Garmin GPS 155XL and GNC 300XL
A year ago Garmin introduced us to the GPS 150XL and GNC 250XL, which brought high-resolution LCD moving maps to the company's panel-mounted VFR GPS and GPS/com receivers. Logically, the IFR versions had to be looming in the minds of the Garmin engineers, and today they've delivered with the GPS 155XL TSO and the GNC 300XL TSO.
Garmin expects these new moving-map units to be certified by the time you read this. The 155XL lists for $3,995, while the 300XL — which includes a built-in 760-channel transceiver — lists for $4,795. These prices are not too much more than what Garmin was asking for the VFR versions last year.
Both boxes contain the 12-channel GPS receiver found in Garmin's popular GPSMAP 195 and GPS III Pilot handhelds. Unlike the handhelds, there is no cartographic information such as roads, lakes, and towns depicted on the XL's moving map. Map scales range from 0.3 to 300 nautical miles to control screen clutter.
Both units contain vertical navigation capability to provide ascent and descent planning that is user customizable. Both units also have an optional battery backup that can power the unit for 30 minutes after the main power source fails.
A couple of smart features set these units apart from their earliest predecessor, the GPS 155 TSO, which was introduced in early 1994 and was the very first IFR-approach-approved receiver. For example, the pilot no longer has to dial in the altimeter setting before initiating an approach. The XLs will compare GPS altitude with the altitude provided by an encoder tie-in, thereby eliminating one step in arming the approach. Another feature warns the user if the unit has been left in the Hold mode when within 2 nm inbound from the final approach fix. An "approach not active" message will remind you to take the unit out of the hold mode. Also new is a feature to provide better situational awareness. After the OBS is selected to the inbound course in the hold mode, such as during a course reversal (procedure turn), the new course line will be shown on the moving map.
The databases include all stand-alone and overlay GPS approaches, as well as standard instrument departures (SIDS) and standard terminal arrivals (STARS). As mentioned before, the 300XL adds the com radio, which boasts a five-watt transmitter. Frequencies viewed in the database of the GPS side of the unit can be brought right into the standby side of the com radio by pushing the flip-flop button. Helpful features include display of the two nearest center or flight service frequencies based on your current position. There is also a stuck-mic indicator.
On the Nav side, the XLs offer screens that can be customized, depending on whether you'd like to see bearing, desired track, ETE, or other fields of information. A front-loading data card saves you from pulling the unit out of the panel for database updates. The units can store as many as 20 flight plans, with 31 waypoints per route. And, for those VFR flights, the Garmins offer special-use airspace depictions and alerts.
What's next for Garmin? The company has already made big strides towards a complete avionics package including an audio panel, Mode C transponder, CDIs, and a GPS annunciator/switching unit based on Mid Continent Instrument's popular MD41.
For more information, contact Garmin, 1200 East 151st Street, Olathe, Kansas 66062; telephone 913/397-8200; or visit the Web site ( www.garmin.com). — Peter A. Bedell
Aviation Teachware Technologies Elite
Personal computer-based aviation training devices (PCATDs) have received a lot of press because of the controversy over whether time spent training with these programs should be logged. Controversies aside, the vast majority of individuals on both sides of the fence recognize that PCATDs are a useful tool for instrument training.
One company that has been at the forefront in developing this technology is Aviation Teachware Technologies with its Elite (Electronic IFR Training Environment) trainer, which was introduced 10 years ago. Elite features simulations of Cessna 172, Piper Arrow IV, Mooney M20J, Beech A-36 Bonanza, Piper Seneca III, and Beech Baron 58 airplanes, all of which have photorealistic panels. The aerodynamic data programmed into Elite was obtained as a result of flight testing the actual aircraft. All six of these aircraft simulations received FAA approval in accordance with AC61-126, in seven separate PCATD configurations. With that approval, time on the units can be logged toward the instrument rating.
The instrumentation and radio stacks replicate a Bendix/King panel, and the presentation can be customized by the user. You can arrange the panel with a basic DG, fixed-card ADF, and OBS or choose a more sophisticated setup with RMI, HSI, autopilot, and Trimble GPS.
Fixed or random failure modes can be set up for individual instrumentation/equipment failures or entire system malfunctions. These failures occur realistically, unlike "simulations" in the real airplane.
Weather programming is virtually unlimited in the range and options of winds, clouds, visibility, and turbulence. Weather can be set to a given value or to a range of values that constantly change at various intensity levels. The simulation can be "frozen" at the decision height/minimum descent altitude, and the visibility can be changed to provide the student with awareness as to how the runway environment would appear in different weather conditions.
Other amenities Elite offers are a worldwide navigation database, ATC scenarios (instructions are printed on the screen or given verbally if your PC has speakers), and an IFR training syllabus. Elite can also run a separate instructor's station (Macintosh system only), allowing the instructor to induce failures while the student is flying with a separate computer monitor.
Besides the company's own offerings, Elite claims that its product is supported by a wide variety of hardware and desktop avionics panels. Current flight control hardware options that support Elite include Precision Flight Controls, NT Systems, Flight Link, CH Products, and Microsoft.
Elite can run on DOS, Windows 95, or Macintosh systems. For more information, contact Aviation Teachware Technologies, Post Office Box 4837, Winter Park, Florida 32793-9904; telephone 800/557-7590, or visit the Web site ( www.flyElite.com). — Jeff Jones
In early 1995 Questair sent us an example of its then-new OAT, a digital outside air temperature (OAT) gauge (see "Pilot Products," April 1995 Pilot). We liked the concept of an OAT with large readable digits, but at the time we criticized the unit's lack of a light for night operations and the fact that it could be easily left on, thereby killing the battery prematurely. Since then, Questair has responded and installed a backup battery; an automatic shutoff; and a night light, which is activated by a momentary push button. These new features have driven the cost up to $79.98 plus $4.95 for shipping but make the redesigned OAT a far better addition to the cockpit than its predecessor. Call Questair at 203/795-0611. — PAB
Ryan improves TCAD
Ryan International recently stopped by AOPA headquarters to show off the latest improvements to its traffic and collision alert device (TCAD) — more specifically the ATS 9900 series introduced last year.
The biggest news is that the top-of-the-line ATS 9900B now points an arrow on the face of the instrument in the general direction of the traffic. Standard 9900 ($8,220) and 9900A ($10,220) models, as well as all previous models of Ryan's TCAD, simply told you that there was traffic a certain number of feet above or below you, but they could not tell you in what direction to look. The ATS 9900A and B have voice alert capabilities as well, and, thankfully, all three 9900-series units have a muting function — a handy feature in busy airspace.
We evaluated the 9900B within Class B airspace near Baltimore-Washington International Airport. The unit can detect Mode S transponder-equipped traffic as far as 6 miles away; Mode A and C transponders came into view at around 5 miles. The 9900A and B models will also display an intruder's registration number if that aircraft is equipped with a Mode S transponder. Although we initially thought this to be a little gimmicky, it is surprisingly handy. For example, if the N number displayed is something ending with AA and you hear the controller calling you as traffic to "American 1267," you too will know where to look.
Ryan has also incorporated its programmable Air Traffic Shields in the operating logic of the new 9900A and B. This feature allows the user to set the size of the shield to the density of traffic. For example, in a busy terminal area the pilot might select a radius of one nautical mile around the aircraft and 500 feet above and below.
All three units have Ground, Departure, En Route, and Terminal modes as well. The Departure, En Route, and Terminal modes have programmable parameters. The Ground feature keeps the unit quiet when an airplane is taxiing in the vicinity of aircraft whose transponders are turned on, and it allows the pilot to monitor traffic in the pattern and on approach. After the airplane passes through 200 feet after takeoff, the unit automatically cycles into the Departure mode and eventually into the En Route mode when altitude permits. If you've set in the elevation of your destination airport, TCAD will automatically sequence down through the Terminal and Ground modes throughout the approach by monitoring the altitude from the blind encoder. At high rates of climb or descent the 9900A and B's Dynamic Shields automatically adjust how far up or down they look, depending on rate of climb or descent.
For more information, contact Ryan International, 4800 Evanswood Drive, Columbus, Ohio 43229; telephone 614/885-3303; or visit the Web site ( www.ryan-tcad.com). — PAB
Briefly Noted
Looking Glass Studios, the Cambridge, Massachusetts, company that previously created Flight Unlimited, the realistic aerobatic flight simulator program, now offers Flight Unlimited II, designed as a general aviation flight experience. The company promises the most realistic scenery of any Windows-based flight software on the market. Choose one of five aircraft, including a Beechcraft Baron and a Piper Arrow, and fly over San Francisco on one of 25 flight adventures, including emergencies and poor weather. The company claims that any Pentium-based computer running at 120 MHz and with 16 megabytes of memory will run the program. In Pilot's experience, however, it appears that the program runs well only on top-of-the-line muscle machines of at least 200 MHz and having a Diamond Monster 3-D graphics accelerator card. A full installation requires 220 megabytes of free hard disk space. The program is available in software stores for $49.99. For information, call the distributor, Eidos Interactive, at 415/547-1200, or visit the Looking Glass Web site ( www.lglass.com). — Alton K. Marsh
Unless otherwise stated, products listed herein have not been evaluated by AOPA Pilot editors. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors. However, members unable to get satisfaction regarding products listed should advise AOPA. To submit products for evaluation, contact New Products Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701; telephone 301/695-2350. Links to all Web sites referenced in this issue can be found on AOPA Online ( www.aopa.org/pilot/links.shtml).
