What GPS?
Thread Starter
Join Date: Apr 2001
Location: Chichester, UK
Posts: 871
Likes: 0
Received 0 Likes
on
0 Posts
No worries mate - wandering off-topic is half the fun. Anyway, it's not something I'd have thought of, so useful info. Right now it's chart and stopwatch for me, at least until I get through the skills test. Then I might buy myself a present too 
Completely off-topic now, but Chuck - Amazon.fr have finally got around to delivering my copy of Un vol de légende sur les traces de l'aéropostale (on the third attempt, after delivering a road map of Limoges and then a porn film
- I think the latter was 'repayment' for a strongly-worded complaint about the roadmap. Somehow I don't think they like English customers ). Many thanks for the recommendation 
Completely off-topic now, but Chuck - Amazon.fr have finally got around to delivering my copy of Un vol de légende sur les traces de l'aéropostale (on the third attempt, after delivering a road map of Limoges and then a porn film
- I think the latter was 'repayment' for a strongly-worded complaint about the roadmap. Somehow I don't think they like English customers ). Many thanks for the recommendation
Join Date: May 2001
Location: 75N 16E
Age: 54
Posts: 4,729
Likes: 0
Received 0 Likes
on
0 Posts
I agree with the comments posted by Chuck. Just one point to add to my other post....
If you want a really good, cheap moving map GPS system, then you may want to consider hooking up a cheap 12 channel GPS (such as my trusty eTrek) with some pocketPC device such as the Casio Cassiopeia. There are several packages on the market which run on these PocketPC devices, but the favorite I use is a program called Ozi Explorer. I can't remember how much it costs, but its cheap. There are two flavours, one which runs on the desktop, allowing flight planning and easy creation of routes and the like, and the one that runs on the PocketPC device. Maps and charts can either be scanned in and 'calibrated' or downloaded from places like Aeroplanner, already calibrated for use. I just downloaded a US World Aeronautical Chart for the UK, ok its the US flavour of chart, but it gives a great full colour zoomable moving map system.
I also use another package called Anywhere Map, which is a vector chart system. This is a EFIS type of system, which is excellent, though you do need to subscribe to the database updates which adds to the cost slightly.
All in all the cost of a complete system like this is in the region of £600 to £700 including stuff like Casio and the yoke mount for the Casio....
Cheers
EA
If you want a really good, cheap moving map GPS system, then you may want to consider hooking up a cheap 12 channel GPS (such as my trusty eTrek) with some pocketPC device such as the Casio Cassiopeia. There are several packages on the market which run on these PocketPC devices, but the favorite I use is a program called Ozi Explorer. I can't remember how much it costs, but its cheap. There are two flavours, one which runs on the desktop, allowing flight planning and easy creation of routes and the like, and the one that runs on the PocketPC device. Maps and charts can either be scanned in and 'calibrated' or downloaded from places like Aeroplanner, already calibrated for use. I just downloaded a US World Aeronautical Chart for the UK, ok its the US flavour of chart, but it gives a great full colour zoomable moving map system.
I also use another package called Anywhere Map, which is a vector chart system. This is a EFIS type of system, which is excellent, though you do need to subscribe to the database updates which adds to the cost slightly.
All in all the cost of a complete system like this is in the region of £600 to £700 including stuff like Casio and the yoke mount for the Casio....
Cheers
EA
Join Date: May 2002
Location: Hampshire, UK
Posts: 99
Likes: 0
Received 0 Likes
on
0 Posts
I started off with a Pilot III, moved to the Skymap II because I thought the larger screen would be better and now have a GNS430 fitted in the aircraft. My personal opinion of those two handhelds is that the Pilot III is the better of the two simply because it is so much easier to use in the cockpit, not requiring an external antenna for example which I find causes a bit of wire congestion in the cockpit. The one thing I like though about the Skymap is the 'position' field which gives you something you can simply read out when reporting a position ("4 miles NW of Exeter"). The GNS430 is excellent, though obviously stuck to the aircraft! One of the disadvantages of that is that you can't set it up at home beforehand. However once in the air, and coupled with the autopilot it significantly reduces workload.
I still plan most flights with the chart and work out headings and speeds based on the forecast wind (unless I'm just following the coast for example) and I then keep the chart on my lap so I can check where I am as I go. I can't see how this possibly reduces situational awareness though. I always know where I am but do not have to keep looking for roads and railway lines to check! I even get time to get the odd fix with the VOR and DME to check that they are working properly in case the GPS packs up!! :-) The other really great thing is that you can plan a flight fairly close to controlled airspace and be sure you do not infringe it. Quite a few routes from where I am based clip the edge of either the LTMA or the Solent zone and I can now quite happily plan a route that goes right to the very edge without having to plan a detour around in case my DR doesn't work out (EGHR-EGMD for example goes right past the bottom corner of the TMA at anything above 3500 feet and prior to the GPS meant I would always route via SFD to avoid the issue).
I still plan most flights with the chart and work out headings and speeds based on the forecast wind (unless I'm just following the coast for example) and I then keep the chart on my lap so I can check where I am as I go. I can't see how this possibly reduces situational awareness though. I always know where I am but do not have to keep looking for roads and railway lines to check! I even get time to get the odd fix with the VOR and DME to check that they are working properly in case the GPS packs up!! :-) The other really great thing is that you can plan a flight fairly close to controlled airspace and be sure you do not infringe it. Quite a few routes from where I am based clip the edge of either the LTMA or the Solent zone and I can now quite happily plan a route that goes right to the very edge without having to plan a detour around in case my DR doesn't work out (EGHR-EGMD for example goes right past the bottom corner of the TMA at anything above 3500 feet and prior to the GPS meant I would always route via SFD to avoid the issue).
The Original Whirly
Join Date: Feb 1999
Location: Belper, Derbyshire, UK
Posts: 4,326
Likes: 0
Received 0 Likes
on
0 Posts
As many of you know, I recently spent some time flying out of Long Beach, California. When I finally dared venture out alone into the wilds of LA, I flew up to Santa Barbara to visit a friend, taking a nearly qualified PPL to keep me company. Everyone had told us to follow the freeways to leave LA, as they do out there. Well, as Brits, one freeway looks much like another, and in the LA smog we momentarily became...er...unsure of our position. "Hold on", said Nick, "I'll find it on the GPS. Well, as he fiddled I thought - that looks like a coastline emerging from the murk, the compass says we're heading West, we should be going North, we could be in controlled airspace in seconds, and less than five minutes ago I knew where I was, so let's go back to there and look for a freeway that goes roughly North. I did, and it worked, while Nick still fiddled with his GPS.
The point is, basic navigation principles will work anywhere, even when you're in the middle of a 60 mile square sea of concrete in poor vis. But ONLY if you're up to speed with them, enough that it's second nature to note the time, note the compass heading, and so on. And GPS isn't much help in LA, or didn't seem to be.
So to my mind it's not GPS v map and compass. It's fine to use both, but too many people who use GPS forget how to use map and compass competently. And most of us reading this forum haven't been flying for as many years as Chuck, who likely as not couldn't forget if he tried.
The point is, basic navigation principles will work anywhere, even when you're in the middle of a 60 mile square sea of concrete in poor vis. But ONLY if you're up to speed with them, enough that it's second nature to note the time, note the compass heading, and so on. And GPS isn't much help in LA, or didn't seem to be.
So to my mind it's not GPS v map and compass. It's fine to use both, but too many people who use GPS forget how to use map and compass competently. And most of us reading this forum haven't been flying for as many years as Chuck, who likely as not couldn't forget if he tried.
Join Date: Feb 2001
Location: Belgium
Posts: 265
Likes: 0
Received 0 Likes
on
0 Posts
Something nobody's mentioned so far ... the cost of keeping the GPS database up-to-date. The Garmin GPS Pilot costs about 450GBP, but you still need to count another 295 USD per year for the monthly updated Jeppeson database.
Flying with an outdated database is as bad (dangerous?) as flying with an outdated map. If the cost is too high, its tempting not to update - bad idea
Flying with an outdated database is as bad (dangerous?) as flying with an outdated map. If the cost is too high, its tempting not to update - bad idea
Join Date: Oct 2001
Location: Vancouver Island
Posts: 2,517
Likes: 0
Received 0 Likes
on
0 Posts
Let me try again to enlighten those of you who may be stuck in the ab-initio flight training mindset.
When you plan any flight you use " ALL " information and aids available to you for the planned flight.
Some of us fly in areas that just will not allow navigation by reference to a map. I defy anyone to map read in the Sahara desert or over the open ocean.
Last week we flew from Seia Portugal to Bordeaux France, in addition to VOR we had a panel mount Garman 430. I " Always " run two handheld GPS units, a Lowrance Airmap 300 and an Anywheremap running on an Ipac computer.
The aircraft was new to us and we had not tested the avionics so we flew VFR.
We also had two maps that we were monitoring for added situational awareness.
However the bottom line is of all the means we had to determine where we were and where we were going the GPS receivers were the most reliable and accurate...Period...
Having said that you should of course " always " cross check your position and where you are headed by reference to your map..
Have fun.
Cat Driver:
When you plan any flight you use " ALL " information and aids available to you for the planned flight.
Some of us fly in areas that just will not allow navigation by reference to a map. I defy anyone to map read in the Sahara desert or over the open ocean.
Last week we flew from Seia Portugal to Bordeaux France, in addition to VOR we had a panel mount Garman 430. I " Always " run two handheld GPS units, a Lowrance Airmap 300 and an Anywheremap running on an Ipac computer.
The aircraft was new to us and we had not tested the avionics so we flew VFR.
We also had two maps that we were monitoring for added situational awareness.
However the bottom line is of all the means we had to determine where we were and where we were going the GPS receivers were the most reliable and accurate...Period...
Having said that you should of course " always " cross check your position and where you are headed by reference to your map..
Have fun.
Cat Driver:
Join Date: May 2001
Location: 75N 16E
Age: 54
Posts: 4,729
Likes: 0
Received 0 Likes
on
0 Posts
I don't want to become a "GPS Pilot", but already, after just 10 hours of using a GPS, I've noticed myself going down that route
........oops, sorry off topic.....
EA
Join Date: May 2001
Location: Lancs, UK
Posts: 129
Likes: 0
Received 0 Likes
on
0 Posts
Wrong Stuff- I use the remote antenna which has a rubber suction cup which I stick to the bottom left of the Tomahawk screen. I've only used it 16 hours in the air, but haven't had any satellite acquisition problems with it yet. As the GPS is fastened to my left leg anyway, there isn't much of a wire congestion problem as it's long enough to route safely round obstructions. In 8km vis, with somewhat variable side winds, its been a great confirmation of position, especially in the southern end of the LLR.
Join Date: Jan 2001
Location: He's on the limb to nowhere
Posts: 1,981
Likes: 0
Received 0 Likes
on
0 Posts
However the bottom line is of all the means we had to determine where we were and where we were going the GPS receivers were the most reliable and accurate...Period...
Now SA has gone, I have found you can fly a "precision approach" using a handheld Garmin 12XL GPS, local altimeter setting (and safety pilot). Even altitude reporting is pretty decent now.
I have even seen approaches where if local altimeter is not available, the ILS or VOR has higher minimums than the GPS approach - if authorised at all!!!
Next time you taxi onto the runway for departure, request a 30 second delay while you get a good position stored, then see if you can find your way back.
And GPS isn't much help in LA, or didn't seem to be.
LA is a good example of where GPS is more useful than normal. As you said, it all looks the same from the air, visibility can be less than ideal, and there is complex airspace to negotiate. You might need to set up your route in advance but once you do you always know where to point the nose.
Now SA has gone, I have found you can fly a "precision approach" using a handheld Garmin 12XL GPS, local altimeter setting (and safety pilot). Even altitude reporting is pretty decent now.
I have even seen approaches where if local altimeter is not available, the ILS or VOR has higher minimums than the GPS approach - if authorised at all!!!
Next time you taxi onto the runway for departure, request a 30 second delay while you get a good position stored, then see if you can find your way back.
And GPS isn't much help in LA, or didn't seem to be.
LA is a good example of where GPS is more useful than normal. As you said, it all looks the same from the air, visibility can be less than ideal, and there is complex airspace to negotiate. You might need to set up your route in advance but once you do you always know where to point the nose.
Last edited by slim_slag; 17th Jun 2002 at 20:27.
Join Date: Jan 2001
Location: He's on the limb to nowhere
Posts: 1,981
Likes: 0
Received 0 Likes
on
0 Posts
I have even seen approaches where if local altimeter is not available, the ILS or VOR has higher minimums than the GPS approach - if authorised at all!!!
Ok, I've got some out of date plates from my car, but still within 6 months old.
KHDN (Hayden Colorado). Approach type and DH/Minimum
ILS/DME - 6837 MSL
ILS/DME circling - 7640 MSL
LOC - 7640
VOR - 7320
VOR Circling - 7660.
But
GPS-C, 7220 MSL.
The comments on the precision ILS approach say it is not authorised if local altimeter not available. Neither is the LOC or the VOR. The GPS has no such restriction.
The GPS approach has the second lowest minimums, only the straight in ILS/DME allows you to descend lower.
Interesting stuff!
Ok, I've got some out of date plates from my car, but still within 6 months old.
KHDN (Hayden Colorado). Approach type and DH/Minimum
ILS/DME - 6837 MSL
ILS/DME circling - 7640 MSL
LOC - 7640
VOR - 7320
VOR Circling - 7660.
But
GPS-C, 7220 MSL.
The comments on the precision ILS approach say it is not authorised if local altimeter not available. Neither is the LOC or the VOR. The GPS has no such restriction.
The GPS approach has the second lowest minimums, only the straight in ILS/DME allows you to descend lower.
Interesting stuff!
Join Date: Sep 2000
Location: Devon, UK
Posts: 75
Likes: 0
Received 0 Likes
on
0 Posts
GPS (thread drift)
For Cranfield visitors this w/e -
Annexe C of the AIC has a list of Waypoints co-ordinates for punching into a basic GPS, then punching "goto" whichever one you want, for a check on basic, ded-reckoning and map-reading.
(NOT a good idea to use a moving-map thingey in the Rally environment...)
I bought a Garmin 45, years ago - the marine version of the 95, and very cheap. Max ground-speed 99 knots; that's about my VNE nowadays...
A useless moving-map on the small screen; a "man-overboard" feature for instantly marking a position to return to: no data-base - I've punched in the co-ords of all the places and waypoints I think I'll need - but it really has all the basic stuff for VFR flying. Addictive, though, if you're lazy and not careful.
I find it useful in murky weather, for a check on my track-keeping in featureless areas. or with variable winds. And when you KNOW that waypoint MUST be right here, right now, the little arrow on the screen says "right there on your left, blockhead" (ie in your blind spot, at that moment).
I just sit it on my lap. and the AA batteries seem to last for ages if I don't fiddle with the buttons much.
Horses for courses, really.
WS
Annexe C of the AIC has a list of Waypoints co-ordinates for punching into a basic GPS, then punching "goto" whichever one you want, for a check on basic, ded-reckoning and map-reading.
(NOT a good idea to use a moving-map thingey in the Rally environment...)
I bought a Garmin 45, years ago - the marine version of the 95, and very cheap. Max ground-speed 99 knots; that's about my VNE nowadays...
A useless moving-map on the small screen; a "man-overboard" feature for instantly marking a position to return to: no data-base - I've punched in the co-ords of all the places and waypoints I think I'll need - but it really has all the basic stuff for VFR flying. Addictive, though, if you're lazy and not careful.
I find it useful in murky weather, for a check on my track-keeping in featureless areas. or with variable winds. And when you KNOW that waypoint MUST be right here, right now, the little arrow on the screen says "right there on your left, blockhead" (ie in your blind spot, at that moment).
I just sit it on my lap. and the AA batteries seem to last for ages if I don't fiddle with the buttons much.
Horses for courses, really.
WS
Join Date: Apr 2001
Location: Yorkshire
Posts: 1,040
Likes: 0
Received 0 Likes
on
0 Posts
Sometimes we seem to be a bit anal when it comes to GPS in the UK, at the end of the day you should use all information availiable to yourself. If you have a map and GPS use them to compliment each other! What happens if you map flies out the window, gets covered in coffee or eaten by your 5 yr old nephew when you werent looking!
In the US GPS use is commonplace, I regulary use GPS when over there but backed up by charts so I keep my situational awareness and that goes for wether I am flying under a VFR or IFR flight plan.
GPS approaches are also possible in the US with the integrity of the systems being confirmed using RAIMS before the approach is commenced. Note : We were using an IFR certified GPS system with current database. If anyone gets chance to do when sometimes whilst they are in the US then give it a go, even if you just get an Instructor to show you one.
Did you manage to try one Whirly?
We regulary took up a handheld Garmin eTrek with barometirc alt (£130!), for interest and as pointed before there doesnt appear to be any difference between these and expensive ones for telling you where you are.
I am now playing with it by hooking it upto my laptop to provide a full colour moving map display on a 14" screen
Julian.
In the US GPS use is commonplace, I regulary use GPS when over there but backed up by charts so I keep my situational awareness and that goes for wether I am flying under a VFR or IFR flight plan.
GPS approaches are also possible in the US with the integrity of the systems being confirmed using RAIMS before the approach is commenced. Note : We were using an IFR certified GPS system with current database. If anyone gets chance to do when sometimes whilst they are in the US then give it a go, even if you just get an Instructor to show you one.
Did you manage to try one Whirly?
We regulary took up a handheld Garmin eTrek with barometirc alt (£130!), for interest and as pointed before there doesnt appear to be any difference between these and expensive ones for telling you where you are.
I am now playing with it by hooking it upto my laptop to provide a full colour moving map display on a 14" screen
Julian.
Join Date: Jun 2002
Location: West Drayton
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
Slightly off topic, but...
I have a GPS III Pilot which I use mostly in the US as the 172 I hire from The Pilot Centre at Denham (as in "172 in West London" thread fame) has a Garmin 250XL fitted, though I find the only time I usually look at it is to change COM frequency.
Anyway, I mainly use my GPS for flight planning and have noticed several anomolies with the database concerning sizes of airspace regions in that several ATZs are shown as being about 5nm or so radius. The last version I installed (went out-of-date last week) has Farnborough and Wycombe Air Park, among others, at this size (the latter is showing as overlapping with the London CTA!
This suggests that it cannot be used to guarantee you are flying clear of controlled airspace unless you have checked before your flight that the database conforms to your map. Anyone else find this?
Regarding other points put forward:
Why do you need to update the database every month? You only update your map once a year, after all. If there are changes to airspace, frequencies, etc, then you will be able to pick these up as you go from NOTAMs, etc, just as you would for your map. I only intend updating mine each time I move between the UK and the US. (Am I being terminally naive here?)
I agree that the feature of being able to "fly" your intended route on the GPS in the comfort of your armchair at home is great.
My GPS seems to have a selection of roads, railways and towns almost everywhere in the world as well as the Europe/Africa Jeppesen database, however it has NO map info for America! No towns, freeways, nothing except the state boundaries and state capitals. Is this what I should expect? Just seems a little strange to me.
BP
I have a GPS III Pilot which I use mostly in the US as the 172 I hire from The Pilot Centre at Denham (as in "172 in West London" thread fame) has a Garmin 250XL fitted, though I find the only time I usually look at it is to change COM frequency.
Anyway, I mainly use my GPS for flight planning and have noticed several anomolies with the database concerning sizes of airspace regions in that several ATZs are shown as being about 5nm or so radius. The last version I installed (went out-of-date last week) has Farnborough and Wycombe Air Park, among others, at this size (the latter is showing as overlapping with the London CTA!
This suggests that it cannot be used to guarantee you are flying clear of controlled airspace unless you have checked before your flight that the database conforms to your map. Anyone else find this?
Regarding other points put forward:
Why do you need to update the database every month? You only update your map once a year, after all. If there are changes to airspace, frequencies, etc, then you will be able to pick these up as you go from NOTAMs, etc, just as you would for your map. I only intend updating mine each time I move between the UK and the US. (Am I being terminally naive here?)
I agree that the feature of being able to "fly" your intended route on the GPS in the comfort of your armchair at home is great.
My GPS seems to have a selection of roads, railways and towns almost everywhere in the world as well as the Europe/Africa Jeppesen database, however it has NO map info for America! No towns, freeways, nothing except the state boundaries and state capitals. Is this what I should expect? Just seems a little strange to me.
BP
Thread Starter
Join Date: Apr 2001
Location: Chichester, UK
Posts: 871
Likes: 0
Received 0 Likes
on
0 Posts
Thanks again for the thoughts so far. Another question - if you buy a moving map GPS, what is the coverage of the map like?
I'm guessing that while you're dodging Gatwick the GPS can't also contain a detailed map of Burkina Faso and the Ouagadougou TMA, so where does the map end and the region marked 'here be dragons' begin? And if you buy one in the UK and then head off to Florida do you then have to pay up for another chunk of the Jeppesen database?
Sorry if this is a dumb question - as I said, I know nothing about them
(edit: as if by magic, the previous post appeared after I started typing )
I'm guessing that while you're dodging Gatwick the GPS can't also contain a detailed map of Burkina Faso and the Ouagadougou TMA, so where does the map end and the region marked 'here be dragons' begin? And if you buy one in the UK and then head off to Florida do you then have to pay up for another chunk of the Jeppesen database?
Sorry if this is a dumb question - as I said, I know nothing about them
(edit: as if by magic, the previous post appeared after I started typing
)
Join Date: Jun 2002
Location: West Drayton
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
Evo7,
The Garmin GPS units, at least, are based on a split of the world into 3. The Americas, Europe/Africa and Asia/Pacific. Personally, I'd prefer the ability to mix and match smaller regions so I could choose Europe and North America as one. I have dealt with the nice folk at Jeppesen regarding databases and they do offer all sorts of regional/detail choices. It's just that Garmin don't pass those choices on.
BP
The Garmin GPS units, at least, are based on a split of the world into 3. The Americas, Europe/Africa and Asia/Pacific. Personally, I'd prefer the ability to mix and match smaller regions so I could choose Europe and North America as one. I have dealt with the nice folk at Jeppesen regarding databases and they do offer all sorts of regional/detail choices. It's just that Garmin don't pass those choices on.
BP
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
Chuck,
Yes, I think you probably have a good point re. navigating across the Sahara, or the open ocean. My comments are limited to my own experience, which consists of flying around urban areas such as south-east England, or mountainous areas such as Arizona, where there are plenty of visual navigation features.
The only time I've ever been glad to have a navigation aid available as a backup was when flying across eastern California in a sand-storm, with visibility of about 8 miles - although I could still make out the shapes of moutains vaguely through the sand, there were no good navigation featuers, and it was nice to have a VOR/DME to confirm that I was on track and on time. I didn't have a GPS in my aircraft that day, but if I had, I probably would have used it, since it would have been more accurate than the VOR.
Like any tool, GPS can be useful, although I still believe it's overrated and can be detrimental to VFR flying in some cases.
Biker Pilot, I think you must have the same GPS database as me - but since I don't use it much, the errors don't really bother me!
FFF
------------------
Yes, I think you probably have a good point re. navigating across the Sahara, or the open ocean. My comments are limited to my own experience, which consists of flying around urban areas such as south-east England, or mountainous areas such as Arizona, where there are plenty of visual navigation features.
The only time I've ever been glad to have a navigation aid available as a backup was when flying across eastern California in a sand-storm, with visibility of about 8 miles - although I could still make out the shapes of moutains vaguely through the sand, there were no good navigation featuers, and it was nice to have a VOR/DME to confirm that I was on track and on time. I didn't have a GPS in my aircraft that day, but if I had, I probably would have used it, since it would have been more accurate than the VOR.
Like any tool, GPS can be useful, although I still believe it's overrated and can be detrimental to VFR flying in some cases.
Biker Pilot, I think you must have the same GPS database as me - but since I don't use it much, the errors don't really bother me!
FFF
------------------
The Original Whirly
Join Date: Feb 1999
Location: Belper, Derbyshire, UK
Posts: 4,326
Likes: 0
Received 0 Likes
on
0 Posts
Julian,
I didn't do much with a GPS in the US, as I was mainly flying helicopters at low level, so looking out for kites and birds and wires was far more important!
Evo and others,
When I did take my GPS, on my first US solo cross country, I discovered the same thing; not much info, though I think airfields were marked. I hadn't known that either.
I haven't updated mine since I bought it 4 years ago, but I only use it really if I think I'm lost or can't find an airfield, and they haven't moved airfields or towns, and I only use it to back up my map reading. If my map falls out the window, I can either land my helicopter, or get a heading to the nearest airfield from London Info or someone similar.
I think this really comes down to using what's appropriate to the circumstances and being prepared to be flexible. If I was flying in the Sahara, round the world, the Arctic, or anywhere similar, I'd get two GPSs and loads of batteries. Low level in LA, and going to the PFA Rally on Friday, I won't even switch it on as I reckon I need my eyes out of the cockpit as much as possible. Most flights that most of us here do are somewhere between those two extremes and it's a useful but optional backup.
I didn't do much with a GPS in the US, as I was mainly flying helicopters at low level, so looking out for kites and birds and wires was far more important!
Evo and others,
When I did take my GPS, on my first US solo cross country, I discovered the same thing; not much info, though I think airfields were marked. I hadn't known that either.
I haven't updated mine since I bought it 4 years ago, but I only use it really if I think I'm lost or can't find an airfield, and they haven't moved airfields or towns, and I only use it to back up my map reading. If my map falls out the window, I can either land my helicopter, or get a heading to the nearest airfield from London Info or someone similar.
I think this really comes down to using what's appropriate to the circumstances and being prepared to be flexible. If I was flying in the Sahara, round the world, the Arctic, or anywhere similar, I'd get two GPSs and loads of batteries. Low level in LA, and going to the PFA Rally on Friday, I won't even switch it on as I reckon I need my eyes out of the cockpit as much as possible. Most flights that most of us here do are somewhere between those two extremes and it's a useful but optional backup.
Join Date: May 2002
Location: Hampshire, UK
Posts: 99
Likes: 0
Received 0 Likes
on
0 Posts
The point for me at least is that if you are flying with an up to date chart and have drawn lines on it and worked out your expected headings, then the GPS, assuming you can get it into a CDI mode of some sort by getting it to fly to a waypoint, will give you a very accurate way of flying your planned route. I don't generally have any airspace data, roads, towns etc displayed as they just clutter up the screen. If the line on my map shows it will clear controlled airspace then I fly along that line on the GPS, or slightly to the opposite side of it to the airspace then I am clear of controlled airspace! It doesn't matter a jot whether the aviation database is up to date or accurate! The airports and VOR's that you use as waypoints are unlikely to have moved!
So.... using a GPS, except where you are flying a familiar route in VMC with some sort of obvious ground features like coastlines or roads that you can recognise, you still surely have to draw lines on a map and work out your expected headings. Once you get in the air the GPS is a far more accurate way of making sure you are flying along the lines you drew than dead reckoning.
If you just launch with the GPS and its map as the only thing you look at you are probably going to get lost from time to time.
So.... using a GPS, except where you are flying a familiar route in VMC with some sort of obvious ground features like coastlines or roads that you can recognise, you still surely have to draw lines on a map and work out your expected headings. Once you get in the air the GPS is a far more accurate way of making sure you are flying along the lines you drew than dead reckoning.
If you just launch with the GPS and its map as the only thing you look at you are probably going to get lost from time to time.