hello all, I have a flight design ctls lsa and would like to do ifr training in it but not fly in imc. With a garmin sl 30 nav/com radio, hs34 , Dynon d100, garmin 660 gps, I think I can train with that and an instructor.
OK all sounds OK with caveat (I am a CFI-Inst who completed about 10 instrument students, but have not delved into the LSA/IFR topic until recently. I have not completed an instrument student in two decades and most GA planes were steam driven at the time and GPS only approaches were a dream. It was ILS, LOC, VOR, NDB. However I am still a current CFI and catching up on the topic as I am starting to teach again, RV transition training, Flight reviews, Inst Comp Checks... I may start doing full ratings but for now I don't have time. But this LSA thing has been my focus as this is becoming more common and spooled up on the topic.
I am sure you can do "instrument training" in a LSA in VMC conditions using a view limiting device. You can fly all maneuvers with sole reference to instruments and "ATTITUDE INSTRUMENT FLYING". You can do that 100%. Part of your training is not flying approaches but flying precisely by reference to instruments and all basic flight maneuvers, holding heading and altititude, level flightm turns, climbs, descents, speed transitions, constant ROD.. on and on, not procedures. If you can do all that well, it makes procedures easy. That you can hone to perfection even without an instructor.
Of the 40 hours for the instrument rating you only need 15 hours of "DUAL" you can practice to your hearts content with a qualified safety pilot to look for traffic. YOU MUST HAVE A SAFETY PILOT WHO IS CURRENT AND QUALIFED TO FLY IN THE OTHER SEAT AND THEY KNOW THEIR JOB IS MONITERING THE AIRSPACE AND KEEPING THE PLANE SAFE. You just log it as instrument time simulated. It goes towards the rating. Some elect to fly with a CFI-I the whole time. I did self practice with my buddy in our Co owned Piper Tomahawk. We did approaches in VFR and even called tower. Since we only had VOR/LOC/MB we were limited to procedures. By the time I started renting the C172 with the CFI-I learning ILS was easy. After I got my rating I used the Tomahawk plane for actual IFR flight planes in IMC going to fields with LOC and VOR approaches. I commuted to work about 30 miles away for a year. In pacific north west I got a lot of actual instrument time
Procedures is another grey area but you can do some (in VFR conditions). However EQUIP is required to fly those approaches. However like my Tomahawk experience you can do practice (not logged) approaches. Again it is proficiency not doing 1000 ILS. If your Attitude Instrument Flying skills are sharp procedures are procedures. It does take practice however. I will give you my favorite THE FIVE T's. Turn, Time, Transition, Twist, Talk.... This comes in handy entering or exiting a procedure turn, and IAP fix or FAF... you can do it every time you transition from one part of an approach to another. IT GETS BUSY in the clouds... you don't have time to pick up a read a checklist single pilot. GUMPS of course Gas Undercarriage Mixture Prop Safety (seat belts, landing lights).
Another big part is communications, asking and receiving complicated fligt clearance or approach clearance. A good CFI can help you get good at that sitting at a table in the FBO. You don't need to learn COM in an airplane with engine running burning gas.
Inst Procedures (Departures, Enroute, Initial and final approach, missed approach, holds) eventually have to be practice in real time in the ATC system. However you can simulate this with a good instructor. They can make up approaches by sole reference to instruments using your non approved GPS. You can simulate the procedures but not log them. The FAA has flipped back and forth about this and say you can't do it? Why? It is not against a FAR. But as I said it does not "count". However there is no QUANITY of approaches to get your Inst Rating... only quality.
To fly approaches, log it for your rating you need to have suitable equipment. This is a grey area in that your 660 I believe is a portable NOT approved for IFR operations, but it can be used as a REFERENCE. You can use it in VFR conditions and get the skills as a simulation. Again at some point you will need to get your self to an approved simulator or a plane fully equipped.
I do not plan on filing any ifr flight plans in the ctls for training. However, flight school says i cannot use a portable gps for dme. I agree for flying in imc but do not see anything definitive for training. I have read 91.205 and AC 90-108. Any suggestions would be much appreciated.
Correct. You can NOT file or fly in actual IMC conditions or under INST FLIGHT RULES or flight plan. However you can train in VFR conditions.
The flight school is correct. You can not use the GPS to DME. You can NOT use it at all for instrument approach as it is not TSO'ed. However you could use it as a training tool and practice. Some schools will balk and say it is not the REAL DEAL. OK they are right you have to do the REAL DEAL at some point and learn that avionics and fly by the standards of the PTS or ACS. They don't want to deal with this simulated stuff. Again FAA has said things over the last 40 years about making up approaches for training that are not real but give the same learning points. My opinion if you are NOT breaking any FAR you are legal. Is it VALUE added. Yes to a certain point and great introduction. However you have to get to an airplane that is fully suited up, full hair and teeth to fly IFR in IMC with you and your family, and be prescient.
Flying your LSA to gain experience for your rating, you can't LOG the approaches but you can simulate the procedure and practice them.
NOTE: FAA calls it "Advanced Cockpits". We have a wide range of cockpits from steam driven (Vac gyros, basic radio/nav circa 1980's and earlier) and GARMIN G1000 dual autopilot. You have to learn the equipment as well as have ATTITUDE INSTRUMENT FLYING skills.
There are three types of IAP's: precision approach (PA), approach with vertical guidance (APV), and non-precision approach (NPA). Precision is ILS. You can't do that. You don't have a ILS Loc and GS or Markers/DME.
APV, for example is a Localizer Performance with Vertical Guidance (LPV) GPS approach. You can't do that for real or simulated, unless the Garmin 600 can give you vertical guidance. In no case can you use it for actual IMC or IFR and can't log it even VFR.
All you can do is non precision approaches, again simulated. That is your GPS approach. NDB approaches and transitions are no longer required and I don't think there are many left except in Canada and Alaska, if any.
At some point to finish your rating, get the required training and take a practical test you will likely need to transition into another plane.
GET the PTS / ACS for instrument rating and read and understand it inside and out. It will tell you what you NEED.