ADF and DME are not dead. Lose GPS enroute IFR and what else do you have?
I have used regularly in my flying a CNX remoted to an MX-20. SL30 is
second Nav/Com. Two VOR`s with separate glide slopes. DME remotes to SL30.
RMI presents information from ADF on double needle and Nav1, Nav2, or GPS to
single needle.
So guess what happens? In turbulence I knock off the only knob on the CNX
that selects radio frequencies. The shaft that the knob fits over is bent
and will not turn. That is with how much force I hit the panel with my hand.
The airplane immediately loses Nav1, Com1, and GPS. Garmin says that this
has never happened before. I am left on a multileg flightplan with VOR, DME
and ADF. I have a handheld Garmin GPS 196 but you may have difficulty
programming it when aircraft control takes all your attention. I could not
use the hand held GPS at that time.
I flew an ILS approach with DME and ADF assistance. No emergency. No
question of outcome.

The dilemma of these boxes is that while they save tremendous panel space,
you give up redundancy.
I am not proCNX80 and antiGNS430. They are simply 2 different boxes with 2
different missions and 2 different learning curves. And we keep getting
another curve to learn with the CNX as Garmin continually modifies and
improves and changes and fixes the software. When they do this, the menus
change. They nested menus. This means you have to unlearn and relearn how
the unit operates.
One of my friends always laughs and says " When you live on the cutting
edge, you sure bleed a lot".

I would choose the CNX based on your type of flying and not because it is
the hot new box and somebody else has one. It has a very steep learning
curve(expensive). But if you fly serious IFR and you are familiar with
FMS`s, it must be considered.
I think the unspoken concern I share is that this is getting way too
complicated for casual use. And is this technology going to get any easier
or intuitive in operation in the future?
I also believe that when a company sells ANY new technology unit that
training must be made available from that company. How many of us really
use the navigational potential of any of our equipment? If you can afford
the box and risk the safety of your flight on the outcome of the use of the
box, you can afford the training. Flying has never been cheap and it is not
getting any cheaper tomorrow.

"Hankal" wrote in message
...
Just looked at my approach plates. Very few have NDB approaches, some are
VOR
DME, some require ADF. More and more now are GPS.
Since I can use the GPS instead of DME for Some VOR approaches, is it not
wise
(prudent)
to get an IFR certified GPS now?
Should it be a Garmin 430 or a 480? The cost of the 480 is about 2 grand
more,
but I could use it for ILS approaches.
My ADF is useless and I am contemplating a GPS in the place on the panel.
I have never flown a GPS approach.
My finances are low, but my life does have a high value. So says the MRS.
You can email or put your thoughts and suggestion here.
Hank 172 driver