In this case, the GPS is inoperative and now, so is your DME! In this event, you must report the issue to ATC, but you are allowed to continue at and above FL240 as long as repairs can be made at the airport of intended landing. This regulation allows you to use DME or an approved IFR GPS for distance information above FL240. FAR 91.205 states that you need the appropriate navigation equipment on board appropriate for the route to be flown. Is there a problem? If so, what should you do? If you fly directly over a VOR/DME at FL250, your DME readout should be closer to 4 nm, not 0 nm, because DME measures slant range. You are tracking a victor airway eastbound and pass over a VOR/DME. It is recommended that every 15 minutes you sync it with the magnetic compass.ĥ) You're in a TBM 900 at FL250 equipped with DME and an IFR approved GPS (sadly, it is inoperative). The severity of how much it precesses depends on a few factors but two big factors are the magnitude and frequency of banking. Just like any gyroscopic instrument, the heading indicator has a tendency to precess over time. It is recommended that every 15 minutes you sync it with the magnetic compass. Which instrument is reading inaccurately? Why? What can you do to prevent this? Just like any gyroscopic instrument, the heading indicator has a tendency to precess over time. You notice that in straight and level, unaccelerated flight, your heading indicator and magnetic compass are off by 10 degrees. After departure, you turn on course to Dubuque, IA (KDBQ). 3) ATC says "Cessna 236ES, Madison tower, winds are 360 at 10, runway 36 line up and wait." You scan your instruments and you notice your heading indicator and magnetic compass are both showing 360.
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