Instrument Check Ride - What navigation equipment can I use ?

Jim Macklin wrote:
Of course a professional crew would not make such a mistake,
such mistakes as taking off on a runway 1/2 the required
length, or taking off with ice all over the airplane and
without turning the engine anti-ice on, or landing on a
short runway at Chicago, in a blizzard, or ...
Pilots are human beings, human beings make mistakes and
sometimes people die. Sometimes people die on nice clear
days.


Add ValueJet while you're at it.

Sarcasm aside, the stupid things done by airline pilots per takeoff and
landing, or whatever phase of flight, is a whole lot less than light
airplane driving. And, "G/A" is a B.S. category because that throws the
professional biz jet crew in with the ball player in New York.

Jose wrote:




GA is not unique in this, and "hapless passengers" (or the equivalent in
=any= activity) are =always= "just rolling the dice" to some degree. I
just believe that the amount of dice-rolling permitted in part 91 is
approprite.

A few share your view that it is just right. There are a lot more who
think not-for-hire is overregulated and others who say it is underregulated.

Since you think it is just right you are quite unique in your apparent
great admiration for the FAA. ;-)

And, "G/A" is a B.S. category because that throws the professional biz jet crew in with the ball player in New York.

What category would you use? The regs distinguish between part 91 and
part 135, for example, and PP vs CP vs ATP...

Jose
--
"There are 3 secrets to the perfect landing. Unfortunately, nobody knows
what they are." - (mike).
for Email, make the obvious change in the address.

A few share your view that it is just right.

In this particular example (allowing part 91 more leniency than part 135
operators for IFR takeoff options) I agree it's just about right.
However I have more (other) beef with the FAA than Texas.

Jose
--
"There are 3 secrets to the perfect landing. Unfortunately, nobody knows
what they are." - (mike).
for Email, make the obvious change in the address.

Jose wrote:
And, "G/A" is a B.S. category because that throws the professional biz
jet crew in with the ball player in New York.


What category would you use? The regs distinguish between part 91 and
part 135, for example, and PP vs CP vs ATP...

Jose

Sport aviation, personal aviation, air taxi aviation, business aviation,
military aviation (non-combat), and air carrier aviation.

On Wed, 29 Nov 2006 12:57:17 GMT, "Roy N5804F"
wrote:

I've seen a lot of answers on here, but the standard approach (no pun
intended) is to *expect* and be prepared to use any and all
instruments installed on the airplane. That includes autopilot. GPS,
LORAN, what ever and be able to demonstrate how to program it in
flight. You probably won't have to, but if you don't know how that
will probably be what you get quizzed on and have to use. They are
very good at finding out how well you know your equipment.

Yes, I had to demonstrate the use of the autopilot which couples to
the DG, RNAV, and VOR receivers.

With a fully ticked out bird you probably won't have to use all of
that equipment, but you may or may not be questioned on it. However
you probably won't know ahead of time which. Certainly those that are
used for your primary navigation are likely to be covered in depth so
I'd want to be very familiar with that new stack. You have an NDB.
Most likely you will get to use it. Loran? It's just a back up. That
way *maybe* you only get to explain how you use it.

On my flight the examiner asked me how the RNAV "worked" so I started
out with the technical explanation as to how it "worked". After about
a minute he stopped me and said, "I meant, how do you use it". Big
difference:-)).
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

What category would you use?
Sport aviation, personal aviation, air taxi aviation, business aviation, military aviation (non-combat), and air carrier aviation.

Ok, how would you write a rule saying that (say) business aviation
flights can use one set of minimums, and personal aviation must use another?

Jose
--
"There are 3 secrets to the perfect landing. Unfortunately, nobody knows
what they are." - (mike).
for Email, make the obvious change in the address.

Jose wrote:
What category would you use?

Sport aviation, personal aviation, air taxi aviation, business
aviation, military aviation (non-combat), and air carrier aviation.


Ok, how would you write a rule saying that (say) business aviation
flights can use one set of minimums, and personal aviation must use
another?

Jose

If I were writing the rules, the non-commercial operator (personal or
business) would have the same requirements:

1. If an ODP is prescribed for an IFR airport if must be used unless a
SID is provided for that airport and assigned by ATC. The operator can
negate this requirement by electing to climb VFR with an appropriate
restrction to the IFR departure clearance.

2. Published takeoff minimums would apply but the pilot could elect to
determine ground visibility rather then using reported weather (if
weather is reported). Where RVR is reported it would be controlling.

3. Business operators that have an flight operations management control
program in place, can apply for a LOA (letter of authorization) to use
lower than standard takeoff minimums, but will then be bound by reported
weather (if weather is reported).

The legal suits would have to polish the language.

Thanks Roger for bringing this thread back on track to the original
question.
I appreciate all the input, however diverse :-)

I consider myself to be reasonably sharp with the full use and limitations
of avionics now fitted.

In conclusion, I have to ensure that I am truly ready and competent to use
"all" or "any" or "any part of" or "almost none" of the installed equipment
during my instrument checkride.
The thread has also caused a timely reminder to change my pre-flight check
list to include all the various coupled modes of the Century IIB AP
operation and the new roll steering unit. Up to now I only check wing
leveling and DG bug following on the ground.

Thanks to all.

--
Roy
Piper Archer N5804F


"Roger" wrote in message
...
On Wed, 29 Nov 2006 12:57:17 GMT, "Roy N5804F"
wrote:

I've seen a lot of answers on here, but the standard approach (no pun
intended) is to *expect* and be prepared to use any and all
instruments installed on the airplane. That includes autopilot. GPS,
LORAN, what ever and be able to demonstrate how to program it in
flight. You probably won't have to, but if you don't know how that
will probably be what you get quizzed on and have to use. They are
very good at finding out how well you know your equipment.

Yes, I had to demonstrate the use of the autopilot which couples to
the DG, RNAV, and VOR receivers.

With a fully ticked out bird you probably won't have to use all of
that equipment, but you may or may not be questioned on it. However
you probably won't know ahead of time which. Certainly those that are
used for your primary navigation are likely to be covered in depth so
I'd want to be very familiar with that new stack. You have an NDB.
Most likely you will get to use it. Loran? It's just a back up. That
way *maybe* you only get to explain how you use it.

On my flight the examiner asked me how the RNAV "worked" so I started
out with the technical explanation as to how it "worked". After about
a minute he stopped me and said, "I meant, how do you use it". Big
difference:-)).
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Roger,

I forgot to mention, that like yourself I am licensed radio amateur
[W8/G4DYR] and have the in-depth technical understanding of the avionics
fitted in the Archer.
If asked a similar question by the DE, I too would probably head off down
the full electronic technical path to describe how it worked :-)

Roy

"Roger" wrote in message
...
On Wed, 29 Nov 2006 12:57:17 GMT, "Roy N5804F"
wrote:

I've seen a lot of answers on here, but the standard approach (no pun
intended) is to *expect* and be prepared to use any and all
instruments installed on the airplane. That includes autopilot. GPS,
LORAN, what ever and be able to demonstrate how to program it in
flight. You probably won't have to, but if you don't know how that
will probably be what you get quizzed on and have to use. They are
very good at finding out how well you know your equipment.

Yes, I had to demonstrate the use of the autopilot which couples to
the DG, RNAV, and VOR receivers.

With a fully ticked out bird you probably won't have to use all of
that equipment, but you may or may not be questioned on it. However
you probably won't know ahead of time which. Certainly those that are
used for your primary navigation are likely to be covered in depth so
I'd want to be very familiar with that new stack. You have an NDB.
Most likely you will get to use it. Loran? It's just a back up. That
way *maybe* you only get to explain how you use it.

On my flight the examiner asked me how the RNAV "worked" so I started
out with the technical explanation as to how it "worked". After about
a minute he stopped me and said, "I meant, how do you use it". Big
difference:-)).
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com