The next essential capability to use in the Garmin 530 is the "procedure" function. The name describes what you get-any IFR terminal procedure associated with the airport you are departing from or that is shown as the destination in your flight plan. A press of the procedure key displays a menu of SIDs, STARs and approaches. If you press procedure before departure, the procedures are for the departure airport. Once out of the departure terminal area, the procedure key shows what's available at the destination airport.
Using the procedure function is as simple as operating a cash machine. Read the menu and select what you want to fly. When you select an approach, for example, the 530 will show you a diagram of the procedure. It will ask if you want to fly the full procedure or will be vectored. It will then ask if you want to load the procedure and all of the necessary fixes that define the procedure into the flight plan. What could be easier? However, some pilots waste time or get tripped up by the reminder that if you are flying an ILS or localizer approach you must use the raw data signals for the final segment of the approach. Just mumble thanks to the lawyers and press the enter key when you see this notice because the 530 will take care of that situation automatically.
Your selection of the approach to fly based on the ATIS or controller allows you to load the procedure into the flight plan in advance. When the controller gives you the first vector for the approach or clears you to the first fix in a full approach procedure, you press the procedure key again. This time the 530 asks if you want to activate the approach, and the answer is "yes." If you are flying an ILS or localizer approach, or if there is underlying VOR guidance for the approach, the frequency will automatically be called up in the VOR/ILS preselect window of the 530. A press of the transfer button flip-flops the frequency and tunes the 530 to the ILS or VOR, and you're ready for the approach. The navigation guidance will still be coming from the 530's GPS receiver, but you are set to complete the approach no matter what signal is required.
I fly many more ILS approaches than any kind of non-precision approach. And-except for the annual recurrent training sessions-almost all approaches are radar vectored. On an ILS with a 530 the localizer is drawn in magenta on the map page, the inbound localizer course is shown as the desired track and the distance is to the final approach fix, which is automatically entered when you activate vectors to final. It's easy to see the controller's plan reference the localizer line on the map as I'm vectored to intercept. A late turn onto final isn't much of a problem because I see it coming well in advance.
As you intercept the localizer and near the final approach fix, the 530 automatically shifts to raw data signals on your HSI or nav indicator. The magenta line on the moving map is still being calculated by the GPS receiver. If you want to see the raw data from the ILS earlier, push the CDI button to change from GPS to VOR/LOC on your indicator. I have both a Garmin 530 and 430 in my Baron, and I sometimes switch one of the navigators back to GPS while flying an ILS so I can compare the guidance from the actual ILS signal with that from the GPS. They always agree perfectly, but the GPS guidance is rock steady while the localizer moves around a lot. Of course, the navigator showing GPS guidance can't show the glideslope, but I think you'll be surprised to see how hard we work to keep a localizer needle centered when it is the signal that gyrates much more than our flying.