IMC/Night for Permit types: Time for a change

[Mike Barnard]

Paul and others, thanks for your supportive input on this.

The 'specific approval' route had also been in my mind, however to get there we need a good deal of objective data. Most of this is likely to be available from within the aviation fraternity itself ... most flyers relish a challenge, even more so if it means fighting for new freedoms even for other folks.

So, we’re already soliciting input from a number of aviation forums to gauge interest and comments. And it’s coming in thick and fast.

But we need objective data showing whether homebuilt IFR operation is statistically more risky than certified IFR operation taking into account variables such as pilot experience, actual weather conditions etc. Also the degree of risk undertaken by 'scud runners' vs. moderate IMC flight. I'm confident sufficient contacts exist to help with this within those countries which permit homebuilt IFR.

Aircraft stability requirements will be crucial, so let’s propose a set of realistic criteria rather than simply acceding to Design Guidelines written around the needs of aircraft built to carry fare-paying passengers. Again, we can look to folks in other countries for assistance.

Aircraft systems, too will need evaluation and a pragmatic recommendation based on a realistic Risk Assessment / Hazard Analysis. There's a good starting point already at http://www.pfa.org.uk/cgi-bin/ultima...=000889#000005.

We'll also need help on Law vs. Guidance, and particularly those which were initiated in an earlier era and where progress has overtaken the original need. UK overflight is one example. Hands up anyone?

Also operational limitations. The ambition is to satisfy the genuine needs of the majority of Night/IMC users, not built 200+kt hot ships capable of flying auto-land in 100m vis. Using a hand-held GPS. Perhaps a departure vis of 1800m, an approach cloudbase of 500', no forecast icing or convective activity would be realistic?

That each homebuilt is subtley different may possibly be overcome by approving both the specific pilot and the specific aircraft together?

Lastly, both Francis and Graham at PFA HQ have kindly offered their support (NOT time!) to help guide and critique this effort.

As you can see there’s much to do, so to repeat the original plea … if you can help in any capacity, we’d love to hear from you!