single pilot ifr trip tonight

In article , David Megginson
wrote:

You decide that you can afford to install *one* new permanent system
costing from USD 4K to USD 10K this year, and possibly one in each
following year (but not for certain). Arrange the following list in
the order that *you* think would make your IFR flying safest, putting
the highest priority item at the top. If you want, you can assume
that you already have some kind of backup vacuum system. These are
currently in alphabetical order:

Electric AI (backup)
Engine monitor (i.e. EDM 700)
HSI (slaved)
IFR GPS (non-moving-map, at this price)
Stormscope (or Strikefinder)
TPAS
Wing leveller (or other general single-axis AP)

my order of preference:

Stormscope (or Strikefinder) - handflying or not, thunderstorms are bad
Single-axis autopilot - reduce workload
HSI - reduce workload
Electric AI - redundancy
Engine monitor - gotta keep an eye on the engine
IFR GPS - yeah, whatever
TPAS - is this a poor man's TCAS?

--
Bob Noel

Bob Noel writes:

my order of preference:

Stormscope (or Strikefinder) - handflying or not, thunderstorms are bad
Single-axis autopilot - reduce workload
HSI - reduce workload
Electric AI - redundancy
Engine monitor - gotta keep an eye on the engine
IFR GPS - yeah, whatever
TPAS - is this a poor man's TCAS?

That's pretty close to my safety shopping list for future enhancements
to my IFR panel:

1. Stormscope (or Strikefinder)
2. Engine monitor
3. Single-axis autopilot
4. Electric AI
5. TPAS
6. IFR GPS
7. slaved HSI

For me, the Stormscope is the most obvious safety item -- there's
always that lingering chance of stumbling into unforecast CB in IMC,
and if that happens, you're in the hands of god. Right now, I don't
fly in IMC if there's any CB forecast in the TAFs or GFA anywhere near
my route, but I recognize that even that may be too large a risk. On
the downside, a Stormscope can encourage a pilot to go flying on days
when it's really better to stay on the ground (i.e. an approaching
squall line).

Since I fly single-engine IFR, the engine monitor comes next. If I
were flying a twin, it would be much further down the list, but from
what I have heard, modern engine monitors (properly used) can detect
some impending failures far enough in advance to give me a shot at a
precautionary landing. If that's true, it's a huge safety benefit,
flying single-engine in IMC. Of course, most forced landings happen
because people run out of gas, not because the engine fails.

All of the autopilot fans should be relieved to see that I consider
the AP the next most important item from a strict safety perspective,
for obvious reasons -- it gives me a panic button to hit in case of
severe vertigo and/or spatial-disorientation. In fact, it's very
close to the engine monitor, and the two could easily trade places.

The AI is next strictly from a safety perspective, in case of vacuum
failu I have trouble thinking of situations where an IFR GPS would
mean life or death, but in real life, I consider convenience as well
as safety so I'd probably buy the IFR GPS first to open up more
approaches and routings to me.

The TPAS is a marginal safety item for me, since I'm always in radar
coverage anyway -- it would be much more significant if I did any IFR
flying in northern Canada, where most low-level IFR happens in class G
outside of radar coverage.

The IFR GPS and HSI are not direct safety items -- properly used, they
can reduce workload, providing an indirect safety benefit (the same
way that a healthy breakfast and moderate exercise every day provide
an indirect safety benefit). Unlike the other items, though, they do
not directly help me to avoid accidents, though they can make
flying much more pleasant.


All the best,


David

"Bob Noel" wrote:

IFR GPS - yeah, whatever

Huh? I'd have to put that at the top of the list unless I flew in the
mountain west where IMC flying is rare or impossible in such an
airplane.
--
Dan
C172RG at BFM

"Dan Luke" wrote in message
...
"Bob Noel" wrote:

IFR GPS - yeah, whatever

Huh? I'd have to put that at the top of the list unless I flew in the
mountain west where IMC flying is rare or impossible in such an
airplane.
--
Dan
C172RG at BFM

GPS is something I'd like to have since many airports only have a GPS
approach, and at my home airport (O17) the GPS approach has an MEA that's
272 above the tdze, vs. 1128 for the VOR. A greater chance for successfully
landing at the intended airport is a powerful incentive.

However, to my mind safety is a different issue and the reality may be that
GPS's do not actually increase safety, and some or all current GPS's could
actually decrease safety over traditional land based navaids. One particular
fatal accident that sticks in my mind as probably GPS related is this SR 20
inbound to RHV, which went haywire after passing the FAF:
http://www.ntsb.gov/ntsb/brief.asp?e...06X00175&key=1

I get most of the safety benefits (accurate ground track and speed,
situational awareness, nearest airport, ETA) of an IFR GPS by using a
handheld VFR "only" Garmin GPS 92, with a bonus of it being the only working
NAV device on the airplane if I have a failure of the aircraft electrical
system. In that emergency, the '92 is immediately blessed as an IFR device
and I'll be happy to use it and will wish I had a 196, but I'll live with
that small decrease of the margin of safety for now.

To my mind, the huge cost of installation and software maintenance of
currently available IFR GPS units is not justified by the very few times
that it would save me the inconvenience of landing 30 miles away at the
nearest civilian runway served by an ILS and rent a car or pester a friend
to come pick me up. Perhaps when some manufacturer decides to support the
raw FAA Digital Database (FAA/NACO claims availability in December), I'll
think about it again.

-Greg

On Sat, 08 Nov 2003 15:25:00 GMT, David Megginson
wrote:

Roy Smith writes:


snip

My priorities would be:

1. Electric AI (backup)
Major safety item if you spend much time in the clouds.

2. Stormscope (or Strikefinder)
Very close to #1 in importance.

3. Wing leveller (or other general single-axis AP)
But I think you can get a nice one that will slave to your
nav radios and DG "with" altitude hold for 10 grand.

4. Engine monitor (i.e. EDM 700)
5. HSI (slaved)
6. IFR GPS (non-moving-map, at this price)

I had to think a bit on the last three.
I consider the engine monitor a safety device.
The HSI is kinda nice, but not a real necessity.
IFR GPS without a moving map? I'll stick with my old VFR hand held
which does have the moving map for situational awareness
I currently have RNAV and can fly direct without having GPS.

Roger Halstead (K8RI EN73 & ARRL Life Member)
www.rogerhalstead.com
N833R World's oldest Debonair? (S# CD-2)
TPAS


For some people, there will come a point in the list where it makes
more safety sense each year to spend the money on additional
maintenance, inspections, and proactive replacement of typical failure
items like the alternator or vacuum pump (or even the navcom radios);
others will likely run down the full list and want to add more at the
end.

I'll post my own list shortly, but I will mention in advance that
neither the IFR GPS nor the wing leveller will be at the bottom.


All the best,


David

Bob Noel wrote:
In article , David Megginson
wrote:


You decide that you can afford to install *one* new permanent system
costing from USD 4K to USD 10K this year, and possibly one in each
following year (but not for certain). Arrange the following list in
the order that *you* think would make your IFR flying safest, putting
the highest priority item at the top. If you want, you can assume
that you already have some kind of backup vacuum system. These are
currently in alphabetical order:

Electric AI (backup)
Engine monitor (i.e. EDM 700)
HSI (slaved)
IFR GPS (non-moving-map, at this price)
Stormscope (or Strikefinder)
TPAS
Wing leveller (or other general single-axis AP)


my order of preference:

Stormscope (or Strikefinder) - handflying or not, thunderstorms are bad
Single-axis autopilot - reduce workload
HSI - reduce workload
Electric AI - redundancy
Engine monitor - gotta keep an eye on the engine
IFR GPS - yeah, whatever
TPAS - is this a poor man's TCAS?


I'm basically in agreement with your list. I owned a Skylane for
several years that was equipped with a Strikerfinder and portable GPS
(not IFR certified), but no autopilot. I'd modify your list as follows:

Stormscope (or Strikefinder) - handflying or not, thunderstorms are bad
HSI - reduce workload
Electric AI - redundancy
Engine monitor - gotta keep an eye on the engine
IFR GPS - yeah, whatever
Single-axis autopilot - reduce workload
TPAS - is this a poor man's TCAS?

I only had a couple of instances where an autopilot would have been
handy, however, it was never missed all that much. I flew in the
northeast where things are fairly busy and about the only time I wished
for an AP was when NY center gave me a complete route amendment before
I'd even reached cruising altitude...


Matt

In article , "Dan Luke"
wrote:

"Bob Noel" wrote:

IFR GPS - yeah, whatever

Huh? I'd have to put that at the top of the list unless I flew in the
mountain west where IMC flying is rare or impossible in such an
airplane.

My panel is enough to fly IFR to most of the airports around
here (KBED). Until recently, it wouldn't provide any operational
advantage at all - especially a non-moving map model.

--
Bob Noel

David Megginson wrote in message ...

You decide that you can afford to install *one* new permanent system
costing from USD 4K to USD 10K this year, and possibly one in each
following year (but not for certain). Arrange the following list in
the order that *you* think would make your IFR flying safest, putting
the highest priority item at the top. If you want, you can assume
that you already have some kind of backup vacuum system. These are
currently in alphabetical order:

Electric AI (backup)
Engine monitor (i.e. EDM 700)
HSI (slaved)
IFR GPS (non-moving-map, at this price)
Stormscope (or Strikefinder)
TPAS
Wing leveller (or other general single-axis AP)

FWIW, and considering as much as I can from the standpoint of
*safety*, not utility:
(handheld GPS, not mentioned, just inserted from my priorities.
I would not fly IMC in a SE plane with 1 alternator without
it. my personal view based on experience and whattodoofing.)
*wing leveller
*stormscope
*electric AI
*rather put the money elsewhere

This may be skewed by the fact that I've never flown with
an HSI or heard first-hand from someone who liked TPAS. It's
also skewed by the fact that we get some in cockpit wx from
CBAV and are consciously conservative about IMC near tstorms.

We have both an IFR GPS and a four-cylinder engine monitor
and while both of them are indeed very handy and helpful,
I don't personally feel they do much to improve safety in flight.

The engine monitor is helpful when I have a rough mag drop
I can't burn off. L/R tells me top or bottom, the engine
monitor tells me exactly which plug. It warns me of impending
problems sometimes. But in flight if the engine's running rough
it's pretty low on the priority list to stick my head in the
cockpit and scrutinize the engine monitor.

We love our IFR GPS. It gives us a huge amount of utility.
Bang for the buck, it's the most cost-effective nav. equipment
in the plane. But for safety, I don't see it as giving much
that a handheld GPS (esp. with an installed external antenna
and power feed) doesn't provide.

For utility, this is strictly a matter of personal
flight patterns. We fly a lot to small airports where the
choice is GPS or NDB, and we also fly a lot in a region with
decent radar coverage at our altitudes and low enough
traffic that we can be cleared direct.

If we flew a lot out west where we'd have to be on airways
'cuz there's no radar, or if we mostly flew into airports
served by VOR and LOC approaches, AND if we already had
a solid ADF and DME, the IFR GPS wouldn't add as much.

I suppose it could be argued that flying a GPS approach is
significantly safer than an NDB approach flown by God's Gift
to Instrument Flight but I ain't goin' there *g*. I do
have my limits!

BTW, you can certainly get a moving-map IFR GPS installed and
certified within the budget you mention. It won't be the
latest and greatest 430 or 530 unit. It will be an early-generation
IFR GPS slaved to a simple moving map unit or a 2nd/3rd generation
IFR GPS which includes a basic moving map. My CFI just an UPSAT
model installed in his Cheetah for ~4-5K -- hard to tell exactly
as he had other work done at the same time such as installing a
2nd glideslope receiver.

Cheers,
Sydney

In article ,
Roger Halstead wrote:
I consider the engine monitor a safety device.

I'd consider it an investment. It's cheap to install (compared to
the other things in the list). If it allows you to do preventative
maintenance on your own terms, or identifies a problem cylinder, bad
baffling, or other engine life issues it will start earning its keep.

--
Ben Jackson

http://www.ben.com/

"Bob Noel" wrote:
My panel is enough to fly IFR to most of the airports around
here (KBED). Until recently, it wouldn't provide any operational
advantage at all - especially a non-moving map model.

I would have been unable to complete two recent Angel Flights without an
IFR GPS. I don't know how it is in the Northeast, but down here
(Alabama), I'd be crippled without it. Mine's not a moving map model,
but that's not much of a factor in its utility since I have a moving map
portable on the yoke.
--
Dan
C172RG at BFM