The Air Navigation Order and CAP 393 is the law. Look up part 31 sub-sections 228-246vololiberista

(2) Maps, charts, codes and other documents and navigational equipment necessary, in addition to any other equipment required under this Order, for the intended flight of the aircraft including any diversion which may reasonably be expected.That word "necessary" sure allows me to interpret that regulation to my liking. Maybe I'm just used to the FAA's FARs and interpreting them. Some are so vague, you'd swear they were written to leave the FAA enough room to violate you....

(2) Maps, charts, codes and other documents and navigational equipment necessary, in addition to any other equipment required under this Order, for the intended flight of the aircraft including any diversion which may reasonably be expected.They would be necessary in the following circumstance:-One is expected to undertake a x-country flight with the relevant maps, aerodrome charts etc in order to complete a flight successfully! If I were to fly from say Biggin hill to Manchester without detailed specific knowledge of all the boundaries of controlled airspace, airfield TMA's, populated areas, topography and obstacle clearance etc, then I would be a fool. A call to "Distress & Diversion" Pan-Pan-Pan I'm lost and I don't have any maps or charts on board!!!In the USA it would appear that the FAA allows primary navigation by GPS. Whereas the CAA regard it as only an aid to primary navigation by use of relevant maps, charts etc.vololiberista

(2) Maps, charts, codes and other documents and navigational equipment necessary, in addition to any other equipment required under this Order, for the intended flight of the aircraft including any diversion which may reasonably be expected.They would be necessary in the following circumstance:-One is expected to undertake a x-country flight with the relevant maps, aerodrome charts etc in order to complete a flight successfully! If I were to fly from say Biggin hill to Manchester without detailed specific knowledge of all the boundaries of controlled airspace, airfield TMA's, populated areas, topography and obstacle clearance etc, then I would be a fool. A call to "Distress & Diversion" Pan-Pan-Pan I'm lost and I don't have any maps or charts on board!!!In the USA it would appear that the FAA allows primary navigation by GPS. Whereas the CAA regard it as only an aid to primary navigation by use of relevant maps, charts etc.vololiberista

They would not be necessary in the case of a student pilot making his first solo, so your orginal statement that In the UK it is a criminal offence to not fly with a paper chart! is as wrong as it always was.If you are going to quote the law would should understand it first. You seem to have ignored the words for the intended flight of the aircraft. Also, it refers to charts not paper charts.The law is the Air Navigation Order, the Rules of the Air Regulation, and the other supplementary Orders, not CAP 393. CAP393 actually states that on its cover.Part 31 - Power and Penalties of the ANO doesn't create any offences. It only sets out the CAA's powers and the penalties it can impose and so is irrelevant to this matter.

Doing solos, circuits, local area training flights etc is stating the obvious!!!Where there is a need to navigate you must have the relevant charts, maps etcvololiberista

Thank you, that's precisely my point and

In the UK it is a criminal offence to not fly with a paper chart!

is incorrect.

To the OP, and the original topic:A couple of years ago I did a short VFR cross-country flight in a rented plane in unfamiliar airspace without a current chart or a GPS. The night before, I did a THOROUGH study of the airspace, terrain, and facilities. I wrote down frequencies and carried them on my kneeboard. I knew exactly where and at what altitude all of the surrounding airspaces were. I even flew through controlled airspace because I had the tower's frequency on my kneeboard and I knew from my studying the night before at what point I needed to talk to him. I called FSS (hey, it's free, right?) after already using my favorite online resources to check weather and NOTAMs just in case I missed something. The flight went great. I knew where I was at all times with regard to my intended course and all the airspace around me. I've also done flights in a G-1000 equipped Skylane, and that's sure a good piece of gear, too. But being among the last generation of pilots to grow up on steam gauges, I, too, worry about the children of the magenta line. All this technology and automation is a great aid for pilots who understand what's going on with their airplane and their flight, but it's a terrible crutch for those who don't, and can easily instill false confidence and complacency. You should be able to navigate anywhere with a wet compass and a stopwatch. If you're lucky enough to have more than that installed in your plane, know how to use it, and make sure it's doing something for you, even if you've already got another device doing the same thing. It's a nice feeling when all the needles are telling the same story, or giving you more information and awareness of where you are and what's going on.

Ha ha, another Pilotage Guy who learned what Ded Reckoning is...No need to worry about the magenta line kids as long as they were not alllowed to use modern tools until they had learned without their aid.

The new generation of "technically advanced aircraft" are also attracting people to aviation who otherwise wouldn't be interested, like the guy with the Cirrus in the article posted a while back. If you have the choice of training in a steam-gauge 172 for $125 an hour or a shiny new G1000 Skyhawk for only slightly more (which seems to be the direction most flight schools are going), what's it gonna be? And it's not good business for the flight schools, struggling as they are, to try talk the students out of it, either. When it comes to VFR navigation, EVERY system in the airplane is just a backup for pilotage and Ded Reckoning. ;)

And it's not good business for the flight schools, struggling as they are, to try talk the students out of it, either.

I tell them the truth about the benefits of starting on steam gauges first then moving on to glass after they have received their instrument rating. It makes them a well rounded pilot and all of my students have thanked me for training them this way compared to their peers who have done it other ways.

I did my training in a steam gauge 172 and am damn proud of it, lol. It actually annoyed me that there was no way to get DME though. To get a DME from a VOR I had to tune the VOR into the GPS...kinda defeats the point, lol.

I trained on steam gauges, but it's getting to be a trend at some of the larger schools to go exclusively glass. What with the Liberty's and their Aspens and the G1000 Cessnas flooding the bigger schools. That's fine and dandy but the scan is way, way different.Bigger than that, I know some instrument students that use the autopilot extensively. Now that defeats the point! I'd hate to see them try and keep attitude for 2+ hours in actual.

Imagine when all the colors go dark....best to know the old way just in case. I'm a huge fan of TAA and all the goodies one can own and use but.....

I just caught up on this thread.Ah, what a waste of time......

Imagine when all the colors go dark....best to know the old way just in case. I'm a huge fan of TAA and all the goodies one can own and use but.....

I'm with ya.

I just caught up on this thread.Ah, what a waste of time......

Then stop wasting your time in here. *points at door*

I just caught up on this thread.Ah, what a waste of time......

I know you are a big proponent of TAA's but there should be some abilities in the aircraft for pilot's to have an out. So far every system I've flown, I've needed an out.Case 1: Brand new Piper Warrior with a Avidyne system on a VOR approach. Luckily in this aircraft they have a standby VOR gauge that I was able to use in navigation in conjunction with the standby flight instruments. I completed the approach old school style with one old CDI head to cross reference fixes and land in a spring hailstorm. If not for the standby CDI or knowing how to use it unlike many magenta pilots I would have had to stay up till the storm passed or diverted 50 miles to wait for the storm to pass.Case 2: In a Beechcraft Sundowner coming in on a GPS approach we lost RAIM then lost all GPS indications before crossing the FAF. Had to go miss and come back around on the old ground based stuff.Case 3: In a G1000 Cessna 182T was another fun one with an all glass cockpit. We lost everything again for a few minutes and had to fly off only a compass and attitude indicator. Really a pain when you are in the rain, IFR, night and in the mountains. Would have been a lot better if these G1000 had back up nav systems so we could triangulate our location.