I have been employing a Garmin 696 ever since that they initially became available and thoroughly like it. One of the best characteristics is the screen when compared to various other Garmin aviation portable GPS navigation devices. Should you be moving up from any of the other portables with scaled-down displays, much like the Garmin 396 or 496, there are a number of major differences. One of these is the starting boot screen, and that's just what trapped an associate of mine recently going to FNL out of Kansas. He had been accustomed to the 496, but had never used a 696.
While booting up, the 496 will show you the power level and whether it truly is charging. The 696 doesn't. And so, my friend was motoring along westbound when the 696 display went black. He tapped the power button and it returned to life, only to go out for a second time in a couple of minutes. After several fumbling around (who has the owner handbook whenever flying? ), he ultimately located the page that revealed the battery to be nearly dead. This was a little bit interesting since it was inserted into the cigar lighter socket in the plane. It turns out that the connection had been bad and just resetting the connector fixed the situation.
And so here are several tips for battery management. Starting, when you initially start the 696 (or any other GPS), go to the battery power display and simply ensure you have a good charge. On the 696, on the chart page, turn the FMS joystick clockwise till you are at the INFO screen. The charge level is under the GPS NAVIGATION Status data. If you have it stuck into aircraft electric power, ensure it is charging. If it's charging, there will be a lightning bolt through the battery symbol. The cigar lighter connector in our Baron will be adequately flaky that we typically examine the charge status from time to time on extended trips.
Afterwards, turn on the power loss warning. From the 696, this is in the system setup screen. Hit MENU two times with the main menu. Twist the FMS joystick to System Set up, then touch ENT. Move the joystick to select Battery power and simply hit ENT. Twist the joystick to pick ON and just hit ENT. (page 27 of the 696 Owner's Manual).
And finally, add to your before takeoff checklist a step to check which the 696 is charging. It really is much better to troubleshoot an issue before you go flying.
While booting up, the 496 will show you the power level and whether it truly is charging. The 696 doesn't. And so, my friend was motoring along westbound when the 696 display went black. He tapped the power button and it returned to life, only to go out for a second time in a couple of minutes. After several fumbling around (who has the owner handbook whenever flying? ), he ultimately located the page that revealed the battery to be nearly dead. This was a little bit interesting since it was inserted into the cigar lighter socket in the plane. It turns out that the connection had been bad and just resetting the connector fixed the situation.
And so here are several tips for battery management. Starting, when you initially start the 696 (or any other GPS), go to the battery power display and simply ensure you have a good charge. On the 696, on the chart page, turn the FMS joystick clockwise till you are at the INFO screen. The charge level is under the GPS NAVIGATION Status data. If you have it stuck into aircraft electric power, ensure it is charging. If it's charging, there will be a lightning bolt through the battery symbol. The cigar lighter connector in our Baron will be adequately flaky that we typically examine the charge status from time to time on extended trips.
Afterwards, turn on the power loss warning. From the 696, this is in the system setup screen. Hit MENU two times with the main menu. Twist the FMS joystick to System Set up, then touch ENT. Move the joystick to select Battery power and simply hit ENT. Twist the joystick to pick ON and just hit ENT. (page 27 of the 696 Owner's Manual).
And finally, add to your before takeoff checklist a step to check which the 696 is charging. It really is much better to troubleshoot an issue before you go flying.
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