is available to the fullest.

    Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

    Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

    Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing….

16 Comments

  1. Thank you! For this in depth answer to a problem I have been perplexed with… Just press the OBS button for the missed on an RNAV or the OBS and then the CDI for a VLOC approach. Simple as that… Thanx

    Reply

  2. I blew my IFR check ride because I hadn’t seen this article!! Now I know and am much better prepared for my retest….now if only my wallet was as prepared!

    Reply

  3. Good article, thanks. I know it’s several years later, but here are my two cents. The GNS480 (Apollo CNX-80) did it better by assuming the pilot would do a missed approach and having everything set for a missed. If the pilot lands, then so be it… nothing is lost.
    But why force the pilot to push more buttons on their GPS when they have a bunch of more important stuff to do with the plane to go missed (power, flaps, gear, pitch, etc). Garmin got it wrong, imho. I’ve been flying the 480 for years and am using a simulator that has a 430. I much prefer the 480 for every aspect of flight.

    Reply

  4. What if you don’t want to do the published miss but are getting vectors for another “try” – same ILS approach?

    Reply

    1. Martha, you have a couple different options. If it is the exact same approach you just flew and you are getting vectors to final, all you have to do is press the PROC key, then highlight Activate Vectors to Final and press Enter. Then everything resets and the final approach course will be your active leg with your FAF as your active waypoint.
      If you are flying another approach to the same airport, use PROC and Select Approach to select the new approach.
      If you are flying an approach at another airport, the quickest way to set things up is press the Direct To key, dial in the new airport, then use PROC from there.
      All of these options will take the GPS out of SUSP mode.

      Reply

    2. Hi Martha, it’s very simple. If you go missed on one approach and want to try the same approach again, just press the PROC key, then activate the approach again to go to the same IAF that you just flew the approach with. If you are going to get vectors, then use Activate Vectors to Final.

      Reply

  5. So on the 430/530waas can you just do the 1st 2 steps for the missed? Say climb 2000 then climbing right turn to 180 degrees. Then the gps will depict the radial or the other part to the hold and then give you the heading to fly?

    Reply

  6. One of my aircraft with a dual 430/530 setup actually won’t go in to suspend mode on a missed approach. Instead it just over fly’s the waypoint and then starts counting up whilst it then directs you to the next nearest waypoint… I assume it must be a setting issue but as yet I have been unable to work it out. Any ideas?

    Reply

    1. Hi Grant, I haven’t heard of that one before. The Flight Plan doesn’t go to the next leg (or the first fix on the missed approach)? That would be an avionics shop question.

      Reply

  7. On an LPV aprch when removing the hold, the Garmin 530 goes into suspend mode, also.Should the suspend mode be removed to fly the aprch? I know you could activate vectors to final but I am curious as to what happens if you leave it in suspend mode. Thanks all.

    Reply

    1. Hi Tony, I’m assuming this happens when you are on the wrong side of the IAF that the hold was drawn on? Meaning, the FAC is 180, but you are headed 360 and you haven’t passed abeam the IAF yet. IF that is the case, then once you go direct to the IAF that you deleted the hold from, the 530 will go out of suspend. If you are getting vectors, you are correct and can activate vectors to final, or could press OBS to unsuspend manually.

      Reply

  8. When flying a GPS approach and navigating directly to a way point on the approach ,How do I configure my Garmin 400 to hold at fix that say center wants me to hold At . For example, I’m flying into Sun Valley on The GPS 31 and center says “ fly direct to Presn” hold as published make one circuit then cleared for approach.

    Reply

    1. Hi Scott, I’m assuming a Garmin 400 is a Garmin 430 without the Nav/Com. I looked at the approach plate and PRESN is the Missed Approach point as well as one of the IAFs. If Center gives you the above instruction, you have to jump through a few hoops to get this to work. First, load the approach into the Garmin with PRESN as the transition. Then, when Center tells you to go direct to it, since the published hold is part of the Missed Approach, on your Flight Plan page, go down to the PRESN missed approach waypoint, press Direct To, and enter twice. This will cause the GPS to go into the hold. Then, on your inbound leg back to PRESN, go back up to the PRESN IAF in your GPS flight plan, highlight it, press Direct To, enter twice, and then it will cycle over to the approach.

      Reply

  10. Very helpful. I just had my check ride and wish I had read this article before hand. Now it is all clear, and more importantly, simple. Thanks for the help.

    Reply

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