Acensor Posted January 15, 2014 Report Share Posted January 15, 2014 I'm completely out of my turf regarding IFR and have no intention of ever flying anything but day VFR, But my potential co-owner of is instrument rated and the question of if he'd ever be able to fly it IFR came up. The seller, who is an airline pilot*, said in reply to my inquiry on if it had enough avionics for IFR ... > The CT is well loaded as far as the LSA category goes, meaning you have > way more than you need for daytime VFR. But the only navigation receiver > is the GPS. And is doesn’t matter what you put in it, LSAs are not IFR > certified. It does have a way fancier glass panel than anything I’ve > ever operated before, including at the airlines. But there is no ice > protection, and I really don’t think it’s stable enough to fly through > the clouds for any length of time, even if you were inclined to. But for what it may be worth I pass on this item from the FAA rules expert for LSA at the EAA which spears to contradict that "no IFR in LSA" idea: "Question : Do the ASTM standards require that SLSAs used for IFR flight meet the requirements for IFR specified in FAR 23, e.g, FAR 23.1323 para. d? In fact, is it even legal to fly IFR in an aircraft which doesn't meet the IFR requirements in FAR 23? Answer : FAR Part 23 does not apply to light-sport aircraft in any way. For Special Light-Sport Aircraft (SLSA) the FAA operating limitations allow the aircraft to be operated under IFR if the aircraft is equipped in accordance with FAR 91.205. However, in order to legally operate the SLSA under IFR the aircraft and engine manufacturer must also document that they allow the aircraft to be operated under IFR as well. If either the airframe or engine manufacturer prohibit the aircraft from operating under IFR it cannot be operates as such even if the FAA allows it via the operating limitations." So sounds like IFR in an SLSA isn't necessarily out if the question if it has the right instruments and Flight Design would support it. And here's what Flight Design says in their FAQ: "29. Depending on local regulations and installed equipment it is possible to operate a CT under IFR in non IMC conditions." Which is kind of weird and confusing to me as to my limited understanding the time it's most critical to fly IFR is in IMC. "Non IMC" would mean VMC-VFR conditions, right? What's the point of flying IFR in VFR conditions? Could that be an error on the FD site, that the meant "non VMC"? I sent FD a note, but no reply yet. Alex * The fact that a commercial pilot not limited to LSAs and had ~$120K to shop in 2006 chose a CTSW IMO speaks well for CT. Link to comment Share on other sites More sharing options...
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