LOG OF REVISIONS

Page
Rev. No. No. Date Description FAA Approved

A All 11-20-07 Complete Seyed-Youssef Hashemi___

Supplement
Mgr. Flt. Test Br., ANM-160L
Original
FAA, Los Angeles ACO
Transport Airplane Directorate

Date: Nov. 20, 2007

B All 07/31/09 Added ‘-D’ to

STC number, David G Armstrong
added LP
approach type ODA STC Unit Administrator
ODA-240087-CE
Garmin International, Inc.

C All 03/21/13 Complete

Rewrite Michael Warren

ODA STC Unit Administrator

ODA-240087-CE
Garmin International, Inc.

D 10, 14 01/27/14 Added LP +V See Page 1

approach type

190-00356-03 Rev. D AFMS, Garmin GNS 4XXW GPS/SBAS System

Page 2 of 19 FAA APPROVED
 Table of Contents

SECTION PAGE
Section 1. GENERAL 4
1.1 Garmin 4XXW Series GPS/WAAS Nav Com 4
1.2 GPS/SBAS TSO-C146a Class 3 Operation 5
Section 2. LIMITATIONS 7
2.1 Pilot’s Guide 7
2.2 Kinds of Operation 7
2.3 System Software 8
2.4 Navigation database 8
2.5 Flight Planning 9
2.6 Approaches 10
2.7 Autopilot Coupling 11
2.8 Terrain Proximity Function 11
2.9 VNAV – Vertical Navigation Calculation Page 12
2.10 Weather Display (Optional) 12
2.11 Traffic Display (Optional) 12
2.12 Manual GTN Crossfill 12
Section 3. EMERGENCY PROCEDURES 13
3.1 Emergency Procedures 13
3.2 Abnormal Procedures 13
Section 4. NORMAL PROCEDURES 15
4.1 Unit Power On 15
4.2 Before Takeoff 15
4.3 HSI and EHSI Operation 16
4.4 Autopilot Operation 16
4.5 Coupling the Autopilot during approaches 17
4.6 Traffic Mode Selection (Optional) 18
Section 5. PERFORMANCE 18
Section 6. WEIGHT AND BALANCE 18
Section 7. SYSTEM DESCRIPTIONS 19
7.1 Pilot’s Guide 19
7.2 Manual GTN Crossfill 19

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Section 1. GENERAL

1.1 Garmin 4XXW Series GPS/WAAS Nav Com

The Garmin GNS Series GPS/WAAS Navigator is a panel-mounted product that
contains a GPS/WAAS receiver for GPS approved primary navigation under
TSO-C146a, (plus optional VHF Com and VHF Nav radios) in an integrated unit
with a moving map and color display. The 4XXW Series unit features a
graphical display which may also be used to depict traffic, weather, or terrain
data.

The navigation functions are operated by dedicated keys and graphical menus
which are controlled by the buttons and the dual concentric rotary knob along the
bottom and right side of the display.

Optional VHF Com and VHF Nav radio functions are controlled via dedicated
buttons and knobs on the left side of the display and adjacent to frequencies they
are controlling.

Photocell
for Auto-
Com Freq Graphic Moving
Comm Freq Dimming Direct-To Key
Window Map Display and
Flip/Flop Nav Freq
Window Navigation Info Range Keys Menu Key

Power and Com

Volume/Squelch Clear Key

Data
Cards Enter Key

Nav Radio Function and

Volume Page Number

Nav Radio Large Knob

Flip/Flop
Large Knob Small Knob
Com/VLOC (Cursor - Press
Freq (MHz) Terrain, Flight to activate)
Small Knob Phase, and Flight Plan
Com/VLOC GPS Integrity OBS Key Procedure Key
Annunciator Mounting CDI
Freq (kHz) Key
Screw Key Message
Key
Navigation
Source: GPS,
VLOC, or
GPS-PTK
Figure 1 - 430W Series Control and Display Layout

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1.2 GPS/SBAS TSO-C146a Class 3 Operation
The GNS complies with AC 20-138A and has airworthiness approval for
navigation using GPS and SBAS (within the coverage of a Satellite Based
Augmentation System complying with ICAO Annex 10) for IFR en route,
terminal area, and non-precision approach operations (including those
approaches titled “GPS”, “or GPS”, and “RNAV (GPS)” approaches). The
Garmin GNSS navigation system is composed of the GNS navigator and
antenna, and is approved for approach procedures with vertical guidance
including “LPV” and “LNAV/VNAV” and without vertical guidance including
“LP” and “LNAV,” within the U.S. National Airspace System.

The Garmin GNSS navigation system complies with the equipment requirements
of AC 90-105 and meets the equipment performance and functional requirements
to conduct RNP terminal departure and arrival procedures and RNP approach
procedures without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and
135 operators require operational approval from the FAA.

The Garmin GNSS navigation system complies with the equipment requirements
of AC 90-100A for RNAV 2 and RNAV 1 operations. In accordance with AC
90-100A, Part 91 operators (except subpart K) following the aircraft and training
guidance in AC 90-100A are authorized to fly RNAV 2 and RNAV 1
procedures. Part 91 subpart K, 121, 125, 129, and 135 operators require
operational approval from the FAA.

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 Applicable to dual installations consisting of two Garmin
GNSS units: The Garmin GNSS navigation system has been
found to comply with the requirements for GPS Class II
oceanic and remote navigation (RNP-10) without time
limitations in accordance with AC 20-138A and FAA Order
8400.12A. The Garmin GNSS navigation system can be used
without reliance on other long-range navigation systems.
This does not constitute an operational approval.

The Garmin GNSS navigation system has been found to

comply with the navigation requirements for GPS Class II
oceanic and remote navigation (RNP-4) in accordance with
AC 20-138A and FAA Order 8400.33. The Garmin GNSS
navigation system can be used without reliance on other
long-range navigation systems. Additional equipment may be
required to obtain operational approval to utilize RNP-4
performance. This does not constitute an operational
approval.

The Garmin GNSS navigation system complies with the accuracy, integrity, and
continuity of function, and contains the minimum system functions required for
P-RNAV operations in accordance with JAA Administrative & Guidance
Material Section One: General Part 3: Temporary Guidance Leaflets, Leaflet No
10 (JAA TGL-10 Rev 1). The GNSS navigation system has one or more TSO-
C146a Class 3 approved Garmin GNS Navigation Systems. The Garmin GNSS
navigation system complies with the accuracy, integrity, and continuity of
function, and contains the minimum system functions required for B-RNAV
operations in accordance with EASA AMC 20-4. The Garmin GNSS navigation
system complies with the equipment requirements for P-RNAV and B-
RNAV/RNAV-5 operations in accordance with AC 90-96A CHG 1. This does
not constitute an operational approval.

Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in

accordance with AC 20-153 for database integrity, quality, and database
management practices for the navigation database. Flight crew and operators can
view the LOA status at FlyGarmin.com then select “Type 2 LOA Status.”

Navigation information is referenced to the WGS-84 reference system.

Note that for some types of aircraft operation and for operation in non-U.S.
airspace, separate operational approval(s) may be required in addition to
equipment installation and airworthiness approval.

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Section 2. LIMITATIONS

2.1 Pilot’s Guide

The Quick Reference Guide, part number and revision listed below (or later
applicable revisions), must be immediately available for the flight crew
whenever navigation is predicated on the use of the 4XXW Series unit.

 400W Series Pilot’s Guide & Reference P/N 190-00356-00 Rev J

The Pilot’s Guide Addendum, part number and revision listed below (or later
applicable revision), must be immediately available for the flight crew whenever
one or more of the following functions are installed and utilized with the 4XXW
Series unit:

GDL 69/69A XM Satellite Data link

GDL 88 ADS-B Transceiver
GTX 330/330D TIS
GTS 8XX Series TAS

 400W/500W Series Optional Displays P/N 190-00356-30 Rev K

The Pilot’s Guide Addendum, part number and revision listed below (or later
applicable revision), must be immediately available for the flight crew whenever
one or more of the following functions are installed and utilized with the 4XXW
Series unit:

Stormscope® Lightning Detection System

Skywatch® Traffic Advisory System
Bendix/King® Traffic Advisory System
Avidyne/Ryan TCAD Traffic System

 400W/500W Series Display Interfaces P/N 190-00356-31 Rev D

2.2 Kinds of Operation

This AFM supplement does not grant approval for IFR operations to aircraft
limited to VFR operations. Additional aircraft systems may be required for IFR
operational approval. Systems limited to VFR shall be placarded in close
proximity to the 4XXW Series unit: “GPS LIMITED TO VFR USE ONLY”.

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2.3 System Software
This AFMS/AFM is applicable to the software versions shown in Table 1.

The Main and GPS software versions are displayed on the start-up page
immediately after power-on.

Approved Software Version

Software Item (or later FAA approved versions for this STC)
SW version As displayed on unit
Main SW Version 5.10 5.10
GPS SW Version 5.0 5.0
Table 1 – Required Equipment

2.4 Navigation database

GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited
unless the flight crew verifies and uses a valid, compatible, and current
navigation database or verifies each waypoint for accuracy by reference to
current approved data.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the Garmin
navigation system are prohibited unless the flight crew verifies and uses the
current navigation database. GPS based instrument approaches must be flown in
accordance with an approved instrument approach procedure that is loaded from
the navigation database.
Discrepancies that invalidate a procedure should be reported to Garmin
International. The affected procedure is prohibited from being flown using data
from the navigation database until a new navigation database is installed in the
aircraft and verified that the discrepancy has been corrected. Navigation
database discrepancies can be reported at FlyGarmin.com by selecting “Aviation
Data Error Report.” Flight crew and operators can view navigation database
alerts at FlyGarmin.com then select “NavData Alerts.”

If the navigation database cycle will change during flight, the flight crew must
ensure the accuracy of navigation data, including suitability of navigation
facilities used to define the routes and procedures for flight. If an amended chart
affecting navigation data is published for the procedure, the database must not be
used to conduct the procedure.

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2.5 Flight Planning
For flight planning purposes, in areas where SBAS coverage is not available, the
flight crew must check RAIM availability.
• Within the United States, RAIM availability can be determined using the
Garmin WFDE Prediction program, Garmin part number 006-A0154-04
software version 3.00 or later approved version with Garmin approved
antennas or the FAA’s enroute and terminal RAIM prediction website:
www.raimprediction.net, or by contacting a Flight Service Station.
• Within Europe, RAIM availability can be determined using the Garmin
WFDE Prediction program or Europe’s AUGER GPS RAIM Prediction
Tool at http://augur.ecacnav.com/augur/app/home.
• For other areas, use the Garmin WFDE Prediction program.
This RAIM availability requirement is not necessary if SBAS coverage is
confirmed to be available along the entire route of flight. The route planning and
WFDE prediction program may be downloaded from the Garmin website on the
internet. For information on using the WFDE Prediction Program, refer to
Garmin WAAS FDE Prediction Program, part number 190-00643-01, ‘WFDE
Prediction Program Instructions’.
For flight planning purposes, for operations within the U.S. National Airspace
System on RNP and RNAV procedures when SBAS signals are not available,
the availability of GPS RAIM shall be confirmed for the intended route of flight.
In the event of a predicted continuous loss of RAIM of more than five minutes
for any part of the intended route of flight, the flight shall be delayed, canceled,
or rerouted on a track where RAIM requirements can be met. The flight may also
be re-planned using non-GPS based navigational capabilities.
For flight planning purposes for operations within European B-RNAV/RNAV-5
and P-RNAV airspace, if more than one satellite is scheduled to be out of
service, then the availability of GPS RAIM shall be confirmed for the intended
flight (route and time). In the event of a predicted continuous loss of RAIM of
more than five minutes for any part of the intended flight, the flight shall be
delayed, canceled, or rerouted on a track where RAIM requirements can be met.
Applicable to dual installations consisting of two Garmin GNSS units:
For flight planning purposes, for operations where the route requires
Class II navigation the aircraft’s operator or flight crew must use the
Garmin WFDE Prediction program to demonstrate that there are no
outages on the specified route that would prevent the Garmin GNSS
navigation system to provide GPS Class II navigation in oceanic and
remote areas of operation that requires RNP-10 or RNP-4 capability. If
the Garmin WFDE Prediction program indicates fault exclusion (FDE)
will be unavailable for more than 34 minutes in accordance with FAA
Order 8400.12A for RNP-10 requirements, or 25 minutes in accordance

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 with FAA Order 8400.33 for RNP-4 requirements, then the operation
must be rescheduled when FDE is available.
Both Garmin GPS navigation receivers must be operating and providing
GPS navigation guidance for operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance
Specifications (MNPS) Airspace operations per AC 91-49 and AC 120-
33 require both GPS/SBAS receivers to be operating and receiving
usable signals except for routes requiring only one Long Range
Navigation sensor. Each display computes an independent navigation
solution based on its internal GPS receiver.
Whenever possible, RNP and RNAV routes including Standard Instrument
Departures (SIDs), and Standard Terminal Arrival (STAR), routes should be
loaded into the flight plan from the database in their entirety, rather than loading
route waypoints from the database into the flight plan individually. Selecting and
inserting individual named fixes from the database is permitted, provided all
fixes along the published route to be flown are inserted. Manual entry of
waypoints using latitude/longitude or place/bearing is prohibited.
It is not acceptable to flight plan a required alternate airport based on
RNAV(GPS) LP/LPV or LNAV/VNAV approach minimums. The required
alternate airport must be flight planned using an LNAV approach minimums or
available ground-based approach aid.
Navigation information is referenced to the WGS-84 reference system, and
should only be used where the Aeronautical Information Publication (including
electronic data and aeronautical charts) conform to WGS-84 or equivalent.
2.6 Approaches
• Instrument approaches using GPS guidance may only be conducted
when the GNS is operating in the approach mode. (LNAV, LNAV+V,
L/VNAV, LPV, LP, or LP +V)

NOTE
Advisory vertical guidance deviation is provided
when the GNS annunciates LNAV+V or LP +V.
The controlling minimums remain LNAV or LP
even when advisory vertical guidance is provided.
Advisory vertical guidance information displayed on
the VDI in this mode is only an aid to help flight
crews comply with altitude restrictions. When using
advisory vertical guidance, the flight crew must use
the primary barometric altimeter to ensure
compliance with all altitude restrictions in
accordance with the LNAV or LP approach
procedure.

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 • When conducting instrument approaches referenced to true North, the
NAV Angle on the AUX-Units/Position page must be set to True.
• The navigation equipment required to join and fly an instrument
approach procedure is indicated by the title of the procedure and
notes on the IAP chart. Navigating the final approach segment (that
segment from the final approach fix to the missed approach point) of
an ILS, LOC, LOC-BC, LDA, SDF, MLS, VOR, TACAN approach,
or any other type of approach not approved for GPS, is not authorized
with GPS navigation guidance. GPS guidance can only be used for
approach procedures with GPS or RNAV in the procedure title. When
using the Garmin VOR/LOC/GS receivers to fly the final approach
segment, VOR/LOC/GS navigation data must be selected and
presented on the CDI of the pilot flying.
• Not all published Instrument Approach Procedures (IAP) are in the
navigation database. Flight crews planning to fly an RNAV
instrument approach must ensure that the navigation database contains
the planned RNAV Instrument Approach Procedure and that approach
procedure must be loaded from the navigation database into the GNS
system flight plan by its name. Users are prohibited from flying any
approach path that contains manually entered waypoints.
• IFR approaches are prohibited whenever any physical or visual
obstruction (such as a throw-over yoke) restricts pilot view or access
to the GNS and/or the CDI.

2.7 Autopilot Coupling

IFR installations of a Garmin 4XXW Series unit allow the operator to fly all
phases of flight based on the navigation information presented to the pilot;
however, not all modes may be coupled to the autopilot. All autopilots may be
coupled in Oceanic (OCN), Enroute (ENR), and Terminal (TERM) modes;
however, the FAA requires that vertical coupling of an autopilot for approaches
be demonstrated to meet their intended function and provide safe and proper
operation to published minimums. This installation is limited to:
 Lateral coupling only for GPS approaches. Coupling to the vertical path for
GPS approaches is not authorized.

2.8 Terrain Proximity Function

Terrain and obstacle information appears on the map and terrain display pages as
red and yellow tiles or towers, and is depicted for advisory use only. Aircraft
maneuvers and navigation must not be predicated upon the use of the terrain
display. Terrain and obstacle information is advisory only and is not equivalent
to warnings provided by TAWS.

The terrain display is intended to serve as a situational awareness tool only. By

itself, it may not provide either the accuracy or the fidelity on which to base
decisions and plan maneuvers to avoid terrain or obstacles.
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2.9 VNAV – Vertical Navigation Calculation Page
VNAV information accessible by pressing the “VNAV” button may be utilized
for advisory information only. Use of VNAV information for Instrument
Approach Procedures does not guarantee Step-Down Fix altitude protection, or
arrival at approach minimums in a normal position to land.

2.10 Weather Display (Optional)

This limitation applies to data linked weather products from SiriusXM via a
GDL 69/69A or FIS-B via a GDL 88.

Do not use data link weather information for maneuvering in, near, or around
areas of hazardous weather. Information provided by data link weather products
may not accurately depict current weather conditions.

Do not use the indicated data link weather product age to determine the age of
the weather information shown by the data link weather product. Due to time
delays inherent in gathering and processing weather data for data link
transmission, the weather information shown by the data link weather product
may be significantly older than the indicated weather product age.

Do not rely solely upon data link services to provide Temporary Flight
Restriction (TFR) or Notice to Airmen (NOTAM) information. Not all TFRs and
NOTAMS can be depicted on the GNS.

2.11 Traffic Display (Optional)

Traffic may be displayed on the GNS when connected to an approved optional
TCAS I, TAS, TIS, or ADS-B traffic device. These systems are capable of
providing traffic monitoring and alerting to the flight crew. Traffic shown on the
display may or may not have traffic alerting available. The display of traffic is an
aid to visual acquisition and may not be utilized for aircraft maneuvering.

2.12 Manual GTN Crossfill

When Manual GTN Crossfill is in use, the crew must verify each flight plan leg
prior to using the GNS to navigate. See section 7.2 for additional information.

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Section 3. EMERGENCY PROCEDURES

3.1 Emergency Procedures

No change.

3.2 Abnormal Procedures

3.2.1 LOSS OF GPS/SBAS NAVIGATION DATA

When the GPS/SBAS receiver is inoperative or GPS navigation information is
not available or invalid, the GNS will enter one of two modes: Dead Reckoning
mode (DR) or Loss Of Integrity mode (LOI). The mode is indicated on the GNS
by an amber “DR” or “INTEG”.

If the Loss Of Integrity annunciation is displayed, revert to an alternate means of

navigation appropriate to the route and phase of flight.

If the Dead Reckoning annunciation is displayed, the map will continue to be

displayed with an amber ownship icon. Course guidance will be removed on the
CDI. Aircraft position will be based upon the last valid GPS position, then
estimated by Dead Reckoning methods. Changes in true airspeed, altitude,
heading, or winds aloft can affect the estimated position substantially. Dead
Reckoning is only available in Enroute and Oceanic modes. Terminal and
Approach modes do not support Dead Reckoning.

If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are

Available:

Navigation.......................................................... USE ALTERNATE SOURCES

If No Alternate Navigation Sources Are Available:

DEAD RECKONING (DR) MODE:

Navigation.............................................................................................. USE GNS

NOTE
All information normally derived from GPS will become less
accurate over time.

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LOSS OF INTEGRITY (LOI) MODE:

Navigation ...................... FLY TOWARDS KNOWN VISUAL CONDITIONS

NOTE
All information derived from GPS will be removed.

NOTE
The airplane symbol is removed from all maps. The map will
remain centered at the last known position. “No GPS
Position” will be annunciated in the center of the map.

3.2.2 GPS APPROACH DOWNGRADE

During a GPS LPV, LNAV/VNAV, LP +V, or LNAV+V approach, if GPS
accuracy requirements cannot be met by the GPS receiver prior to the Final
Approach Fix, the GNS will downgrade the approach. The downgrade will
remove vertical deviation indication from the VDI and change the approach
annunciation accordingly from LPV, L/VNAV, LP +V, or LNAV+V to LNAV.
The approach may be continued using the LNAV only minimums. After the
Final Approach Fix has been passed, the approach will be aborted using the
indications described below.

During a GPS approach in which GPS accuracy requirements cannot be met by

the GPS receiver for any GPS approach type, the GNS will flag all CDI guidance
and display a system message “ABORT APPROACH - Loss of Navigation”.
Immediately upon viewing the message, the unit will revert to Terminal
navigation mode alarm limits. If the position integrity is within these limits
lateral guidance will be restored and the GPS may be used to execute the missed
approach, otherwise alternate means of navigation must be utilized.

3.2.3 LOSS OF COM RADIO TUNING FUNCTIONS

If alternate COM is available:

Communications......................................................... USE ALTERNATE COM

If no alternate COM is available:

COM RMT XFR key (if installed) ....... PRESS AND HOLD FOR 2 SECONDS

NOTE
This procedure will tune the active COM radio the
emergency frequency 121.5, regardless of what frequency is
displayed on the GNS. Certain failures of the tuning system
will automatically tune 121.5 without flight crew action.

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Section 4. NORMAL PROCEDURES

Refer to the 4XXW Series unit Quick Reference Guide defined in paragraph 2.1
on page 7 of this document for normal operating procedures. This includes all
GPS operations, VHF COM and NAV, and Multi-Function Display information.
For information on TIS traffic or data linked weather, see the Pilot’s Guide
addendum for optional displays. For information on active traffic device or
Stormscope operation and displays see the Pilot’s Guide addendum for display
interfaces.

The 4XXW Series unit requires a reasonable degree of familiarity to prevent

operations without becoming too engrossed at the expense of basic instrument
flying in IMC and basic see-and-avoid in VMC. Pilot workload will be higher
for pilots with limited familiarity in using the unit in an IFR environment,
particularly without the autopilot engaged. Garmin provides training tools with
the Pilot’s Guide and PC based simulator. Pilots should take full advantage of
these training tools to enhance system familiarization.

4.1 Unit Power On

Database.......................................................... REVIEW EFFECTIVE DATES
Self Test .................................... VERIFY OUTPUTS TO NAV INDICATORS
Self Test - GPS Remote Annunciator (If Installed):
VLOC ................................................................................. ILLUMINATED
GPS ..................................................................................... ILLUMINATED
INTG .................................................................................. ILLUMINATED
TERM ................................................................................. ILLUMINATED
WPT ................................................................................... ILLUMINATED
APR .................................................................................... ILLUMINATED
MSG ................................................................................... ILLUMINATED
SUSP .................................................................................. ILLUMINATED
4.2 Before Takeoff
System Messages and Annunciators ............................................ CONSIDERED

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4.3 HSI and EHSI Operation
If an HSI is used to display navigation data from the GNS the pilot should rotate
the course pointer as prompted on the GNS.

If an EHSI is used to display navigation data from the GNS the course pointer
may autoslew to the correct course when using GPS navigation. When using
VLOC navigation the course pointer will not autoslew and must be rotated to the
correct course by the pilot. For detailed information about the functionality of
the EHSI system, refer to the FAA approved Flight Manual or Flight Manual
Supplement for that system.

CAUTION
The pilot must verify the active course and waypoint for each
flight plan leg. The pilot must verify proper course selection
each time the CDI source is changed from GPS to VLOC.

4.4 Autopilot Operation

The GNS may be coupled to an optional autopilot, if installed in the aircraft,
when operating as prescribed in the LIMITATIONS section of this manual.

Autopilots coupled to the GNS system in an analog (NAV) mode will follow
GPS or VHF navigation guidance as they would with existing VOR receivers.

Autopilots that support GPSS or GPS Roll Steering in addition to the analog
course guidance will lead course changes, fly arcing procedures, procedure turns,
and holding patterns if coupled in GPSS mode.

For autopilot operating instructions, refer to the FAA approved Flight Manual or
Flight Manual Supplement for the autopilot.

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4.5 Coupling the Autopilot during approaches

CAUTION
When the CDI source is changed on the GNS, autopilot
mode may change. Confirm autopilot mode selection after
CDI source change on the GNS. Refer to the FAA approved
Flight Manual or Flight Manual Supplement for the
autopilot.

 This installation prompts the flight crew and requires the pilot to enable the
approach outputs just prior to engaging the autopilot in APR mode.

To couple an approach:
Once established on the final approach course with the final approach
fix as the active waypoint, the GNS will issue a flashing message
indication with the following message “APR Guidance Available, Use
PROC before A/P APR”.

PROC Button ............................................................................... PRESS

“Enable A/P APR Outputs?” .................................................... SELECT
ENT Button ................................................................................. PRESS

If coupled, Autopilot will revert to ROL mode at this time.

Autopilot .............................................ENGAGE APPROACH MODE

 This installation supports coupling to the autopilot in approach mode once

vertical guidance is available.

To couple an approach:
Once established on the final approach course with the final approach
fix as the active waypoint, the GNS will enable vertical guidance.

Vertical Guidance .........................................CONFIRM AVAILABLE

Autopilot .............................................ENGAGE APPROACH MODE

 The autopilot does not support any vertical capture or tracking in this
installation.

Analog only autopilots should use APR mode for coupling to LNAV
approaches. Autopilots which support digital roll steering commands (GPSS)
may utilize NAV mode and take advantage of the digital tracking during LNAV
only approaches.

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4.6 Traffic Mode Selection (Optional)
If the GNS is interfaced to a traffic device, the GNS can be used to control the
mode of the traffic system. This is accomplished by pressing the cursor knob
while on the dedicated traffic page to enter/exit the traffic device menu. It is
important to note that while the traffic device menu is active, the current state of
the traffic system is not displayed. The state of the traffic device is only
displayed once the traffic device menu is exited.

Section 5. PERFORMANCE

No change.

Section 6. WEIGHT AND BALANCE

See current weight and balance data.

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Section 7. SYSTEM DESCRIPTIONS

7.1 Pilot’s Guide

See Garmin 4XXW Series unit Pilot’s Guide for a complete description of the
4XXW Series unit.

7.2 Manual GTN Crossfill

Manual GTN Crossfill is a feature that will keep the GNS system in sync with a
flight plan that is being used on the GTN system. The GTN will not
automatically keep its flight plan in sync with changes made on the GNS system.
Manual crossfill feature is “one way” – from the GTN to the GNS.

The GTN systems support a variety of procedure leg types that the GNS systems
do not support. As such, it is normal and expected that the flight plan leg that is
displayed on the GNS system will not always match the flight plan leg on the
GTN system. Departure, arrival and approach procedures contain leg types that
the GNS does not support. The GNS typically “skips” over these leg types and
provides no guidance. Guidance may be available on the GTN but not on the
GNS in these cases. The GNS will sequence the procedure as it normally would
if Crossfill were not active. Once a leg type is reached that is supported on both
the GTN and GNS systems, the systems will automatically sync to the same leg.

If a GNS is interfaced with a GTN then autoswitching from GPS to VLOC

guidance on the CDI for ILS/LOC approaches will be disabled on the GNS.

If the flight plan on an interfaced GTN is altered while in a hold, the GNS will
reinitiate guidance to the holding waypoint and sequence into the hold upon
crossing the waypoint.

If the Missed Approach is activated on the GTN prior to reaching the Missed
Approach Point, the GTN will automatically resume leg sequencing upon
reaching the Missed Approach Point. The GNS will remain suspended upon
reaching the Missed Approach Point and leg sequencing must be manually
resumed.

AFMS, Garmin GNS 4XXW GPS/SBAS System 190-00356-03 Rev. D

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