light sport IFR

[AJChenMPH]

Actually, Andy, you can't get the manufacturer's blessing after the fact - that ship has sailed. IFR would have to have been written into the plane's Operating Limitations at the time it received its Special Airworthiness Certificate. But, there are a few pre-2010 LSAs out there so authorized.

Ah, okay -- thanks for the clarification.

The Zenith 610 that Tronguy used to own is a prime example. Jay, if you are lurking, perhaps you'd care to elaborate.

And I've seen a Tecnam P2002 Sierra for sale that claimed to be "IFR legal", so I'm assuming those were good...and didn't Evektor say their planes were also good to go?

Thanks again for all the info.

[MovingOn]

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[FastEddieB]

If I was going to fly IFR, it would be in a certified airplane, not an LSA.

Well, there's IFR, and then there's IFR.

I think my IFR days are behind me, but for "light" IFR, I would not hesitate to do it in a properly equipped LSA.

By "light" I mean punching through a thin fog layer or low overcast conditions to get on my way towards improving weather. Or letting down through a high overcast.

For heavier IFR, I agree an LSA might be pushing it, unless fully certified with lightning protection, redundancy - all the stuff the certified ones have to get. In that case, what difference would it make?

[MovingOn]

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[Nomore767]

In the UK they have an "IMC rating" for pilots who want to fly through the clouds, or need to get out of clouds, but yet don't want to complete the full IR.

I think that kind of IMC rating is kind of what some of the folks here are talking about. The full IFR demands more discipline, currency and dedication to skill retention than many first believe. An IMC rating allowing some flying in clouds etc or when conditions become marginal to very marginal, would improve the skill sets of pilots as well as their self-confidence and safety.

http://www.ontrackaviation.com/imc-rating.html

[drseti]

didn't Evektor say their planes were also good to go?

AFAIK, Evektor only imported two IFR-approved SportStars into the US, before that window of opportunity was closed.

[AJChenMPH]

Concur with the IMC rating that was brought up, as that would likely satisfy about 95% of my future IFR needs. However, I wonder how that would get implemented here in the U.S., based on how I understand how the ATC system works...

AFAIK, Evektor only imported two IFR-approved SportStars into the US, before that window of opportunity was closed.

Ah, okay...thanks.

[Nomore767]

Have you spoken with an insurance company about getting coverage for you, a low-time pilot, assuming low time PPL and IFR in a LSA even if it was IFR equipped and rated?

I'd certainly check that out and include it in your planning.

The US is not even thinking about an IMC rating , like they have in UK and rest of Europe. So, to be PPL and IFR you'd have to stay current on a lot more procedures that just flying through a few clouds here and there. The airplane has to be kept to IFR maintenance standards and demands more of you as a pilot and more to stay current and maintain your skill level,

Have you talked about all of this with an experienced CFI?

[drseti]

Have you talked about all of this with an experienced CFI?

Or better still, with an experienced CFII?

[MovingOn]

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[MrMorden]

I'm not in any way IFR trained (I have done exactly one NDB approach with a friend under foggles), but I am a little confused by the "IFR but VMC thing."

Isn't the whole point of filing IFR that ATC can vector you around as needed and tell you where to go, regardless of visibility? If you are flying IFR, the controller says "maintain altitude and fly heading 020" and you say "unable, must maintain VMC"...how is THAT going to go?

Won't the controller drop you from IFR service, tell you to maintain VFR, and possibly violate you for flying IFR without proper equipment or training?


Again, this is all pieced together from a VFR perspective on what I *think* IFR means, forgive me if I'm way off base.

[MovingOn]

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[Nomore767]

Andy,

I believe it's illegal to file an IFR flight plan without being IFR rated and current.

If IMC then ATC will provide separation. If you go into VFR then you are also responsible for 'see and avoid' whilst still on an IFR flight plan as well as having ATC provide separation.

Yes…you would be busted if you admit on the radio that MUST maintain VMC because you can't fly in IFR!

The full I/R is a complicated discipline and skill that requires frequent currency and the ability to multi-task, especially single-pilot.
The full IFR is maybe not what sport pilots or casual PPL plots really 'need'.

However, there are days when you could go, were it not for a pesky few clouds near the airport, enroute , or near the destination. Hence, in Europe, they have the IMC rating, which, when properly trained, allows PPLs to fly in more marginal weather, through clouds, rain etc, without the need for the full IFR rating. It offers them a lot of flexibility in the European climate and makes their PPL more useful and valuable.

[Nomore767]

I'm sorry but the whole premise of this thread, to me, goes against the INTENT of light sport flying to begin with.

I get that some folks want to get the maximum use out of their LSA and their sport rating but at some point if you're contemplating flying IFR in the USA, in actual IMC, I think that the pilot is better suited going to a PPL and obtaining the I/R, and then flying it in a current and qualified IFR airplane.

I realise that there may be LSAs that are, kinda/maybe/almost IFR equipped but….doesn't light sport exist for recreational 'sport' flying?

[CTLSi]

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