PilotEdge Forums

Thanks guys for all of the replys.

How are the flight dynamics specifically with the C90 and B200? I love the "eye candy" - rain, working wipers, lighting... but if the flight dynamics are off - kind of defeats the purpose

Plus the guys on the Carenado support forum suggest upgrading my video card to run those planes.

The Tiger doesn't have DME, but it does have 2 VOR receivers (one with glideslope). The second receiver is a custom Terra unit (same brand as the xpndr in my airplane, I had no idea they made VOR receivers).

There is a stock 430 that could be replaced with the new 430 to provide DME, I suppose.

Bear in mind, DME isn't required for IFR.

Keith Smith wrote:There is a stock 430 that could be replaced with the new 430 to provide DME, I suppose.
Bear in mind, DME isn't required for IFR.

Having come to the conclusion that there is definitely no DME in the Tiger, I examined the possibility of adding one in Plane-Maker myself. However, as with all complex payware aircraft that I've ever examined, it's a non-starter unless you have a PhD in X-Planology. Thus I have some scepticism about the prospect of swapping the 430 unit. I'm currently contemplating the "crude but effective" solution of building a FlyWithLua display of the DME DataRef.

I was wondering about the regulatory position regarding DME being a requirement for IFR so am interested to read Keith's comment on the subject/ The question that is taxing my imagination is, what to do about those Victor airways switchover points that are defined by DME distances?

Steve

If you're using X-Plane:
I like the X-aviation MU-2. The flight model is accurate - but caveat emptor: the MU-2 is a strange plane. You take-off like a twin, but land like a jet. STOL. You can land <100 ktas and cruise >250 kts. That's a great spread. And it's fuel efficient. There are instructions to mod-in the gns530 nav system if you are flying X-plane 10.30+

Can you give an example of such a fix on the enroute chart?

Keith Smith wrote:Can you give an example of such a fix on the enroute chart?

I'm strictly an amateur when it comes to this question, but I'll give it a go. How about V137 where there is a switchover at 30 nm from PSP and 63 nm from PMD ? I can't see any alternative means of establishing this fix other than by DR. Is this permitted?

Steve

I'm going to sneak in here to clear up some of the reg type questions brought up.

was wondering about the regulatory position regarding DME being a requirement for IFR

Per 91.205 (e)

(e) Flight at and above 24,000 feet MSL (FL 240). If VOR navigation equipment is required under paragraph (d)(2) of this section, no person may operate a U.S.-registered civil aircraft within the 50 states and the District of Columbia at or above FL 240 unless that aircraft is equipped with approved DME or a suitable RNAV system. When the DME or RNAV system required by this paragraph fails at and above FL 240, the pilot in command of the aircraft must notify ATC immediately, and then may continue operations at and above FL 240 to the next airport of intended landing where repairs or replacement of the equipment can be made.

So you only need DME (or GPS) at or above FL240.

can't see any alternative means of establishing this fix other than by DME. Must have missed something horribly obvious

No regulation on this but AIM 5-3-6 tells us:

Pilots are urged to observe COPs to the fullest extent.

Obviously without DME this will be tricky, but a time based estimate would be acceptable in this case. Or the more intuitive "huh I'm not getting that VOR anymore, time to switch to the next one". It isn't the end of the world if you are off by a couple of miles, the tolerances are never that tight (except where there is a turn involved in which case the cross radial is your exact guide).

Quick addition, the time based method assumes you only have 1 VOR. If you have 2 then tune one to PSP and one to PMD and now you have all your bases covered.

Problem solved - I should have read the regs ! Thanks for your help Peter.

Steve

Thanks PG!

COP's and fixes would be two different things. I completed a 600nm IFR flight with one VOR and no DME a few years back. We used an E6-B to track ground speeds and used time estimates for the changeover points as PG eludes to.