IFR Avionics Preflight Checklists

I agree that many--if not most--of the IFR avionics are not necessary for
VFR. I got that. Do you not check any of the non-essential avionics before a
VFR flight?

Maybe it's because I own the aircraft I fly and I would like to know what is
and what is not working. I am also based at an airport under New York Mode C
Veil. However, even on a rental I would want to know if anything is inop.
Wouldn't you?




"EDR" wrote in message
...
In article , Marco Leon wrote:

Can I ask why you would want to separate VFR vs. IFR avionics checks? I
like
to include any IFR avionics pre-takeoff checks in my standard checklist
so I
check them during VFR flights as well. I like to know if *anything*
regarding avionics is not operational. Plus, there are only a few
IFR-specific checks:

For VFR flight, the avionics are non-essential. I can fly without
turning on the avionics master, leaving everything off. The only thing
I need to depart or land at a controlled field is a COMM radio. (I can
get an exemption for not having other equipment for CBAS.)

If it is turned on and something goes TU, it doesn't matter (unless you
are flying into an area of changing or marginal weather where you
anticipate converting from VFR to IFR).

For IFR flight, I intend to use all the equipment, so I run through all
the avionics preflights. If the autopilot isn't working and am flying
single-pilot, that may be a go/no go item. Same for any other avionics
item. If it isn't working and it's deemed essential, decisions must be
made before launch.



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In article , Marco Leon wrote:

I agree that many--if not most--of the IFR avionics are not necessary for
VFR. I got that. Do you not check any of the non-essential avionics before a
VFR flight?

I usually fly a 1945 Aeronca Champ. The only instruments I have are
airspeed, tach, altimeter, compass, oil temperature, oil pressure and
fuel indicator. If I have a radio, it is a handheld comm and gps. The
airplane has no electrical system nor starter. Because of battery life
in the handhelds, they may be used for takeoff and/or landing and
turned off for enroute. Depending on the terrain, a sectional will give
me more information than the gps. GPS is good for distance, but at the
altitudes I fly at, I usually have to fly around terrain.

Maybe it's because I own the aircraft I fly and I would like to know what is
and what is not working. I am also based at an airport under New York Mode C
Veil. However, even on a rental I would want to know if anything is inop.
Wouldn't you?

Depends on what I am renting, terrain I will be flying over and
forecast weather. As long as the fan out front keeps turning, I stay
cool. It all depends on what type flying you are doing as to what
equipment you need operational.

"Marco Leon" mleon(at)optonline.net wrote:

I agree that many--if not most--of the IFR avionics are not necessary for
VFR. I got that. Do you not check any of the non-essential avionics before
a VFR flight?

Maybe it's because I own the aircraft I fly and I would like to know what
is and what is not working. I am also based at an airport under New York
Mode C Veil. However, even on a rental I would want to know if anything is
inop. Wouldn't you?

I was thinking something similar as I read this thread. I check, for
example, all the lights even if I've no plans to be flying at night. It
permits me to avoid cancellation of a night flight if I can replace a dead
bulb ahead of time. The same applies to avionics: I'd rather know about
the failure with sufficient lead time that it can be fixed before I've a
flight that requires it.

Also, it makes no sense to have tools that might or might not be working.
Even if the tool isn't expected to be required, it makes sense to know
whether or not it is available.

- Andrew