Quote:
Originally Posted by casey  1) your GPS is backed up by ATC radar. Your ground clearance is guaranteed by the offroute grid MORAs on your chart. If you are going to enter an area of poor comms ATC will tell you "if radio comm is lost contact xyz center in 20 nm on 123.45" (i've gotten this in kansas city centers airspace at lower altitudes).
2) assuming IMC, fly to your clearance limit (airport) and then to an IAF and fly an approach. |
Yes, I understand there are practical "plan B" procedures. My point is, radar isn't an on-board backup (as required if using GPS). In a piston single, a non-redundant GPS may be the only RNAV equipment on board.
I think the workload to cross-check the GPS against ground-based nav, and maintain a position fix at all times, is a whole a lot lower on-airway than off. Granted, this depends on the navaid coverage in a particular area.
As to #2, I agree that's the correct NORDO procedure but it could put you in an awkward position relative to the established arrival/departure flows, and could easily be 10 extra NM from the aiport to the IAF. I guess if offered "direct KXYZ" a person could request "direct IAF for KXYZ".
Not really complaining, I just try to follow AIM/FAR IFR procedures closely. I think it helps a non-professional pilot avoid a lot of problems. Maybe I drink too much of the "Don Brown" Kool-Aide.