MrMorden wrote:Nomore767 wrote:Whenever guys start talking about flying an LSA in IMC/IFR I have to wonder what their 'mission' is. Light Sport is day VFR, 3 statute miles viz with ground contact, no night. Max weight 1320lbs and max sped 120kts. Inevitably there is a push for faster, higher, night, and often IFR.
Seems to me those that want to need to just move up to the level of flying the provides that.
I have a friend contemplating flying in retirement and is interested in light sport but wants to be able to fly at night and in IMC if he 'needs' to to get back from a trip. When I pointed out that he should fly a non-LSA he said why can't he just add the equipment so he can fly at night and IFR?
I just can't see why some don't seem to get it.
Well, this discussion is more about the machine capabilities than pilot mission creep. I think everybody that flies is tempted to try to wring the most capability of their airplane they can. Airplanes are just too hideously expensive to do otherwise.
There is no technical reason that a well-equipped, modern LSA could not perform some "light" IMC work, like as Paul said punching through a thin layer to get on top. That's something I'm personally not too comfortable with, but then I have never had any real instrument training. For pilots who have had that training and experience, and are current, I don't think they should be limited by the fact that they fly an LSA.
As for night flight, I don't see any real problem with either LSA or Sport Pilots flying at night, assuming they have had the correct night training like a Private Pilot would receive. The FAA disagrees, and we're all bound by that. But just because those are the rules doesn't mean we all have to think they are the *best* possible set of rules.
No, no technical reason for not being able to perform some 'light IMC' work….but define 'light IMC' in the USA? In the UK there is, or used to be, an IMC rating allowing for GA pilots there to gain flexibility in the European weather by being able to fly in IMC but not conduct instrument approaches. Fly through a few clouds, descend through a layer and so on, with specific truing and rules, including currency.
I have an RV-12 SLSA built specifically to meet the light sport rules and in that, it's an excellent performer. A friend really likes it but wants to know know how difficult it would be to add the necessary equipment to allow for flying at night or in IFR. Reason? What if he's close to home but is blocked by nightfall or a few clouds. For me, I say plan better or just land and wait till tomorrow, dude, you're retired! Light sport isn't for him.
He is not untypical of guys who want to fly LSAs faster, heavier, at night, in clouds etc…my point is that they should perhaps reconsider their mission and look at the next category of GA planes and licensing and act accordingly. Maybe light sport isn't for them. Better to move up a level rather than push the sport envelope with devastating results.
Some schools might want to modify their LSAs to allow for more night or IFR training, to save money…but good luck with trying to ask manufacturers to do all the paperwork and other requirements just to meet this ,slim at best, market. Surely, manufacturers have designed airplanes to meet the sport rules specifically?
I don't agree with your point about the rules. The rules for light sport are exactly for that type of flying. Guys who want to 'just fly', do some cross country, fly-ins, and so on. They don't want to fly at night or in IFR. If they did then they can move into the next level of rules governing IFR and night flying.
When you start flying in IMC not only do the rules change but also the level of expertise required, and consideration for everyone else who is in the IFR system. There are enough pilots who ignore or flaunt the VFR rules now. Now add 'light IMC' into the mix? A poster on another forum started a thread about how good the Dynon SkyView would be to help him out if he got 'stuck on top'. Next he's talking about descending down through a layer, with low viz below all the way to the ground and then trying to pull up some kind of approach plate and do a 'basic ILS' to safely land. Seriously?
Nothing wrong with trying to get the most out of your LSA and the sport pilot flying rules. However, if you now want to start flying at night, in IMC and so on…why not just go for it, get a PPL or better, add an IR and fly an airplane designed and equipped for that very purpose?