Archived from groups: alt.games.microsoft.flight-sim (
More info?)
"In the US, an aircraft that has an IFR certified, panel-mounted GPS is
still required to have an alternate IFR-certified navigational device
aboard; in almost all cases this is the VOR".
Where did you get this info? From what I have been reading, this is not the
case, at least for Part 91.
According to the FAR's, all that is required is: "Two-way radio
communications system and navigational equipment appropriate to the ground
facilities to be used."
While I have not personally seen it, my understanding is that an IFR enroute
certified GPS will meet this requirement (landings excluded).
After all, theoretically, you could legally fly IFR with only an ADF (talk
about cockpit workload!)
Just as an aside, thank you for saving me a lot of typing over the years. I
will be reading a thread and come across either a point that has been
omitted or poorly explained and begin formulating a post in my mind, then
come across a "pr-post" and 99 times out of 100, you have covered either the
missing or less-clear material.
You are definitely an asset to the group!
"pr" <nope@nospam.com> wrote in message
news:77yah71p4gb7$.dlg@ID-259643.user.individual.net...
> Erik Selde <erik.selde@mail.dk> wrote:
>
> > I know I have probably asked this question before, but I can´t figure
out
> > the difference between flying Direct GPS compared to a VOR to VOR...
> >
> > When do I use what...??
> >
> > It seems to me that flying VOR to VOR is a longer trip, or am I wrong??
>
> Strictly speaking, flying VOR to VOR will be longer than flying direct
with
> the GPS.
>
> As was pointed out elsewhere in this thread, VOR navigation has been in
> existence since approximately the 1950s, whereas GPS has only been on the
> scene for the last ten years or so. This means that the majority of the
> older GA aircraft still flying IFR probably only have one or two VOR
> receivers.
>
> In the US, an aircraft that has an IFR certified, panel-mounted GPS is
> still required to have an alternate IFR-certified navigational device
> aboard; in almost all cases this is the VOR.
>
> You can use either the GPS or VOR, or you can use pilotage (look out the
> window and compare it to a map or your knowledge of the terrain) or dead
> reckoning (use time and distance to calculate speed and position).
>
> In the US, the national airspace is made up of airways (below 18,000 feet)
> and jetways (above 18,000 feet into the flight levels). These airways and
> jetways are defined by radials off VORs. In very busy airspace, such as
> the northeast US, IFR aircraft are most often given routing along these
> airways, rather than direct routing. This means pilots can use either
> their VOR receivers to navigate along these routes or they can use their
> GPS (by using intersections and VORs as GPS flightplan waypoints).
>
> In less busy airspace or during off peak (early mornings or later in the
> evenings), ATC most likely will give direct routing to IFR aircraft. In
> the case of smaller aircraft, direct routing from departure airport to
> destination airport requires a GPS to be onboard. ATC knows what
equipment
> is on board when an IFR flight plan is filed. No GPS, no direct routing.
>
> Now, to answer your question: In real life, more and more pilots are
using
> GPS's for IFR navigation, whether they are flying direct or VOR-to-VOR.
In
> the sim, using the GPS for navigation significantly reduces the amount of
> work you have to do and, hence, reduces a lot of the cockpit interaction.
>
> Many people have commented in this group that it simply is more fun to
> navigate with the VOR because it requires more work. In the end, use what
> you find more enjoyable, but know that if you want to fly direct to an
> airport many miles away and conditions preclude you from seeing out the
> window, you will most likely have to use GPS, unless there is a VOR
located
> at the airport.
>
>
>
>
> --
> Peter
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I enjoy sharing what I have learned so far. There
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