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mikenjulie.parkin(at)btin
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 Posted: Tue Nov 18, 2008 2:23 pm Post subject: Europa - Instrument Rating. |
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I too read with interest the night/IFR article in the latest LAA Magazine.
It seems to me there are many problems here both for a Europa as an aircraft but more importantly for the sport pilot.
What I would like is the approval to climb to VMC ‘on top’ and cruise to a destination out of that 1500-2500’ area that so many pilots seem to prefer. To me that altitude is ‘shark infested custard’ and I avoid it like the plague if I can. I much prefer to be in the area of FL80 or so. Generally if above the cloud, the ride is smoother, the visibility better and there are not so many people there. The only requirement for such a flight might be that the weather at the destination field should allow a safe descent to VMC below for a VFR recovery and landing. The minimum equipment specified for flight in Class A airspace is I suggest OTT for most europas; indeed, I am not sure that the minimum requirement applies to non Public Transport aircraft. Any experts out there.....
I personally would never consider flying X-country at night in a single engine aircraft, to me the risk of a forced landing in the dark is too high. Old and bold pilots.........etc.
My concern as far as the aircraft is concerned, is that the CAA are likely to make it so difficult that the cost would become prohibitive. The thought of how I can install a pitot heater in my plastic wing and power it is just the start of the problems.
If anyone thinks that they will be able to join an airway in the UK, IFR in a europa in the foreseeable future, then they are dreaming.
Even if the aircraft was certified for IFR flight in Class A airspace I would suggest that the pilot rating requirements are a bridge too far for most sport pilots. We currently still enjoy the IMC rating for private pilots in the UK, which is a useful tick in the box for inexperience instrument pilots. But the IMC rating is not going to cut it in an airway. That means our aspiring europa airways pilot is going to have to take the dreaded Instrument Rating. Now the last time I checked an IR course, initially completed in a twin, together with the aircraft/instructor/examiner hire was well into 5 figures in cost alone. Annual renewal for an IR is probably going to cost in the order of £500 minimum. Really an instrument rating for most recreational pilots is a non starter.
For those of us with an IR from our job, the situation is not much better. Most airline pilots hold a Multi-crew IR which I don’t think reads across to Single Engine Piston, certainly, I had to requalify with a Single Crew IR to obtain my King Air rating’.
The LAA are to be congratulated on their success with the ongoing European legislation – and hopefully they will continue in the future with that success. However, I do believe that we should strive for a realistic expansion of our certification boundaries.
The aircraft modifications and standby equipment should be kept to an absolute minimum, commensurate with safety, certainly we do not need clearance to fly in icing conditions. The real icing on the cake (no pun intended) would be international recognition of the IMC rating and a European wide approval to fly VMC on top and to fly IFR (off airways) when required. It really is much safer to fly IFR above Safety Altitude than grovel around in the murk below cloud – AS LONG AS THE PILOT IS SUITABLE QUALIFIED AND CURRENT.
I look forward to the future developments with interest.
Regards,
Mike Parkin (G-JULZ still in bits
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riddon(at)sent.com
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| Posted: Tue Nov 18, 2008 3:10 pm Post subject: Europa - Instrument Rating. |
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Well said Mike. What a great solution that would be.
Richard Iddon G-RIXS
I too read with interest the night/IFR article in the latest LAA Magazine.
It seems to me there are many problems here both for a Europa as an aircraft but more importantly for the sport pilot.
What I would like is the approval to climb to VMC ‘on top’ and cruise to a destination out of that 1500-2500’ area that so many pilots seem to prefer. To me that altitude is ‘shark infested custard’ and I avoid it like the plague if I can. I much prefer to be in the area of FL80 or so. Generally if above the cloud, the ride is smoother, the visibility better and there are not so many people there. The only requirement for such a flight might be that the weather at the destination field should allow a safe descent to VMC below for a VFR recovery and landing. The minimum equipment specified for flight in Class A airspace is I suggest OTT for most europas; indeed, I am not sure that the minimum requirement applies to non Public Transport aircraft. Any experts out there.....
No virus found in this incoming message.
Checked by AVG - http://www.avg.com
11/17/2008 5:24 PM
[quote][b]
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paul.the.aviator(at)gmail
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| Posted: Tue Nov 18, 2008 3:24 pm Post subject: Europa - Instrument Rating. |
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Hi Mike and others,
I must apologize, I didn't realize the the IFR question was UK based
when I made my comments. We very lucky in the US for the freedoms we
have in that regard.
Having IFR capability has really turned my Europa into a very capable
touring machine. Two, 3.5 hour legs has me covering easily 800 to 900
miles in a day. Flying in the FL80 to FL12 range nearly always gets
me a smooth ride with not a lot of traffic to contend with, it seems a
pity that not everyone can enjoy getting this level of utility out of
their Europa. Mostly brought about by bureaucracy I suppose.
I recently flew to the US Europa fly in and I had to fly the last 20
nm leg of the trip in VFR minimums because the airport didn't have an
approach. I remember thinking to myself that folks in Europe do this
all the time, me, I was just plain terrified.
BTW, I fully support your comments about night flying cross country
flying, I avoid it at all costs, its like playing poker and having to
give up your Ace... it just too much risk for me... but then the older
I'm getting the less bolder I am becoming. Same comment about ice,
it can be difficult to avoid in North America and its something I have
a great respect for. I suspect that the Europa wing would be extremely
intolerant to ice.
Anyhow, I suppose I am preaching to the choir here, but I thought I
would toss in my 2 cents worth.
Cheers, Paul
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rampil
Joined: 04 May 2007
Posts: 870
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| Posted: Wed Nov 19, 2008 7:57 am Post subject: Re: Europa - Instrument Rating. |
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Two more cents from the US contingent.
Having finally obtained my instrument rating last summer, I have
been flying IFR for practice and some real trips in actual wx.
The only real limitation, to my mind is the gas tank. With appropriate
IFR reserves (Alternate airport plus 45 min), there is less than two
hours flying. My usual cruise uses a wee bit over 5 gph at 3000 msl
and the burn rate increases with altitude (some day I will crunch the
data and provide a report). At 8k msl, the burn rate is over 6 despite
the MP being about 5" less (constant speed prop). Until someone gets
some real experience with the GreenSky HAC leaning device, altitude
does not appear to be a fix for the 912s.
As for equipment, in the US, the regs only require Nav equipment
appropriate to the NAV and approaches being used. It is entirely
legal to use a single NavCom radio with VOR/Loc/ILS. No requirement
for redundancy in 14CFR91.
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Ira N224XS |
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steven.pitt2(at)ntlworld.
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| Posted: Wed Nov 19, 2008 8:06 am Post subject: Europa - Instrument Rating. |
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Paul,
Thank you for your input and sorry I did not make my geographical position
clear.
Nevertheless I think it is interesting to see the comments that come from
the Europa community. We have some very experienced commercial flyers on
both sides of the pond and all views are welcomed.
I had heard of the whisperings that permit aircraft rules might one day
allow instrument flying and so was pleased to see the recent article in our
Light Aircraft Association magazine. There is a long way to go before the
rules are changed (if ever?) hence my wish to commence an investigation into
the equipment one might need. I previously held the UK IMC rating but was
never encouraged to keep it going. Now I have my own aircraft the
encouragement has grown and hence the email.
Thank you to all contributors.
Regards
Steve Pitt
G-SMDH
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ptag.dev(at)tiscali.co.uk
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| Posted: Wed Nov 19, 2008 12:33 pm Post subject: Europa - Instrument Rating. |
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Hi! Ira
Seems to me that a 9 Imp Gallon Long Range tank to supplement the
Existing Europa 16 Imp Gallon tank would remove lots of your worry !
I too suffered 6 gallons per hour early days with the 3300 Jabiru and
soon found that range was a major handicap. ......the only way to go!
There is far too much to concern yourself with without the worry of
alternates and suitable fuel supply if you are struggling with inclement
weather.
Regards
Bob Harrison G-PTAG
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rampil
Joined: 04 May 2007
Posts: 870
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