Not sure why you place so much importance on the moving map. As far as I'm concerned, moving maps are for situational awareness and if my 480's moving map got disabled somehow, I'd still have a "moving map" on my iPad (ForeFlight). But my 480 drives my Sandel, which is really my primary instrument. And if my Sandel failed in flight I'd have the 480 on the NAV page for course guidance, not the MAP page.
Exactly. The moving map is helps the SA enroute and being vectored for the approach, but if you are flying the actual approach using the moving map....you're doing it wrong.
I don't get it. Since you have the external CDI for course guidance, what's wrong with using the moving map on an approach?
If yours is as accurate as your CDI, then nothing wrong at all, as long as you cross check against the CDI. Mine isn't that accurate, even on the 1/4 mile scale.
When I was flying IFR, I used the CDI as the primary course guidance, not as a cross-check. I used the moving map to visualize my position along the approach, and as an indication of my bearing, which made it easier to stay on the approach course.
IOW for situational awareness. I agree that's the best way to use the moving map.
I think we're not disagreeing. You still have some MOVING MAP even with foreflight.
Plus, unless you have an Aspen PFD or are flying a modern airline panel, your moving map is typically off to the side of your primary flight instruments and not in your direct line of sight.
I'm trying to visualize this discussion when, in turn, VOR, ADF, Low Freq Radio Range navigation, the HSI, DG, and Sperry's original gyro turn indicator* came along.
Hmmmm.... I think I can see it.... The fogs of time are lifting... It's getting clearer..... Clearer...
Yes! Exact same discussion! Some saying it's a great addition to efficiency and safety; others saying you're not a "real pilot" unless you don't use it since, if you use them, it proves you are unable to fly without them!
[* Even Sperry referred to his turn indicator as "a crutch for the compass."]
Not even close to the same discussion unless you are just trying to stir up old arguments for the sake of stirring the pot.
I also used the color change on the moving map to determine when I reached step-down fixes. That's more than just situational awareness.IOW for situational awareness. I agree that's the best way to use the moving map.
I guess you missed the comments like "More examples of children of the magenta that are far too prevalent. Loss of a moving map is an emergency to them. Truly sad"
There is a distinction between "I prefer" and "I can't do without." A distinction lost on a number of folks.
You are not missing anything. Properly flying GPS involves flying the needle.
Although the needle behaves a little differently when GPS driven. Precise as hell, though.
Never really noticed the difference operationally.
It's pretty obvious when crossing a VOR. It shows cross track error rather than angular error and has no zone of confusion.
Yet it's strange that many CFIIs don't teach this. My first CFII wasn't exactly sure what I was doing at first when I made corrections based on the difference between TRK and DTK, but eventually figured it out.
My very first solo flight in hard IMC, ATC gave me a LOC BC which had a 500 AGL MDA. Ceilings were hovering between 400 and 500. I asked for the LPV to the same runway (200 DA). Good thing, too, as I would not have gotten in on the LOC BC. I'll admit it hasn't happened since, but given how many LPV approaches there are now, many at airports without an ILS, it's a capability I wouldn't want to be without.
Of course. That's just basic understanding of the operation and limitations of the equipment you fly.
