Ibra wrote:
VOR has future at the end of the tunnel, from Guernsey AD AIP‘in IMC, flight to Guernsey by aircraft not equipped with VOR will be by prior permission only.’
Being a ground-based facility, I don’t know of any aircraft equipped with VOR. If so, it would definitely be a moving VOR. I personally wouldn’t want to trying navigating by reference to it! 
Airborne_Again wrote:
By the general rules, yes. But if the POH has an limitation that two are required, then unfortunately that is what you need to have. Unless someone makes a “Single COM STC” for the DA40.
Interesting questions.
It could well be that there is no particular law that requires abiding by the OEM POH limitations. This should be seen in the sense that it is admissible to fly with less than OEM stated POH equipment as long as the law is followed (e.g. NCO.IDE).
Or, to the contrary, since “Operating Limitations” is authority approved data, it could be tough luck and one has to follow the OEM POH equipment requirements even though it is more restrictive than the law.
Would be nice to know the answer…
For those interested, this Archer used for IFR training has
It also has DME and ADF.
So add a GNC355 to any plane with a NAV/COM and you are IFR equipped.
I wasn’t aware of that.
VOR has future at the end of the tunnel, from Guernsey AD AIP
‘in IMC, flight to Guernsey by aircraft not equipped with VOR will be by prior permission only.’
gallois wrote:
Secondly, it calls for 2 radios to be installed for IFR. We discussed this in a previous thread and came to the conclusion that only one is required.
By the general rules, yes. But if the POH has an limitation that two are required, then unfortunately that is what you need to have. Unless someone makes a “Single COM STC” for the DA40.
Although in France I believe 2 are required to fly IFR.
In France only one radio is required as this is the EASA general rule for light aircraft and France as an EU member can’t make its own rules on top of EASA regulations.
Ibra wrote:
For C172M, like most aircraft before 1980, that section is rather “light”, the problem is solved as far as that corner is concerned compared to what you read in recent POH (SR20 by FAA or DA40 by EASA)
Very troublesome when manufacturers introduce requirements that go beyond what is required by the airframe or flight characteristics.
E.g. the requirement of having a transponder for night VFR and IFR flight in a DA40. Or the requirement of a VOR receiver for night VFR or second COM for IFR. (Unless there is some particular characteristic of the DA40 that makes COM failure more likely than on other aircraft.)
It looks like Diamond Aircraft picked national requirements for equipment at the time the aircraft was certified. From a safety point of view a GPS is arguably much more important than a VOR receiver for night VFR.
Yes there are legally binding limitations in section limitation of POH (Chap2. under “KINDS OF OPERATION” MEL/KOEL for EASA/FAA), they are just copy/past of those in TCDS
For C172M, like most aircraft before 1980, that section is rather “light”, the problem is solved as far as that corner is concerned compared to what you read in recent POH (SR20 by FAA or DA40 by EASA)
In my experience, the question of minimal/mandatory IFR equipment only arises when one talks about doing ATO IR training in aircraft as things are way tighter, even the runway used for “IR ATO training” has to be approved by CAA !
https://part-aero.com/fr/#part-aro/ARO.OPS.205
Airborne_Again wrote:
AFAIU unless they are listed in the limitations section of the POH, that list is not legally binding?
That is my understanding as well, but typically they are in the limitation section – and this includes also the placards described in this section!
Malibuflyer wrote:
For many of our small airplanes the POH does also list mandatory equipment which needs to be serviceable when commencing a flight.
AFAIU unless they are listed in the limitations section of the POH, that list is not legally binding?
