“You are not allowed to fly IFR in a Light-Sport Aircraft” is a common dismissal from many in aviation.
Is it factual to say that filing and flying by reference only to instruments in a LSA is excluded by regulation? Is it wise to use these aircraft for flight into conditions of reduced visibility?
By 2017, I venture to say almost everyone in aviation knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can result in an incomplete understanding. A few details might be helpful.
Think about IFR in an LSA this way: Can you fly IFR in a homebuilt aircraft? Can you do so in a Cessna 172?
Does it matter that these two distinct types have not gone through a thorough IFR evaluation by FAA?
If you know IFR can be done in either aircraft type — assuming aircraft and pilot are qualified and current — then why should such flying be prevented in LSA?
The matter might become cloudier if you heard the advice issued by ASTM F37 on this subject to LSA producers.
Sorting It Out
ASTM is an international standards-writing body and F37 is the ASTM committee that has labored for more than a dozen years to provide the FAA with LSA industry consensus standards.
These standards are needed for the FAA to “accept” — not to “certify” — Special LSA.
The F37 group has been working on an IFR standard for some time without arriving at a consensus.
Partly because the work on an IFR standard continues, the committee urged manufacturers not to promote IFR capability until the new standard was in place and accepted by the FAA.
F37’s advice is directly related to a present lack of an IFR standard, plus possible resistance from groups that have to meet FAA regulations.
However, neither the committee’s advice nor the regulation that created Sport Pilot/LSA prevents a qualified pilot in a properly equipped aircraft from filing IFR.
Instead, being able to do so relates to a manufacturer’s preference, plus written FAA-issued operating limitations.
So, can it be done or not?
Bristell USA, importers of the beautiful LSA of the same name built in the Czech Republic by BRM Aero, has a different approach. It uses the ELSA opportunity.
An Experimental LSA must start out as a bolt-for-bolt copy of the SLSA version. It does not have to adhere to the so-called 51% rule, but upon completion it must be identical in every way to fully manufactured models.
The owner may not use an ELSA for compensated flight instruction or rental as can be done in a Special LSA, but in other ways, they are the same airplane.
Once an ELSA has its certificate, the owner can change panel gear and other components (even the engine) without seeking permission for such changes from the manufacturer as would be required for a SLSA.
What About IFR Instrumentation?
“At Dynon we are often asked if our avionic products are ‘certified’ for IFR flight,” said Robert Hamilton, president of Dynon Avionics. “In fact, there is no such thing as ‘IFR certification’ for amateur-built and LSA, and so answering the question requires an explanation.”
“The relevant regulation is FAR 91.205, which lists equipment that is required for various types and times of flight: VFR, VFR Night, and IFR,” he explained.
Included for IFR flight are such things as two-way communication and navigation equipment, gyroscopic rate-of-turn indicator, sensitive altimeter, and artificial horizon.
Given the ASTM committee’s prohibition, have you a path to operate an LSA using the IFR system? Yes, a way exists.
At Sebring 2017 in January, I flew in a well-equipped LSA with Bristell USA’s John Rathmell. John is a highly experienced pilot knowledgeable about Bristell’s IFR option.
The Bristell — an evolution of the popular LSA Piper once sold — featured dual, large screen Garmin G3X digital instruments backed by a few analog gauges, meeting Technical Standard Order (TSO) requirements.
With these round instruments and presuming a qualified pilot following IFR procedures, the Bristell can be used for IFR flight… if it is registered as an Experimental LSA or ELSA.
Once an ELSA has its certificate, the owner is allowed not only to make changes as he or she wishes, but also to operate in the IFR system, assuming other requirements are met.
To fly under IFR rules, the pilot must have an IFR rating, must be current in those skills, and the airplane must be qualified by the means referenced above, and maintenance must be up-to-date.
You cannot — and more importantly should not — go fly into clouds simply because you have wonderful equipment on board from companies like Dynon, Garmin, or MGL Avionics.
Plenty of recreational or sport pilots may not care about flying IFR. If you fly strictly for fun in visual conditions weather, good for you! Have at it and enjoy!
Yet, if you want an affordable new aircraft with desirable features and if you like the versatility of IFR, it is possible.
In summary, if you are an instrument pilot, and if you are current, and if you have a medical, and if you purchase an aircraft like the Bristell and register it as an ELSA, no regulation prevents you from filing and flying IFR including into IMC.
Only you can judge if that is a smart activity for you on any given day, and I hope you’ll make that decision wisely.
For me, common sense (foreign to government regulators) says that if an LSA airplane (regardless of how or by whom it was built) and the pilot are both instrument qualified and current (night included) then filing and flying in IMC day or night should be safe and legally permitted, end of discussion. But as the varied assortment of posts herein indicate, it obviously isn’t the end of discussion nor shall it ever be as long as there’s an opportunity for government regulators to enter into the discussion and thoroughly confuse the issue with a bunch of legalese nonsense.
My question concerns IFR flight in a Rotax powered LSAs.
AOPA’s Sport Pilot FAQ says “Rotax’s operating instructions prohibit the use of a Rotax engine at night or in IFR conditions unless it is the FAA type certificated engine (14 CFR part 33).”
Rotax sales literature indicates that the 912S is certified under CFR 33 but the 912ULS is not, and it doesn’t say whether the 912iS is part 33 certified.
I have looked through the Rotax Operators Manuals for the 912ULS and 912S and for the 912iS. And I cannot find any provision in those Manuals that prohibits the use of a 912ULS or 912iS in IFR conditions. Did I miss the provision, or am I right that despite what the AOPA FAQ says, Rotax does not in fact prohibit flights in IMC in places equipped with 912ULS or 912iS engines?
This is an excellent topic, and offers specific regulations that spell out requirements for IFR flight. There were references like ” Included for IFR flight are such things as two-way communication and navigation equipment, gyroscopic rate-of-turn indicator, sensitive altimeter, and artificial horizon. Navigation equipment such as a VOR nav radio, or the likeness of a Garmin 430 would meet then requirements,
What would be a lot more helpful would be a specific list of necessary equipment that would need to be added in order to file IFR when you have an EAB built airplane that meets LSA limits, and is equipped with a Dynon Skyview, with 2020 GPS and moving map, comm radio, transponder, and ADS-B. The Seattle Avionics database provides all of the approach plate info for IFR/GPS capabilities, but can a qualified IFR pilot use them and file /G? That’s the real question.
Suggest you do what those who are instructors and commercial candidates do, get a copy of the FAR/AIM publication from one of the vendors, and read the regs.
Your question basically boils down to this: Are the limitations on the pilot or the airplane?
Let’s look at it another way:
If you have a PPL w/ Instrument *and* the aircraft being flown has all the right sign-offs in its logs (some which must be done every 24 months, certain ones every 30 days), with the minimum IFR equipment (specified by Regs), can they fly that aircraft under IFR?
You as the PIC must know the answer to this in order to fly the plane under IFR.
There is a common confusion between sport pilot (no IFR) and sport plane (ELSA) with correctly rated operator. Pilots fly all weird versions of experimental A/C IFR, (FAA’s “go for it” exclusion…it does not seem to matter if it is a lightweight) The *pilot* (so far) has to be correctly rated and current; these things continue to evolve 🙂
I fly an Ercoupe 415-C which is LSA qualified. The Ercoupe is a FAA certified aircraft built in 1946. I had the plane completely redone to meet/exceed IFR requirements including heated pitot . I have been assured I can legally operate the plane IFR. I hold an instrument rating and am now flying under LS pilot rules .
Yes, the Erocupe holds a Standard or utility airworthiness certificate per the type certificate. If the aircraft is certified IFR and current, and you are certified IFR and current and meet all FAA requirements you can file and fly IFR in an Erocoupe. It does not matter that the aircraft falls in the light sport catigory requirements. It does matter if you don’t meet the FAA requirements even if the aircraft does. Hope this helps.
It was my understanding that if the plane has the equipment for night flight, even though it is LSA, it can be flown by a Recreational Certificated pilot (or higher) at night. The limiting factor is the pilot’s certificate & endorsements.
I have not found any reg that says that the same plane, with IFR equipment (minimum of VOR(s) for Nav), radio, and transponder, with the transponder inspection, and pitot/static inspection, can’t fly in IMC.
I had asked these questions back before 2010 when there was a guy flying to all 50 states in an LSA (can’t remember the name of that particular aircraft). That plane had a certified GPS in the panel, and had nav lights, etc.
As I recall, there was a factory rep at that meeting we had (EAA Chapter in Irving TX), and he said something to the effect that the limits were the pilot’s certification and/or ratings (or lack thereof).
The indication was, if you bought the plane and had the correct equipment installed (by an A&P/I, etc.), that if the pilot was rated for IFR, the plane could be flown in IMC and do approaches.
And so, as I recall, not only was basic training being done in LSAs, in the DFW area, but even IFR training was being done in them.
Remember night begins after civil twilight and ends about half an hour before sunrise. Navigation and anti-collision lights must be ON at sunset until sun rise.
A sport pilot can fly in the darkening sky and might be legally delayed and have to fly at night.
A sport pilot in an LSA of any type could be caught by unforecast weather, such as IFR flight could be necessary.
A sport pilot should endeavor to get some real instrument skill and some dual night experience, even if it means renting a CE 172.
Many pilots flying LSA may no longer have a medical or want to bother but hold a CFI or ATP and they are regulated for day light and VFR.
The Basic Med regulations may not help many pilots as much as AOPA and EAA wanted, hoped for.
After getting notification of your posting, I decided to go back to the regs (which I’m studying for a new rating) and double check something.
[The following is not necessarily copied word for word out of the 2017 FAR/AIM I have.]
61.101 (e) (6) Recreational pilots may not fly between sundown and sunrise.
NO Civil twilight here.
61.315 (c) (5) Sport Pilot may not fly at night
Civil twilight apparently applies!!
Why is a recreational pilot, without endorsement(s), treated as a student PPL pilot while the Sport Pilot gets Civil Twilight? (exception being they may have a passenger while students can’t).
This is what confused me. And based on a conversation (years ago) on limitations, I had the idea (because I hadn’t read all the Sport Pilot regs and still haven’t) they had the same limitations as basic Recreational.
I’m asking to gain understanding as to the thinking…
The FAA is a government bureaucracy with more lawyers than pilots.
Trying to use common sense when reading regulations is difficult.
If you subscribe to te FAR you will find that there are 100 pages of explanation for 1/2 page of regulation.
If you put five FAA inspectors in a room and ask them all the same question and they aren’t allowed to talk to each other as they write the answer, you’ll get six answers.
Loved it ?.