initial fix an intersection

Steven P. McNicoll wrote:
"SFM" wrote in message
...

Why is it bad flight planning to use an intersection for your initial fix

on

your IFR flight?



It isn't.



As long as you can navigate to it.


Matt

"Matthew S. Whiting" wrote in message
...

As long as you can navigate to it.


One should not file what one cannot fly.

"SFM" wrote
Why is it bad flight planning to use an intersection for your initial fix on
your IFR flight?

It's not. Who said it was?

Michael

"SFM" wrote in :

Why is it bad flight planning to use an intersection for your initial
fix on your IFR flight?

My plan has two NAVs and an IFR GPS. So I have at least 3 ways to
identify the intersection granted doing it with one NAV is painful
during departure but it could be done. I curious to hear people
opinions.

I do that all the time. It can be difficult to navigate directly to an
intersection if all you have is one VOR, but with an IFR GPS it's easy. We
have lots of bases which make that necessary, or else go way, way out of
our way when we're fuel critical at takeoff in the first place.

--
Regards,

Stan

"SFM" wrote in message
...
Why is it bad flight planning to use an intersection for your initial fix
on
your IFR flight?

Who said it was? It's the only way to depart some airports and it's safe. It
is also what the DUATS flight plan route generation will give you
automagically if a VOR isn't in the right spot.

My instrument practical started at a small airport (Angwin, 2O3) without
instrument procedures and navigating to POPES as the initial fix of a
mythical IFR flight was the first item on the agenda. It's like any fix. You
choose to intercept one radial or the other with a reasonable intercept
angle, and go from there. You can even just fly a heading towards the fix
and try to keep the picture just so, but chances are one of those radials is
going to be your course for awhile and it's a bit easier to intercept that
one first, even if you have a VFR GPS for situational awareness

The standard departure from Grass Valley (O17) used to be a heading to
intercept an airway to a fix. Really no different. You don't need to be able
to establish an instrument course with positive guidance direct to the fix
to know where you are. You've got a compass, a HI, and know what the
indicator needles should look like when keeping within the bounds of those
two radials.


My plan has two NAVs and an IFR GPS. So I have at least 3 ways to identify
the intersection granted doing it with one NAV is painful during departure
but it could be done. I curious to hear people opinions.

I did some IFR training in my PA-28 before I got a second KX-155 installed.
It was very difficult for me, I hated spinning the OBS around. Too many
numbers to remember . Got easier with a DVOR readout added but didn't
finish up the rating until that second radio got installed. Can't imagine
passing the practical with one radio, but it's nice to know I could get
around with only one, even without a handheld GPS. ATC would probably make
life easier after a failure than the DE would without the equipment
installed.

There is a dual DVOR indicator with a morse ID decoder on the market. If I
didn't already have a DVOR on my #2 NAV I'd probably install the indicator.
It's very nice if one needs to go direct to a VOR (like on a missed) and be
able to read directly the heading to turn towards, and both it and your
heading tend to converge to something inbetween. The OBS can be spun
directly to the inbound course without overshoot. Very handy. It's also nice
to have a digital readout of a radial used for the fix to watch and make a
mental check against one's view of reality while the needle remains fully
deflected.

cheers
-Greg
PP ASEL IA


Scott

--
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Scott F. Migaldi, K9PO
MI-150972
PP-ASEL

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