The Bölkow 208 (most of them) and 209 were also type certified by the German LBA for day and night VFR only, with a mandatory placard on the panel to prove it. Obviously this was long before the VLA category existed, long before mass produced composite power planes and also long before FAA had any thoughts of special type certification requirements for IFR.
One can imagine the LBA in 1970 or whenever not understanding that just because the plane was originally sold without instrumentation for IFR, that it should not logically preclude the type from IFR for the next 100 years regardless of equipment later installed.
wbardorf wrote:
AFAIK, the DA20 is such an aircraft
Indeed. I have always thought of the DA20 as a VLA though, but I guess it isn’t.
For non-commercially used D-reg aircraft the mandatory annual IFR avionics check has been lifted by NfL 2-382-17 in December 2017. With this publication by the LBA, I attach a copy of it but it is in German only, the previous NfLs which mandated the annual avionics check have been revoked and replaced by a mandatory pitot/static and transponder check every 2 years.
For all other avionics the operator of the aircraft can create an individual maintenance programme which has to detail what is being done to ensure the continued airworthiness of the avionics installed. For newer avionics, e.g. a Garmin GTN650, this is rather straightforward as the Instructions for Continued Airworthiness as per the installation manual state the the unit checks itself and nothing is to be done unless the unit reports a fault.
AFAIK, the DA20 is such an aircraft. This apparently is due to lack of electrostatic protection of the composite airframe. It is “by design” as it was intended as a VFR-only aircraft.
I believe (but need to look up a reference) that it is prohibited to fly the aircraft in IMC so
although technically IFR operations are allowed but only in VMC.
Wolfgang
Airborne_Again wrote:
Not at all. But some aircraft are not type certified for IFR. And if they’re not, it doesn’t matter what equipment you put in them.
Do you have an example of such an aircraft (I can’t think of a single one, except the obvious VLA, LSA, glider etc)
That is a crazy price. SIBA do it for 1/3 of that I believe.
Hello
EASA-REG AIRCRAFT are submitted to the same rules, except that there is the subsidiarity rule for each country.
to maintain the IFR classification of the aircraft (provided that any modifications remain in conformity with the instrumentation necessary for the IFR classification) you must have a radio-check performed every 2 years (it was every years some years ago) in an approved avionics workshop, and the test of the ATC chain must be up to date.
Here is my form after work in the avionic shop closest to my base (I need a quick appointment and it was to late to fly to favorite shop SIBA at DINAN airport)…it is probably a “friend price” : 1700 € both radio check and ATC.
Then, as I am D-REG i send the form to my CAMO to check the form 22.
The Swiss one doesn’t exist anymore since August 2016, when Part-NCO came into force. It was obvious that it had to go. Only the PIC may decide if the aircraft is fit for VFR day, night or IFR. Therefore, this paper got removed (it also lost its national legal basis, except for Annex I aircraft whcih are still nationally regulated).
So, what happened to the German IFR certificate? It was often reported as costing €1000.
Dimme wrote:
It only states “The airplane may be equipped for day, night, VFR or IFR-operation. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs.”
Which means exactly that!
Are you saying that the older C172s are not allowed to fly IFR just because they don’t specify if they are equipped for IFR in the POH?
Not at all. But some aircraft are not type certified for IFR. And if they’re not, it doesn’t matter what equipment you put in them.
