subnoize wrote:
Actually only one person read my original question, the guy in the second post.
The rest of you guys aren't answering my question. Try reading the question again.
Thank you.
PS. If what I am asking doesn't make sense to you, please ask me to explain but don't assume things and start lecturing me on things I did not ask.
JimP wrote:To get back to the original question then, if I have all the required IFR instruments, a 2 axis autopilot (to hold course and level while I am busy doing IFR stuff) and this is not for storms or serious turbulence, just to be able to get through cloud decks (or just low visibility) to VFR on the other side, and not for takeoffs or landings, what is the issue (specific to a Sonex)? Let’s also say my autopilot has a 180 degree turn back option in case I don’t find the VFR on the other side when I expect to. Let’s also assume ADS-B traffic in and out (and weather of course).
JimP wrote:This is an interesting thread for me (haven’t started building yet but a Sonex-B is at the top of my list). There seems to be a consensus that IFR is dangerous in a Sonex.
The only reason I saw explained was that you have to split your attention between the controls and the other IFR duties. OK, that’s reasonable.
To get back to the original question then, if I have all the required IFR instruments, a 2 axis autopilot (to hold course and level while I am busy doing IFR stuff) and this is not for storms or serious turbulence, just to be able to get through cloud decks (or just low visibility) to VFR on the other side, and not for takeoffs or landings, what is the issue (specific to a Sonex)? Let’s also say my autopilot has a 180 degree turn back option in case I don’t find the VFR on the other side when I expect to. Let’s also assume ADS-B traffic in and out (and weather of course).
It’s all about risk management. What risks are still in play, and can they be mitigated?
I am following up here to learn because evidently I am missing something important. I want a plane to fly for fun, but I also want it to be practical enough for cross country when I need that. “Light IFR” capability as the OP asked about makes a plane much more practical. Not go anywhere any time, but less likely to get delayed or diverted by something minor not in the forecast. Big weather is usually in the forecast. Little stuff that can still mess with VFR isn’t as reliable.
MichaelFarley56 wrote:Okay, fair enough. To answer the question you asked per the title of this thread, out of the 500+ Sonexes currently flying, I’ve heard of a grand total of 1 airplanes having appropriate equipment installed with the intention of using the aircraft for IFR operations. A long time ago that airplane was used for transition training (the owner had obtained a LODA) but I do not know the current status of that airplane. That’s the only airplane I’ve seen or heard of that was advertised as being “IFR capable”. If there has been any more, hopefully others can chime in with that information.
JimP wrote:So, excellent point on available power. Will depend on engine and available alternators. Certainly want to be even more proactive about battery replacement before EOL also. Weight is also a consideration but with modern avionics I hope the difference is only a few pounds.
Expense may be the biggest hurdle. Do any of the common E-AB EFIS systems have full IFR capabilities? Or do you have to step up to certified systems?
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