Dave Butler wrote:
: Yup. And at this point you've now spent almost/as much as the
: 152 is worth.

: Yup again. That's the difficulty with this whole concept. The 152 is never going
: to be a serious IFR cross-country airplane. The only thing it would be usable
: for IFR is training. So equip it with the minimum equipment required. One VOR
: receiver. Get the static/transponder system certified. OK, add a glide slope
: just for training purposes. Anything more is just putting too much money into an
: airplane that isn't going anywhere. IFR GPS is going to be way more expensive
: than you can justify.

That's pretty much the way to go. A 152 doesn't have the range or climb
performance to much real IFR. For training purposes, at least 50% is basic airwork
under the hood, with some tracking thrown in. For equipment, you need one precision,
and two other types. ILS, LOC, and VOR will make it a legit checkride. Put in a
glideslope and get the pitot/static check done. Some sort of GPS is really nice to
have, but getting one IFR-certified installed is where the big bucks are. Talk to
your instructor about using a VFR GPS as a DME for training (in VMC). Then you've got
four different types of approaches you can practice. The hard part is learning how to
control the plane and what's necessary to do *an* approach. The actual equipment and
type of approaches don't matter as much.

-Cory
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* The prime directive of Linux: *
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