GPS ROUND-UP
By Keith Connes
Summary:
Best buy: Lowrance AirMap 100 ($599).
Best overall: Garmin GPS COLORMAP 295 ($1,449).
Handheld GPS receivers are the hottest-selling items in
today's
exciting avionics marketplace, and for good reason.
Handhelds
offer extremely accurate point-to-point GPS navigation
capability for a reasonable price, right out of the box and
without installation costs.
Being portable, handhelds can provide you with service in
more
than one aircraft--perfect for renter pilots--and can also
be
used in a boat, land vehicle, or on the hiking trail.
Your handheld will serve as backup navigation in the event
of an
aircraft electrical system failure, and could guide you on a
trek to civilization if you had a forced landing in a
desolate
area.
When comparing handheld GPS receivers to their panel-mounted
brethren, you might assume that the handhelds, because of
their
smaller size and lower price, are less sophisticated than
the
panel-mounts. Actually, the reverse is often true. For
example,
a number of handheld models offer advanced mapping features,
such as depictions of highways, cities, state boundaries,
bodies
of water, and obstructions that you won't find on most
panel-
mounts.
But each handheld model has its own set of bells and
whistles.
Sizes vary, too. So let me provide you with the major
features
and specifications of the current models (as of January
2000),
to help you select the one that best fits your needs. The
models
are grouped by manufacturer, in alphabetical order.
GARMIN
GPSMAP 195
Garmin makes several compact handhelds, but the GPSMAP 195
is
not one of them -- measuring 7.5" H x 3" W x 2.3" D and
weighing
in at 1.4 lb. The greater magnitude of the GPSMAP 195 pays
off
with a truly generous display that's 3.5" H x 2.25" W. On
that
display, you'll be able to view such cartographic details as
highways, railroad tracks, and bodies of water.
Unlike Garmin's other handhelds, which utilize a detachable
columnar antenna, the GPSMAP 195 has an internal antenna
plus a
remote patch antenna. Along with other current Garmin
models,
the 195 has been blessed with a hot 12-channel GPS engine, a
marked improvement over the single-channel design the
manufacturer previously used.
Power is provided by 6 AA alkaline batteries--which the
manufacturer states will operate the set for up to 10
hours--or
an optional NiCad pack. A cigarette lighter adapter is
standard
and an optional power/data cable can be used for hard-wiring
to
ship's power.
The Jeppesen Nav/Data database comes in your choice of three
coverage areas: the Americas, Atlantic International and
Pacific
International. Airport information includes lat/lon and
field
elevation, comm frequencies, runway information and
diagrams,
and fuel availability. Unfortunately, the VOR and NDB
information does not include the Morse code for the
identifiers;
this data is provided in competing models and is handy to
have.
The database is updateable via an optional PC interface
cable.
The 195 has memory for 250 user waypoints and storage for 20
routes of up to 29 legs each. A search function calls up the
nearest nine waypoints of each category, as well as the
closest
Center and FSS frequencies. Incidentally, route planning can
be
done on the map by moving the cursor from waypoint to
waypoint,
as well as by the usual method of creating a list of
waypoint
identifiers.
The nav pages are as follows:
The Position Page
On the top segment of the position page is a graphic
compass-
like track indicator. The next segment has space for any
four of
the following five data fields: track, groundspeed, distance
covered, GPS-derived altitude and DC voltage. The segment
below
that shows your present position in lat/lon. The bottom
segment
displays the time, local or Zulu.
The Map Page
In addition to displaying the usual waypoints, the GPSMAP
195
shows extra map details at the lower scales, including
geographic names (such as cities and prominent landmarks),
highways, railroad tracks, coastlines, lakes, rivers and
state
and national boundaries. The amount of detail decreases as
you
go to the higher scales. For example, at the maximum scale
of
3000 nm, you can see almost the entire US, plus Mexico and
the
southern part of Canada, but no details except the national
borders and the names of a few major bodies of water. An
advantage of using a large scale is that you can pan the
cursor
to any location you're interested in and then zoom in to a
lower
scale for greater detail. In all, there are 20 scales,
starting
at 0.1 nm. It should be noted that changing scales or
panning
beyond the boundaries of the screen is a somewhat tedious
process; it takes five or six seconds for the map to refresh
each time.
I found it fun to pan around the countryside at the 120-nm
scale, where you still get plenty of detail. The cursor can
be
moved in any direction and its lat/lon, bearing and distance
from your present position is displayed on the screen. This,
of
course, is a useful route planning aid. Place the cursor on
a
database waypoint, press the ENTER key and you'll get
information on that waypoint.
You can customize the map page to display from two to eight
data
fields, selecting from a 14-item menu that includes such
standard info as bearing, distance, etc., but also more
unique
selections, such as ETV (estimated time to VNAV) and GRT
(glide
ratio to target). You can also display a CDI and the
"compass"
described earlier. Or you can maximize the map size by not
having any data fields at all.
The HSI Page
The HSI page is, indeed, a very lifelike depiction of an
electronic Horizontal Situation Indicator. I call it a
pseudo-
HSI; for one thing, like the "compass" display, it provides
track rather than heading information. That's not a major
problem, but you should be very careful in the use of a
"VNAV
Indicator" bar that appears when the VNAV function is in
use.
This bar looks for all the world like the glideslope bar on
a
real HSI, but its input is based on GPS-derived altitude,
which
could be very different from your barometric altitude. So do
not
rely on it when close to the ground, or in conditions of
poor
visibility, and never for an instrument approach. Frankly, I
do
not like the idea of using GPS altitude for this purpose,
especially in view of the Department of Defense's Selective
Availability, which can induce unexpected altitude errors of
as
much as 500 feet. I wish Garmin would use mathematical
triangulation to compute VNAV advisories, as many other
manufacturers do.
Approach Waypoints
Here's another function I find questionable: The GPSMAP 195
allows
you to include in your active route the final course
segments of
IFR approaches. The user manual states that this is "for
backup
purposes only." Backup for what? If you're shooting an
approach,
it should be with certified equipment -- and if, say, your
IFR-
certified GPS set loses RAIM (Receiver Autonomous Integrity
Monitoring) and consequently flags, are you going to
continue the
approach with an uncertified handheld -- I hope not!
Other Functions
Other functions of the GPSMAP 195 include a flight simulator
and
E6B and weight-and-balance calculations. A track log creates
a
dotted record of your flight path and you can reverse that
path
automatically by means of a TracBack・function.
My Conclusions
For starters, the 12-channel sensor is a real powerhouse;
the
GPSMAP 195 acquires satellites right away. And, with the
unit
yoke-mounted in my Tiger, I flew extensively without using
the
remote antenna and always had 3D reception; in fact, as I
write
these words, the set is on my desk three feet from a window
and
still pulling in 3D. The large display is a pleasure to
behold,
especially with 38,000 pixels nestling in there for a well-
defined picture. The GPSMAP 195 is full-featured and classy
in
just about every respect. The only fault I find with it is
that
its operation is not very user-friendly, even by comparison
with
other complex models. The GPSMAP 195 is less straightforward
and
seems to require more keystrokes for many of its functions.
I
had to go back to the manual over and over again.
But if you want a major-size map with lots of topographical
detail in a set that is still hand-holdable despite its bulk
and
weight, and if you are not blown away by its premium price
(nearly
$1,000), I think you'll agree that the GPSMAP 195 is an
excellent
choice.
GPS III PILOT
The GPS III Pilot is a mini-version of the GPSMAP 195,
measuring
a scant 5" H x 2.32" W x 1.62" D. You can actually place
this
cute little set on its side atop the glareshield. Won't you
have
to twist your neck to see the display? No, simply press a
key
and "turn the display around" from the usual portrait format
(higher than wide) to landscape (wider than high). The
screen
size is 2.2" x 1.5".
Diminutive though it is, the GPS III Pilot has most of the
important features of its big brother, the GPSMAP 195,
including
the 12-channel engine, ground-mapping details, pseudo-HSI,
etc.
The major differences are as follows: The GPS III Pilot has
four
programmable data fields, vs the GPSMAP 195's eight; no
dedicated
waypoint key, thus not as agile in accessing waypoints; no
approach waypoints (good!); no NiCad pack option. Now here's
something that the GPS III Pilot has that its big brother
lacks: A
page that depicts a sort of CDI in the form of a two-lane
road.
Hmmm, might come in handy if you run out of fuel.
The street price is about $600, which includes a glareshield
mount. But for an apples-to-apples price comparison, bear in
mind
that on this model Garmin charges extra for accessories that
most
manufacturers (such as Lowrance), include as standard
equipment,
including a yoke mount, remote antenna cable, PC data cable
and
cigarette lighter adapter. Adding these accessories will add
over
$250 to the price of the unit, and that痴 not chicken feed.
My Conclusions
This is a cute little unit, and I do mean little. During my
evaluation flights, I set it atop my Tiger's glareshield
(not
mounted) and when I wanted a closer look I just grabbed it.
In the
landscape configuration, of course, the forward view is
pretty
limited, but it's usable. I like compact handhelds, but for
my
taste the GPS III Pilot is a tad too small. However, those
folks
who go for such things as the world's smallest camera, tape
recorder, etc., will just love it.
GPS 92
This is Garmin's budget handheld, sized midway between the
two
models described above. It measures 6.15" H x 2" W x 1.23" D
and
the display dimensions are 2.2" H x 1.5" W. The set weighs
10
ounces, including 4 AA batteries. A power cable is included
for
connection to an optional cigarette lighter adapter or for
hard-
wiring to your aircraft's avionics bus. The unit has the 12-
channel engine, but its display is rather barebones compared
to
the cartographic features you can view on the newer Garmin
models. The street price is about $500, but here again,
Garmin
charges extra for a yoke mount and cigarette lighter
adapter.
My Conclusions
The GPS 92 is a somewhat updated version of an older
stalwart,
the GPS 90. As for its budget price, add a few accessories
and
you'll find yourself paying more for the GPS 92 than for the
far-more-interesting Lowrance AirMap 100 I'll be describing
shortly. I see little of interest in the GPS 92, except for
those who are seeking a relatively low-priced unit that's
part
of the Garmin family.
GPS/COM 190
The GPS/COM 190, as its name indicates, is a GPS receiver
and
VHF transceiver combo unit, measuring 2.3" W x 7.1" H x 1.4"
D
and weighing 1.4 lb. The screen size is 1.5" W 2.2" H. The
nav
side functions like the GPS 92, except that its database is
somewhat more limited. For GPS reception, there is a
built-in
patch antenna as well as a remote patch antenna for
windshield
mounting; the comm side is served by the familiar rubber
ducky
antenna.
Power is supplied by a NiCad pack, with battery cycles
estimated
at 3.5 to 7 hours, depending on the number of comm
transmissions. An optional pack that holds alkaline
batteries is available as a spare. The set can be operated
comm-
only or nav-only, as well as comm and nav simultaneously.
Controls consist of a keypad with alphanumeric and function
keys, a rocker button with four arrows for entry of
information,
and knobs for the volume and squelch functions.
The Database
Database coverage includes a choice of the Americas,
Atlantic
International, or Pacific International. Waypoint categories
include airports, VORs, NDBs, and intersections. Airport
data
includes city, state, field elevation, types of fuels
available,
and runway information. A runway layout diagram is depicted
for
airports with recorded survey locations. All types of SUA
are
stored. The database is updatable by means of an optional
PC kit.
There is memory for 250 user waypoints and 20 routes of up
to 29
legs each. A search function calls up the nine nearest
waypoints
in each category.
The Nav Pages
A position page shows your lat/lon location and GPS-derived
altitude (which can differ considerably from the pressure
altitude you use for navigation). Your track is depicted by
a
compass-card type of graphic as well as a numeric readout.
Also
displayed are groundspeed, time, and a resettable trip
odometer.
Active and standby frequencies appear on every page.
Another alphanumeric page shows bearing, distance, track,
groundspeed, ETE, crosstrack error, time, VNAV altitude, and
a
CDI.
Then there's the moving map page. The map has scales ranging
from .2 nm to 320 nm plus auto zoom. There is a pan mode.
The
map can be configured to show waypoints of all categories
plus
the outlines of all classes of SUA. Range rings can be
activated
to help you estimate distances from your present position to
various waypoints. Most of these depictions can be removed
to
reduce clutter. You can use the arrow button to highlight
any
waypoint shown on the map and access information about it or
navigate directly to it. A window at the bottom of the map
shows
bearing, distance, track, and groundspeed.
Track histories can be stored and downloaded for later
review. A
TracBack・feature allows you to
retrace your flight path.
There
is also a flight simulator function.
The Comm Side
The GPSCOM 190 has three comm pages, all of which display
the
flip-flop active and standby frequencies in large type at
the
top. (Other pages show the active and standby frequencies in
smaller type at the bottom.)
The function page has command keys for scan, seek, recall,
and
write functions. The scan mode can be customized to scan the
nine nearest airport frequencies, all programmed memory
channels
(up to 50), the comm band, or the weather channels. The seek
mode is similar to the scan mode, only without a delay
function.
The write mode enables you to place the active frequency in
memory and the recall mode lets you place a stored frequency
into the standby window.
The frequency page provides a list of frequencies relating
to
the departure (or nearest) airport and destination airport
of
your active route. You can transfer a frequency into either
the
standby window or the memory bank.
The memory page provides access to the comm, scan, seek, and
memory setup pages so you can customize the set's functions.
The GPSCOM 190 includes ten weather frequencies; a tone is
sounded when a NOAA station transmits an alert signal. There
is
also an emergency frequency function; press and hold the GO
TO/NRST key and the 121.5 MHz emergency frequency will
become
the active frequency.
Transmitter output is 1.5W nominal. The street price of the
GPSCOM
190 is over $1,000.
My Conclusions
As a unit that combines both nav and comm capabilities in a
single box, the GPSCOM 190 may appeal to some pilots, but it
has
some negatives you should consider. Its price is about
double
that of a good handheld VOR/comm, so for that kind of money
you
could buy two handhelds: a VOR/comm plus a medium-priced GPS
stand-alone receiver with better mapping than you'll find in
the
GPSCOM 190. I'd say that's the better way to go if you plan
to
use the transceiver strictly as an emergency backup; it
could
rest in your flight bag while you're navigating with a
smaller,
lighter GPS receiver that has a more sophisticated map
display.
There are some good panel-mounted GPS/comms on the market,
including Garmin's excellent 400 series, but in my view the
GPSCOM 190 handheld is too bulky, too pricey, and too
primitive.
[AvShop note: we do not sell the GPS/COM 190 for the reasons
Keith mentions.]
GPSMAP 295
Garmin's latest handheld is the most expensive one on the
market,
but pilots are lining up to buy it! And the reason
is...color.
Color really brings the screen to life, and can really flag
your
attention - for example, when special use airspace is
depicted in
red. GPS handhelds with color displays have been available
in
non-aviation models, and now here's Garmin with the first
airborne version: the GPSMAP 295. In form, the GPSMAP 295
looks
like a GPS III Pilot but, being based on the Garmin
StreetPilot,
is somewhat larger, measuring 3.2"H x 6.8"W x 2.6"D (8.2 x
17.3 x
6.6cm). The screen size is approximately 1.75"H x 3.5"W (4.5
x
1.3cm) and, unlike the GPS III Pilot, displays in
landscape-mode
only. The set weighs a relatively hefty 1.4 lb. (.6 Kg),
including
the 6 AA batteries needed for portable power. A cigarette
light
adapter is also provided; if your plane doesn't have a
cigarette
lighter, I'd suggest making some other connection to ship's
power;
the color display really gobbles up batteries.
Although the GPSMAP 295 has virtually the same controls and
operates in many ways like the GPSMAP 195, it does have some
distinctive features of its own in addition to the color.
You can
display the map full-width or you can select a split-screen
view
that puts a pseudo-HSI on the right side. There's a choice
of day
and night modes; in the day mode the map is shown in full
color,
while in the night mode the background is black. Map scales
range
from as close in as 120 feet to as far out as 800 nm. For
land
use, some street names are shown at the smaller scales; more
detailed street-mapping is available on an optional CD-ROM.
In
fact, the set has a separate land mode, in which the
pseudo-HSI
changes to a pseudo-RMI.
Like its sophisticated brethren mentioned above, the GPSMAP
295
will display a number of cartographic details, such as
highways
and streets, cities, railroad tracks, and bodies of water.
You
can quickly de-clutter at various levels with each press of
the
Enter key.
My Conclusions
I don't know if Alan Greenspan is reading these words
(somehow, I
doubt it), but if the Chairman of the Federal Reserve needs
another indication that the economy is in good shape, he can
take
note that there is a strong demand for a handheld receiver
that
lists for $1449. Is the GPSMAP 295 worth all these bucks?
Well,
its major selling point is, of course, the color display.
And
despite the fact that most of us could stumble through the
air
viewing a drab ol' monochrome moving map, color makes a
dramatic
difference - and when it's combined with Garmin's other
smart
features, the result is a unit that has to be put at the top
of
the list. So if price is no object and you want the
snazziest GPS
handheld ever, it's no contest - the GPSMAP 295 wins hands
down.
Having said all that, I must add that the unit is somewhat
bulky
and heavy. Of course, so is the excellent 195, but the 295's
landscape display results in set that's nearly seven inches
wide,
and this can be cumbersome when it's yoke-mounted. It would
be
nice if Garmin were to allow the user to switch to a
portrait
orientation, as they have done with the Pilot III. In
addition,
the 295's propensity to gobble up batteries makes aircraft
manda-
tory, which means it's not for everyone.
LOWRANCE
AirMap 100
The AirMap 100 measures approximately 6.75" H x 2.12" W x
1.6" D
and tips the scale at 12.2 oz. Its screen dimensions are
2.12" H
x 1.44" W.
In addition to being more diminutive than the 300, the 100
has a
notably different antenna system. Instead of the traditional
Lowrance flip-up antenna that has to be removed for
positioning
on the aircraft's windshield or glareshield, the 100 has an
internal antenna plus a separate antenna for remote
placement.
This is a much more convenient arrangement.
The set has a 12-channel engine and is powered by four AA
alkaline batteries; an NiMH pack and charger are optional.
A worldwide surface background map shows excellent detail in
the
48 contiguous U.S. states. You can zoom out as wide as 2000
nm
and view a substantial portion of the US. This is handy for
panning from place to place, which you can do by using four
arrow keys to manipulate the cursor crosshairs. When you
zoom in
closer you'll see -- in addition to airports, navaids, and
all
types of SUA -- depictions of cities, interstate highways,
lakes
and rivers. The smaller the scale, the more items are shown,
and
you can scale down as low as 0.1 nm. The map also depicts
such
man-made obstructions as towers, buildings and cranes.
There are three map pages. The first shows the map without
any
alphanumeric data except the scale that has been selected.
The
second map page has boxes along the bottom that can show
three
different types of data. The factory setting displays
bearing,
track and distance; however, you can select other data
instead,
such as groundspeed, ETE, ETA, track, a CDI, etc. The third
page
is like the second, with three other data boxes of your
choice.
That's not all. You can create virtually any kind of screen
you
want by choosing from 10 window groupings. Included are
split
screens that display two independently-controlled maps, each
of
which can have its own location and scale. For example, you
can
elect to have two maps with different scales at your current
location, or one map at your present position and the other
at
your destination. Neat!
The set has memory for 750 user-defined waypoints and 1000
event
markers (an event marker is a temporary waypoint), plus 99
routes of up to 98 legs each, to a maximum of 1500
waypoints. A
search function calls up the 20 nearest waypoints in each
category.
The 100's land features base map is permanent. The aviation
database can be updated via a PC floppy disk (Lowrance plans
to offer updates via the Internet later in 2000), and system
software updates can be downloaded from the Lowrance Web
site
as they become available. Unlike other manufacturers,
Lowrance
includes a PC cable with the 100.
To make it easier to navigate approaches at your destination
airport, a runway extension function will draw a
five-mile-long
dotted line extending from the centerline of the runway you
select. (Don't rely on this as a homemade localizer in IFR
conditions; the AirMap 100, like all other handhelds, is a
VFR
set and does not have the position-reliability safeguards
that
are required of panel-mounted IFR GPS receivers.)
The AirMap 100 has two non-map navigation screens. One
consists
of a sort of electronic DG, except that it shows your track
rather than your heading. Also on the screen are six
programmable data boxes. As you approach your destination,
its
position is depicted by a circular icon. The other nav page
displays eight programmable data boxes.
The AirMap's VNAV function alerts you to the time when you
should begin your descent but does not provide continuous
altitude information for maintaining your glidepath. Other
functions include E6B calculations, track history, and a
flight
simulator.
An interesting accessory is a mapping CD-ROM that is useful
primarily for non-aviation purposes, such as driving,
boating,
etc. It contains, among other things, the names and
locations of
streets and roads in over 140,000 US cities; 30,000
national,
state and county parks; and 120,000 inland bodies of water
plus
coastal waters. For mariners, there are approximately 60,000
buoys, beacons and other navaids. If you load the CD-ROM
into
the AirMap 100, the data replaces the aviation database,
which
you can reload whenever you need it again. The CD-ROM is
priced
around $50.
Speaking of prices, the stree price of the AirMap 100 is
about
$600, with almost every possible accessories included at no
extra
cost.
My Conclusions
The AirMap 100 is a little powerhouse, packing the features
of
the AirMap 300-and more-into a handier size, and for $200
less.
Of course, the display is smaller than that of its big
brother --
mostly in the width -- but the resolution is very sharp and
the
screen is a pleasure to view. And the 100 nearly matches the
300
in the tremendous flexibility that allows you to put the
mapping
and nav data that you want where you want it. With its
AirMap 100,
Lowrance has weighed into the compact class with a big
hitter.
AirMap 300
This set comes in the more traditional Lowrance
configuration.
It has a two-part case with overall dimensions of 8" H x
3.6" W
x 1.8" D, but if the unit is connected to the aircraft's
power
you can slide off the battery pack and thus reduce the
height by
2.5". The display area is 2.25" square. The AirMap 300
operates
much like the smaller AirMap 100, but it can't utilize the
MapCreate CD-ROM. Street price is usually about $800.
My Conclusions
I've used the AirMap 300 for years and enjoy its many useful
features and nice display, but the sleeker, more compact
AirMap
100 has taken its place in my flight bag. It's a personal
choice, and some pilots will prefer the 300's slightly
larger
screen. Both are excellent units.
Magellan
GPS 315A
Magellan has brought out a handheld GPS receiver that's
priced
well below any other aviation unit on the market. The new
set is
called the 315A and it has a street price of about $300. You
might
ask, "If I buy this econo-handheld, am I giving up any
worthwhile
features?" The answer is, "Yes." So let's see what the unit
has
and what it doesn't have.
The most important difference between the 315A and all other
aviation models is that the aviation database is not
resident in
the unit. The 315A is basically a recreational unit that has
been given its wings by means of a worldwide Jeppesen
database
on a CD-ROM. To upload the data into the unit, you need a PC
that's capable of running Windows 95, 98, or NT, with at
least
60 MB of free hard drive space and 16 MB of RAM. (Mac users
need
not apply.) Also, of course, the computer must have an
available
serial port, which is not exactly a given. For example, my
PC
has a tape backup system and a number of other peripherals;
as a
result, I had to trash a perfectly good modem and buy a
fancier
one that would enable me to free up a COM port.
With the DataSend CD-ROM up and running, a map of the world
appears on your PC monitor. Zoom in and draw a rectangle
around
the geographical area you want to upload into the 315A. The
set
has memory for 19,820 waypoints, and you can choose up to 10
types: not only airports, navaids, and intersections, but
such
non-aviation categories as nautical navaids, campgrounds,
restaurants, etc.
More on the database in a bit. First, let's take an overall
look
at the 315A. The set is quite small, measuring approximately
6.25" H (including the fixed quadrifilar antenna) x 2" W x
1.3"
D. However, the display, at about 2.13" H x 1.5" W, is
nearly as
large as that of the heftier SkyStar PLUS, thanks to a more
concise keypad. The set operates on two AA batteries; a
combined
cigarette lighter and data cable is also supplied.
The 315A will remind you in many ways that it is a low-cost
recreational receiver, with aviation use added as an
afterthought. There is no provision for a remote antenna.
However, the set has a very powerful 12-channel sensor that
acquires quickly and in my Tiger maintains a choke hold on
signals as long as I'm not sitting on it. But still, you
have to
put it somewhere. In lieu of a yoke mount, Magellan offers
an
optional all-purpose vehicle mount with an articulated arm
and
three suction cups for placement on the windshield. This is
not
very graceful; the unit is either in your face or too far
off to
one side, take your choice. Better yet, contact a company
called
Autel that makes yoke mounts and will ship you one for
$53.30;
call 408-738-8204.
Power up the 315A and you'll get to a satellite status page
with
a battery life indicator. As soon as enough satellites are
acquired, the set will switch to a position page, showing
your
lat/lon, GPS elevation, time, date - and, if you're moving,
speed, course, and a track graphic. Seven additional pages
provide various types of numeric and graphical data. You may
ponder over such non-aviation labels as SOG (speed over the
ground), VMG (velocity made good, i.e., the speed at which
you're moving toward your destination) and MOB (not a
message
from the Mafia, it's man overboard, a function you use to
create
a route to your last computed position). One of the pages
you
may wish to delete depicts a sort of CDI in the form of a
two-
lane road, although it might come in handy if you run out of
fuel. Then there's a speedometer page, complete with
odometer
and trip indicator.
Somewhere in all of this is what the manual calls a plot
screen
and what you and I will call a moving map display - this
despite
the manual's illustration showing such waypoints as fishing
locations, buoys, and, ah yes, there's our destination, the
dock.
But that's all right, we've uploaded the aviation database
and
it understands about airports, VORs, NDBs, and
intersections.
The airport information is rather limited: There are three
separate airport categories, each providing a few snippets
of
information. The "Airport Comm" category shows two
frequencies -
tower or unicom and ATIS or AWOS - along with lat/lon and
field
elevation. The "Airport ID" and "Airport Name" categories
do
not
include comm frequencies. You can load names of cities of
various sizes for map display, but at most scales they will
add
too much clutter. (There are 15 scales, ranging from 0.1 to
200
nm.)
The set has memory for 500 user waypoints, which can be
defined
by lat/lon, present position, or a bearing and distance from
another waypoint. A message, such as a name or description,
can
be placed in each user waypoint's information page. Twenty
routes of up to 30 legs each can be stored.
Other features include track history, map panning, and
customization of some of the nav pages to display such data
as
ETE, ETA, crosstrack error, and GPS altitude. The 315A will
tell
you the times of sunrise, sunset, moonrise, and moonset for
any
location and any date. Also, for you sportspeople, the times
you'll enjoy "excellent" and "good" fishing and hunting. I
hope
that information is more dependable than what's provided in
the
database's restaurant category. I tried for a nearby
restaurant
and was offered a McDonalds and a Denny's 60 miles away.
Sixty
miles? There's a McDonalds a half-mile from me, but anyway,
I
had been hoping for a more robust dining experience here in
Santa Barbara, California.
My Conclusions
I like the small size of the 315A, especially combined with
the
very adequate size and good resolution of its display. The
user
interface gets good marks overall, but the manual could be
more
helpful. At its $300 price, the set's price seems right, but
there's a consideration. This is a recreational GPS handheld
of
the type that's normally priced in the $200 range, but made
more
expensive by the addition of a very barebones aviation
database
(for which a capable PC is needed). So you pay less than you
would for any other general aviation model, but you also get
less. What bothers me most is the lack of special use
airspace
and the skimpiness of comm frequencies, requiring me to
refer to
charts and directories for information that's readily
accessible
in other units.
But for those who are willing to accept shortcomings of this
nature in exchange for a saving of a couple of hundred
dollars,
the 315A should be satisfactory.
AvMap EKP
(formerly Magellan EC-20X)
To refer to the AvMap ELP as a handheld would be stretching
a point (not to mention your hand); its dimensions are 6" W
x
9.4" H x 1.5" D and it weighs 2 lb, 2 oz. Its very sizable
display measures 4.5" W x 6" H. The set has a concave back
and
is designed to rest on your leg, kneeboard-style.
The EKP has a 10-channel engine. It is designed to run on
aircraft power and comes with a cigarette lighter adapter.
The
EKP has two slots that accommodate cartridges by C-MAP/
Aviation (an independent supplier), which contains mapping
and
Jeppesen database information. Coverage is available for the
Americas, Europe/Africa, and Asia/Australia and includes
cities,
highways, and major lakes and rivers. The Americas database
also
displays vertical obstructions, such as towers, buildings,
power
lines, and other navigation hazards. Airport information
includes frequencies, fuel, pattern altitude, and runway
information with diagrams. Also in the database is the AOPA
Airport Directory information.
The controls consist of twelve keys, including four arrows
for
cursor movement. There are two map screens: the cursor mode
and
the position mode. In the cursor mode, the active waypoint's
bearing, distance, and ETE are displayed at the top of the
screen and the cursor's lat/lon position is at the bottom.
The
cursor can be used to create waypoints and routes. When the
cursor is placed on a waypoint, complete information about
that
waypoint appears in the upper left corner of the screen. In
the
position mode, the top of the screen shows the active
waypoint's
frequency information, ETE, ETA, time, bearing, distance,
groundspeed, and a CDI. The aircraft's lat/lon position is
displayed at the bottom. There is also a full-screen
simulated
HSI.
The set has memory for 100 user waypoints, which can be
defined
in one of three ways: by placing the map cursor at the
desired
position, by lat/lon, or by present position. Routes can be
created by positioning the cursor on the map or by entering
waypoint identifiers on a route plan list. Ten route plans
of up
to 20 legs each can be stored. A search function calls up
the
ten nearest waypoints in each category. Other EKP features
include track history, a flight simulator, and E6B
computations.
The EKP has a street price of about $1,000.
My Conclusions
The main reason to choose the AvMap EKP (in fact, the only
reason,
in my opinion) is the large size and very good resolution of
its
screen -- which comes at the price of having the device
sitting
on your leg. I have some concern about that downward
location,
since it diverts one's gaze a significant angle away from
the
traffic and instrument scan. Another problem I have with the
set
is that it does not offer self-contained battery power for
emergency backup in the event of an electrical system
failure.
An external lead acid battery is available as an option, but
it
is heavy and cumbersome.
In sum, I view the EKP as a specialized unit for those
pilots
who want a screen that's larger than those provided by
handhelds
and are happy with the kneeboard configuration.
FINAL CONCLUSIONS
You really can't go wrong choosing any of the above models.
They'll all do a good job of getting you where you want to
go,
and providing a wealth of data in the process. Your decision
will probably be based on the features you like and the size
you
prefer - and of course, there's the consideration of how
much
you're willing to spend.
With the exception of the just-released GPS 295, I have
flown
extensively with all of the models described above. Of the
larger handhelds, I like Garmin's GPSMAP 195 for its sizable
screen and very good mapping features. Lowrance's AirMap 300
has
a slightly smaller screen but some unique features,
including
split-screen capability and an endless amount of
customization.
I just don't care for the unit's overall appearance. If you
want
a set you can slip in your shirt pocket, Garmin's GPS III
Pilot
is the way to go; despite its mini-size, the display is
quite
readable. The best buy is Lowrance's AirMap 100. At a very
reasonable price, it provides the outstanding display
features
of its big brother 300, in a handsome case that's just the
right
size.
What about Magellan? In all the years I've been writing
about
GPS receivers, I've never been able to put this company in
the
same class as its competitors. Certainly Magellan makes
interesting, capable products - and their current models are
light years ahead of their previous ones - but inevitably
there
are features that have been left out and should have been
included. The avionics business is in a constant state of
one-
upmanship and every so often Magellan does some one-upping
of
their own, but while they're getting one foot ahead, they're
shooting themselves in the other foot. I don't suggest that
you
exclude Magellan from your consideration; just gives their
products extra-careful scrutiny to make sure that they
include
the features that are important to you.
Well, that's it for now. Keep watching this space. We'll
provide updates as they become available.
---Keith Connes
----------------------------------------------------------------
Conclusions from the AvShop Pilot Team:
There you have it...from the expert. Any of the units Keith
mentions will get you from Point A to Point B with
incredible
accuracy, so which unit is right for you is simply a matter
of
features and price. If you can afford it, step up to the
plate
and get a Garmin GPS COLORMAP 295...you won稚 regret it. But
the mid-priced units (Lowrance Airmap 100 and GPS III Pilot)
provide the best overall value because they do everything
the
more expensive units do, just in smaller packages. (Like
Keith,
we think the Lowrance Airmap 100 is the overall "best buy.")
Frankly, we really can稚 recommend the
under-$500 models
unless you absolutely, positively can稚 afford $200-$300
more
for an Airmap 100: you値l have to give
up too much map
detail,
too many features, and too much flexibility.
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