Yeah, but only in the case of the primary GPS being failed, and then I would
be backing it up off of the handheld GPS and the other VOR nav as well. In
case of a discrepancy between the VOR navs, the handheld GPS would be the
tie breaker. Also if I had time I might also break out my handheld COM
radio which also has a VOR function. Frankly, if I was down to relying on
my 2nd and 3rd layer of backups, I would probably conclude this was just a
really bad day and divert to an ILS airport.

I'm not planning to quit doing the 30 day checks, I'm just thinking this is
kind of old-fashioned and more rigorous than some other more likely failure
modes nowadays that we aren't required to be as careful about.

"Andrew Sarangan" wrote in message
. 158...
An approach is where a VOR accuracy really matters. If you are off by a
few degrees during enroute, the worst that can happen is an annoyed
controller. During approach the outcome may be a lot worse. Would you fly
a VOR approach to minimum if you are not sure if the VOR has not been
checked?




"Dan Thompson" wrote in
m:

I bet you are right. Since it is not possible to fly under IFR below
1000 AGL, except taking off or on an approach, what difference does
that make?

"Andrew Sarangan" wrote in message
. 158...
"Dan Thompson" wrote in
. com:

Well, since practically everybody uses GPS, and radar coverage is
essentially nationwide now, making sure your VOR is accurate within
a couple of degrees every 30 days, and also keeping a detailed
record of that, seems a bit out of date. Kind of like making sure
your buggy whip is in good condition every 30 days.


Radar coverage does not extend nationwide at low altitudes. In fact I
would
bet that 99% of the country does not have radar coverage below 1000'
AGL. This is where VOR accuracy really matters anyway.