IFR check list for Garmin 430/530 approaches

[M20S Driver]

Does anyone have an IFR checklist for Garmin 430/530 approaches? 

 

Here is a sample of what I used flying my Cessna 182 with no GPS:

 

ILS/ NON-PRECISION

ATIS

ALTIMETER

ILS--MARKER BEACON: ON          TEST....Lo-SENSE.....SP

ILS--COMPASS LOCATOR SET                TEST

DME: SET

NP--- NAV FREQ: SET AND VERIFIED

ILS--LOCALIZER FREQ:                              SET.......IDENT

OBS: INBOUND COURSE

NAV #2: SET

TOWER FREQ: SET

NP-- TIMING.............................     FAF / MDA / VDP / MAP

ILS--OM CROSSING ALTITUDE

DECISION HEIGHT

MISSED APPROACH

[Hank]

Just review the plate in the same way. Write down ATIS/AWOS, talk to Center / Approach / Tower as instructed.

Set up the 430: select the approach; activate; pick Vectors or IAF; fly as instructed; when established, center the needles; I drop gear 1-1/2 dots high.

Not much if a checklist, but it's how I do it.

[Piloto]

Non-Precision approaches have no vertical guidance. It is important that you know the Minimum Descent Altitude (MDA) and the airport elevation. On the 530W you can overlay the terrain on the approach map when the terrain page is selected.

 

José

[RobertGary1]

Jessica Albaa

ATIS

Load approach

Brief approach

Activate approach

Arm autopilot app

[ArtVandelay]

Jessica Albaa

ATIS

Load approach

Brief approach

Activate approach

Arm autopilot app

I don't Activate....and don't used Vectors...I use this method:

https://bruceair.wordpress.com/2010/11/24/avoiding-the-vectors-to-final-scramble/

[FloridaMan]

Non-Precision approaches have no vertical guidance. It is important that you know the Minimum Descent Altitude (MDA) and the airport elevation. On the 530W you can overlay the terrain on the approach map when the terrain page is selected.

 

José

 

+1 on this, as well as identify your current leg and continuously maintain awareness of your descent altitude for the current leg. Most RNAV NPA approaches have a "T" where you fly a "base" leg before you turn towards the runway. Sometimes your IAF is at the tip of base, sometimes you get vectored to final. Make sure you don't get the number of fixes and their respective altitudes programmed in your head from what you expect and start stepping down to the next fix instead of the current one. 

[M20S Driver]

Non-Precision approaches have no vertical guidance. It is important that you know the Minimum Descent Altitude (MDA) and the airport elevation. On the 530W you can overlay the terrain on the approach map when the terrain page is selected.

 

José

 

Thanks Jose.   It is very helpful to see the terrain on the approach map.   I will definitely test it out

 

Here is the checklist that I used to fly IFR without the Garmin 530:

 

ILS/ NON-PRECISION

ATIS

ALTIMETER

ILS--MARKER BEACON: ON          TEST....Lo-SENSE.....SP

ILS--COMPASS LOCATOR SET                TEST

DME: SET

NP--- NAV FREQ: SET AND VERIFIED

ILS--LOCALIZER FREQ:                              SET.......IDENT

OBS: INBOUND COURSE

NAV #2: SET

TOWER FREQ: SET

NP-- TIMING.............................     FAF / MDA / VDP / MAP

ILS--OM CROSSING ALTITUDE

DECISION HEIGHT

MISSED APPROACH

[M20S Driver]

I don't Activate....and don't used Vectors...I use this method:

https://bruceair.wordpress.com/2010/11/24/avoiding-the-vectors-to-final-scramble/

 

Thanks teejayevans.  I read the article and I agree.  

I could have saved a lot of time and reduced my IFR workload while being vectored around Sacramento a couple of weeks ago

[Blackhawk]

No check list since approach plates have been changed to the briefing strip format. 

[triple8s]

Don't forget the choice of VLOC or GPS !

[RobertGary1]

I don't Activate....and don't used Vectors...I use this method:

https://bruceair.wordpress.com/2010/11/24/avoiding-the-vectors-to-final-scramble/

You can not activate the approach and instead jump to a point on the loaded approach. At factory training they call this "evil":). The reason they give is that if a fix exists in both the flight plan and the approach segment you could choose the wrong one. At Cessna training they demo this. But it's true that activate the approach is just a jump in the sequence.

They do advocate not loading vectors to final as the article suggests. Load the approach with an iap. When cleared select either "activate" or "activate vectors to final" on the proc.

-Robert,CFII, Cessna Factory Authorized Instructor.

[yvesg]

You can not activate the approach and instead jump to a point on the loaded approach. At factory training they call this "evil":). The reason they give is that if a fix exists in both the flight plan and the approach segment you could choose the wrong one. At Cessna training they demo this. But it's true that activate the approach is just a jump in the sequence.

They do advocate not loading vectors to final as the article suggests. Load the approach with an iap. When cleared select either "activate" or "activate vectors to final" on the proc.

-Robert,CFII, Cessna Factory Authorized Instructor.

Robert, can you give an example (or more details) of the risk of this?

Yves

[Marauder]

Don't forget the choice of VLOC or GPS !

And that takes a different meaning when you are flying a GPS and transitioning to a non precision VOR or precision ILS approach. On my GTN, I get a warning to switch from GPS to VLOC on a VOR approach and an automatic switch for an ILS approach if I meet the automatic switchover conditions.

In the first scenario it is a"do" item, in the second it is a "confirm" task but could end up as a "do" item if I miss the automatic switchover condition (like being vectored to the FAF). Not sure how it works on the GNS series.

[Bob - S50]

I can't comment on the 430w/530w since I have a 650, however...

 

I agree with the concept on not choosing vectors to final.  Even in the 757/767 I find it is much easier to delete fixes then to add them back in.

 

Since you asked about checklists though, in the T37 (long, long, long time ago) we used a 'mailman' check.  Let's see if I can remember it...

 

M - minimums

A - airspeed on final

I - initial rate of descent

L - lost comm procedures

M - missed approach instructions

A - approach check

N - navaids set

 

For non-precision approaches, when we crossed the FAF we used 6 T's

 

T - time

T - turn

T - throttle

T - twist (the obs knob)

T - talk (call passing the FAF in non-radar

T - track

 

Whatever you come up with, the more you can get done before ATC says cleared for the approach, the better.

 

Bob

[FloridaMan]

The first word of every missed approach procedure is "climb."

[ArtVandelay]

I bought a laminator to create my own checklists, I have one for IFR, includes 6 Ts, 5 Ts, holds, lost comms, reports, etc

[M20S Driver]

Here is my rev1 proposal.   Please help improve and clean it up

 

 

 

GNS 430/530 ILS/NP Approach Checklist

 

Cruise/Pre-approach

·         ATIS

·         ALTIMETER

·         Load Approach (“PROC”)

·         Select Transition

·         MAILMAN:

o    M - minimums

o    A - airspeed on final

o    I - Initial rate of descent (configuration)

o    L - Lost comm procedures

o    M - Missed approach instructions

o    A - Approach check

o    N - Navaids set

Approach

·         Activate Approach (Vectors to Final?)

·         Load the ILS frequency (VLOC flip-flop)—or confirm

·         Press “CDI” to select “VLOC” --- or confirm

·         ILS--MARKER BEACON: ON          TEST....Lo-SENSE.....SP

·         OBS: INBOUND COURSE

·         TOWER FREQ: SET

·         NP-- TIMING............  FAF / MDA / VDP / MAP

·         ILS--OM CROSSING ALTITUDE

·         DECISION HEIGHT

·         MISSED APPROACH

[Piloto]

One item I always verify when on final is that my GPS ground speed is less than the indicated air speed. This confirms that I am landing into the wind. I also cross check corrected baro altitude with GPS altitude. Both should read the same when close to the ground.

 

José

[M20S Driver]

One item I always verify when on final is that my GPS ground speed is less than the indicated air speed. This confirms that I am landing into the wind. I also cross check corrected baro altitude with GPS altitude. Both should read the same when close to the ground.

 

José

 

Good ones!  I will add them to my list

[Robert C.]

If you're going to have a long process map you might as well add the FAF items :

Tires (gear down)

Timer (on)

Throttle (adjust speed as required)

Talk (report crossing FAF)

Turn/Twist (heading and altitude bugs for missed approach)

[Parker_Woodruff]

You can not activate the approach and instead jump to a point on the loaded approach. At factory training they call this "evil":). The reason they give is that if a fix exists in both the flight plan and the approach segment you could choose the wrong one. At Cessna training they demo this. But it's true that activate the approach is just a jump in the sequence.

They do advocate not loading vectors to final as the article suggests. Load the approach with an iap. When cleared select either "activate" or "activate vectors to final" on the proc.

-Robert,CFII, Cessna Factory Authorized Instructor.

Much better, in my opinion.

[Ragsf15e]

Bob nailed the MAILMAN and 6 Ts used at USAF Pilot training... however we generally don't use MAILMAN anymore - kindler, gentler USAF lets the students decide between 3 or 4 different memory aids.  6Ts are still the same.  Now we mostly use ADRWHO ("A Dr. Who"), DLIDS, and OLDRODO.  

 

ADRWHO is a basic prep for all approaches started maybe 50+ miles out and = Atis, Descent check, Review approach (brief it), Weather (check mins), Holding (brief if required), Obtain clearance.  

 

DLIDS is used for ILS, LOC, or VOR approaches and is done closer to the field = Display setup, Localizer frequency, Inbound course set, DME set, Speed.  

 

OLDRODO is a GPS approach memory aid and = OBS on/off as reqd, Load appch, Direct to IAF/FAF, RAIM check, OBS on/off as reqd (maybe on for a HILO procedure or vectors to final), Display setup, OBS off (or it won't sequence).

[M20S Driver]

Bob nailed the MAILMAN and 6 Ts used at USAF Pilot training... however we generally don't use MAILMAN anymore - kindler, gentler USAF lets the students decide between 3 or 4 different memory aids.  6Ts are still the same.  Now we mostly use ADRWHO ("A Dr. Who"), DLIDS, and OLDRODO.  

 

ADRWHO is a basic prep for all approaches started maybe 50+ miles out and = Atis, Descent check, Review approach (brief it), Weather (check mins), Holding (brief if required), Obtain clearance.  

 

DLIDS is used for ILS, LOC, or VOR approaches and is done closer to the field = Display setup, Localizer frequency, Inbound course set, DME set, Speed.  

 

OLDRODO is a GPS approach memory aid and = OBS on/off as reqd, Load appch, Direct to IAF/FAF, RAIM check, OBS on/off as reqd (maybe on for a HILO procedure or vectors to final), Display setup, OBS off (or it won't sequence).

 

Thanks so much.   This is very helpful

[FlyDave]

I was taught MARTHA:

 

M - MISSED approach procedure

A - ATIS

R - RADIOS, RADIAL and ID

T - TIMER

H - final approach course HEADING

A - ALTITUDE you're descending to

 

I changed it to MARSHA

replacing TIMER with STEPDOWNS for non-precision approaches

With a 430/530/650/750 non precision GPS approaches are much much easier. No need for a timer, cross radials or DME. The GPS provides all the required information in one place. And using a 530 (and probably a 650/750) you don't need to ID a VOR/ILS - The morse code is decoded and the navaid ID is displayed on the screen.

[ArtVandelay]

Doesn't Altitude cover the Stepdown?