GNS-430W  

Garmin - WAAS GPS/Nav/Comm
Part Number :
Garmin Logo

GNS-430W
FEATURES
  • Click Here to view a detailed comparison of the discontinued GNS-430W vs the GTN-650 
  • Announced as discontinued from the manufacturer as of October 31, 2011, expected to no longer be available by mid 2012
  • Complies with WAAS TSO C146a
  • Advisory Terrain Upgrade Available
  • Terrain database for terrain awareness is standard
  • WAAS GPS receiver allows for primary naviagation and vertical guidance for LPV, L/VNAV, and LNAV+V approaches
  • Combines 10 watt VHF communications transceiver, VHF navigation and UHF glideslope receivers, 12-channel GPS receiver with color moving map
  • 760 channel VHF comm with 25khz spacing; software configurable for 2280 channels (8.33 kHz spacing) for Europe
  • Provides both course deviation and optional roll steering outputs to aircraft flight guidance systems which will enable ARINC 424 lateral guidance procedures including IFR arrivals, departures and approaches
  • Automatically will nominate appropriate VOR and localizer frequencies for VHF navaid
  • Sends correct ATIS, approach, clearance, tower or ground control frequency to the comm radio at the touch of a button
  • 16-color, active-matrix LCD measuring approximately 2" high and 3" wide with a resolution of 128 by 240 pixels
  • Cartographic database displays geopolitical boundaries, federal interstate highways, state routes, major local thoroughfares, plus railroads, rivers, coastlines and lakes
  • Can be interfaced to main indicators such as KI-202/203/204/206/208/208A/209/209A as well as KPI-552/553A (see interconnect diagram)
  • Can be interface to Bendix/King RMI units such as KI-229 and KNI-582
  • Can tune most panel mount DME and remote mount DME units
  • Interaces to ARINC 429 EFIS systems such as Sandel SN3308 and Bendix/King EFIS 40 & 50 RS-232 and RS-422 serial ports for interfacing
  • ARINC 429 digital output (GAMA standard) for left/right analog course deviation, ng, encoded or greycode altitude, and basic fuel flow sensor links
  • Fuel Flow page configurable to allow for simultaneous display of left and right engine fuel flows
  • ARINC 429 digital output compatible with some autopilots which can accept ARINC 429 roll-steering information
  • ARINC 429 output data can be used with digital to analog adapter such as Allied Signal KA-90 to produce roll-steering signal used by autopilots systems requiring analog signal
  • Accepts RS-232 fuel flow data from external sources
  • 28 Volt or 14 Volt operation
  • TSO'd
  • Interfaces to BF Goodrich WX-500 Weather Mapping Sensor and Skywatch Traffic Advisory System for combined moving map display with nav data and weather/traffic information
  • Interfaces to Ryan 9900B / 9900BX TCAD and Goodrich Skywatch to display traffic information
  • XM WX satellite weather service via GDL 69
**Click Here to download the GNS-430 Quick Reference Guide **Click Here to download the GNS-430 Pilots Guide

 

SPECIFICATIONS
Coverage: Americas or International Airports : Identifier, city/state, country, facility name, lat/long elevation, fuel service, control, approach information
VORs: Identifier, city/state, country, facility name, lat/long, frequency, co-located DME/TACAN, magnetic variation, weather broadcast NDBs: Identifer, city/state, country, facility name, lat/long, frequency, weather broadcast
Intersections: Identifier, country, lat/long, nearest VOR Frequencies: Approach, arrival, control area, departure, Class B, Class C, TMA, TRSA-with sector, altitude and text usage info, also, ASOS, ATIS, AWOS, center, clearance delivery, ground, pre-taxi, tower, unicom, localizer and ILS
Runways: Designation, length, width, surface, lighting, pilot-controlled lighting freq. FSS: Identifier, reference VOR, freq. usage
ARTCC: Identifier, freq. usage MSA: Minimum safe altitude along and in proximity to active flight plan
Approaches: Non-precision and precision approaches throughtout the database coverage SIDs/STARs: Contains all pilot-nav SIDs and STARs
Waypoints: 1000 user-defined Flight Plans: 20 reversible; up to 31 waypoints each
Emergency Search: 9 nearest airports, VOR's, NDB's, intersections, or user waypoints; 2 nearest FSS with frequncies; 2 nearest ARTCC frequencies Alarms: Arrival and CDI, timers, SUAs less than 10 min, 2NM and insude SUA
Receiver: PhaseTrac12, 12 parallel channel receiver, simultaneously tracks and uses up to 12 satellites Acquisition Time: 12 seconds (warm), 45 seconds (cold)
Update Rate: 1/second, continuous Accuracy: 15 meters (49 feet) RMS, 1.5 meters with differential corrections
Nav Features: Pilot-defined Course Selection and Waypoint Hold, Closest Point of Approach, Departure and Arrival Frequencies, Approach Navigation using published approach procedures stored on NavData card, Terminal Navigation using SIDs/STARs from NavData card Planning Features: True Airspeed, Density Altitude, Winds Aloft, RAIM Availability, Sunrise/Sunset Times, Trip and Fuel Planning, Vertical Navigation (VNAV)
Interfaces: ARINC 429, Aviation RS-232, CDI/HSI, RMI (digital: clock/data), Superflag Out, altitude (serial: Icarus, Shadin-Rosetta, encoded Gillham/Greycode), fuel sensor, fuel/air data Map Datums: 124 predefined, 1 user defined
VOR Freq. Range: 108.00 MHz to 117.95 MHz VOR/LOC Composite 0.50Vrms/0.35Vrms
CDI Output: +-150mV Full Scale Centering Accuracy: +-2.0 deg.
Flag Sensitivity: -103.5 dBm DME Channeling: 2x5 available
Audio Sensitivity: -103.5 dBm for 6 dB S/N with 1 kHz 30% mod. VOR Audio Output: -103.5 mW minimum into 500 ohm load; external amplifier required
GS Freq. Range: 329.15 MHz to 335.00 MHz GS CDI Output: +-150mV Full Scale
LOC Freq. Range: 108.10 MHz to 111.95 MHz LOC CDI Output: +-150mV Full Scale
LOC Accuracy: 4.5mV LOC Flag Sens.: -103.5 dBm
Size: 6.25"W x 2.65H x 11.0"L Weight: 6.6 lbs.
Display: Color LCD Power: 14/28 VDC
Certification: GPS: TSO C129a, Class A1 (en route, terminal, and approach) VOR: TSO C40c LOC: TSO C36c GS: TSO C34e VHF COM: TSO C37d, Class 4 and 6 (transmit) and TSO C38d, Class C and E (receiver) VHF Frequency Range: 118.000 MHz to 136.976 MHz
Comm Transmit Power: 10 watts min. Comm Modulation: 70%
Receiver Sensitivity: 2.0 microvolts for 6dB S/N with 1 kHz 30% mod. Comm Channels: 760 (25 Khz spacing); configuration for 2280 channels (8.33 kHz spacing) also provided
Frequency Display: Upper left corner of active matrix LCD, 2-lines with active freq. above standby Squelch Sensitivity: 2.0 microvolts typical
Audio Output: 100mW min. into a 500 ohm load; external amp required Temperature: -20 to +55C operating
Humidity: 95% non-condensing Altitude Range: -1500 ft. to 50000 ft.
Part Number GPS Nav/Comm Description:
011-01060-00 Black
011-01060-10 Gray
011-01060-40 Black, an Upgrade of the non-WAAS unit
011-01060-45 Black, 28 VDC Upgrade Unit
011-01060-50 Gray, an Upgrade of the non-WAAS unit

 

010-L0412-00
- WAAS GPS/Nav/Comm (Loaner)
Price Condition Delivery
CALL OR RFQ CALL OR RFQ CALL OR RFQ

SEA Repair Capabilities: No

011-01060-00
- WAAS GPS/Nav/Comm (orig prod)

NSN: 5826-01-563-3017

Price Condition Delivery
$8,950.00 SV OUTRIGHT CALL OR RFQ
$1,295.00 SV EXCHANGE CALL OR RFQ

SEA Repair Capabilities: Yes

011-01060-40
- WAAS GPS/Nav/Comm (Black, Upg unit)

NSN: 5826-01-648-1292

Price Condition Delivery
$1,295.00 SV EXCHANGE CALL OR RFQ
$8,950.00 SV OUTRIGHT CALL OR RFQ

SEA Repair Capabilities: Yes

Click on a question below to see the answer. If you have a question about this model that is not answered below, please contact questions@seaerospace.com

As a dealer for an Original Equipment Manufacturer (OEM), it is required to commit to a dealership agreement. Garmin's dealer agreement states that certain TSO'd products must be installed by the dealer for the factory warranty to be valid. There are generally 2 reasons for this policy. First, the OEM wants to minimize their liability risk by assuring their equipment is installed by factory trained and knowledgeable technicians. Second, Garmin wishes to maintain their products integrity by making sure the product is installed and operating properly so the customer is satisfied with the performance. Avionics installations and interfacing can sometimes be very complex. It is very important that pilots, aircraft owners and operators ensure installations are performed by skilled, experienced technical personnel to provide the safest flying environment and experience.
The 400/500W units with WAAS capability offer many new features and enhancements over the classic models. Some enhancements include WAAS enable GPS antenna, receiver, and software. The 400W/500W series units comply with WAAS TSO C146a and include hardware upgrades with a faster micro-processor. A terrain database for terrain awareness is included a standard feature. Most importantly, the WAAS GPS receiver allows pilots to use the GNS-400W/500W units for primary navigation and vertical guidance for LPV, L/VNAV, and LNAV+V approaches.

For a complete summary of the feature changes and enhancements, click Here.
In short, WAAS approach-capable GPS units provide lateral and vertical guidance to many airports that have never had a precision approach. As of Feb. 2007, there are 640 GPS-based LPV approaches with minimums as low as 200 feet and 1/2 mile visibility. There are also over 1000 LNAV/VNAV approaches that provide vertical guidance with WAAS capable GPS units. There are also 1000s of other approaches with advisory vertical guidance. More and more approaches are being added each month.
Yes, some are noticeable and some are minor. The WAAS upgrade to the GNS-400/500 series units WAAS upgrade includes a faster 5Htz update rate on the GPS signal. Therefore, the GPS receiver in the unit is extracting GPS information 5 times per second instead of 1 time per second as with original units.

If the terrain advisory feature is installed on the 400/500 series unit, then the terrain information will have a higher resolution.

When the GDL69 datalink is interfaced to the WAAS upgraded units, the weather will cover the entire USA instead of just 250 miles. METARS are included in the waypoint section making it easier to see weather information for a particular destination. Installations using the GDL69A with music will now be able to view the title and artist name on the GNS display.

Lastly, the WAAS upgrade provides the ability to fly curved flight paths with a roll steering autopilot for pilots who wish to utilize DME arcs or full approaches.

The WAAS upgrade for the GNS-400/500 series units is not a 'plug and play' upgrade. There are several installation, certification, and operational subjects that must be adhered to before a proper WAAS upgrade can be completed.

For aircraft with dual GNS-400/500 series units, both units must be upgraded for the crossfill function to operate. A WAAS upgraded 400/500 series unit will not crossfill to a non-WAAS 400/500 series unit.

One subject that many people upgrading to WAAS may overlook involves the GPS navigators distance from the pilot's primary field of view. The original GNS-400/500 series installation guidelines only provided general suggested guidelines for the distance of the unit from the pilot's primary view. Page 2- of the WAAS GNS-400/500 installation instructions is very specific in regards to the suggested guidelines for this distance. The left edge of the GNS unit should be no more than 11.8 inches from the centerline of the pilot's field of view. The 500 series units allow 12.1 inches. Vertically, the top of the GNS unit cannot be lower than the bottom edge of the primary flight instruments. If these measurements are exceeded then an additional annunciator may need to be installed near the pilot's primary field of view.

There are several wiring changes that need to be made to make the Bendix King KAP-140 / KFC-225 autopilots and original Sandel SN3308 EHSI completely compatible with the WAAS upgraded units. Certain features regarding proper navigation deviation will not function properly unless wiring changes are made in the aircraft. In addition, aircraft with more recent glass cockpit technology (e.g. EX5000 and G1000) have not been completely addressed for the WAAS upgrades.

In order to ensure that you receive the most accurate and realistic quotation for this WAAS upgrade, we strongly suggest that you contact our Installation Department for further assistance.

Yes, but please note the following considerations.

For the S-Tec System 20 or 40, these systems are roll axis only. However, if equipped with a GPSS converter, these systems will follow the lateral steering commands from the GPS for a WAAS approach. Vertical guidance is pilot controlled.

For the S-Tec System 30 or 50, these systems are roll axis and altitude hold only. However, with a GPSS converter, these systems will follow the lateral steering commands from the GPS for a WAAS approach. Vertical guidance is pilot controlled.

For the Systems 55, 55X, 60-2, 60PSS, or 65, these systems will track the lateral deviation from the GPS navigator in the Approach (APR) mode and the vertical deviation in the Glideslope (GS) mode. If you are using a 55X or other autopilot systems equipped with a GPSS converter, they will not couple to a WAAS approach in GPSS mode. To follow both the vertical and horizontal deviations of a WAAS approach, the autopilot must be in Approach (APR) mode and Glideslope (GS) mode. The 60PSS system is pitch axis only and will follow the vertical deviation in Glideslope (GS) mode.
Under certain conditions, the Garmin 400W/500W series units will not provide serial heading information to the L3 WX-500 Stormscope. Even if the WX-500 unit is wired for synchro heading, there may be issues with the WX-500, GDL-69 datalink, and crossfill between two Garmin units. Also, some issues have been encountered with the COM flip/flop key not switching between the active and standby frequencies. As of 8/20/07, Garmin plans to resolve these issue with the next software release. The software upgrade should be able to be completed at your local Garmin authorized facility.
At this time, the Garmin 400W/500W series WAAS units are approved for interface to the following EFIS systems:

Honeywell EFIS 40/50 with the SG 465 symbol generator with the following limitation: No vertical guidance is provided for GPS approaches.

Sandel SN3308 with the following limitation: GPS lateral and vertical guidance is provided using the analog interface.

Sandel SN3500 with the following limitation: Vertical guidance is provided for GPS approaches.

This is specified in the latest Garmin 400W series installation manual P/N 190-00356-02 Rev. C, dated April 2007.

For handheld GPS receivers, database updates can be ordered and downloaded directly through Garmin's Internet site.

For panel mount GPS receivers, all database cards and computer downloads (if applicable) must be ordered through Jeppesen. Contact Jeppesen at www.jeppesen.com for more information.

A normal Annunciator Control Unit (ACU) includes a control and relay assembly. The control portion includes lighted annunciations (words) as well as a switch assembly to activate a relay. The relay assembly provides the electrical transfer of information between a conventional nav (VOR/ILS/GS) and GPS to one Course Deviation Indicator (CDI).

The ACU units can be complete with control and relay built into one assembly or they can be separated depending on the part number. Some GPS systems and CDIs include internal relays. Therefore, only a control with switch is required. In this case, you would only purchase the Control Head. Some installations use different custom sizes and styles of annunciator switches. Therefore, in this case, only a remote relay is purchased without a control assembly.


In addition to variations in switches, relays, and sizes, ACUs are engineered to be compatible with specific GPS systems by different manufacturers. Variations in power input and bezel orientation are available as well.
Yes, the Garmin GNS400/500 systems meet RNP5 airspace (BRNAV) requirements of AC 90-96 and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2 Revision 1, provided it is receiving usable navigation information from the GPS receiver.
For IFR GPS approach certification, GPS status annunciations are required to be in the pilot's field of view. These annunciations (or lights) indicate active switches such as the NAV/GPS and OBS (if applicable) modes. Other annunciations or alerts might include the following:

TERM - light that will signal pilot when operating within 30 miles of departure or arrival airport (i.e. Terminal area)
APR - light that signals pilot when the GPS is engaged in Approach mode
MSG - light that signals pilot that the GPS has generated a Message alert that should be viewed on the GPS
WPT - light that signals pilot that the GPS has generated a Waypoint alert that should be viewed on the GPS
INTG - light that will signal pilot when the GPS receiver detects a position error or is unable to calculate the Integrity of the position

Some annunciator units and annunciator control units or ACUs have a variety a these switches and annunciators depending on the GPS system to be interfaced with or the aircraft installation. However, there are certain annunciations such as MSG and WPT that are standard for all annunciators required.

The Garmin GNS400/500 series units require setup and configuration before proper function and use. The system does not utilize a configuration module to allow easy removal and replacement of units while retaining the programmed configuration information. Therefore, if you are exchanging units in an aircraft, then you must have record of the configuration parameters to reprogram into the replacement unit.
No. Previous Garmin GPS receivers such as the GPS-155 and GPS-155XL included navigation guidance for search-and-rescue (SAR) operations. This allowed users to navigate in a ladder pattern to maximize coverage in an area by referencing 2 anchor waypoints. You could then enter a leg increment value or distance between the legs of the waypoint.

The GNS430/430W does not include this SAR function.
To utilize all of the functions of the GNS-430/430W/530/530W unit, the following items are required:
  • GPS antenna (usually included when system is purchased)
  • External CDI* for VOR/ILS navigation and glideslope information; required for IFR certification as well
  • Nav antenna* for VHF Nav functions
  • COMM antenna* for COMM functions
*These marked items are not included with the standard GNS system. Existing aircraft units may be interfaced however the GNS installation manual should be referenced for complete compatibility information.

As with all avionics installations, other general materials are required for installation but not supplied with the standard system. These materials could include but are not limited to wire, mounting screws, circuit breakers, tie wraps, ring terminals, coaxial cable, hand crimping tools, and crimp positioner/insertion/extraction tools.
The GNS-430/530 series units can accept information from any traffic advisory system with ARINC 429 transmit formats.
There is some confusion in the avionics industry relating to the various terms used for terrain awareness, terrain advisory, and terrain alerting systems. Not all terrain systems are certified to Class A or B TAWS standards specified in FAA TSO C147b. If a terrain system is certified and approved to FAA TAWS standards, then the manufacturer will specifically use the term "TAWS" and/or "Class A/B TAWS". In most if not all cases, the term "terrain advisory" should not be understood to indicate "TAWS" or imply the product meets TSO C147b.

See this PDF document for a detailed listing of currently available IFR GPS systems and a brief comparison.

Newly Overhauled parts obtained from Garmin are designated with an N in their part number. This usually follows the 010- in the part number. As with most Garmin 010 part numbers, the N part numbers are for ordering purposes only and do not actually appear on the dataplate of the unit.

The GTN 650 is a replacement for the GNS-430W. You can compare the two units here

No, Garmin does not offer an upgrade to incorporate the 16 watt comm. (i.e. "A" version) into the GNS-430/530 and GNS-430W/530W units.

An altimeter does not measure altitude on the Garmin GPS device. The altimeter in the aircraft measures air pressure. The altimeter is calibrated to display a certain change in altitude based on a change in air pressure. For every inch of mercury pressure change, the altimeter displays a change of approx. 1000 ft. of altitude. The GPS does not use air pressure to determine altitude and is not subject to the pressure errors in determining altitude. Therefore, the GPS derived altitude is almost always more accurate than an altimeter. Since everyone uses a pressure-based system to determine altitude, it is integral to utilize a pressure sensitive altimeter to ensure required vertical separation.

The WAAS systems have the same capabilities as the 400/500 systems plus more. With the WAAS signal being acquired, the GPS can give vertical guidance to a runway similar to an ILS glide slope indication. The WAAS units have added display capability when connected to our GDL-69/A XM Satellite weather/radio receiver. They also have additional ARINC 424 leg types to guide a compatible autopilot through procedure turns and published holds.

The KLN-94 is not a WAAS GPS, nor is it upgradeable to one. We recommend the KT-74, but if you decide to upgrade to a GPS400W or GNS430W, then you would want to go with a GTX-330.