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More IFR with VFR GPS questions
In article . com,
"Chris Quaintance" wrote: Hi Folks- Without descending into the madness of the other thread, I have a couple of questions regarding the use of a VFR GPS while IFR. Hypothetically, let's say I was flying IFR from Santa Monica, CA to San Jose, CA (SMO to RHV). The weather is CAVU. I am filed /A and cleared via a fairly standard route on victor airways. Just past the mountains and still 150 miles from RHV, Oakland Center asks me if I am "GPS equipped." I answer in the affirmative as I have my trusty Garmin 296 mounted on the yoke. I am then cleared direct GILRO, direct RHV and I accept the clearance. I proceed to fly said clearance and land at my destination without futher issue. I realize this is common practice. It seems to me it would not be strictly "legal" as I would be relying on the 296 for primary navigation. It is my understanding that you will only get a direct off-airway clearance if you are in radar coverage. In that case (being in radar coverage), having a VFR GPS handheld or the fanciest IFR-certified GPS installation imaginable doesn't make any difference in the legality of accepting the clearance. -- Bob Noel New NHL? what a joke |
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More IFR with VFR GPS questions
Bob Noel wrote: It is my understanding that you will only get a direct off-airway clearance if you are in radar coverage. The rule says you also have to be out of the service volume of the navaid. This is routinely ignored. |
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More IFR with VFR GPS questions
"Newps" wrote in message ... It is my understanding that you will only get a direct off-airway clearance if you are in radar coverage. The rule says you also have to be out of the service volume of the navaid. This is routinely ignored. No rule says you have to be out of the service volume in order to get a direct off-airway clearance. |
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More IFR with VFR GPS questions
"Chris Quaintance" wrote in message ups.com... Without descending into the madness of the other thread, I have a couple of questions regarding the use of a VFR GPS while IFR. Hypothetically, let's say I was flying IFR from Santa Monica, CA to San Jose, CA (SMO to RHV). The weather is CAVU. I am filed /A and cleared via a fairly standard route on victor airways. Just past the mountains and still 150 miles from RHV, Oakland Center asks me if I am "GPS equipped." I answer in the affirmative as I have my trusty Garmin 296 mounted on the yoke. I am then cleared direct GILRO, direct RHV and I accept the clearance. I proceed to fly said clearance and land at my destination without futher issue. I realize this is common practice. It seems to me it would not be strictly "legal" as I would be relying on the 296 for primary navigation. My questions: --Where did this situation actually break down in terms of regulations? It didn't, no regulation is violated in your scenario. When I affirmed I was GPS equipped (knowing that mine is not certified)? No regulation requires a "certified" GPS for the operation you described. When I accepted the new clearance? Never? Never. --In CAVU weather, the risk of this becoming a problem is basically nil. However, in IMC, I would consider it to be potentially problematic (i.e. the 296 goes Tango Uniform and I'm not exactly sure of my position using my trusty VOR's). Would you consider this risk neglible? Would you accept or not accept this clearance depending on the weather? And why? What would you do in that same situation if your GPS was certified? A certified GPS that has gone TU is no more useful than a non-certified GPS that has gone TU. Weather changes nothing. The operation you described can only be done if ATC can provide radar monitoring and radar monitoring must be provided even if your GPS is certified for IFR. |
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