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  #31  
Old 01-18-2017, 08:29 PM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by RFSchaller View Post
Kyle,

I'm not sure about the legality of a handheld VOR receiver for IFR. I have an SP-400 and have flown both VOR and ILS approaches in VFR to evaluate it. The ILS was dead on but the VOR was not reliable beyond about 15 miles from the station. My conclusion is that it's a great backup if you can get to the IAF, but not reliable enough to depend on for enroute. Others may have had a different experience with it.

Rich
Using a handheld VOR receiver for IFR is legal, believe it or not. It is "Certified" when you certify it in you log your VOR check.

Now, if you want to fly IFR with it is another thing altogether.
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  #32  
Old 01-20-2017, 12:18 PM
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MacPara MacPara is offline
 
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Quote:
Originally Posted by RFSchaller View Post
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.
I've noticed that. Fortunately, we Experimentals can write, change and amend our own POH, so I'm not worried yet.
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  #33  
Old 01-22-2017, 09:08 PM
Rrhsch Rrhsch is offline
 
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Quote:
Originally Posted by Mel View Post
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,
Where can I find the order. My RV12 ELSA inspection was done by the FAA. My operation limitations restrict me to VFR and does not allow a path to upgrade the plane to IFR in phase 2. I would like to get mine corrected but would like to be able to reference something official for discussion.
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  #34  
Old 01-22-2017, 09:34 PM
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Quote:
Originally Posted by Rrhsch View Post
Mel,
Where can I find the order. My RV12 ELSA inspection was done by the FAA. My operation limitations restrict me to VFR and does not allow a path to upgrade the plane to IFR in phase 2. I would like to get mine corrected but would like to be able to reference something official for discussion.
Operating limitations are in FAA Order 8130.2H, Appendix C.
It takes quite a bit of patience to get through them if you are not familiar.
The paragraph you are looking for is #41. It applies to 21.191(b), (f), (g), (h), & (i). and states:

"Instrument flight operations are authorized if the instruments specified in
§ 91.205(d) are installed, operational, and maintained in accordance with
the applicable requirements of part 91. All maintenance or inspection of
this equipment must be recorded in the aircraft maintenance records and
include the following items: date, work performed, and name and
certificate number of person returning aircraft to service. (41)"
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Last edited by Mel : 01-23-2017 at 06:25 AM.
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  #35  
Old 01-22-2017, 10:24 PM
BobTurner BobTurner is offline
 
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Quote:
Originally Posted by N941WR View Post
Using a handheld VOR receiver for IFR is legal, believe it or not. It is "Certified" when you certify it in you log your VOR check.

Now, if you want to fly IFR with it is another thing altogether.
Looking at Mel's quote of the op limits (above), I believe a handheld is not legal for meeting the requirements, unless it is "installed".
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  #36  
Old 01-23-2017, 05:57 PM
Rrhsch Rrhsch is offline
 
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Mel

My ELSA operation limitations doesn't allow the installation of and use of TOS IFR equipment for IFR use. I thought if the RV-12 was built ELSA and was certified as such that the operation limitations would contain standard language allowing for IFR if so equipped per 91.205 (d). during phase 2.

If this is correct, where can I find the authoritative source for the language that must be used in the operating limitations?
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  #37  
Old 01-23-2017, 06:13 PM
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Phantom30 Phantom30 is offline
 
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Quote:
Originally Posted by Rrhsch View Post
Mel

My ELSA operation limitations doesn't allow the installation of and use of TOS IFR equipment for IFR use. I thought if the RV-12 was built ELSA and was certified as such that the operation limitations would contain standard language allowing for IFR if so equipped per 91.205 (d). during phase 2.

If this is correct, where can I find the authoritative source for the language that must be used in the operating limitations?
I might be stepping into doo doo, but my understanding is....once air worthiness certificate is give for E-LSA build; you can make alterations "as long as you don't..1. Exceed 1320 gross, 2. Exceed E-LSA speed. Appropriate changes in POH would be needed for equipment added. Along with maintaining fixed or ground adjustable prop.
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  #38  
Old 01-23-2017, 08:36 PM
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Quote:
Originally Posted by Phantom30 View Post
I might be stepping into doo doo, but my understanding is....once air worthiness certificate is give for E-LSA build; you can make alterations "as long as you don't..1. Exceed 1320 gross, 2. Exceed E-LSA speed. Appropriate changes in POH would be needed for equipment added. Along with maintaining fixed or ground adjustable prop.
You cannot make any changes that conflict with the operating limitations.
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  #39  
Old 01-23-2017, 08:36 PM
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Mel Mel is online now
 
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Quote:
Originally Posted by Rrhsch View Post
Mel
My ELSA operation limitations doesn't allow the installation of and use of TOS IFR equipment for IFR use. I thought if the RV-12 was built ELSA and was certified as such that the operation limitations would contain standard language allowing for IFR if so equipped per 91.205 (d). during phase 2.
If this is correct, where can I find the authoritative source for the language that must be used in the operating limitations?
See post 34 above.
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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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  #40  
Old 02-18-2017, 05:58 AM
AirHound AirHound is offline
 
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FYI and potential action on engine start. Compared revision 6 dated 01/03/17 with older POH and noted page 4-7 has the avionics switch coming on after engine start just like GA aircraft.

Don't know why or when Vans made this change on Engine Start procedure, but it should be noted by operators of RV-12's with older POH's.

Suggest also compare both your's and the new POH Shut down procedure.
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