Nomore767 wrote:Sport flying is ALL about day VFR, in good to great weather. LSAs are designed and built to meet this area of flying.
If you're only a sport pilot but you want to fly IFR in IMC then you need to upgrade your license and ratings and move up to the appropriate level of airplane.
For myself sport flying is just fine. My days of flying night freight in icing and bad weather, or at the airline where we were struck by lighting several times, once blowing a hole in the nose cone, are behind me.
If you're a sport pilot and you stray into IMC, or are still airborne at night, or some other difficulty beyond the limitations of yourself and/or the airplane AND you have a chute…that is probably the time to pull and say a prayer. Or you could err on the side of prudence and stick to the limitations of sport flying and conservatively stay on the ground till things improve. Its what I try to do these days.
Since a little confusion exists let's get more acquainted.
I am a private pilot and am about 30 days away from my instrument checkride (I was never a sport pilot). I have several hours in dual-IMC flight.
I have 200 plus hours in an FD CTLSi equipped with dual Dynon Skyviews, ADS-B, Mode S XPNDR (TIS-TCAS), and a BRS chute which I own. I also have time in a Zenith CH650 & 750 STOL, Lancair ES, Cessna 172 & 182, Cirrus SR22 equipped with deicing, lightning protection...
My next plane is the Lancair ES-P, pressurized with Garmin G3x touch, Garmin GTN750, an all-airframe BRS chute, deicing, and a top cruise of 225ktas @ FL250 (should be ready early next year).
But the subject is the safety offered by an all-airframe parachute...and apparently somewhat on the subject of SLSA and IMC. I think my commentary stands on it's own...