Non-precision approaches are handled the same as an ILS. Press procedure, make the selection, it loads in the flight plan and you're ready. The nav picture looks the same as the ILS even though the procedure may be named VOR or NDB. If it is a VOR approach, the 530 calls up the VOR frequency, but most of the time there will be no need to actually use the VOR signal. The 530 knows which VOR approaches-and it is nearly all-are approved "overlay" approaches where GPS guidance is a certified alternative to the raw VOR guidance. And GPS is one heck of a lot easier to fly with its constant rectilinear course guidance. Even if you choose to look at VOR guidance on your nav indicator, the 530 will show the moving map and distances to each fix in the approach based on GPS. And when you fly an NDB approach with a 530 you don't even need to have an ADF receiver in the airplane. Good riddance to that 1940s technology.
Once you have become comfortable with the flight plan and the procedure functions-with the rare use of the OBS function-everything else about using the 530 becomes one of personal preference. Dick Collins has described how he uses many of the features of the 530, and you won't be surprised that we don't fully agree. I have the basic map page in my 530 set up to show distance to go, desired track, track and groundspeed. Desired track is the path over the ground that you have told the 530 you want to fly. It is the course you set in the HSI or nav indicator. It is also the airway or approach course that is part of your clearance. I think it's important. Track is the path you are actually flying over the ground. When desired track and track are the same, you are on course.
With the fix I'm flying to at the top, distance to the fix, the desired track to take me there, the track I am flying to tell me if I'm on course and groundspeed, I have all of the essential nav information at a glance. A switch to the first 530 nav page brings up a compass arc, all of the info above, plus bearing. Bearing is simply the direction to the fix. Bearing points like an ADF and says "the fix is thataway," which can be useful, particularly when being radar vectored.
The ideal is to have two Garmins so that you can see so much information at once but only have to enter flight plans, direct to commands, or any other navigation directives once in either unit while the crossfill link keeps them working together. The 530's display is about twice the size of the 430's. The 530 uses a different technology flat-panel display that has better resolution than the 430. Some pilots find this display quality difference quite noticeable, but I don't. The controls, functions and operation of the 530 and 430 are essentially identical, particularly when using the flight plan and procedure functions, so there is no need to change your thinking or actions no matter which box you reach for to enter new commands.
The Garmin GNS navigators can greatly simplify your flying if you take a methodical approach to their operation. Get comfortable with the flight plan page, understand the rare occasion for use of the OBS mode and know what the procedure key does, and the equipment fits perfectly and logically into the IFR system. After that you can push the buttons and twist the knobs and slowly uncover the almost limitless amount of information Garmin has built into these boxes. But don't try to fully understand it all at once.
When you go out to practice IFR procedures on a sunny day, don't take shortcuts, because the 530 and 430 are designed for use in the real IFR world. For example, if you turn inside the final approach fix-something a controller will never vector you for-the navigator won't sequence correctly and you'll be confused. The Garmin navigators know how the IFR system functions and fit perfectly into that routine. If you, too, understand IFR flying, the 530 and 430 will be as close to intuitive as any sophisticated flight management system can ever be.