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05-25-2014, 08:03 PM
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Join Date: Oct 2010
Location: Phoenix, AZ
Posts: 2,820
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Bob,
You need a bit more than a medical to operate IFR, dude!
Rich
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01-18-2017, 12:45 PM
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Join Date: Apr 2010
Location: Tucson, AZ
Posts: 461
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Quote:
Originally Posted by RFSchaller
I checked my operating limits and found these two items that seem to conflict with each other, because my phase 2 limits say both apply. The first seems to preclude IFR, while the second leaves the door open after equipment installation:
10. This aircraft is to be operated under VFR day only.
11. After completion of phase 1 flight testing, unless appropriately equipped for night and/or instrument flight in accordance with 14 CFR 91.205, this aircraft is to be operated under VFR day only.
Does everyone else have both these limitations in phase 2? Does #11 trump #10? Are my limits in error to carry #10 into phase 2?
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This is an older thread but its content just became current for me, so I thought I'd update the community on the latest development.
I was just in the same position as Rich, as I was getting ready to take Private lessons in my ELSA RV-12, checking my Operating Limitations if Night VFR was ok to do in my night equipped RV-12.
I had the very same limitations as Rich had quoted which had the exclusive Day VFR clause applied to Phase II.
I contacted my DAR who had issued my Airworthiness Certificate and the OpLims some 3 years ago and he contacted his supervisor at the FSDO who authorized him to re-issue amended Operating Limitations (along with a new Airworthiness Certificate) which correct this mistake.
The whole procedure was done in less than a week and my bird is now legal to fly at night if equipped according to FAR 91.205.
The OpLims look completely different now, it's a complete rewrite and more of a narrative than just numbers to express limitations. Less of a chance for errors that way, I suppose.
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01-18-2017, 04:11 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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Quote:
Originally Posted by cactuspilot
Would you need a second screen, Ahrs and gps and alternate static source to be legal? Heated pitot?
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No, no, and no. The FARs and the "usual" operating limits only require the bare minimums, no backups. Now, whether or not that is wise, is another story...
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01-18-2017, 06:16 PM
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Join Date: Oct 2010
Location: Phoenix, AZ
Posts: 2,820
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Torsten and I exchanged copies of our operating limits. I found it interesting that his new limits address the life limited components and the requirements of the aircraft operating handbook.
There seems to be some regulatory creep in this moving things closer to the SLSA requirements.
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01-18-2017, 06:21 PM
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Join Date: Oct 2010
Location: La Feria Texas
Posts: 3,822
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I just got my SECOND set of Op Lims. The DAR was telling me that it is a program that you pick and choose the stuff that applies, and it is easy to get limits that are not supposed to be there for your application. I don't think mine have anything like you mentioned in them.
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01-18-2017, 07:03 PM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,769
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Quote:
Originally Posted by DonFromTX
I just got my SECOND set of Op Lims. The DAR was telling me that it is a program that you pick and choose the stuff that applies, and it is easy to get limits that are not supposed to be there for your application. I don't think mine have anything like you mentioned in them.
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If he is "picking and choosing", he is in violation of the FARs. The required paragraphs for each category are clearly spelled out in the order.
__________________
Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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01-18-2017, 07:05 PM
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Join Date: Oct 2010
Location: Elkton, Md.
Posts: 1,654
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Rich, while I owned my first 12, I pulled the sl40 and installed a sl30 which requires the same panel space. The 30 is a bit longer but will fit. The D180 has an internal GS indicator that worked perfectly. I mounted the whiskers on the tail cone fairing under the stabilator . You barely even notice the antenna. There is a slight pin change required, but it worked very well. You could also use the VAL Nav 2000. The only glitch with this would be identifying the station if you don't have an audio panel and you would have to figure out where to mount it. The SL30 does work very well for what you are wanting to do.
__________________
Wag Aero Sport Trainer built,sold and wrecked
N588DF RV12 #336 built, sold and alive and well in New York
N73DF RV12 #244 built, sold and alive and well in Florida
N91 RV RV9 I wish I could say I built this one! Mark Santoleri hit the ball out of the park on this gem.
Currently restoring a 1978 Citabria GCBC
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01-18-2017, 07:39 PM
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Join Date: Oct 2010
Location: La Feria Texas
Posts: 3,822
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My original ones had a 25 hr phase 1, and I should have a 40 hour. Apparently this is confusing since it seems often the builder gets the wrong Op Lims (like Torsten did).
Quote:
Originally Posted by Mel
If he is "picking and choosing", he is in violation of the FARs. The required paragraphs for each category are clearly spelled out in the order.
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01-18-2017, 08:08 PM
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Join Date: Oct 2010
Location: Phoenix, AZ
Posts: 2,820
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Isn't the 25 hr phase 1 intended for EAB with a certified engine?
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01-18-2017, 08:27 PM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,769
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Quote:
Originally Posted by RFSchaller
Isn't the 25 hr phase 1 intended for EAB with a certified engine?
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That would be a certified "engine/propeller combination".
__________________
Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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