IFR GPS: Good, Bad Or Just Ugly?

Any instrument-rated pilot who "grew up" before the mid-1990s probably still shakes their head at the way GPS navigation has revolutionized the way we fly IFR. If, Rip van Winkle-like, that same pilot awoke today after a 20-year snooze, he or she would find many different responsibilities and procedures have resulted. The same is true for someone whos been flying IFR all along but is just now making the upgrade to an IFR-certified GPS. What different rules, techniques and pilot responsibilities do you need to know? How has the workload changed, and are those changes for the better? While no one, including me, would seriously advocate going back to the "old ways" of flying IFR, we also must acknowledge that with the additional capabilities and accuracies of GPS come new and different ways of getting from Point A to Point B, along with skills, techniques and responsibilities for which we might not be trained or prepared.

Key Takeaways:

• GPS has fundamentally changed IFR flight procedures, introducing new responsibilities and techniques across all phases, from pre-flight setup to missed approaches.
• While GPS offers enhanced safety and capability, it increases cockpit workload, especially during ground operations and missed approaches, and requires pilots to adapt to new procedural steps.
• Pilots must understand GPS-specific considerations like manually ensuring obstacle clearance on departure (the magenta line doesn't guarantee it), navigating T-routes en route, and correctly interpreting the various types of approach minimums.
• Successfully transitioning to IFR GPS navigation requires thorough study, dedicated avionics checkout training, and consistent practice to maintain proficiency with its diverse operations and capabilities.

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