LOG OF REVISIONS
Page
Rev. No.

No.

Date

Description

FAA ApprovedAAll

11-20-07

Complete
Supplement

Seyed-Youssef
Hashemi___OriginalMgr. Flt. Test Br.,ANM-160L
FAA, Los Angeles
ACO
Transport Airplane
Directorate
Date: Nov. 20, 2007

B

C

All

All

07/31/09

03/21/13

Added ‘-D’ to
STC number,added LP
approach typeDavid G Armstrong

Complete
RewriteMichael Warren

ODA STC Unit
Administrator
ODA-240087-CE
Garmin International,Inc.

ODA STC Unit
Administrator
ODA-240087-CE
Garmin International,Inc.
D

10, 1401/27/14

Added LP +V
approach typeMichael Warren
ODA STC Unit
Administrator
ODA-240087-CE
Garmin International,
Inc.

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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

E

8,9

11/20/2014

Updateddocument
revisions andadded Flight
Stream 210

11

Added note for
Flight Stream
210

13,14

Added sections
2.14 and 2.15

21

Updated GTN
CrossfillsectionMichael Warren
ODA STC Unit
Administrator
ODA-240087-CE
Garmin International,
Inc.

22

F

12

11/22/2017

13

G

12

03/06/2020

Added Section
7.3
Revised section
2.12 GTN
Crossfill
Corrected 91.23
to 91.21

Revised section
2.6 to reflect
updated AIM
guidance
related to CDI
source selection
on approach

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

Michael Warren
ODA STC Unit
Administrator
ODA-240087-CE
Garmin International,Inc.
See Page 1

190-00356-03 Rev. G
Page 3 of 22

Table of Contents
SECTION
Section 1. GENERAL
1.1 Garmin 4XXW Series GPS/WAAS Nav Com
1.2 GPS/SBAS TSO-C146a Class 3 Operation
Section 2. LIMITATIONS
2.1 Pilot’s Guide
2.2 Kinds of Operation
2.3 System Software
2.4 Navigation database
2.5 Flight Planning
2.6 Approaches
2.7 Autopilot Coupling
2.8 Terrain Proximity Function
2.9 VNAV – Vertical Navigation Calculation Page
2.10 Weather Display (Optional)
2.11 Traffic Display (Optional)
2.12 Manual GTN Crossfill
2.13 Flight Stream 210 (Optional)
2.14 Portable Electronic Devices
Section 3. EMERGENCY PROCEDURES
3.1 Emergency Procedures
3.2 Abnormal Procedures
Section 4. NORMAL PROCEDURES
4.1 Unit Power On
4.2 Before Takeoff
4.3 HSI and EHSI Operation
4.4 Autopilot Operation
4.5 Coupling the Autopilot during approaches
4.6 Traffic Mode Selection (Optional)
Section 5. PERFORMANCE
Section 6. WEIGHT AND BALANCE
Section 7. SYSTEM DESCRIPTIONS
7.1 Pilot’s Guide
7.2 Manual GTN Crossfill
7.3 Flight Stream 210

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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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 agraphical 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 dedicatedbuttons and knobs on the left side of the display and adjacent to frequencies they
are controlling.

Comm Freq
Flip/Flop

Photocellfor AutoDimming

Com Freq
Window

Nav Freq
WindowGraphic Moving
Map Display andNavigation Info

Direct-To Key
Range Keys

Menu KeyPower and Com
Volume/Squelch

Clear Key

Data
Cards

Enter Key
Function andPage Number

Nav Radio
VolumeNav Radio
Flip/Flop
Large Knob
Com/VLOC
Freq (MHz)
Small Knob
Com/VLOC
Freq (kHz)

Large Knob

Terrain, Flight
Phase, and
GPS Integrity
Annunciator Mounting
Screw

Small Knob
(Cursor - Pressto activate)
CDI
Key

Navigation
Source: GPS,
VLOC, or
GPS-PTKOBSKeyFlight Plan
Key

Procedure Key

Message
Key

Figure 1 - 430W Series Control and Display Layout

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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1.2 GPS/SBAS TSO-C146a Class 3 Operation
The GNS complies with AC 20-138A and has airworthiness approval fornavigation 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 andantenna, 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 andfunctional 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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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

Applicable to dual installations consisting of two Garmin
GNSS units: The Garmin GNSS navigation system has beenfound 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 beused without reliance on other long-range navigation
systems. This does not constitute an operational approval.
The Garmin GNSS navigation system has been found tocomply 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 otherlong-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, andcontinuity of function, and contains the minimum system functions required for
P-RNAV operations in accordance with JAA Administrative & GuidanceMaterial Section One: General Part 3: Temporary Guidance Leaflets, Leaflet No
10 (JAA TGL-10 Rev 1). The GNSS navigation system has one or more TSOC146a Class 3 approved Garmin GNS Navigation Systems. The Garmin GNSS
navigation system complies with the accuracy, integrity, and continuity offunction, 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 BRNAV/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 databasemanagement practices for the navigation database. Flight crew and operators canview 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 toequipment installation and airworthiness approval.

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

190-00356-03 Rev. G
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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 Quick Reference Guide

P/N 190-00356-01 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 units 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
Flight Stream 210
 400W/500W Series Optional Displays

P/N 190-00356-30 Rev L

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 units 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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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

2.3 System SoftwareThis 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
Main SW Version
GPS SW Version
Flight Stream 210(or later FAA approved versions for this STC)

SW version
5.40
5.0
2.80

As displayed on unit
5.40
5.0
2.80 (Displayed on
GNS)
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 tocurrent approved data.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using theGarmin 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 datafrom the navigation database until a new navigation database is installed in theaircraft 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 databasealerts at FlyGarmin.com then select “NavData Alerts.”
If the navigation database cycle will change during flight, the flight crew mustensure the accuracy of navigation data, including suitability of navigation
facilities used to define the routes and procedures for flight. If an amended chartaffecting navigation data is published for the procedure, the database must not
be used to conduct the procedure.

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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2.5 Flight Planning
For flight planning purposes, in areas where SBAS coverage is not available, theflight crew must check RAIM availability.
•

Within the United States, RAIM availability can be determined using theGarmin 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 isconfirmed to be available along the entire route of flight. The route planning and
WFDE prediction program may be downloaded from the Garmin website on theinternet. For information on using the WFDE Prediction Program, refer toGarmin 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 ofservice, 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 bedelayed, 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 theGarmin 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 andremote 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 accordancewith FAA Order 8400.33 for RNP-4 requirements, then the operationmust be rescheduled when FDE is available.
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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

Both Garmin GPS navigation receivers must be operating andproviding 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 12033 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.
NOTE
If flight plan information is imported from a
portable electronic device utilizing the Flight Stream
210, all waypoints and flight plan information must
be verified by the crew.
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 oravailable ground-based approach aid.
Navigation information is referenced to the WGS-84 reference system, andshould 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 conductedwhen the GNS is operating in the approach mode. (LNAV,LNAV+V, L/VNAV, LPV, LP, or LP +V)
NOTEAdvisory vertical guidance deviation is provided
when the GNS annunciates LNAV+V or LP +V. The
controlling minimums remain LNAV or LP evenwhen advisory vertical guidance is provided.
Advisory vertical guidance information displayed on
the VDI in this mode is only an aid to help flightcrews comply with altitude restrictions. When using
advisory vertical guidance, the flight crew must use
the primary barometric altimeter to ensurecompliance with all altitude restrictions in

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

190-00356-03 Rev. G
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accordance with the LNAV or LP approachprocedure.
• 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 andnotes on the IAP chart. Navigating the final approach segment (thatsegment from the final approach fix to the missed approach point) ofan ILS, LOC, LOC-BC, LDA, SDF, MLS, TACAN approach, or any
other type of approach not approved for GPS, is not authorized withGPS navigation guidance. GPS guidance can only be used forapproach procedures with GPS or RNAV in the procedure title or for
VOR and NDB approaches provided the underlying VOR or NDB isoperational and the signal is monitored for final approach segmentalignment. When using the Garmin LOC/GS receivers to fly the final
approach segment, LOC/GS navigation data must be selected andpresented on the CDI of the pilot flying.
• Not all published Instrument Approach Procedures (IAP) are in thenavigation database. Flight crews planning to fly an RNAV
instrument approach must ensure that the navigation database
contains the planned RNAV Instrument Approach Procedure and thatapproach procedure must be loaded from the navigation database into
the GNS system flight plan by its name. Users are prohibited fromflying any approach path that contains manually entered waypoints.
• IFR approaches are prohibited whenever any physical or visualobstruction (such as a throw-over yoke) restricts pilot view or accessto the GNS and/or the CDI.
2.7 Autopilot Coupling
IFR installations of a Garmin 4XXW Series unit allow the operator to fly allphases of flight based on the navigation information presented to the pilot;
however, not all modes may be coupled to the autopilot. All autopilots may becoupled 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.
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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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 basedecisions and plan maneuvers to avoid terrain or obstacles.
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 aroundareas 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 timedelays inherent in gathering and processing weather data for data linktransmission, the weather information shown by the data link weather productmay 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 ofproviding traffic monitoring and alerting to the flight crew. Traffic shown on thedisplay 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 GTN Crossfill
When GTN Crossfill is in use, OBS mode shall be initiated only on the GTN.
OBS mode on the GNS when GTN Crossfill is enabled is prohibited.
When GTN Crossfill is in use, the crew must verify each flight plan leg prior tousing the GNS to navigate. See section 7.2 for additional information.
2.13 Flight Stream 210 (Optional)
The Flight Stream 210 provides the ability for the crew to import flight plansfrom a portable electronic device to the GNS. The crew must verify all flightplan and waypoint information imported from a portable electronic device prior
to use on the GNS. See section 7.3 for additional information.
AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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2.14 Portable Electronic Devices
This STC does not relieve the operator from complying with the requirements of
91.21 or any other operational regulation regarding portable electronic devices.

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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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 ofnavigation 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, thenestimated 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 andApproach 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
NOTEAll information normally derived from GPS will become lessaccurate over time.

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

190-00356-03 Rev. G
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LOSS OF INTEGRITY (LOI) MODE:
Navigation ..................... FLY TOWARDS KNOWN VISUAL CONDITIONSNOTEAll information derived from GPS will be removed.
NOTE
The airplane symbol is removed from all maps. The map willremain 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 willremove vertical deviation indication from the VDI and change the approachannunciation 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 theindications 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 toTerminal navigation mode alarm limits. If the position integrity is within theselimits lateral guidance will be restored and the GPS may be used to execute themissed 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 SECONDSNOTEThis 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 willautomatically tune 121.5 without flight crew action.

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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

Section 4. NORMAL PROCEDURES
Refer to the 4XXW Series unit Quick Reference Guide defined in paragraph 2.1
on page 8 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 ofthese 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 .................................................................................. ILLUMINATEDTERM ................................................................................. ILLUMINATED
WPT.................................................................................... ILLUMINATED
APR .................................................................................... ILLUMINATED
MSG ................................................................................... ILLUMINATED
SUSP .................................................................................. ILLUMINATED
4.2 Before Takeoff
System Messages and Annunciators ............................................ CONSIDERED

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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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 pointermay autoslew to the correct course when using GPS navigation. When using
VLOC navigation the course pointer will not autoslew and must be rotated to thecorrect 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 eachflight 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, procedureturns, 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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FAA APPROVED

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 theapproach 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?” .................................................... SELECTENT 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 thisinstallation.
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.

AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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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 themode 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. PERFORMANCENo change.
Section 6. WEIGHT AND BALANCE
See current weight and balance data.

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AFMS, Garmin GNS 4XXW GPS/SBAS System
FAA APPROVED

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 aflight 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 isdisplayed 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 andprovides 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 boththe GTN and GNS systems, the systems will automatically sync to the same leg.
If the GNS is interfaced with a GTN and the GTN Crossfill feature is enabled on
the GNS, then auto-switching 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 willreinitiate guidance to the holding waypoint and sequence into the hold uponcrossing 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 uponreaching the Missed Approach Point. The GNS will remain suspended uponreaching the Missed Approach Point and leg sequencing must be manually
resumed.

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7.3 Flight Stream 210
The Flight Stream 210 provides wireless communication of specific flight plan
information and GPS sensor data to a PED (Personal Electronic Device) fromthe GNS.
For details on the operation and features of the Flight Stream 210, please refer tothe GNS 400W/500W Series Optional Displays, P/N 190-00356-30 Rev J.
For additional details about the Garmin supported devices and apps for use with
the Flight Stream 210, please visit:
http://garmin.com/connext/supported_devices

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AFMS, Garmin GNS GPS/SBAS System