Making a VFR C152 IFR

Nathan Young wrote:
[snip]

Alternatively, you could sell all your stuff and put in a GNS430.
NAV/COM/LOC/GS/GPS all in one box, and it doesn't require the
annunciator panel. There are redundancy issues with this approach,
but you can cheaply add some redundancy via handheld GPS and radio.

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

Blanche wrote:
Nathan Young wrote:
[snip]


Alternatively, you could sell all your stuff and put in a GNS430.
NAV/COM/LOC/GS/GPS all in one box, and it doesn't require the
annunciator panel. There are redundancy issues with this approach,
but you can cheaply add some redundancy via handheld GPS and radio.


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.

Dave
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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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I don't particularly intend the aircraft to be a serious IFR X-C
machine. I intend it be equipped for short-to-medium X-Cs in less than
perfect VFR weather. No hard IMC for me - ever, most likely.

See my soon-to-be post further down for what I'm leaning towards now...

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.

Dave
Remove SHIRT to reply directly.