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Most of those instrument ratings are held my commercial pilots. No way that percentage pertains to private pilots.

Well, I sort of disagree. Before I went with the airline I used to file IFR for every flight of more than 100 miles, simply to keep the airplane straight and level without an autopilot, stay on Victor airways, and communicate with ATC. I also recommended this to my former instrument students...

No expiration in 1958.

I've worked with this stuff since 1955 as a USAF tech, then flying starting in 1956. I have never seen separate receivers for the LOC and VOR. GS, yes.

You believe they use the speakers?

Nerd arise! Against the unbathed!

That's what they were. They are all gone. And, using DME/DME as a sensor for GPS IAPs is not permitted. Having said that DME/DME is permitted on some SIDs and STARs to accommodate the early RNAV airliners that are pre-GPS.

No.

The 767 had a bank angle limit selector. We selected 15 degrees leaving FL 290. 15 degrees is considered a "non bank" as far as wing loading is used. That is also why it is used in Part 25 airplane engine failure procedures. The Garmin G-X0000 series used in jet airplanes automatically...

That's not my conclusion; it's that of AFS-420--the folks in OKC who design TERPs.

In the early days of jets, the USAF used one-half standard rate turns. They had turn and bank indicator calibrated for 4-minute turns.

Standard rate turns are left over from the lighted airways and LF Range days. You use the bank angle that is necessary for present circumstances, but not to exceed 30 degrees. 30 degrees of bank angle in instrument flight procedures is 25 degrees achieved. In primary instrument training it is...

With practice, it is simply not that complicated.

In my hypothetical jet I would be at 180 KIAS, or so, so I would accept the bank angle commanded by the FMS.

Spot on.

You absolutely do not level off at 800 feet. Where did you come up with that?

All of what Russ says it correct. And, nothing that he said precludes not turning until the DER even though higher than 400 feet. That is the Garmin implementation on their FMS. In LIFR, you don't know where the DER is, but the Garmin FMS does.

I believe so.

If I do my job comparing the database against the chart, then fly the procedure as charted, I have fulfilled ATC's expectations and the regulations pertinent to SIDs. If ATC has any modifications to the SID, I would comply with them. Having said that, I don't understand where you are going...

It's up to me to compare the database SID with the chart before I launch.