Search results

The reason to get IR is for the few instances of low ceilings. In the PNW, this happens quite often, and we either have to cancel a trip, wait for 1-4 hrs for it to clear, or fly to an inland airport (like Salem) instead of a coast airport where we want to be. We have been doing that for years...

My understanding is that GPS outages are rare, and they are NOTAMed. If I am going to fly 1-4 hrs in IMC per year (yes, per year), what are the odds I will run into an unannounced GPS outage? Yes, if I limit myself to GPS only, I will plan accordingly.

A very good discussion and info. I am grateful.

Here is an experienced IFR pilot flying in his local area making a simple mistake on the VOR approach. See around 7:20 mark. I am not sure what "functionally identical means", but what I know is that: - VORs have to be calibrated every so often (I think every 30 days) - You have to maintain...

Thank you for your input. I agree they are functionally similar, but remembering to work dual VORs is not easy if you are not proficient. I think (but not sure) that some LOC approaches are more complicated than a typical RNAV approach due to step-downs, where you have to calculate the descent...

I agree with what you said, but I am not comparing GPS to others. I am comparing GPS-only to all nav/approach methods combined. And I am sure maintaining proficiency is easier when focused on only one method. I also agree with your suggestion to start training first, then make the final panel...

Rare, combined with my rare IFR flying = super rare.

My understanding is that: 1. I have to learn it all once for the written, which is not a problem at all. 2. I will not have to learn or maintain proficiency in VOR/LOC/ILS navigation and approaches. How is that the same amount of work as using the GPS navigator only? Just by removing the need to...

Sorry I did not explain the motivation behind this thread (it was not the point). In my estimate, I will fly 1-4 hrs in light IMC (think a few clouds or a thin cloud layer around an airport) per year (yes, year). Given my busy life, I would not be a safe pilot if I tried to maintain proficiency...

They just released a new C182 with brand new seats! :)

That is really one of the best developments in GA since Basic Med. Thank you for confirming.

They are both the original NavComs. If I get rid of VOR indicators, I could still keep my radios, but if I am going to get a new panel, I will likely get new radios.

Yes, I will have 2 radios for sure.

I understand that works for you, but will not work for me. It's good to have options.

I want to get IR and fly IFR without using VOR/LOC/ILS, so I will remove them from my panel.

For sure

I have been a VFR pilot only, so not very good at all the IFR gadgets. Have an old Cessna 182 with the original panel from the 70s. If I can get an instrument rating with GPS only navigation and approaches, what would be a good value panel? I would want to remove the vacuum system, old NavComs...

Yeah, why would anyone use Google maps with live traffic for navigation on a large screen. I can go to a gas station, buy a paper map, then discuss good routes with the clerk. Once I exit that map, I can repeat the process.

This makes sense to me: the problem is that new planes are not being designed in the 230-300 HP range, and Rotax needs to be included in the design phase. Otherwise, getting an STC to install a Rotax in a C182 would be cost-prohibitive?

Rotax seems to be loved by a lot of people, even preferred over the Lycoming/Continental in many situations. Why don't they produce engines up to 300 hp to compete with Lyc/Con? Is there something fundamentally limiting in their design? It seems like there would be a huge market if they can make...