IFR requirements

[HBpilot]

Originally Posted by Auburntsts

There's one other issue. With a non-WAAS box you'll need a second non-GPS nav system in order to legally file an alternate if the WX is worse at destination than the 1-2-3 rile.

See. I can't find anything that says you have to have a backup system.
Here's a link to an EAA chapter article. Seems a little outdated, but near the bottom it does say "it's important to note is that the minimum equipment called out by 91.205 does not include any kind of system backup or redundancy"
Again, only looking at the legal aspect to be certified IFR, and add on items to meet my comfort level.

If I plan to get to my destination where I have a 2000ft ceiling in the forecast, I can do a LNAV approach OR a visual approach, and also plan an alternate.
I would be more comfortable in my opinion than flying single engine on an ILS to 200ft ceiling, knowing I have a WAAS GPS as a backup. That's comfort, not regulation.
My plan is to file IFR for enroute flying and land at an airport that has good/marginal weather. That's what I am trying to find out. What do I need to do this legally ?

[Auburntsts]

Legally, as long as the destination meets the 1-2-3 rule and you don't lose RAIM (non-WAAS ) no back-up is required. Your decision as to whether thsy's a prudent strategy. IMO you're asking for trouble-- better off just staying VFR. That's just my 2 cents ......

[BobTurner]

As poster #2 said, there's lots of info here, and sometimes it is right. Sometimes not! For instance, one poster has confused ADSB and IFR. There is no requirement to have a gps feeding your transponder for IFR. That's for ADSB.
"suitable" navigation equipment: With respect to RNAV(GPS), "suitable" is DEFINED in FAR 1 (definitions)! But nothing else. There is NO requirement for part 91 aircraft to use TSO'd VORs or DMEs. Just for ifr gps, transponders, and, starting in2020, ADSB-out. And in all cases, the equipment does not have to carry a manufacturer's TSO, if the owner/operator can somehow show that it meets the TSO requirements.
Backups: For type certified aircraft these requirements are buried in the type certification paperwork. For Experimental aircraft, it's up to the builder unless his operating limits say otherwise, and usually they do not. Except for TSO 129 gps, where FAR 1 gives the FAA the power to make up the rules and publish them in the AIM.
TSO 129 gps backups: another 129 GPS is not good enough. If you have a TSO 145 gps it doesn't require a backup.
A D-10 can display CDI info from modern Ifr GPS receivers, you need an ARINC coupler. Not sure about older gps boxes.
The bottom line here is that there is no inexpensive way to equip for GPS-ifr. And in most people's opinions, even if not required, back up nav AND flight instruments make a lot of sense, even where they're not required.

[BobTurner]

Originally Posted by Auburntsts

Legally, as long as the destination meets the 1-2-3 rule and you don't lose RAIM (non-WAAS ) no back-up is required. Your decision as to whether thsy's a prudent strategy. IMO you're asking for trouble-- better off just staying VFR. That's just my 2 cents ......

See what I mean about bad info? The above statement is simply incorrect. TSO 129 gps boxes may not be used for ifr without backup equipment on board. You do not have to use it if the gps is working, but it has to be there!!! And then there is the additional requirement that if an alternate is required, either the primary or the alternate (this is a recent change) must be doable without the 129 gps.

[Auburntsts]

I stand corrected about the legality of not having a backup for a TSO C129/C196 box. Everything else I posted regarding an alternate or RAIM is correct however.

It's with a C145/C146 WAAS box that no backup is required for IFR ops nor is a backup required for an alternate.

[Raymo]

Originally Posted by BobTurner

For instance, one poster has confused ADSB and IFR. There is no requirement to have a gps feeding your transponder for IFR. That's for ADSB.

Thanks for catching my brain fart! Corrected

[HBpilot]

Once again, thank you all for your input.
It doesn't matter if some were inaccurate. Afterall it's a forum for discussion.
My conclusion, I am still not sure I understand everything about it, but I have learnt a lot from you.
What I know now, the investment to have a certified airplane seems too important for just the comfort of filing IFR. And I am just talking about my own situation.

[rolivi]

I've settled on this approach - until the money tree gets a bit bigger....

I've got a Dynon D-100 to which I'm adding a GX60 gps/comm (non-waas) and a VAL Nav2000 nav radio.

Those should drive the HSI display in the D-100 and if it fails I can do a LOC approach using the internal CDI of the VAL.

[Indytim]

Originally Posted by HBpilot

Once again, thank you all for your input.
It doesn't matter if some were inaccurate. Afterall it's a forum for discussion.
My conclusion, I am still not sure I understand everything about it, but I have learnt a lot from you.
What I know now, the investment to have a certified airplane seems too important for just the comfort of filing IFR. And I am just talking about my own situation.

Don't forget about IFR currency requirements. You need 3 types of approaches in real or sim conditions every 6 months. I don't think you can accomplish that, in your aircraft, with just GPS.

[Ironflight]

Originally Posted by Indytim

Don't forget about IFR currency requirements. You need 3 types of approaches in real or sim conditions every 6 months. I don't think you can accomplish that, in your aircraft, with just GPS.

Uh...I just checked FAR 91.57 again (to make sure it hasn't changed). No requirement for three different types of approaches that I can find. Just six approaches, holds, and intercepts.