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#11
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Michael wrote: 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). Try 91.205 (d) (2) for starters: d) Instrument flight rules. For IFR flight, the following instruments and equipment are required: (2) Two-way radio communications system and navigational equipment appropriate to the ground facilities to be used. Think non-radar operations, where the controller isn't going to play "Frick and Frack" direct-to games with you. Failure to comply with 91.205 can rapidly lead to 91.3, and the FAA attorneys win every time. |
#12
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Paul Tomblin wrote: 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. More so for Mexico. |
#14
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"Dan Thompson" wrote in message . com... 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? It is a sad day that people now assume clearance direct to an intersection can only be complied with if you have some sort of RNAV. Makes me wonder how we ever did it in the '70s with only a VOR and a TACAN. |
#15
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wrote in message ... Try 91.205 (d) (2) for starters: d) Instrument flight rules. For IFR flight, the following instruments and equipment are required: (2) Two-way radio communications system and navigational equipment appropriate to the ground facilities to be used. That states what equipment is required to be aboard, it does not restrict the use of equipment not required to be aboard. Think non-radar operations, where the controller isn't going to play "Frick and Frack" direct-to games with you. Failure to comply with 91.205 can rapidly lead to 91.3, and the FAA attorneys win every time. Nobody suggested IFR operations without the required equipment. |
#16
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"Paul Tomblin" wrote in message ... This is something I've never understood. Before I was a pilot, I was an orienteer (a pretty good one, too - 7th in the North American Championships one year). And in the sport of orienteering, it's quite common to take an approximate bearing to one linear feature, aimed off a bit so you know which way to turn, and then follow the linear feature to the point feature that you're looking for. And yet if you suggest to another pilot that you could get to "so-and-so" intersection (which is the intersection of two airways that you're not currently on) from here by taking a 200 heading until you hit the airway, then turning down along the airway until you hit the intersection, and they look at you like you've grown an extra horn on your head. Well, "direct" is defined as straight line flight between two fixes. But then a VOR receiver can be off by six degrees and still be used for IFR operations. Go figure. |
#17
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wrote in message ... You had a VOR and a TACAN? Lucky dog. I believe King made a version of the KNS 80 with full TACAN capability, I think it was the KNS 80A. |
#18
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Tim, some of the other guys are playing around with you a little bit, but
I'll spell it out for you since I started it. That reg says what you have to have onboard, but does not say what you will or must use for navigation. IFR course tracking is a performance standard. You must stay on the assigned course. How you do that is not specified or regulated. What you use to fly that course is not specified or regulated. Only that you fly that course, somehow. So, you may use dead reckoning if you want to, radar vectors, celestial nav (right!), or even (the crowd is on the edge of their seats in anticpation) a tuna sandwich. The tuna sandwich must not, however, be placarded "VFR only." So, it is perfectly acceptable to look at your handheld GPS, see that it says 237 degrees and 16 minutes to FUBAR, dead reckon by flying a 237 heading, and monitor your progress by reference to the handheld GPS. wrote in message ... Michael wrote: 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). Try 91.205 (d) (2) for starters: d) Instrument flight rules. For IFR flight, the following instruments and equipment are required: (2) Two-way radio communications system and navigational equipment appropriate to the ground facilities to be used. Think non-radar operations, where the controller isn't going to play "Frick and Frack" direct-to games with you. Failure to comply with 91.205 can rapidly lead to 91.3, and the FAA attorneys win every time. |
#19
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"Dan Thompson" wrote in message news Tim, some of the other guys are playing around with you a little bit, but I'll spell it out for you since I started it. That reg says what you have to have onboard, but does not say what you will or must use for navigation. IFR course tracking is a performance standard. You must stay on the assigned course. How you do that is not specified or regulated. What you use to fly that course is not specified or regulated. Only that you fly that course, somehow. So, you may use dead reckoning if you want to, radar vectors, celestial nav (right!), or even (the crowd is on the edge of their seats in anticpation) a tuna sandwich. The tuna sandwich must not, however, be placarded "VFR only." So, it is perfectly acceptable to look at your handheld GPS, see that it says 237 degrees and 16 minutes to FUBAR, There are GPS units that use minutes? I'd have thought them all to be decimal format. dead reckon by flying a 237 heading, and monitor your progress by reference to the handheld GPS. A good pilot will have an idea of the wind and correct for it. |
#20
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wrote in message ... Two, the placard "VFR only" means not approved for IFR operations. It doesn't mean you are only allowed to use it when in VFR conditions. Therefore it's as good as your sextant or stopwatch for navigation of all kinds. As long as you have the required equipment on board, you are all set. The placard specified in AC 20-138 is "GPS limited to VFR use only". Use of a GPS with such a placard during IFR operations, even on a cloudless day with no restrictions to visibility, would be a violation of FAR 91.9(a). |
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