Thread: Instrument flight

With the fuel range of the CT, it would make a great instrument cross country plane. Probably not the best for hard instrument flight, but certainly good for climbing to VFR on top or similar. I've talked with a lot of people interested in the CT, but want some instrument flight capability.

One issue is the lightning protection required for instrument flight, but I found some info at http://www.compositesworld.com/articles ... tures.aspx that talks about a mesh that can be used on composites to provide the lightning strike protection. It can even be retrofitted to existing airframes.

Doug

Originally Posted by dspencer

With the fuel range of the CT, it would make a great instrument cross country plane. Probably not the best for hard instrument flight, but certainly good for climbing to VFR on top or similar. I've talked with a lot of people interested in the CT, but want some instrument flight capability.

One issue is the lightning protection required for instrument flight, but I found some info at http://www.compositesworld.com/articles ... tures.aspx that talks about a mesh that can be used on composites to provide the lightning strike protection. It can even be retrofitted to existing airframes.

Doug

I would think that this, along with appropriate IFR avionics, would add many pounds to the CT - maybe as high as 825 lb empty? Also, if it were available for certified airplanes, why haven't people made the DA20 IFR certified airplane? This is a great IFR trainer but cannot be IFR certified due to the lack of lightning protection.

Doug

Doug: While i do not advocate IFR flight in a CT, I assure you that IFR flight is possible. As a former instrument rated GA pilot I know that "low VFR ceiling/visibility flight with Dynon and Garmin equipment will take one through marginal VFR from cruise altitude to below a 1000' ceiling. Extended time at altitude in less than optimal VFR conditions (on autopilot, hand flying is an option, but the AP is better) is also an option.

The big however in all this is what the weather might do. I do know weather rather well and I view a forecast of 1000' ceilings, 2-3 miles vis, layered clouds, and no thunderstorms a likely go. No in saying this, in my CT and in the Cherokee we formerly owned, when I felt uncomfortable with conditions (ie changing) we landed some place and waited it out. The point here is that I feel comfortable to certain conditions, but under no circumstances do I press further!

Lightening scares me, I took a shot in the Cherokee that did no damage except popping a few circuit breakers, but the bang, light, smells, and the look on Nancy's face made me a believer in avoidance.

We now have 140 hours in N850KN, love it.

Sincerely, Ken and Nancy Nolde

Originally Posted by knolde

Doug: While i do not advocate IFR flight in a CT, I assure you that IFR flight is possible. ....

A good comparison is with the DA20 - composite airplane, IFR avionics, but no lightning protection - and no IFR certification. I have known pilots who have filed and flown IFR in the DA20. It's probably fine from a safety perspective, but it's not legal - what's safe isn't always legal and not everything legal is safe.

Doug

In my view Doug has it right.

You can do instrument proficiency work under the hood in VFR in your CT (which I have done and recommend. I am glad I have a glide slope and SL-30 to run it). I carry approach plates for all the 'dromes along my route. You could also do basic instrument training in a CT, much cheaper than a C172. The standard power and airspeed setting you develop for IFR are helpful VFR as well, as is the precision of the flying. If you get in a bind with low ceilings some day, it can be a non event. - WF

Comparisons to the DA-20 wrt IFR are very appropriate. It's not certified but it makes a great, low-cost, and most importantly, LEGAL (as long as you don't fly in the soup) IFR trainer. So it is with the CTLS. We ordered ours with a GNS-430w so we'd have the 3 approaches required by the FAA for IFR training.

So here's the real kicker: the FAA has an NPRM in process that qualifies a TAA (Technically Advanced Aircraft) as a complex aircraft. The end result when the rule becomes official? Sport Pilot, Private Pilot, Instrument Pilot, Commercial Pilot, and CFI, all in the CTLS!

So, my wish list: the FAA signs the rule soon.

Quote: " ... It's not certified but it makes a great, low-cost, and most importantly, LEGAL (as long as you don't fly in the soup) IFR trainer. ... '

Gee, I thought that was our little secret here in Northern California. Been doing the IFR for nearly a year in a CTsw. Works great and the DPE's appreciate the operation.