Highflight
Well Known Member
Allow me to kick off the IFR forum by asking sort of a general question of you who already have your IFR ticket.
I'm building my 7-A with an IFR panel for the purpose of taking instruction in my own aircraft to get my Instrument rating (thus saving some bucks on rental and putting the money into my own aircraft instead).
What I have in mind as the basis of the panel is an enroute/approach certified GPS com (Garmin 300XL TSO) on top of an SL-30, and both will be able to drive the G106 CDI head, either GPS or ILS/GS.
That seems to be a reasonably capable and more than legal IFR combination to me (accompanied with the other basic IFR requirements), but there are still a lot of NDB approaches out there and I'm wondering if there is a compelling reason why I would need to plan on an ADF since NDB approaches seem to be a basic part of IFR training.
Thoughts? "Legality" issues?
Vern
RV7-A
I'm building my 7-A with an IFR panel for the purpose of taking instruction in my own aircraft to get my Instrument rating (thus saving some bucks on rental and putting the money into my own aircraft instead).
What I have in mind as the basis of the panel is an enroute/approach certified GPS com (Garmin 300XL TSO) on top of an SL-30, and both will be able to drive the G106 CDI head, either GPS or ILS/GS.
That seems to be a reasonably capable and more than legal IFR combination to me (accompanied with the other basic IFR requirements), but there are still a lot of NDB approaches out there and I'm wondering if there is a compelling reason why I would need to plan on an ADF since NDB approaches seem to be a basic part of IFR training.
Thoughts? "Legality" issues?
Vern
RV7-A