- Q.
Is equipment cooling an issue with the CNX80?
A. No. The CNX80 has two built-in fans that provide adequate
cooling and are controlled by temperature monitors. No external
cooling fan or provisions are required.
- Q.
Does the CNX80 database include SIDS and STARs?
A. Yes, you can enter a complete IFR flight plan in the CNX80
right from the Departure to the Arrival and instrument approach
procedure with only a few button pushes and selections. The
CNX80 supports true SID and STAR procedures, not just the waypoints
in them. The CNX80 also supports Victor Airways and Jetways
for flight plans.
- Q.
I notice the knobs and buttons on the CNX80 look different than
your other GPS and VHF navigation units. Will I have to learn
a new user interface?
A. The CNX80 improves on the intuitive user interface so that
those who are used to using Garmin AT avionics will feel right
at home with the CNX80. If you haven't used an Apollo product,
you'll find the CNX80 user-friendly and intuitive. The buttons
and knobs on the CNX80 have been increased in size, have improved
tactile feedback, and are backlit for easy night viewing. The
CNX80 comes with an interactive computer-based training CD-ROM
that makes the CNX80 easy to learn.
- Q.
If I buy the CNX80 now, how do I know that it will meet future
airspace requirements?
A. Garmin AT designed the CNX80 to be software upgradeable.
The unit incorporates a powerful processor with more than enough
processing power for current and future applications. Software
upgrades can be accomplished quickly and easily through the
front-loading datacard, and updates may be obtained from either
your dealer or Garmin AT directly. The GPS engine for the CNX80
was designed from scratch to be a full Gamma 3 TSO C146a aviation
GPS, and it already provides the 5 Hz updates and level-B software
which will be required for Gamma 3.
- Q.
What are the growth capabilities for the CNX80 and what will
those capabilities do for me?
A. The CNX80 will be delivered initially as a Gamma 1 navigation
device. This means it will provide certain navigation features,
which are defined in the industry as “Gamma” levels of capability.
The CNX80 is fully upgradeable to Gamma 3, providing precision
approach capability when WAAS is commissioned. This upgrade
can be easily accomplished in the field without returning the
unit to the factory. Refer to the table below to learn the differences
between the various Gamma levels. Garmin AT will provide CNX80
customers with free WAAS upgrades through full Gamma 3 capability.
Feature Gamma 1 Gamma 2 Gamma 3
Requirement for En Route/Terminal Y Y Y
Requirement for Non-precision approach Y Y Y
Requirement for LNAV/VNAV Y Y
Requirement for GLS Precision Approach Y
Please Note: Equipment certification requirements for TSO C146a
are significantly different than those for TSO C129/129a. TSO
C146a Gamma 3 requirements are significantly more rigorous than
those for Gamma 1 and 2. Interference requirements are more
stringent for all three classes. However, Gamma 3 requires DO-178B
level-B software and 5 Hz GPS update rates (five times more
GPS updates than provided by TSO C129/129a equipment).
- Q.
When WAAS is fully certified, what will I be able to do with
the CNX80 that I can’t do with my conventional GPS?
A. When the WAAS system is fully commissioned, the CNX80 will
automatically be capable of utilizing the WAAS error corrections
that will allow it to safely navigate 800 newly developed LNAV-VNAV
instrument approaches. These approaches provide both horizontal
and vertical guidance—even into airports that don’t have conventional
ILS or IFR approach capability.
As quickly as the FAA is able to certify them, the CNX80 also
will be able to navigate new LPV precision approaches developed
specifically for WAAS navigators. These precision approaches
will provide ILS-like performance for thousands of runways throughout
the continental U.S. which previously had no precision-approach
capability.
The
CNX80 is the world’s first TSO C-146a primary GPS navigator.
This means a pilot could legally navigate solely by use of WAAS
GPS, even in areas where VOR or NDB reception is poor or non-existent.
All TSO C129/C129a systems require you to have another approved
navigation system appropriate to your intended route of flight.
- Q.
I understand that the CNX80 has the ability to remotely tune
a transponder. What does that mean?
A. Garmin AT will be producing a new transponder that does not
need to be mounted in the aircraft panel, thus freeing precious
panel space for other equipment in your aircraft. The CNX80
has the ability to remotely control the transponder’s functions.
The transponder squawk code and other annunciations are shown
in a window on the CNX80 display. If you already have one of
our SL70 transponders, the CNX80 can control that too.
- Q.
How difficult will it be to integrate the CNX80 into my aircraft?
A. In most panel-mount applications, installation is straightforward
and uncomplicated. The back panel of the CNX80 is generously
equipped with a variety of I/O ports that make it compatible
with most standard avionics devices, such as autopilots, CDI’s,
and flight directors.
- Q.
Do data updates for the CNX80 cost more than I’m currently paying?
A. The CNX80 uses Jeppesen data. When you register your CNX80,
you are enrolled in a subscription with Jeppesen that provides
you with two consecutive cycle updates of either the Americas
or International data at no cost. If you choose, you can renew
your enrollment with Jeppesen and continue to receive updates.
The annual revision service for either the Americas or International
data is currently priced at $360.00 Additional choices may be
available through Jeppesen. Please check Jeppesen's
website for current pricing and availability. A data card
exchange program with Garmin AT is not available at this time.
- Q.
Is the CNX80 capable of providing the 8.33 MHz communication
frequency spacing required for flight in Europe?
A. The CNX80 will require a minor hardware change and a minor
software upgrade for 8.33 MHz frequency spacing. The 8.33 MHz
frequency spacing capability will be released as an upgrade
in 2004. This upgrade is simple and can be performed by a level-2
service center, so returning the unit to the factory will not
be required.
- Q.
Is it difficult to enter a flight plan in the CNX80?
A. No. In fact, it is faster and easier to enter complex routes
in the CNX80 than most Flight Management Systems costing tens
of thousands of dollars more. A new flight plan can be completed
in less than a minute, with multiple airways or direct-to segments
in your flight plan. Simply choose the starting waypoint and
insert another waypoint for direct-to, or if an airway is available,
select the airway and the exit point. That’s all there is to
it. Also, once you get that complex routing in and finish your
departure, the CNX80 makes those “I have a clearance change
when ready to copy…” experiences a snap. The CNX80 even lets
you enter your alternate with your flight-plan. And like everything
else, it’s easy to change if you need to.
The CNX80 is the only GPS navigator that allows the user to
insert Airways (Jet and Victor) by name, which makes flight
planning a snap. Select a departure airport, and the CNX80 automatically
lists the Standard Instrument Departures from which to choose.
Select a destination and the CNX80 automatically lists the STARs
and Instrument Approaches from which to choose. Do you have
several transitions to choose from or “expect radar vectors”?
That's not a problem. No other panel-mount GPS navigator is
as easy or as powerful to use.
Additionally,
the CNX80 incorporates an infrared port on the front panel.
Future software upgrades will make it possible to enter a flight
plan into a PDA at home and wirelessly download the plan into
the CNX80 when you arrive at the aircraft. This is also very
useful for transporting flight plans from one CNX80 to several
others, such as in a fleet.
- Q.
Do the VHF navigation and communication components of the CNX80
provide equal performance to Garmin AT stand-alone VHF units?
A. Yes. The CNX80 incorporates the same advanced digital signal
processing (DSP) circuitry found in the award-winning SL30 Nav/Comm.
This means that you can monitor standby communications frequencies
or navigation facilities while tuned to a primary frequency
or facility.
- Q.
What are the goals of WAAS GPS?
A. The operational goal of the WAAS is to enable GPS/WAAS navigators
to be the only radio navigation equipment required onboard the
aircraft and to meet aviation radio navigation performance requirements
for oceanic, remote area and domestic en route, terminal, non
precision approach, LNAV/VNAV, and precision approach phases
of flight. The WAAS signal provides the augmentation to GPS
to obtain the required accuracy and integrity improvements for
precision approaches. The TSO C146a receiver provides the higher
update rate and the higher level of interference protection
required. Within the WAAS coverage area, the level of service
will be dependent on the user's equipment. When the aircraft
is outside the WAAS coverage area, the GPS/WAAS equipment will
still be suitable for primary means of domestic enroute, terminal,
and non-precision approach operations, as well as oceanic/remote-area
navigation. Additional goals for GPS/WAAS are to provide:
Worldwide
primary (sole) means radio navigation
Airport surface-movement monitoring (with augmentation)
Growth to GPS/Local Area Augmentation System for Category III
precision approach
Replacement of other existing radio navigation systems
LNAV/VNAV precision approach capability
GLS precision approach capability
The FAA says it will continue to develop new WAAS approaches
at a rate of 300 per year to augment the initial 800 published
LNAV/VNAV approaches. These approach procedures ultimately will
be available for thousands of runways throughout the United
States that currently do not have precision approach capability.
- Q.
Can any aviation GPS navigator use WAAS corrections?
A. No. In order to receive and decode the WAAS signal, an aircraft
GPS navigator must have a specially designed WAAS GPS engine
and other advanced features. The FAA has created a new technical
certification classification for such navigation equipment –
TSO C-145a or C-146a. The TSO C-129a GPS navigators that are
prevalent in aviation today are not certified to receive or
use the WAAS signal corrections, although they can “see” the
WAAS satellites as any other GPS satellite. The CNX80 is the
first aviation GPS navigator certified to TSO C-146a and the
only aviation navigator that is currently certified to provide
WAAS functionality.
- Q.
With all these features, how will I be able to afford the CNX80?
A. The cost of the CNX80 is competitive with other integrated
GPS/Nav/Comms that have less performance and far fewer features.
In fact, the CNX80 is probably less expensive to purchase and
install than separate components that provide the same—or less—capability.
The CNX80 truly represents a new generation of avionics for
general aviation, and provides unparalleled features and lasting
value that we believe is unmatched by any other avionics on
the market.
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