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  #1  
Old 05-23-2014, 01:57 PM
drone_pilot drone_pilot is offline
 
Join Date: Jan 2014
Location: Hobbs, NM
Posts: 239
Default IFR Requirements

Hi All,

I'm a VFR pilot asking an IFR question.

I'm going with a full Skyview system with dual 10" displays in my RV-7A. What additional equipment would I need or would you recommend for making my bird good/safe/legal for flying Instruments? I've also got the Dynon Heated pitot which I see has a new service bulletin.

As always - thanks for the valuable input!
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Ben

RV-7A Tip Up Airworthy on 12/20/2016
RV-10 Emp 95% complete - sold
RV-14A Empennage Done waiting on front fuse kit to show up.
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  #2  
Old 05-23-2014, 02:11 PM
craigvince's Avatar
craigvince craigvince is offline
 
Join Date: Sep 2006
Location: Stockton, CA
Posts: 1,207
Default

What are you using for nav/comms? GPS?
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  #3  
Old 05-23-2014, 02:15 PM
kjowen's Avatar
kjowen kjowen is offline
 
Join Date: Mar 2012
Location: Marietta, GA
Posts: 152
Default While Getting my IFR I make this.....

Required Instruments:
VFR
A - Altimeter
T - Tachometer
O – Oil Temp Gauge
M – Manifold Pressure Gauge
A – Airspeed Indicator
T – Temp Gauge (if Appl.)
O – Oil Pressure Gauge
F – Fuel Gauge
L – Landing Gear Position Ind
A – Anti-Collision Lights
M – Magnetic Compass
E – E. L. T.
S – Seat Belts

VFR – NIGHT
F - Fuses
L – Landing Light
A – Anti Collision Lights
P – Position Lights
S – Source of Electric Power

IFR
G – Gyro Pitch / Attitude Ind.
(Artificial Horizon)
R - Radios
A – Altimeter w/ Knollsman
N – Navigation Equipment
D – Directional Gyro / Heading
Indicator
C - Clock
A – Alternator / Generator
R – Rate of Turn Ind. (Gyro)
S – Slip / Skid Ind. (Gyro)

Holding Pattern Entry (5 T’s)
Turn – to intercept out bound course @ 30
angle if necessary (use heading
bug)
Time – Start Time over or abeam Fix to
track out-bound leg of 1 min
Twist – OBS to inbound Course/Radial/Fix
Point to intercept course after turn
Throttle – Power Back to 85/90 KNTS
Talk – Notify ATC Entered Hold Pattern
Required Pilot Communications:

C – Change in TAS +- 10 KNTS/5%
L – Loss of Nav/Comm Radio’s
A – Anything Affecting Safety
M – On Missed Approach
D – Departure from Hold / Fix
I – Inability to Climb / Descend
>500’/m
C – Change in Assigned Altitude
T – Time & Altitude Reaching
Holding Fix / Clearance
Limit

Approach Procedures

Weather – ATIS

M – Mag Compass / Marker Beacons
I – Identify Source/ Tune Radio’s
C – Course – Inbound Heading?
E – Entry – What Kind? (Procedure Turn,
Radar Vector, Etc?)
A – Altimeter/Altitudes – Current Setting
& Attitude Profiles?
T – Time Parameter?
M – Missed Approach Procedure?

Equipment Check Intervals

ELT (91.207)
- 1 cumulative hour
- 50% of useful life expired
- Inspected every 12 months
Altimeter (91.411)
- Within 24 months
Transponder (91.413)
- Within 24 months
VOR for IFR use
- Within 30 days


It may not be 100% Complete, but it helped me memorize the key points.
IMHO, I would also add if you can afford it, duplicate as much as you can.
You may only get one chance to save your .... well you know.
(It can get nasty up there)
I have this in PDF form and downloaded it to my foreflight documents for easy reference.
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Ken Owen
Marietta, GA
RV-10, N471BG
RV- 8, N297DW, (sold)
RV- 8, Build in progress

VAF 2020 Donation

Last edited by kjowen : 05-23-2014 at 02:17 PM. Reason: Added line at the end
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  #4  
Old 05-23-2014, 02:30 PM
60av8tor 60av8tor is offline
 
Join Date: May 2012
Location: Harrisburg, Pa
Posts: 759
Default

Quote:
Originally Posted by drone_pilot View Post
...good/safe/legal
Hi Ben,

91.205 covers the last one, the first two will receive as many opinions as there are members of VAF. Obviously redundancy is the name of the game in IFR/IMC. My panel:


That is a non-W 430; b/up batts in the SV and D6. I also carry a handheld comm (belt and suspenders). If I was building my panel today, I would be using a 650W for sure. Honestly, the level of capability available to experimental aviation is incredible - especially when I think back to finger to low altitude chart, plates strapped to my leg, and watching my RMI needle bounce back and forth 45' either side of center outbound on an NDB approach.

Without getting into personal opinion about IFR in ASEL, etc, you already have awesome capability with SV (dual 10" to boot). I would add a second comm for sure, a reliable backup AI, then the nav source. Even though it is $$, I don't think the 650 can be beat. You then have one of your comms and ILS capability. Add Dynon's new control heads and you have an A/C with remarkable functionality. I am truly glad I learned to fly instruments with steam because the glass SA is just really simple in comparison - just my opinion.
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Jon
RV-7A purchased flying - Sold 6/16
RV-10 empennage delivered 1/22/14 (325JT)

Build: http://hhav8or.blogspot.com/

Last edited by 60av8tor : 05-23-2014 at 02:33 PM.
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  #5  
Old 05-23-2014, 02:36 PM
BobTurner BobTurner is offline
 
Join Date: Dec 2011
Location: Livermore, CA
Posts: 7,168
Default

There is no one correct answer. All flying involves risk. With ifr flying, you add the risk of flight instrument and/or radio navigation failure.
For some pilots, they are willing to accept the risk of flying with the bare minimum equipment. Others will settle for nothing less than triple redundancy everywhere, including dual alternators and batteries. Most are somewhere in between. For myself, I would not feel comfortable without a second set of flight instruments completely independent, including software, of the first set. So I have a D6 to back up the GRT HX, HS. Also a Trio autopilot. But I did not put in a second (E buss) electrical system, so my worse case scenario is a direct short to the primary buss, taking out the alternator and battery. I'm then left with the D6 and its two hour backup battery, and handheld VOR and handheld GPS, to find an airport within 2 hours.

Last edited by BobTurner : 05-23-2014 at 03:35 PM. Reason: Typo
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  #6  
Old 05-23-2014, 03:29 PM
BobTurner BobTurner is offline
 
Join Date: Dec 2011
Location: Livermore, CA
Posts: 7,168
Default

A few corrections to the required equipment post:
First, for EAB aircraft, nothing is required for day-vfr flight. Assuming your op limitations are the standard "night and ifr authorized if you follow far 91.205" then the day list applies, too, for night or ifr operations.
MP, OAT, and landing light are not required, although it is standard practice to have MP with CS prop installations.
Slip-skid is not a gyro.
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  #7  
Old 05-23-2014, 03:43 PM
SmilingJack's Avatar
SmilingJack SmilingJack is offline
 
Join Date: Dec 2010
Location: Hilton Head Island
Posts: 1,104
Default

Ken, Nice list!

I always liked this one since I was in the northeast and ATC would spit out a clearance at warp speed!

C ? Cleared to
R ? Route
A ? Altitude
F ? Frequency
T ? Transponder code
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RV-8 (SOLD)
10 years of Awesomeness!
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  #8  
Old 05-23-2014, 04:42 PM
Tom Martin Tom Martin is offline
 
Join Date: Jan 2005
Location: Ontario, Canada
Posts: 1,563
Default

To Ben, the OP of this thread. All the replies have been good. I have just gone through this process the last two or three years and just passed my biannual IFR check ride. Before doing any IFR work I had completely different thoughts as to what equipment would be required. I would suggest that you get some IFR training with an instructor, in actual IMC conditions. This will give you a much greater appreciation for what is required and what your personal comfort levels are. My personal IFR limits are a lot different then I thought they would be prior to sticking my head in the clouds. It is serious business and before you spend any money on equipment get some training.
__________________
Tom Martin RV1 pilot 4.6hours!
CPL & IFR rated
EVO F1 Rocket 1000 hours,
2010 SARL Rocket 100 race, average speed of 238.6 knots/274.6mph
RV4, RV7, RV10, two HRIIs and five F1 Rockets
RV14 Tail dragger

Fairlea Field
St.Thomas, Ontario Canada, CYQS
fairleafield@gmail.com
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  #9  
Old 05-23-2014, 06:21 PM
sahrens's Avatar
sahrens sahrens is offline
 
Join Date: Jan 2007
Location: Battle Ground
Posts: 487
Default

Quote:
Originally Posted by Tom Martin View Post
. I would suggest that you get some IFR training with an instructor, in actual IMC conditions. This will give you a much greater appreciation for what is required and what your personal comfort .
When I learned to fly instruments we had one VOR and an ADF. Everyone thought that was just fine. Now it seems like you need dual GPS. I am not recommending going back to the old ways, but getting some time with an instructor is great advice. Even if it is only a couple of flights. You will least get exposure to the system and will have a better perspective to make your decision.

I am building an IFR aircraft, but I have no plans on flying all day in the crud with my RV-7. IFR departure and maybe arrival if the minimums are high enough.
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RV-7 N818BG (flying)
Bearhawk Patrol (building)
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  #10  
Old 05-23-2014, 06:30 PM
Jim Slesser Jim Slesser is offline
 
Join Date: Oct 2013
Location: Burr ridge Illinois
Posts: 18
Default

I am also a VFR pilot. I have been told/am under the impression that some "certified" equipment is an FAA requirement for IFR flight, particularly a GPS unit. Neither the Dynon nor the GRT glass panels qualify even if you have dual screens and dual gps units by these manufacturers. Is this notion correct?

Jim
RV 14 emp and wings done
WAITING for fuse
Dues pai
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