On Jun 2, 5:04 am, wrote:
Actually, thge more I think about it the more I am convinced I am
right.

Of course you're convinced. Now answer me this question - do you
always know where you are going to land (or can you always narrow it
down to a short list, just a few airports) before you ever start the
engines? If you say yes, you're not getting much capability out of
the airplane.

In the real world of flying GA IFR, things don't work that way.
Headwinds and ATC delays force landings short of the intended
destination (or fuel stop). Weather systems that turn out worse than
forecasts or move differentl than forecast (thunderstorms, ice,
widespread below-mins conditions) cause diversions around weather, and
thus landings dozens (or even hundreds) of miles off the intended
course. Landing sites in such cases are chosen by consulting printed
publications in the cockpit to select appropriate facilities and
consultation with FSS (by radio) to confirm weather. Time is at a
premium because FSS frequencies in such weather tend to be tied up -
everyone is doing this. Even if the first diversion landing is fine,
planning for the next leg is done wherever you landed - not
necessarily a place with internet access. So what are you suggesting
now - what everyone who actually uses the airplane for transportation
should have a printed copy of the published NOTAM's in the cockpit to
deal with this issue?

Michael