How many of you guys with IFR certified RVs use the capability?

[the_other_dougreeves]

Originally Posted by osxuser

Example of simple IFR:

I like it - clean, simple. Close to what I was thinking of if I were to pick up a -4 and equip it for occasional IFR (IFR in a -4 was not exactly what Van had in mind, but it would work).

However, it looks to be about $12k over a glass panel VFR setup (single AFS3400 EFIS+EMS, G396, SL40). Thus I want to be sure I want to fly IFR...

TODR

[osxuser]

That setup is actually more money than that (GNS480, Sorcorer autopilot, EFIS+EMS)

The EFIS is optional, but makes the install cleaner. The real simple IFR maker is the GNS480 and some 2 axis autopilot. More money than a SL40, but I wouldn't consider flying an airplane that has NO vor for even vfr night operations, so a $2000 more SL30 would be a requirement for me plus the $1000 CDI. The EFIS incorporates the CDI, the GNS480 is effectively 2 comms 2 navs, single GPS (WAAS), and controls the transponder remotely.

Backup instruments optional, choose whichever efis you like (Dynon being the econmical choice I think). I like Blue Mountain stuff myself, but when I'm at Osh next year I'll look at all of them closer. Dollar for dollar, I don't think the EFIS would cost much more than comparable electric gyros...

[Jaypratt]

Axel,

I have the rating but no airplane capable of IFR. It is a lot of work to keep current. I think if I had built my 8 with the equipment I would use it.

[the_other_dougreeves]

Originally Posted by osxuser

The EFIS is optional, but makes the install cleaner. The real simple IFR maker is the GNS480 and some 2 axis autopilot. ...

Backup instruments optional, choose whichever efis you like (Dynon being the econmical choice I think). I like Blue Mountain stuff myself, but when I'm at Osh next year I'll look at all of them closer. Dollar for dollar, I don't think the EFIS would cost much more than comparable electric gyros...

I agree - EFIS is cleaner, simpler install, has a built-in backup battery and is cheaper when you factor in a CDI (plus you get a HSI).

I was planning on a 2-axis AP for IFR use - I can't imagine flying IFR without it. I'm not sure how useful it is having it coupled to the NAV / GPS for flying approaches or holds, but it at least sounds cool.

TODR

[Dgamble]

Originally Posted by rvmike

I fly my 6A Ifr in in socal mostly to get over or under the marine layer. I have done hard IfR several times but without an autopilot or someone in the right seat to work the radios is tough. Steam gauges with a SL30 & SL60 & map 360.

Mike

This is a good follow-up question: for those of you flying IFR in a 3, 4, 6, 7, or 8: are you doing it with an autopilot? Would you do it without an autopilot? I exclude the 9 and 10 from that question simply because I assume, perhaps naively, that they are somewhat more stable as an IFR platform.

[stu517]

i owned and flew a lancair legacy for 2 years. i had a garmin 430/sl30 combo coupled to a trutrack autopilot. throw in a 396 for weather and 6-pack backup and you are set. i would be very careful to backup these experimental EFIS's. the low-cost AHARS they are using have been known to be troublesome at times so having a good standard ADI/Airspeed/Altitude combo is in my book a necessity until they are proven rock-solid (my experience - not to disparage any particular EFIS maker)

[dav1111]

Before I had my RV-10 flying I flew an RV-6A for over 300 hours, the first 100 hours without a 2 axis autopilot. Although IFR equipted when I bought the RV-6A I would fly it IFR unless I had an IFR qualified pilot in the right seat because without an 2 axis autopilot it created way too much stress just doing IFR practice under the hood with a safety pilot.

After installing the 2 axis autopilot I flew the RV-6A IFR on a pretty regular (for me) basis. While I much prefer VFR flying in ether my RV-6A (sold) or my RV-10 (160+ hours) I wouldn't own an RV without a 2 axis autopilot.

[tc1234c]

I am a 9A driver. Although 9 is a more stable IFR platform I still prefer to have my AP on while flying IFR. As a matter of fact I use AP for my VFR cross country too. I don't have a stady hand. Whenever I check the approach plate, tune the radio, etc., I have a tendency of moving the stick. In the past year I had about 4 hours in IMC and did 18 approaches, most of them with AP on. It is just too stressful without a co-pilot/AP.

[Tram]

Our -6 is certified and my pops and I are both hold "current" IFR tickets, we do not fly the 6 in IFR too much..

I have filed and flown IFR on a cross country when I knew the weather was going to be decent at the destination, I would not blast off in this bird with a destination that was calling 2 miles vis, overcast at 500 or anything along those lines..

Now, if it was something like 5 miles vis, 1500' ceilings and no ice, etc, sure why not.. I haven't done that yet with it though..

[Wes Hays]

Axel,
I built my 6-A IFR. After I finished it, I got my IFR ticket in it. Like folks have said, it IS a handfull. However, my only regret is not getting it (IFR Ticket) sooner. It really has made me a better pilot, and really helps you look at flying much differently.

Guess it depends on what you want to use the IFR RV for. Basically I use mine for light IFR. I have been IMC for while on a couple of occasions, but not that often. I don't do ice, heavy TS, or other marginal stuff. So far it has been a great thrill.

I did install a Tru-Trak A/P after I got the IFR ticket. It really has improved the safety factor and it's really great when you need to look at a plate or map.

Unless we are traveling with friends, I always file. Just helps me stay current, and I do like being in the system.

The thing is, I really don't have to use the RV IFR, but if I want to, I do have the option.

I would say go for it.