Filing IFR W/Single Nav/Com

Mooney Fan

Mooney Fan

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Mooney Fan
I'm out of currency re:IFR since I no longer fly rentals. My Cherokee 140 is a Single NAV/COM with VOR/LOC only. Not looking to fly low IFR approaches, but wanting to file in clear VFR conditions and or with scattered conditions above 2.5K. I realize a Pitot Static check above my current VFR would need done, and I would need to rent something to get current again.

IFR minimum equipment list
  • Generator or Alternator.
  • Radio/Navigation Appropriate For Flight.
  • Attitude Indicator.
  • Ball (Inclinometer)
  • Clock.
  • Altimeter (Pressure Sensitive)
  • Rate of Turn Indicator.
  • Directional Gyro.
Have considered the what if's panel or NAV/COM failure. I would just use my handheld and cancel IFR or declare an emergency and use my GPS to navigate

Anyone else filing IFR with Single NAV/COM?
 
Mooney Fan said:
I'm out of currency re:IFR since I no longer fly rentals. My Cherokee 140 is a Single NAV/COM with VOR/LOC only. Not looking to fly low IFR approaches, but wanting to file in clear VFR conditions and or with scattered conditions above 2.5K. I realize a Pitot Static check above my current VFR would need done, and I would need to rent something to get current again.

IFR minimum equipment list
  • Generator or Alternator.
  • Radio/Navigation Appropriate For Flight.
  • Attitude Indicator.
  • Ball (Inclinometer)
  • Clock.
  • Altimeter (Pressure Sensitive)
  • Rate of Turn Indicator.
  • Directional Gyro.
Have considered the what if's panel or NAV/COM failure. I would just use my handheld and cancel IFR or declare an emergency and use my GPS to navigate

Anyone else filing IFR with Single NAV/COM?
Click to expand...
How is it much different than filing with 2? Use the GPS for that "situational awareness"...you aren't talking about 1 nav/com in IFR conditions, so...
 
Mooney Fan said:
I'm out of currency re:IFR since I no longer fly rentals. My Cherokee 140 is a Single NAV/COM with VOR/LOC only. Not looking to fly low IFR approaches, but wanting to file in clear VFR conditions and or with scattered conditions above 2.5K. I realize a Pitot Static check above my current VFR would need done, and I would need to rent something to get current again.

IFR minimum equipment list
  • Generator or Alternator.
  • Radio/Navigation Appropriate For Flight.
  • Attitude Indicator.
  • Ball (Inclinometer)
  • Clock.
  • Altimeter (Pressure Sensitive)
  • Rate of Turn Indicator.
  • Directional Gyro.
Have considered the what if's panel or NAV/COM failure. I would just use my handheld and cancel IFR or declare an emergency and use my GPS to navigate

Anyone else filing IFR with Single NAV/COM?
Click to expand...

No. But I wouldn't give it a second thought to do it in the conditions you describe in the way you describe.
 
Mooney Fan said:
I'm out of currency re:IFR since I no longer fly rentals. My Cherokee 140 is a Single NAV/COM with VOR/LOC only. Not looking to fly low IFR approaches, but wanting to file in clear VFR conditions and or with scattered conditions above 2.5K. I realize a Pitot Static check above my current VFR would need done, and I would need to rent something to get current again.

IFR minimum equipment list
  • Generator or Alternator.
  • Radio/Navigation Appropriate For Flight.
  • Attitude Indicator.
  • Ball (Inclinometer)
  • Clock.
  • Altimeter (Pressure Sensitive)
  • Rate of Turn Indicator.
  • Directional Gyro.
Have considered the what if's panel or NAV/COM failure. I would just use my handheld and cancel IFR or declare an emergency and use my GPS to navigate

Anyone else filing IFR with Single NAV/COM?
Click to expand...
I haven’t done it since I sold my 150, but I’d still be more than willing to do it given what I feel to be appropriate options in the event of failures.
 
Just because you can doesn’t mean you should.

Also if you’re not equipped and prepared to fly the whole thing to mins, you shouldn’t pull a IFR clearance
 
James331 said:
Just because you can doesn’t mean you should.

Also if you’re not equipped and prepared to fly the whole thing to mins, you shouldn’t pull a IFR clearance
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C'mon man. Nothing wrong with filing even vmc just to be in the system. You do fly in and around the SFRA don't you? A lot easier if you file, even in severe clear.
 
James331 said:
Just because you can doesn’t mean you should.

Also if you’re not equipped and prepared to fly the whole thing to mins, you shouldn’t pull a IFR clearance
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Really? That is an extreme point of view. Why would I be flying an approach to mins on a CAVU day? ATC will be asking if I have the field in sight 15 miles out, with one desire, to clear me for the visual
 
Didn’t say you will go to mins, but if you’re IFR you’re IFR.

Unexpected wx comes in that’s going to be a funny conversation with ATC.

Like they guy who got himself killed because he couldn’t fly partial panel but picked up a IFR anyways.

One of our Checkairman always said, he should be able to come up any day and do a recurrent with anyone in the company and not have a issue.

Sames true with private 91 guys, if you can’t pass a instrument right at the time, don’t file IFR, because you are expected to be able to fly IFR when you file.
 
I've been doing all of my training with a single nav/com, VOR w/ GS and filed for the first time last week. Planning on doing my checkride in a month or so with said equipment. Would I ever want to fly hard IFR? Of course not, but I can remain current in it.
 
James331 said:
Didn’t say you will go to mins, but if you’re IFR you’re IFR.

Unexpected wx comes in that’s going to be a funny conversation with ATC.

Like they guy who got himself killed because he couldn’t fly partial panel but picked up a IFR anyways.
Click to expand...
When I pre-flight, weather planning begins days before the flight in efforts to reduce the unexpected. Hell, even if I was full blown /G if weather was even remotely a factor, this dude is at home on the couch.
 
Mooney Fan said:
When I pre-flight, weather planning begins days before the flight in efforts to reduce the unexpected. Hell, even if I was full blown /G if weather was even remotely a factor, this dude is at home on the couch.
Click to expand...

Weather is unpredictable, and if you are not able to go to mins in IMC you shouldn’t claim you can by filing IFR
 
I guess I would. Especially if you're talking VFR conditions. Just remember to always have an out. If your radio goes to hell and you're above an overcast layer, how are you going to get on the ground safely?
 
lancie00 said:
I guess I would. Especially if you're talking VFR conditions. Just remember to always have an out. If your radio goes to hell and you're above an overcast layer, how are you going to get on the ground safely?
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By keeping to my defined criteria of scattered conditions above 2.5K. If I was as careless as that, I would find an airport with acceptable weather and available LOC approach
 
How far out of currency are you? If over a year you will need an IPC. But if you do your current plan, don't forget the VOR check requirements.
 
PaulS said:
How far out of currency are you? If over a year you will need an IPC. But if you do your current plan, don't forget the VOR check requirements.
Click to expand...
Yes, I would need an IPC. Local field has a /G Skyhawk for that
 
Fly your plane somewhere with an AATD (Redbird or some such), ideally with a VOR/LOC nearby that you and the instructor can then go out in your plane and shoot to a circle to land to complete the IPC. That there is some good bang for buck, and you can really push yourself in the AATD to help your personal minimum decisions.
 
catmandu said:
Fly your plane somewhere with an AATD (Redbird or some such), ideally with a VOR/LOC nearby that you and the instructor can then go out in your plane and shoot to a circle to land to complete the IPC. That there is some good bang for buck, and you can really push yourself in the AATD to help your personal minimum decisions.
Click to expand...

They have to do a circle to land for a IPC?
 
midlifeflyer said:
"Can you?" is a regulatory question. You can. "Should you?" and have to switch VOR frequencies and OBS back and forth to identify an intersection is personal preference.
Click to expand...
I’ve never had to do that with a single VOR.
 
Mooney Fan said:
Yes, I would need an IPC. Local field has a /G Skyhawk for that
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Why do an IPC in a plane that is not equipped like yours?? I would want to show I’m proficient in the plane that I’m flying. Technically you can to an IPC in any plane that is IFR legal but it should reflect what you are flying -single VOR/NAV/COM
 
midlifeflyer said:
"Can you?" is a regulatory question. You can. "Should you?" and have to switch VOR frequencies and OBS back and forth to identify an intersection is personal preference.
Click to expand...

Not only would that be a pain in the ass, but he would have to file Victor airways or direct VOR. The controllers to day are used to sending folk direct to a fix, which he legally could not do. Better be sharp at understanding ATC especially radial intercept clearances.
 
benyflyguy said:
Technically you can to an IPC in any plane that is IFR legal but it should reflect what you are flying -single VOR/NAV/COM
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No you can't. You need to do a precision approach for an IPC.
 
tawood said:
Under these limits, no one would ever fly VFR either.
Click to expand...

Well, the equivalent would be something like not able to fly via visual landmarks and a paper chart in MVFR
 
James331 said:
Didn’t say you will go to mins, but if you’re IFR you’re IFR.

Unexpected wx comes in that’s going to be a funny conversation with ATC.

Like they guy who got himself killed because he couldn’t fly partial panel but picked up a IFR anyways.

One of our Checkairman always said, he should be able to come up any day and do a recurrent with anyone in the company and not have a issue.

Sames true with private 91 guys, if you can’t pass a instrument right at the time, don’t file IFR, because you are expected to be able to fly IFR when you file.
Click to expand...

People fly IFR for a variety of reasons, and it is not always due to weather. I don't think it will be a funny conversation if you have to divert and land at the nearest VFR airport, even under IFR. Lost comm procedures for IFR specifically expects the pilot to land as soon as practical if VFR conditions are encountered.
 
To each their own, there’s a good video of a guy who pulled IFR, got into the clouds, lost his AI (text book partial panel) and crashed.

Sorry, but I’m going to stick with if you couldn’t pass a full instrument checkride that day, don’t file it.
 
James331 said:
Well, the equivalent would be something like not able to fly via visual landmarks and a paper chart in MVFR
Click to expand...
No, its not like that at all.
Now if he had mentioned flying IFR on one nav/com in MVFR, I might agree with you. But he is talking about flying IFR on a CAVU day...and cancelling IFR to become VFR takes 5 seconds. I don't see the problem.
 
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tawood said:
No, its not like that at all.
Now if he had mentioned flying IFR on one nav/com in MVFR, I might agree with you. But he is talking about flying IFR on a CAVU day...and cancelling IFR to become VFR takes 5 seconds. I don't see the problem.
Click to expand...

They don't think IFR be like it is, but it do
 
James331 said:
To each their own, there’s a good video of a guy who pulled IFR, got into the clouds, lost his AI (text book partial panel) and crashed.

Sorry, but I’m going to stick with if you couldn’t pass a full instrument checkride that day, don’t file it.
Click to expand...
There's also a video AOPA put out about a guy who pulled an IFR clearance and he wasn't rated for IFR and crashed. ((((yawn))))

Maybe the FAA should change the rules and allow IFR clearances only when weather at departure, enroute or at the destination are less than VFR
 
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Mooney Fan said:
There's also a video AOPA put out about a guy who pulled an IFR clearance and he wasn't rated for IFR and crashed. ((((yawn))))

Maybe the FAA should change the rules and allow IFR clearances only when weather at departure, enroute or at the destination are less than VFR
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Oh let’s not be obtuse, if you can’t fly IFR to the numbers don’t file IFR, it’s not rocket surgery
 
JScarry said:
I’ve run across several posts with James331 being obtuse. Is he really this stupid or is he just pretending so people get riled up?
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One of the all time great mysteries of POA.

My opinion is he enjoys being controversial though like all of us, he has opinions that aren’t always the same as the masses. No biggie.
 
James331 said:
if you can’t fly IFR to the numbers don’t file IFR, it’s not rocket surgery
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The question is about aircraft equipment, not the skill level of the pilot, when are you going to run out of straw?
 
dmspilot said:
The question is about aircraft equipment, not the skill level of the pilot, when are you going to run out of straw?
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Perhaps we did get off topic

My only point was if you don’t have the equipment and/or skill or fly said flight plan to IFR mins, don’t file it.

If it was me, a single non /G navcom, I probably would stay VFR.
 
James331 said:
Perhaps we did get off topic

My only point was if you don’t have the equipment and/or skill or fly said flight plan to IFR mins, don’t file it.

If it was me, a single non /G navcom, I probably would stay VFR.
Click to expand...

What about flying IFR in an single-engine airplane? Probably a no?
 
SkyDog58 said:
One of the all time great mysteries of POA.

My opinion is he enjoys being controversial though like all of us, he has opinions that aren’t always the same as the masses. No biggie.
Click to expand...
Apparently not too controversial...he liked your post. ;)
 
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