Are there any LSA aircraft that are IFR certified? A LSA would be the perfect private commuter plane for an instrument rated private pilot.
If not, what are the most cost effective airplanes that are IFR certified? Is there anything cheaper than a C172?
Just to be clear: I am asking about aircraft that are IFR certified, meaning that they can be flown IFR in IMC conditions. I am also aware that there is a huge difference between different countries with regard to aircraft certification so my question is mainly about the U.S.
A quick websearch leads me to believe that you can fly a properly equipped LSA on an IFR flight plan (eg: being directed by ATC), but you cannot fly an LSA into IMC.
IMC and IFR are not the same thing, and LSA's may be equipped for IFR flight, but they cannot be certified for IMC flight.
There is at least one LSA that is approved for IFR flight: The Zodiac 650 (available as a kit, or a factory-built Special Light Sport Aircraft).
More broadly, you can operate light sport aircraft under IFR (in VMC or IMC) as long as it's permitted by the operating instructions. AOPA's Light Sport / Sport Pilot FAQ addresses this well, so I'll just steal their answer:
Can I fly a special light sport aircraft (SLSA) in IFR conditions or at night?
Only day/VFR conditions are specifically addressed in the ASTM consensus standards that govern the production of SLSA. Being that sport pilots and those exercising sport pilot privileges are limited to flying only in day/VFR conditions, this seems appropriate.
On the other hand, if an appropriately rated pilot (example: private pilot with an instrument rating) wants to fly SLSA under IFR or at night, the aircraft's operating limitations must allow it, and the aircraft must be equipped per 91.205 for VFR flight at night and/or IFR flight. Additionally, 91.327(d) requires all SLSA to be operated in accordance with the aircraft's operating instructions. Operating instructions differ from operating limitations in that the engine, airframe, and accessory manufacturers issue them; the FAA issues operating limitations.
An example of operating instructions is a SLSA equipped with a Rotax engine. Rotax's operating instructions prohibit the use of a Rotax engine at night or in IFR conditions unless it is the FAA type certificated engine (14 CFR part 33). Other engine, airframe, and accessory manufacturers might impose similar restrictions.
If you are appropriately rated and would like to operate a special light sport aircraft at night or under IFR, contact the manufacturer to determine if any provisions can be made.
(Note also that there were some rumors of the ASTM consensus standards changing at some point to require
DAY VFR ONLY placards on new Special Light-Sport Aircraft -- At this time I don't believe that's happened yet, but it might...)
Yes. As long as the pilot is IFR rated with a medical certificate and the aircraft is properly equipped. Including IFR certified lighting, avionics and power-plant.
The ASTM commitee voted to ban LSA flight into IMC, but that has not been approved by the FAA.
Are there any LSA aircraft that are IFR certified? A LSA would be the perfect private commuter plane for an instrument rated private pilot. If not, what are the most cost effective airplanes that are IFR certified? Is there anything cheaper than a C172? Just to be clear: I am asking about aircraft that are IFR certified, meaning that they can be flown IFR in IMC conditions. I am also aware that there is a huge difference between different countries with regard to aircraft certification so my question is mainly about the U.S.
In 1963, the C-130 was tested by the US Navy for air carrier operations. Have there been any other comparable or larger aircraft that have landed and taken off from the deck of an aircraft carrier? By large, I am referring to two parameters: wingspan and weight.
or Airbus/Boeing certified pilots or even pure civil/(former) military pilots. Does any of you have any reference? ...Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection... translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
As I understand it, the FAA certifies certain aircraft types for IFR flight in general. All aircraft of that type are then certified, not something you have to do with each individual aircraft. What are the minimum requirements for aircraft to be certified for IFR? Is it all location-sensing equipment? And a bonus: can I get a single aircraft that is only VFR certified to be IFR certified if I add more equipment?
Looking around on the internet you can still find a lot of aged aircraft such as the 727,737-200,a300/310, DC9/MD8X and DC-10 that are still being used as freighters or in "poorer" airlines. I suppose a lot of pilots that were certified on these aircraft are getting older and retiring. Would it make sense for a younger guy to get certified for these airplanes rather than running for a newer aircraft certifications where the competition would be harsher in order to pursue a career? I suppose that these aircraft will still have service time left as converted freighters thus extending
Where can I find nice flutter animations/videos (other than YouTube) to add to a presentation without violating Copyright regulations ? It can either be for wings as well as blade arrays. Are you aware of any OpenSource database on this topic ?
If I were to redo my avionics to only include a WAAS GPS unit and two comm radios, would anything prevent me from operating IFR? 14 CFR 91.205(d) only states that my airplane must have: (2) Two-way radio communication and navigation equipment suitable for the route to be flown. I'm aware that this is not the most bulletproof way to fly hard IFR. In this case, assume that the aircraft is primarily used for currency/proficiency and the occasional light IFR flight.
I'm pretty sure that there are no aircraft equipped with a brake on its nose wheel, however two of my colleagues think there might have been. Are there? Aircraft with retractable gear of course have devices to stop the wheels from spinning when retracted, but I'm asking about brakes used to stop or slow down the aircraft. Please don't consider aircraft with a tail wheel, gliders, experimental aircraft, or aircraft used for flight testing (certified aircraft only).
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In class D and E airspace, there is no separation between IFR and VFR traffic. However, most airspace in the United States below 18,500 feet MSL is class E airspace, which is exactly where non-pressurized aircraft cruise when flying IFR. My question is not about regulation (that's perfectly clear: no separation between IFR/VFR) but I'm curious to learn how safe it actually is when cruising... can't remember ever seeing a report on a midair collision between IFR and VFR aircraft in class E.