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#41
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IFR use of handheld GPS
"Doug" wrote in message oups.com... Nah, a real pilot would cross correlate the waypoint off of two VOR's, then use the DG (that precesses mightily), set from the compass (that swings a lot in the turbulence) to navigate to the said waypoint, so when he gets back to the base he can give the neophytes next to the water cooler a blow by blow account of the whole heroic deed...... Doug, you sound like one of the few on this group who actually know how to fly. |
#42
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IFR use of handheld GPS
Interesting. Thanks.
On Thu, 04 May 2006 16:01:11 -0600, Newps wrote: Tim Auckland wrote: Newps, If using a hand-held GPS as a significant IFR navigation tool is against the spirit of the FARs, surely the FAA could put an end to the practice very simply by strongly discouraging controllers from issuing Direct-To clearances to /A and /U aircraft It's already there, the controller simply needs to read the book. It doesn't appear to have done so, even though the debate has been going on since at least 1998. It's like anything else in the FAA, they don't care until you wreck something. Then the FAA will buy part or all of your airplane when you sue. |
#43
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IFR use of handheld GPS
Newps wrote:
Tim Auckland wrote: Newps, If using a hand-held GPS as a significant IFR navigation tool is against the spirit of the FARs, surely the FAA could put an end to the practice very simply by strongly discouraging controllers from issuing Direct-To clearances to /A and /U aircraft It's already there, the controller simply needs to read the book. It doesn't appear to have done so, even though the debate has been going on since at least 1998. It's like anything else in the FAA, they don't care until you wreck something. Then the FAA will buy part or all of your airplane when you sue. And, part of the "they" is the controller workforce, except they don't pay any part of the settlement. |
#44
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IFR use of handheld GPS
You are not allowed to use an IFR-certified GPS for en route (domestic
airspace) in a non-radar environment except with the special Alaska provisions. The fact that ATC may clear you via direct via RNAV when non-radar does not relieve you of your regulatory responsibilites. Roger wrote: On Wed, 3 May 2006 19:55:06 -0400, "William L.Snow, PE" wrote: Simply said, ifr use of vfr gps is not in the spirit of the far's. Is it or isn't it? Think about it for a minute. You can file IFR accept an IFR direct clearance by simply flying vectors, so it matters little what you have in the plane for equipment as long as you have the equipment necessary to make any required approache(s) Let's say there is a 100 miles of rain between where I am now which is CAVU and my destination is CAVU. I have enough gas to turn around and come back home if need be and I have only the minimum required instruments for legally fly in IMC. I see the storm ahead, air file, ATC gives me a vector or vectors as need be. I come out the other side of the storm and close the flight plan although I have in the real world had them ask that I stay with them until the destination is in sight and VFR. This is strictly legal when in a RADAR environment. Now say I have my trusty 296 with me. I still file with the same equipment suffix as I would have used without the 296. I am legal in every sense of the FARs and in addition I have a backup hand held GPS which I can use for my position and course and ATC is happy to have me do so. I do not need to tell them I have GPS. I can request direct and they can tell me cleared direct or direct when able to where ever with out a request from me. I can accept said "cleared direct", reply "unable, or request vectors. Now in real life I happen to have RNAV (not GPS). I have the equipment go from point A to point B in the system be it direct, by vectors, or airways which meets the intent of the FARs. That I choose to do so by following my 296 is immaterial as I have all of the equipment in the plane to meet the equipment suffix I used when filing. If the internal batteries in the 296 die, and I've forgotten the lighter plug adapter, it is my responsibility to be able to properly fly the clearance even if it is done by requesting vectors. However I have a panel full of *stuff* that should enable me to do so without having to request vectors if I have been paying attention and I keep everything set up including the ADF to watch stations along the route. The thing I've never figured out is whey do they bother with "enroute certified GPS" when there is no need for enroute certified GPS UNLESS this pertains specifically to panel mounted instruments. You don't need enroute certified anything as long as you are in RADAR contact and you can not get a direct clearance if you are not in RADAR contact regardless of what ever certified equipment you have.. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#45
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IFR use of handheld GPS
Jose wrote:
Way off topic, Jose, but take a look at this from FAA Legal Opinions[...] As outlined above, it is our opinion that compensation for the flight exists in two forms: [...] and (2) the acquisition of pilot in command time, which can be used to demonstrate aeronautical experience eligibility for an airman certificate. I'm aware that the FAA has decided, without making rules, what constitutes "compensation". In my mind they are making this law up out of whole cloth, without going through a proper rulemaking procedure. Nonetheless, they will hang you on it. In like manner, I am convinced the FAA will hang you on reliance (not "use") on a handheld GPS in IMC under IFR. The FAA doesn't appear to need to make official rules. Thus my proposing the parallel. Jose A legal interp has the full force and effect of regulation. Keep in mind, FARs are federal civil law, so the FAA, like the IRS (in non-criminal tax cases) holds more cards than the "taxpayer." |
#46
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IFR use of handheld GPS
Sam Spade wrote: And, part of the "they" is the controller workforce, except they don't pay any part of the settlement. They is the US taxpayer. I cannot be sued. |
#47
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IFR use of handheld GPS
On Thu, 04 May 2006 13:41:13 -0700, Sam Spade
wrote: Newps wrote: Sam Spade wrote: The "rule" is that direct routes initiated by ATC are limited to the service volume of VOR (or rarely, NDBs) and the controller can assure that MIAs will not be violated. When the pilot makes the request, though, let the buyer beware. It is irrelavant who makes the request, the rules are the same. That's sure what is says on paper. Still, let the "buyer beware" when he makes the request. Why? I regularly file, 3BS direct LDM (94 miles), Direct MTW(55 miles), Direct OSH (39 miles). Coming home I file the reverse but still direct Each is in a different sector. 3BS (Cleveland Center) is an airport, LMD(Minneapolis Center) is an NDB, MTW (Green Bay?) is a VOR, and OSH is both an airport and VOR (Chicago) Altitudes vary between 5,000 and 8,000 although I have been sent higher on occasion. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#48
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IFR use of handheld GPS
On Thu, 04 May 2006 18:58:22 GMT, Jose
wrote: Way off topic, Jose, but take a look at this from FAA Legal Opinions[...] As outlined above, it is our opinion that compensation for the flight exists in two forms: [...] and (2) the acquisition of pilot in command time, which can be used to demonstrate aeronautical experience eligibility for an airman certificate. I wonder what they'd say in my case as more hours wouldn't qualify me for anything including ratings. I'm aware that the FAA has decided, without making rules, what constitutes "compensation". In my mind they are making this law up out of whole cloth, without going through a proper rulemaking procedure. Nonetheless, they will hang you on it. In like manner, I am convinced the FAA will hang you on reliance (not They can "hang" you for relying on anything to the exclusion of something else. IE ... fixation. He was neglecting his scan and fixating on the AI, or altimeter, or making sure his passenger had their head in the "lunch bag", or he was watching the left wing as it broke off instead of flying the airplane, or maybe someone heard the pilot wasn't feeling good so he/she must have been flying when they shouldn't. I'm firmly of the opinion that any time something important breaks I should be some where else. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com "use") on a handheld GPS in IMC under IFR. The FAA doesn't appear to need to make official rules. Thus my proposing the parallel. Jose |
#49
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IFR use of handheld GPS
Newps wrote:
Sam Spade wrote: And, part of the "they" is the controller workforce, except they don't pay any part of the settlement. They is the US taxpayer. I cannot be sued. You said previously "they don't care until you wreck something." I took that to mean the FAA, given the context. The taxpayers aren't sued in any case; it's the government. |
#50
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IFR use of handheld GPS
Roger wrote:
On Thu, 04 May 2006 13:41:13 -0700, Sam Spade wrote: Newps wrote: Sam Spade wrote: The "rule" is that direct routes initiated by ATC are limited to the service volume of VOR (or rarely, NDBs) and the controller can assure that MIAs will not be violated. When the pilot makes the request, though, let the buyer beware. It is irrelavant who makes the request, the rules are the same. That's sure what is says on paper. Still, let the "buyer beware" when he makes the request. Why? My caution applies primarily in the Western DMA. You are home free in the middle of the country above 4,000, or so, and 8,000, or so in the Eastern DMA. In the Western DMA there are airways a whole lot lower than areas between them. |
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