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#1
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#2
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Whether or not the Apollo units are a good idea or not is not something I
will address. Don't forget that they are essentially "orphaned" units. Also, to be legal, there may be instances where you need to have the ADF equipment on board. I thought that an IFR GPS was a legal substitute for an ADF in ALL cases???? |
#3
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Dude wrote:
Whether or not the Apollo units are a good idea or not is not something I will address. Don't forget that they are essentially "orphaned" units. Also, to be legal, there may be instances where you need to have the ADF equipment on board. I thought that an IFR GPS was a legal substitute for an ADF in ALL cases???? An IFR GPS *with a current database* is a leagal substitue for an ADF. (Currently in MI with a current Garmin West/Central DB. Guess where the West/Central DB ends. ) -- Frank Stutzman Bonanza N494B "Hula Girl" Hood River, OR |
#4
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An IFR GPS *with a current database* is a leagal substitue for an ADF.
The requirement for a current database, if any, comes from the Approved Flight Manual Supplement. Not all AFMSs have this requirement, but most do. You have to read the AFMS for -that- airplane. Many UPS GX50/60 installs used boiler-plate AFMS verbage that does not include the requirement for a current database. Instead it requires only that the PIC determines that the procedure in the database matches the procedure as currently published, or something like that. Furthermore, an IFR GPS can be a legal substitute for an ADF for many operations, but not all. AIM 1-1-19: "The GPS Approach Overlay Program is an authorization for pilots to use GPS avionics under IFR for flying designated nonprecision instrument approach procedures, except LOC, LDA, and simplified directional facility (SDF) procedures. These procedures are now identified by the name of the procedure and "or GPS" (e.g., VOR/DME or GPS RWY 15). Other previous types of overlays have either been converted to this format or replaced with stand-alone procedures. Only approaches contained in the current onboard navigation database are authorized. The navigation database may contain information about nonoverlay approach procedures that is intended to be used to enhance position orientation, generally by providing a map, while flying these approaches using conventional NAVAIDs. This approach information should not be confused with a GPS overlay approach (see the receiver operating manual, AFM, or AFM Supplement for details on how to identify these approaches in the navigation database)." |
#5
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Dave Butler wrote:
An IFR GPS *with a current database* is a leagal substitue for an ADF. The requirement for a current database, if any, comes from the Approved Flight Manual Supplement. Not all AFMSs have this requirement, but most do. You have to read the AFMS for -that- airplane. Many UPS GX50/60 installs used boiler-plate AFMS verbage that does not include the requirement for a current database. Instead it requires only that the PIC determines that the procedure in the database matches the procedure as currently published, or something like that. True. The AFMS for my 430 installation does require a current DB and I had forgotten that not all were that way. My comment was more to the fact that the database has to be current for the approach (i.e. the approach or waypoint must be in the database). As I mentioned earlier, I'm currently visting outside of my normal database coverage area. As I don't have the northern Michigan approaches in the database, I can't do a GPS approach. Nor can I do any approach that utilizes a NDB. Kinda limits my options. Its the first time in the two years of flying behind the 430 that wish I had kept my working ADF. -- Frank Stutzman Bonanza N494B "Hula Girl" Hood River, OR |
#6
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Frank Stutzman wrote:
As I don't have the northern Michigan approaches in the database, I can't do a GPS approach. Nor can I do any approach that utilizes a NDB. Kinda limits my options. I wouldn't mind being in N Mich right now, with or without database :-) Dave |
#7
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In article , Frank Stutzman
writes: Its the first time in the two years of flying behind the 430 that wish I had kept my working ADF. I think that Canada still has NDB approaches that do not have a GPS overlay and need am ADF to legally do them. Chuck |
#8
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![]() Frank Stutzman wrote: Dude wrote: Whether or not the Apollo units are a good idea or not is not something I will address. Don't forget that they are essentially "orphaned" units. Also, to be legal, there may be instances where you need to have the ADF equipment on board. I thought that an IFR GPS was a legal substitute for an ADF in ALL cases???? An IFR GPS *with a current database* is a leagal substitue for an ADF. Not necessary for the GX units. |
#9
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On Wed, 25 Aug 2004 16:49:11 GMT, "Dude" wrote:
I thought that an IFR GPS was a legal substitute for an ADF in ALL cases???? I don't know all of the in's and out's that apply to TSO129 certified equipment, so my conclusions may be incorrect. My understanding is that if you are flying IFR, and have a TSO129 box, and require an alternate, the AIM says that: "Any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly." So if you are choosing an NDB approach at your alternate airport, you would need to have a functioning ADF receiver on board. --ron |
#10
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![]() "Dude" wrote in message ... Whether or not the Apollo units are a good idea or not is not something I will address. Don't forget that they are essentially "orphaned" units. Also, to be legal, there may be instances where you need to have the ADF equipment on board. I thought that an IFR GPS was a legal substitute for an ADF in ALL cases???? What do you mean by "ALL"? Some ILS approaches still require an ADF (i.e., BHB ILS 22). |
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