Do You IFR your RV

Steve Brown · #1 05-01-2008, 02:03 AM

A lot of vocal opinions about flying an RV IFR. I do, curious if I'm the only one

asav8tor · #2 05-01-2008, 02:57 AM

IFR vs IMC and personal WX minimums might be a more useful survey. I see no problems flying SE IFR in VMC or if a power out decent to VMC conditions provides enough time to identify and select a forced landing site. Trace ice, snow, or other significant precip is a NO-GO. Night flying is also a roll of the dice due to the inability to select a suitable forced landing site.

It's an individual choice on how much risk you are willing to take on. Problem is most do not accurately determine how much risk they are taking on due to ignorance, lack of experience, or machismo. The sad/criminal issue is when poor judgement on part of the pilot results in a tragedy taking a innocent passenger(s) with him and causing grief for friends and family.

Hard core IFR in IMC that goes all the way to the ground would have me check the first choice on your list.

Bob Axsom · #3 05-01-2008, 05:03 AM

I fly IFR in IMC. My restrictions are thunderstorms, ice and expected ceiling and visibility at the destination airport. If I don't feel confident about my ability to safely complete the flight I do not takeoff. Once in flight it is my responsibility to use everything I have available to safely complete the flight. Once I make the "go" decision I will fly the published approaches that the airplane is equipped to fly to the published minimum. I have modified my RV-6A to have 55 gallons of fuel but range/endurance is always a prelaunch consideration and if the destination airport predicted weather is less than 1,000 ft or the visibility is less that 3 miles I really plan the alternate plus 45 minutes flight time to an airport in VMC.

Bob Axsom

Aden Rich · #4 05-01-2008, 09:48 AM

I know of someone who has a business and uses his Rv-8 to travel around a lot. He flies some light IFR in it but says it's a lot of work. He has all the bells and whistles with XM weather and autopilot to take a lot of the work load off. He indicates that if is was not for those two things, he would not attempt it. The RV's (except for the 9 and 10) are very unstable IFR platforms and flying in real IMC would be a workout. I would like to set up my bird for IFR not to fly it all the time but to be able ascend/descend through layers to get out/into airports. I know of times where we waited at airports for fog to clear or a system to pass to get out or into. It would be nice to file, get through the layer and continue enroute to your destination. The one good thing about waiting-it's the safest thing you can do. I didn't wait one time flying back from OSH and got trapped in a system that I was trying to get through VFR. I had to shoot for a blue spot above me in a 9A. If it wasn't for being in a RV with C/S prop, I might not be here.

rv6ejguy · #5 05-01-2008, 09:55 AM

Quote:

Originally Posted by asav8tor

IFR vs IMC and personal WX minimums might be a more useful survey. I see no problems flying SE IFR in VMC or if a power out decent to VMC conditions provides enough time to identify and select a forced landing site. Trace ice, snow, or other significant precip is a NO-GO. Night flying is also a roll of the dice due to the inability to select a suitable forced landing site.

It's an individual choice on how much risk you are willing to take on. Problem is most do not accurately determine how much risk they are taking on due to ignorance, lack of experience, or machismo. The sad/criminal issue is when poor judgement on part of the pilot results in a tragedy taking a innocent passenger(s) with him and causing grief for friends and family.

Hard core IFR in IMC that goes all the way to the ground would have me check the first choice on your list.

I couldn't have said it better. I agree on every point.

steveKs. · #6 05-01-2008, 11:04 AM

I am currently uncurrent but will eventually equip my RV8 IFR. I am plan on only light IFR but will retrain to safe and current standards for the day light becomes not so light.

JDRhodes · #7 05-01-2008, 11:54 AM

I have not flown IFR equiped RV aircraft, but do fly certified single engine IFR aircraft (C-172 / 182, Bonanza, Arrow, Cirrus) on business from time to time. I don't see that flying an RV is any different. I have found the Cessna and Bonanza very easy to hand fly IFR. But, the Cirrus is very fast and light on the controls. IFR flying in the Cirrus is usually done, by me anyway, on the autopilot. An RV would probably need an autopilot for much long duration IMC flying.

My baseline personal weather minimums are 700 ft ceiling and 2 miles visibility. SE night IFR only in severe clear weather. Icing conditions are a no-no. Thunderstorms only if widely scattered and only if I have thunderstorm detection equipment on board (ie. XM or simlar) or if I can remain in VMC.

As a private pilot with a family and a non-flying job, I find that it is hard to stay legally current, much less proficient in hard IFR. I just don't get to do it enough. Even when I do file and fly IFR, 85% of the approaches are in VMC.

Because of this limitation, I take an IFR profeciency check with a CFII every year, regardless of the legal requirement. I think it's good insurance.

I find that for cross country tirps, flying in the IFR system is often easier than VFR, even if the weather doesn't require IFR. Personal preference - I'll strike off in the '46 Taylorcraft, too - I ain't skeered of map in your lap VFR flying , either.

groucho · #8 05-01-2008, 07:29 PM

An autopilot definitely takes a big chunk of the workload away (provided you know how to make the most of your autopilot), but IFR can be done without one. I personally like flying with the autopilot on for en route stuff, but hand fly during approaches.

WX mins...can of worms. Flying an approach to no-kidding 300/1 or so can be pretty nerve-racking & I don't recommend that for someone new to IFR work. When you're first starting out in an RV, personal mins around 1000/2 is probably a good stepping stone...then maybe 600/2. Pretty much any low ceiling (1000' included) makes it very tough to live through an engine out scenario though. Gotta weigh the risk vs reward.

Also remember that even though pitot heat isn't required, it's a good idea. With any forecast icing I view a non-pitot heat airplane as VFR only. Just my $0.02.

SkywayCaptain · #9 05-01-2008, 11:15 PM

I fly IFR in my 7 and I am a spoiled jet pilot. I think all the comments here are very wise. Ice can get you in trouble in a hurry. XM weather and autopilot are VERY nice.

As far as engine out risk management, I believe that there are more fatal accidents related to continued VFR into IMC than engine out fatals. Altitude is always your friend, unless you are on fire. Even if you have 2 or more engines, low IFR has more risk for sure.

If you are going to fy IFR, please stay current.

Please don't scud-run.

frankh · #10 05-02-2008, 11:09 AM

My personal mins are a bit lower after a year or so of quite a bit of IMC flying.

Your thought on the pitot tube is interesting....I have pitot heat but now find myself worrting more about the fuel tank vents freezing over...Arn't tank vents more important than a functioing ASI?..Ok rhetorical question I know..

While I'm at it...why can't the vent's be in thepath of the cowl exhaust air??

Frank