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#1
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How long before /G required for IFR?
Just read in aopa weekly mail today that the FAA is considering shutting
down the BDL (Bradley, Hartford CT) and PVD (Providence RI) VORs. These are not exactly podunk navaids. Both are located at Class C fields with substantial airline traffic (not just RJs either) and they support a decent number of airways and approaches. To be fair, VORs are not exactly in short supply in the Northeast, so this won't have a devastating effect, though it will make outages more critical. I fly a 172N and with 2 NAV/COMs, ADF, and an M1 Loran I can get around this part of the country pretty well. Other than getting DME capability there hasn't been a pressing reason to add an IFR GPS to a $40,000 plane. But, how much longer will it be before /G is a de facto requirement? Already when I fly IFR (filed /U) controllers give me instructions ("proceed direct foobar") that require GPS, so I suppose us non-golf folks are becoming a rare species. How long before we're extinct? Best, -cwk. |
#2
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But, how much longer will it be before /G is a de facto requirement?
IMO, more than 5 years but less than 15. Already when I fly IFR (filed /U) controllers give me instructions ("proceed direct foobar") that require GPS Well, they don't really. I bet you can do that with the M1 LORAN. Or you could if it didn't come with a placard limiting it to VFR use only. A handheld GPS will not come with such a placard, and there's no rule that says you can't use it for enroute IFR (anyone who says otherwise is welcome to quote chapter and verse from the approriate regulation - NOT an advisory circular or AIM). Since almost everyone who flies IFR has at least a handheld GPS, why wouldn't ATC take advantage of this? The real issue is when will approach GPS become a necessity pracitcal necessity? I suspect that as VOR's and NDB's are decomissioned, more and more airports will have nothing but GPS. The big airports will always have ILS, and those will become our only legal alternates, but for GA IFR flying, GPS will become a necessity. Michael |
#3
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"Michael" wrote in message ups.com... But, how much longer will it be before /G is a de facto requirement? IMO, more than 5 years but less than 15. Already when I fly IFR (filed /U) controllers give me instructions ("proceed direct foobar") that require GPS Well, they don't really. I bet you can do that with the M1 LORAN. Or you could if it didn't come with a placard limiting it to VFR use only. A handheld GPS will not come with such a placard, and there's no rule that says you can't use it for enroute IFR (anyone who says otherwise is welcome to quote chapter and verse from the approriate regulation - NOT an advisory circular or AIM). Since almost everyone who flies IFR has at least a handheld GPS, why wouldn't ATC take advantage of this? The real issue is when will approach GPS become a necessity pracitcal necessity? I suspect that as VOR's and NDB's are decomissioned, more and more airports will have nothing but GPS. The big airports will always have ILS, and those will become our only legal alternates, but for GA IFR flying, GPS will become a necessity. Michael Go fly in the plains states most the GA airports have GPS only IFR approach and not many VOR's or many other nav aid's and the Vor's that are our in Eastern MT And Western ND well if you have 1,500' cellings good luck picking them up. |
#4
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This is an old horse and I almost hate to bring it up again, but are you
aware you can legally accept direct FUBAR as a /U under IFR, and monitor your progress with a handheld GPS? Currently the only reason one ever needs an IFR GPS is to fly a GPS approach. To answer your question, then, /G will be de facto required FOR YOU when there are airports you want to go to IFR, in weather that requires an approach, that only have that kind of approach. "Colin W Kingsbury" wrote in message ink.net... Just read in aopa weekly mail today that the FAA is considering shutting down the BDL (Bradley, Hartford CT) and PVD (Providence RI) VORs. These are not exactly podunk navaids. Both are located at Class C fields with substantial airline traffic (not just RJs either) and they support a decent number of airways and approaches. To be fair, VORs are not exactly in short supply in the Northeast, so this won't have a devastating effect, though it will make outages more critical. I fly a 172N and with 2 NAV/COMs, ADF, and an M1 Loran I can get around this part of the country pretty well. Other than getting DME capability there hasn't been a pressing reason to add an IFR GPS to a $40,000 plane. But, how much longer will it be before /G is a de facto requirement? Already when I fly IFR (filed /U) controllers give me instructions ("proceed direct foobar") that require GPS, so I suppose us non-golf folks are becoming a rare species. How long before we're extinct? Best, -cwk. |
#5
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This is an old horse and I almost hate to bring it up again, but are you
aware you can legally accept direct FUBAR as a /U under IFR, and monitor your progress with a handheld GPS? AFAIK this only applies in a radar environment, where it's like vectors. Jose -- Nothing is more powerful than a commercial interest. for Email, make the obvious change in the address. |
#6
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Dan Thompson wrote: This is an old horse and I almost hate to bring it up again, but are you aware you can legally accept direct FUBAR as a /U under IFR, and monitor your progress with a handheld GPS? You're not cleared direct. You're given a vector that is essentially direct. /G allows you to accept a clearance "direct FUBAR." Currently the only reason one ever needs an IFR GPS is to fly a GPS approach. A terminal/enroute only box allows you to eliminate your ADF and DME which is very handy if you fly a lot of ILS and VOR approaches anyways. |
#7
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"Newps" wrote in message ... You're not cleared direct. You're given a vector that is essentially direct. /G allows you to accept a clearance "direct FUBAR." No, you're cleared direct. There are no restrictions on direct clearances based on the filed equipment suffix. |
#8
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"Colin W Kingsbury" wrote: ...so I suppose us non-golf folks are becoming a rare species. How long before we're extinct? Depends on what kind of flying you do. If you don't fly IFR to small airports, the lack of an approach certified GPS is no big deal--a portable one will serve you just fine for years, probably. But if you *do* fly IFR to small airports, you're already a flying fossil. -- Dan C172RG at BFM |
#9
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In a previous article, Newps said:
A terminal/enroute only box allows you to eliminate your ADF and DME which is very handy if you fly a lot of ILS and VOR approaches anyways. Don't get rid of your ADF and DME if you want to fly to Canada some time, though. -- Paul Tomblin http://xcski.com/blogs/pt/ "Harry very carefully read the manual - four times - because Snape would cut off his breathing privs if he asked him a question that the manual could answer..." -- Harry Potter and the Book Of The BOFH |
#10
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"Paul Tomblin" wrote in message ... Don't get rid of your ADF and DME if you want to fly to Canada some time, though. Or if you need to fly an NDB approach that has no GPS overlay, or an approach similar to the VOR/DME RWY 15 at Martin State Airport. |
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