We won’t go deep into procedures here, but in the approach environment non-WAAS navigators are the equivalent to flying a localizer-only approach (an LDA is one). What you won’t be able to do is fly a GPS glideslope. One without WAAS, but that’s eligible for IFR certification, will allow you to legally file and fly IFR flight plans using the GPS navigator as your primary source of navigation. If your plans include instrument training, a WAAS navigator will be your ticket to the modern world of flying precision GPS approaches. IFR GPS isn’t a requirement, but we think most IFR missions will be seriously lacking without one. If your intention is to equip the aircraft for IFR, FAR 91.205 is a good place to start to understand what it needs to be bare-bones legal. When shopping the used market, it’s often difficult to differentiate WAAS units from plain-vanilla ones, even though both can be approved for flying GPS approaches. ![]() VFR pilots might know little about WAAS GPS capability, except that it’s a mysterious requirement in an ADS-B installation. In this article we’ll take a fresh look at the used IFR GPS navigator market, how you might choose the right one and ones to steer clear of at any cost. ![]() ![]() But what may seem like a smoking-good deal on used equipment websites could be a setup for a serious case of buyer’s remorse. If the aircraft hasn’t seen an avionics installation in ages, low-budget buyers might noodle the idea of buying used GPS navigators. That’s especially true as more owners finally commit to ADS-B installations. We’ve been around enough avionics installations to know that most every project can snowball once the aircraft hits the hangar floor.
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