Gpsmap® 196

Gpsmap® 196 DEFAULT

Garmin GPSMAP 196 Aviation

Product Information

  • The Garmin GPSMAP 196 Portable GPS is an aviation unit that easily transitions from cockpit to land or water. Its 3.8-inch grayscale screen offers clear and crisp details. It has a battery that lasts up to 16 hours. This Aviation GPS device features a keyboard for controls and comes in black.

Product Identifiers

  • Brand


  • MPN

    010-00301-00, GPSMAP 196, GA00301, GPSMAP 196 GA00301 010-00301-00

  • UPC


  • Model

    GPSMAP 196

  • eBay Product ID (ePID)


Product Key Features

  • Features

    Altimeter, Sun and Moon Information, Address Book, Waypoint Icons, Remote Control, Waterproof, Alarm

  • Screen Size


  • Type



  • Weight


  • Width


  • Height


  • Depth


Additional Product Features

  • User Interface


  • MAX. Horizontal Accuracy

    < 9.84ft.

  • Map Capabilities

    Internal, Map Cartridges / Data Cards, Download Maps

  • System Type


  • Unit Size

    Not Applicable

  • Battery Type and Quantity

    4X AA Batteries

  • Waas Features

    Waas Enabled

  • Battery Life


  • Usage


  • Number of Channels

    12 Channels


When Garmin unveiled its GPS 295 three years ago, we thought it closed the door on knock-your-socks-off portable navigators for awhile. It had color, approaches and stone-simple operating logic. What else did you need? And with everyone else essentially out of the aviation portable business, who would take on the 295?

No surprise that Garmin is taking itself on in the form of the GPS 196, its first aviation portable in three years at street price of about $1000. (Did we say three years like weve been waiting in breathless suspense? Were obviously jaded by the long-gone days when Garmin tossed a new handheld into the market and enjoyed a feeding frenzy of buying.)

We doubt if thatll happen with the 196 but, nonetheless, its a savvy combination of form factor, fresh features and improved operating logic that should do exactly what Garmin intends: to replace those thousands of aging GPS 195s that are now little beyond 20th-century navigation artifacts and heavy enough to be doorstops.

Like most of Garmins portables, the GPS 196 springs from development in the larger and more profitable marine and land navigation markets, specifically a sea-going model called GPSMAP 176/176C. And yes, the C is for color in the marine version but that isnt available in the aviation version. Yet. More on that later.

One of our minor complaints about the color 295 was that Garmin sold land nav software and accessories for it but the unit was a so-so land navigator. Garmin has done a better job of integrating land navigation into the aviation platform this time and its selling accessories so the gadget can easily do double duty in the car.

Since the 196 is supposed to put the doddering 195 to rest, the most apt comparison is between the two. Although its lighter-15 ounces for the 196 versus 1-pound, 5 ounces for 195-the 196 isnt exactly smaller than the 195. But it has a more yoke-mount friendly squarish form factor than the 195 does.

Overall dimensions are 5 1/2 by 3 1/4 inches and about 2 inches thick. The screen size is 3 1/4 by 2 1/2 for an area of 8 1/4 square inches of viewable space, compared to the 195s 7 7/8 square inches. According to the specs, the display is an LCD with 12-levels of gray.

Side by side with the 195, several things are immediately obvious. First, the refresh rate. The 196 has a much faster processor than the 195 so when scaling up and scaling down, its almost instantaneous in refreshing the screen. The 195 processor ran at 16 Mhz, the 196 runs at 66 Mhz.

At larger scales, with dense detail, we noticed just a slight refresh delay in the 196. By comparison, the 195s refresh rate is glacially slow.

Both screens are about equally legible, in our view, and remain viewable in direct sunlight. But the 196s pixel density is twice as great and side-by-side, the difference is quite noticeable; the 196 is much sharper and the gray shading is more subtle.

The screen real estate is divided somewhat differently on the 196. The map occupies the left 3/4 of the screen while the numerical data is presented on the right side.

The nav digits can be customized to be positively huge so any geezer who complains about the microscopic typography on a Lowrance AirMap or a Garmin GPS 90 will have no trouble reading this display. The numerical data is fully customizable and for one field alone, we found an astonishing 41 choices of data to show in that box, ranging for GPS altitude to flight timers to glide ratio to a selected waypoint. The data can be presented in a single column, two columns or a column with HSI. Or you can suppress it entirely in favor of a full page map.

The 196 also has a trip page and a full numerical-only page with 10 data blocks, each customizable with the aforementioned choices. Nice, of course, but ho-hum compared to the 196s real eyeball opener: a primary flight display page.

For the boating set, a PFD is a personal flotation device but pilots know the acronym to mean primary flight display. Youve been reading about these things for several years; all-glass cockpits with solid-state gyros and smooth-as-warm-molasses flight dynamics. As noted in our Oshkosh report on page 20, these are just coming into the market at high prices. Garmin is offering a poor mans version for about a grand.

The flight display page-which Garmin officially calls the HSI page-has an electronic HSI and pseudo airspeed indicator, altimeter, VSI and-we swear, were not making this up-a turn coordinator.

Relying strictly on accurate, rapid GPS position updates and software tricks, the 196 is able to calculate track and GPS altitude. It thus displays track on the HSI as heading and GPS altitude in a format that mimics the look of a conventional altimeter, albeit not the MSL accuracy. The VSI senses GPS altitude changes and displays that as a rate of change while the turn coordinator does the same with rate-of-track change.

Frankly, given the limitations of GPS, this shouldnt work at all, let alone well. But it does, leading to the obvious question as to whether you could use this thing to remain upright in the clouds following a gyro failure. The answer is a definite yes. (See sidebar at end of story)

Well admit to some surprise at Garmins decision to include this feature in the 196 for we well remember Garmins initial reaction to adding approaches to the 195. UPSAT (then IIMorrow) pioneered this feature in its Precedus handheld. When we asked if Garmin would follow suit, we distinctly recall the answer having to do with a cold day in hell and stepping over dead bodies.

Yet Garmin did add approaches to the 195 and other portables and the 196 has them, too, including the vectors-to-final feature found in Garmin and other panel mounts. In other words, this is the closest portable yet to matching the capabilities of certified panel mounts.

In fact, it has one feature even panel mounts dont have: an automatic flight logging provision that records where youve been and how long you flew. Garmin will be providing free logbook software to go along with the 196 later this summer.

Yoke Friendly
In the past, weve complained about most yoke mount hardware as seemingly developed by a second-year design student one payment short of completing his electroshock therapy. In Garmins case, the kid appears to have graduated and the mount is substantial, well thought out and easy to use. It snaps easily into and out of the cradle and power and antenna connections are convenient.

We tried it in a Mooney and a Baron and found that the 196s horizontal form factor nestles nicely between the yoke horns and is thus less intrusive than the 195. It has two antenna options, a rotatable pole antenna and a remote patch, which is a must-have if youre going to rely on this as a back-up. Garmin wisely used the larger BNC connector for the antenna instead of that delicate little jack the 195 had. Roll over that with a seat roller and kiss it goodbye; the BNC is more durable.

The back of the 196 has jacks for the antenna and the power/data cable which serves to bring power in and position data out, if needed. Its also the port used to update the database and to load land data onto a removable flash memory card for street navigation.

When we reviewed the color GPS 295 two years ago, we opined as how the color was nice but we thought the real achievement was in Garmins attention to a logical operating system. The company has continued to refine the operating logic and we think the 196 represents an improvement over the 295 and a quantum leap over the 195.

The 196s $1049 list price includes the yoke mount, power cabling and a bracket suitable for the automotive mount. Another $35 buys a beanbag base mount for the car.

As with Garmins previous offerings, the 196 has a combination of dedicated keys-direct, nearest, page, zoom/in/out-and a thumb-sized central rocker for toggling data.

Navigating the pages is childs play, as is plugging in a direct-to waypoint. One minor peccadillo Garmin has never changed is the need to turn on the editing function by punching the enter key. Some readers have complained that this isnt logical but it can be learned.

Still, the keys and controls of the 196 are well layed out and we note that the pressure required to toggle in numbers and letters is far less than with the 195 and previous Garmin portables.

Land Navigation
The 196 is a better land navigator than any of Garmins previous aviation portables, in our view. Garmin has developed a new mapping product called City Select, which sells for $299. The kit includes a CD-ROM with detailed city maps, cables, a 65MB flash card and a USB-capable card burner. (A larger flash card is available.)

Its possible to dump the street data directly from the CD-ROM onto the card while its in the unit. However, Garmin recommends using the USB utility to load the card, then inserting the card into the navigator. This, were told, is much faster. Each card load covers a region. The one Garmin provided us covered southwestern Connecticut and the Oshkosh area.

Land navigation is turn-by-turn, which means that the 196 calculates a route based on your stated parameters-faster time, better route-then beeps when the turn point is approached. You can ask it to avoid toll roads and/or highways.

The street maps have sufficient detail to allow address look-up, followed by directions to that address. The color 295 isnt a true multi-purpose navigator, in our estimation, but the 196 is.

Given the success of the 295, can Garmin really hope to pitch another monochrome navigator or are they about to roll out a color version of the 196? No, says Garmins Tim Casey. Even though the marine version has color, the company believes current technology wont support quality color for the aviation unit. It may happen, it may not.

As with the 295, we have no reservations in recommending this new product from Garmin, which nicely encapsulates all that the company has learned in an impressive string of successful aviation portables.

As we noted in our review of the 295, color is nice but its not a must-have. Whats critical, in our view, is transparent operating logic and practical, easy-to-use features, which the 196 has in spades.

Further, the HSI page has shown itself fully capable of bailing a pilots butt out of a nasty no-gyro situation and that alone makes it worth the asking price, in our estimation.

Contact – Garmin International, 1200 E. 151st Street, Olathe, KS 66062; 913-397-8200, 800-800-1420;

Also With This Article
Click here to view “Partial Panel GPS: Yes, It Really Works.”
Click here to view “Checklist.”

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I‘ve been a fan of Garmin‘s GPSs ever since I spent several hundred hours teaching people how to fly the Cirrus SR20 and SR22, which have dual Garmin GPSs as standard equipment. But I learned early on that having a super-charged piece of avionics is not all peaches and cream. There’s a steep learning curve, and I can’t count the number of times I had to tell new Cirrus owners to get their heads out of the cockpit and watch for traffic rather than fiddling with their new toy.So when I had the chance to try Garmin’s handheld GPSMAP 196, I was very curious to see what were its capabilities and complexities. It’s not a permanent, IFR-approved GPS to go in your instrument panel, but it has so many features that it can take time to learn how to use all of them. In a sense, it is three times as sophisticated as an ordinary handheld GPS, because it is intended to operate in three different environments.

(Click graphics for larger views)
Garmin GPSMAP 196

Any portable GPS could be used in an airplane, car or boat, or even (if lightweight) while on foot. But try using an aviation GPS to find that $100-hamburger restaurant after you land! An aviation GPS just isn’t helpful if it tells you to drive “heading 142 direct to the Diner.” Some GPSs have a road database, but if you’ve never been to that city, it’s still hard to find your way.The GPSMAP 196 was specifically designed to be triphibian. It has three separate operating modes for use in the air, on water, and on land. Selecting a particular mode makes the functions and displays more user-friendly for that form of transport.



Aviation Mode

The essential requirement of any GPS is a good display. The GPSMAP 196 actually has more pixels than Garmin’s panel-mounted flagship GNS 530, although the screen itself is slightly smaller and is 12 shades of gray instead of the eight colors of the GNS 530.The screen is easy to read under a variety of lighting conditions. Of course, high-contrast sun and shade is the real challenge for a screen like this, and it actually performs even better than when overcast. It was easy to read when there was bright sun and shadows, but when I flew under darker rain clouds, I needed to turn on the backlight to a medium level. It became necessary to turn on the backlight to the brightest setting only during twilight; once it got dark outside and my eyes were dark-adapted, I set the backlight back to low. (There are actually 20 different levels of backlighting, so you can pick what works best for a particular situation.) Naturally, using the backlight reduces battery time, but if I were in a situation where I was running for a while with the backlight on, I’d probably be in a vehicle and I could plug into the “power port” (a.k.a. cigarette lighter) and save the batteries. Oh, and one nice feature — when the backlight is on, the keys glow as well so you can find them. Nice touch!Garmin claims the fast processor allows the GPSMAP 196 to redraw or scroll the map twice as fast as previous aviation portables. The redraw speed is snappy, and the scrolling speed (used when moving to another part of the map) is wonderfully responsive.


Large-Scale Map

Speaking of the map, it is really well-designed. As you zoom in and out, it adds or subtracts details to keep a good level of clarity. For instance, intersections disappear when the map is more than 30 miles wide, and airports don’t show up on any scale wider than 120 miles unless they are part of your programmed flight plan. As with many features, you can change these clarity/detail compromises as you see fit.Using its 12-channel receiver, the GPSMAP 196 updates your location on the map once per second, which is more than enough for most uses. However, you can set it on “Battery Saver” mode — which will only update your position once every three seconds — and stretch the 4 AA alkaline batteries to 16 hours of use.

Basic Navigation

In Aviation Mode, the “Direct To” button has the expected effect: You get course guidance directly from your current position to the location selected either from the map or by dialing in the identifier. The system remembers where you were when you pressed Direct, and shows any deviation from that course, just as if you were following an airway. Other pages of information show the magnetic bearing directly to the destination, ground speed, distance and time to the destination, and much more.You can navigate directly to any aviation waypoint, because the GPSMAP 196 contains a database with all public-use airports, navaids, and intersections, plus the ability to store up to 1000 waypoints you create yourself.

Panel Page

When training instrument pilots with a new IFR GPS, I spend some time discussing how to use their GPS to assist during partial-panel situations. Traditionally, if we no longer have use of a stable heading reference — such as a directional gyro or HSI — we have to revert the good-old whiskey compass, with its inherent errors (the ones we are forced to learn during pilot training and then promptly forget). But a good IFR GPS gets a position update every second or two, and can tell you something even more valuable than your compass heading: It will tell you your ground track. Why is that so important? Think about a partial-panel approach. Whether precision or non-precision, you really don’t care what your heading is — you just want to know whether you’re tracking the final approach course or drifting to one side. With a compass bouncing around, you’re lucky to stay within 10 degrees of the proper heading, to say nothing of trying to guess the wind correction; but with a GPS giving you the ground track, you can stay right on the final approach course quite easily.

Garmin has taken that idea one step further with the GPSMAP 196’s Panel Page, which to my knowledge is unique in the GPS world. This page shows “representations” of instruments — five of the usual six-pack of primary instruments. There’s an altimeter, vertical speed indicator, airspeed indicator, turn coordinator, and HSI, missing only the attitude indicator. Well, at least they look like those five instruments. An understanding of how the GPS gets its data will reveal how realistic is this “panel.”Start with altitude (and, by extension, vertical speed). GPS altitude is much less accurate than GPS horizontal position. I found the GPSMAP 196 showed me 100 to 300 feet off my actual MSL altitude. Some of that could be an incorrect altimeter setting or errors in the aircraft’s altimeter, but most of that is inherent in GPS technology at the moment (sans WAAS). However, it could detect changes in my altitude (also known as vertical speed) right away, and relatively accurately. If my static port froze up, broke, or whatever while I was IMC, I would use my GPS altitude immediately, since there isn’t any backup on most aircraft instrument panels for the altimeter or VSI.The “airspeed indicator” isn’t. I mean, it isn’t showing you airspeed, it’s showing you ground speed. If I lost use of my real airspeed indicator in IMC and I used my GPS to help set my approach speed, I might come cruising down final approach at a ground speed readout of, say, 90 kt, forgetting that I was into a 20 kt wind so my actual airspeed is maybe 110. Sure, that makes timing the approach much easier, but I might be surprised when I break out and have to slow a lot more than I was expecting. However, just like the altimeter and VSI, most small planes don’t have a backup for the airspeed indicator, and the GPSMAP 196’s groundspeed readout is better than nothing.The HSI is available on many of the GPSMAP 196’s information pages in addition to the panel page, and it shows two key things: your position left or right of the course you wanted to fly, and — no, not your heading, although it is displayed the way heading is — your ground track. This actually is more helpful than heading, since you’ve got wind correction already handled. Want to fly a course of 340 degrees? Turn until your ground track is 340 degrees! Most decent aviation GPSs have some form of this, and they’re all pretty similar.Then there is the “turn coordinator,” which looks like the turn-and-bank part of a turn coordinator (with the little airplane silhouette). Actually, it is showing the information that the turn needles on older planes shows: rate-of-turn only, not rate-of-bank combined with rate-of-turn. A GPS can only tell where you are now (very, very precisely), and where you were in the last few seconds. But with that information, it can determine your changing ground track. So, if it calculates your ground track as 350 degrees, and the next second your ground track is 347 degrees, it says you’re turning 3 degrees per second, or standard rate. It then displays that rate on this “turn coordinator” by banking the little airplane one marking to the left.The conclusion to this long discussion of the panel page is that Garmin has added a unique way of displaying more information to help the pilot if some of the “steam” instruments on the panel give up the ghost, but it is very important to understand what is different about this information and how reliably it can be used. To be fair, Garmin acknowledges this by putting a big warning sign when you select the panel page, saying, “This information is presented for VFR use only … These indicators are based upon GPS-derived data and may differ from the instruments in your aircraft.” If I still had my real turn coordinator and altimeter during a partial-panel IMC situation, I would use those for maintaining straight and level, but I’d get the GPSMAP 196’s panel page up right away to keep me on the right course.There are dozens more features in the Aviation mode, but most are similar to other GPSs, so I’ll save them for a short mention in the “Other Features” section below.


Land Mode

When you select the Land Mode, the icon that shows your position changes from an airplane to a dark triangle — a reminder that you’re not in aviation mode. Switching modes takes three button clicks — easy. Speed and distance are now displayed in statute miles instead of nautical, and the navigation guidance style changes.Getting ready to drive to a local park, I selected the destination using the Direct To button again. This time, however, the GPSMAP 196 didn’t tell me what heading to start driving to get to the park; instead, it asked if I wanted to go the “Faster Route,” the “Shorter Distance,” or “Off Road.” Off road is just like Aviation mode — direct to the destination regardless of what topography intervenes. No SUV in this household, so I picked Faster Route, and it gave text directions, like “bear left on I-5.” I did realize one thing missing that would help a driver use this while traveling solo: It would be nice if the GPSMAP 196 could give directions in a voice. As it was, I had to read the directions to my wife (who was driving) right off the screen, because I did not try to drive the car and navigate with the GPSMAP 196 the first time I used it on the road, and I caution you not to either. Just as you should keep your head out of the cockpit when you’re near an airport or taxiing around the ramp, don’t try to use a GPS to navigate in moving traffic when you’re alone in the car. Stop the car and check what directions come next.The GPSMAP 196 showed the map, the next turnpoint text directions, and basic data like distance and ETA to the next turnpoint all on one page, and on that big screen I didn’t even have to squint.If you had to, you could even use the GPSMAP 196 on foot. It’s not too heavy, even with batteries, and fits in a jacket pocket. However, small, non-aviation GPS units are available from Garmin and others that weigh less than half as much and cost 1/5 the price to replace if you drop one down a mountain trail or on a concrete sidewalk.The GPSMAP 196 comes standard with a basemap that shows an amazing quantity of information for the driver. In addition to national- and state-level roads, there are many local roads in urban areas, plus lists of services available near every interstate exit (just like those highway signs showing the fast food and hotels at the next exit).But if you need more road details, as well as the ability to find a particular address, you can buy one of the MapSource CD-ROMs and download various areas into the GPSMAP 196. Actually, you download it into a data card that plugs into the GPSMAP 196 — that’s a great feature, because if you have more than one data card, you can carry several of them, each with the data for a particular city you’re going to, and swap out the right one when you arrive. The memory cards are tiny — about half the size of a matchbook — and hold a lot of information.


Water Mode

The first thing you notice in Water Mode is that, on the map, the land areas turn dark and the water areas turn white, just the opposite of the Aviation and Land Modes. It’s much easier to see the position of your boat, and read the accompanying text, when they are black on a white background.Navigation directions for the “Direct To” are now given in bearing changes — for instance, the instruction is given as “Turn 014 Left.”The GPSMAP 196 comes standard with a list of hundreds of tide stations, and an ability to calculate the tide at every station for any time in the past or future. It also can give predictions for the best times for hunting or fishing on a particular day at a particular location. I don’t do either, so I don’t know what algorithms it chooses from, but since this data is shown in the same section as the tides and the sunrise-sunset-moonrise-moonset times, I assume it has something to do with the sun and moon positions.And, although I didn’t test it’s ability to float, Garmin says the GPSMAP 196 is waterproof to depth of 1 meter (3 feet or so) for up to 30 minutes, so you needn’t worry when it gets a little bow spray on it.


Even after you select the mode you want to use, there are a multitude of changes you can make to customize the information presented. And any changes you make to the maps, data fields, or anything else customizable, is saved until you change it again (or until you tell the GPSMAP 196 to reset to factory default settings). The really neat part is that the settings you change are only changed for the mode you are in (e.g., Aviation mode). All the settings in the other modes (e.g., Land and Water) are unchanged — another advantage of having these separate modes.As an example, when flying, I like the map page to also show an HSI-like representation of my course and ground track, plus some data fields with groundspeed, distance to next fix, time to the next fix, etc. However, when driving, I didn’t like having the dial with a needle that pointed, much like an ADF, to my next turning point, so I configured the Land Mode map without it, and instead had the text telling me the next thing to do (“Turn left on Hwy 99”).


When I teach in an aircraft with an IFR GPS, especially when working on IFR procedures, I try to spend time before the lesson with my student using a software simulator to understand what button-pushing and knob-twisting will be needed to get the GPS configured the way we want it. That time is valuable, and makes the time in the airplane much more productive and safe. I suggest doing the same kind of thing with the Garmin GPSMAP 196, except this time you can use the actual GPS while sitting at home. You can program an extensive flight plan, set up any display pages the way you want, and find shortcuts to do things faster. It’s also much easier to look things up in the extensive, 110-page manual, which is also available on Garmin’s Web site even if you don’t own a Garmin GPSMAP 196. That’s what we get for having such a capable GPS — it requires some practice time first.

Other Features

Routes, a.k.a. Flight Plans

Route Waypoints

Like most GPSs, you can program a set of routes or flight plans with multiple waypoints and then retrieve them whenever needed. They are stored in nonvolatile memory, so even when you change batteries they stay in the memory. (You can get a data cable that plugs into your computer’s USB port to upload or download data, including the detailed maps and your personal waypoints and routes that you back up on your PC.)Even though the GPSMAP 196 is not approved for IFR navigation, it has the waypoints for many instrument approaches. For instance, if you’re navigating to another airport and you are cleared on a particular approach, you can load that into your active route in the GPS and all the approach waypoints appear on your flight plan. Or, if you’re getting vectors to final, you can tell the GPSMAP 196 that fact and it will draw a line of the final approach course, along with the final approach fix, to give you much better position-awareness as you intercept the approach course. Naturally, due to the inherent nature of a VFR GPS, it is unsafe (and illegal) to use the GPSMAP 196 as your sole source of IFR navigation information, but as a backup and with the map showing your position relative to the approach course, it can make navigating easier and safer.

Aircraft Data and Weight & Balance

The GPSMAP 196 can store information about different aircraft you fly, including weight and balance, fuel burn, etc., so you can do quick calculations before a flight.


If you tell the GPSMAP 196 to log each flight, it will record the departure and arrival airports, the flight time, and the aircraft used, and keep a log of every flight. Later, you can download the log to free logbook software.


The GPSMAP 196 is WAAS-enabled. Some pilots laugh when they see a GPS advertised that way, given that the FAA has not yet approved WAAS and the system is still being developed (and, therefore, may change). However, WAAS is currently available for recreational and boating uses. The Garmin Web site has many more details, but a summary is that, when the GPSMAP 196 can pick up a signal from one of two special GPS satellites in geostationary orbit over the equator, position accuracy can be less than 10 feet, rather than the usual 50 feet or so.

Extended Runway Centerlines

As you approach your destination airport, the map displays extended runway centerlines emanating from every runway at the airport. They look a little bit like an ILS arrow on an approach chart, although without one side shaded. This is helpful for solving another problem when approaching an unfamiliar towered airport and are told to “make a straight-in” (or right base or whatever) “to Runway 15” and you haven’t even spotted the airport yet! With this graphic, you have a better idea when to start turning and lining up.Once you get on the ground, however, you’ll need paper taxi charts to find your way around the airport. Perhaps it can be added, but the default maps of airports do not include taxiways.


The Garmin GPSMAP 196, while pricey compared to some other aviation handhelds, has extra features and triphibian capabilities that make it, in my opinion, a good value as an all-in-one unit.

For more information, check out Garmin’s Web site.

Editorial Staff

Garmin 196 - Open Box Video

Garmin GPSMAP 196

Discontinued. Browse our selection of other great aviation units here >>

The GPSMAP 196 is a versatile navigator for air, land, and sea.

This WAAS-capable unit has detailed moving map graphics, HSI steering guidance, a Jeppesen database, exceptional resolution and contrast on its 12-level grayscale display, and can operate in three different modes: Aviation, Land, and Water. The lightning-fast processor of the GPSMAP 196 provides map redraws and scrolling at over twice the speed of previous aviation portables.

Situational awareness is enhanced by the built-in land detail that includes political boundaries, cities, interstates, roads, rivers, and lakes. Steering guidance is clearly presented through a graphic HSI with VNAV, with extended runway centerlines to help orient you to the runway. An automatic logbook also calculates your flight time and automatically records departure and arrival locations. This flight information is stored in the unit and can be downloaded to GARMIN GPSMAP 196 Flightbook software at any time.

The GPSMAP 196 compromises nothing in its versatility, going from cockpit to land to water. In fact, it offers some of the same features found in expensive in-dash car navigation systems, including auto routing. In addition to the built-in GARMIN basemap, the GPSMAP 196 accepts most of GARMIN's MapSourceT products.

Features include:
• Three distinct modes: Aviation, Land, and Water
• Unique panel page graphically displays flight information
• Extended runway centerlines display on a moving map
• Logbook feature automatically records departure airports, arrival airports, and flight time, all of which can downloaded to free Flightbook software
• Turn-by-turn automotive routing
• Split-screen moving map and HSI display
• Compatible with most MapSource products, including GARMIN BlueChart marine cartography, MetroGuide Canada, City Navigator, and TOPO.
• Advanced scrolling feature reveals detailed information when rolling the cursor over the built-in basemap.
• Large (3.8-diagonal) 12-level grayscale display in a slim package
• Fast processor provides map redraws and scrolling at over twice the speed of previous aviation portables
• 1000 user waypoints with name and graphic symbol; 50 reversible routes with 50 waypoints/route

waas enabled

garmin gpsmap 196

Package includes:

GPSMAP 196 receiver

Americas Autoroute
OR Atlantic Autoroute
OR Pacific Autoroute

Free single Jeppesen? update

Yoke mount

Dash mount

PC interface cable

Cigarette lighter adapter

GA26C antenna with suction cup mount

Owner's manual

Quick reference guide



GPSMAP 196 Americas
Americas Autoroute basemap
Includes the United States, Alaska, Canada, Mexico, and Central and South America, and covers an area from W180 to W30 Longitude, S60 to N72 Latitude. Also included is a high-level worldwide map with political boundaries and major cities.
Built-in Jeppesen includes worldwide airports and VORs plus NDBs, Intersections, special use and controlled airspace, runway data, plus airport, FSS, and ARTCC frequencies






196 gpsmap®


Cómo usar el Garmin 196


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