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  #11  
Old 11-22-2019, 08:56 AM
Lycosaurus's Avatar
Lycosaurus Lycosaurus is offline
 
Join Date: Mar 2006
Location: Ottawa, ON
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Quote:
Originally Posted by RandyAB View Post
Wonderful! Are you able to share the documentation that you have?

I have one friend who had major problems because his EFIS, an AFS model, wasn’t certified and therefore he needed a certified encoder for his uncertified transponder. Does your method account for uncertified components in the system?
I will need to search for it, then scan it. Will try to get it to you.

Some inspectors may take on a more aggressive stance on the certification requirement. First time I hear of that one in Canada.

At the time I did this, about 8 years ago, another builder was having trouble because he did not have analog instruments as a backup to his "dual Dynon, independent dual AHRS, each with their own backup battery". Took them a couple of years to resolve with escalation to the minister.

My inspection happened during that time, but I did have some analog steam gauges as backups ... nevertheless I created the document to placate any other concerns.

The process should be more smoother since there have been more IFR installations approved since that time.
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Last edited by Lycosaurus : 11-22-2019 at 09:03 AM.
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  #12  
Old 11-22-2019, 09:06 AM
Mousse Mousse is offline
 
Join Date: Nov 2012
Location: Deux-Montagnes, Qc, Canada
Posts: 157
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Quote:
Originally Posted by ackselle View Post
I just went through the process and had my "VFR Only" restriction removed about 1 month ago. The process was far more intimidating than complex.

Transport Canada here in Winnipeg was quite helpful, and pointed me to the Staff Instruction document # 500-024 titled "Airworthiness Evaluation of the Installation of IFR Equipment to Allow the Removal of the “VFR Only” Operating Condition from the Special Certificate of Airworthiness – Amateur-Built".

That document very clearly provides the guidance required to have your "VFR Only" condition removed from your CofA....specifically, section "5.0 Application" is a detailed road map(or flight plan) to the required documentation for your application.

I followed that instruction to the letter, submitted my application by e-mail (copying the local TC representative), and was notified by e-mail within a day or two that my application was successful .

Here's a link to the staff instruction letter:
https://www.tc.gc.ca/eng/civilaviati...ents-1784.html

Good luck!
Dido for my RV-10 last year. Followed the referenced document to the letter and received my new certificate the next day.

Michel
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  #13  
Old 11-22-2019, 09:25 AM
RandyAB RandyAB is offline
 
Join Date: May 2016
Location: St Albert, Alberta, Canada
Posts: 498
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Quote:
Originally Posted by ackselle View Post
I just went through the process and had my "VFR Only" restriction removed about 1 month ago. The process was far more intimidating than complex.

Transport Canada here in Winnipeg was quite helpful, and pointed me to the Staff Instruction document # 500-024 titled "Airworthiness Evaluation of the Installation of IFR Equipment to Allow the Removal of the “VFR Only” Operating Condition from the Special Certificate of Airworthiness – Amateur-Built".

That document very clearly provides the guidance required to have your "VFR Only" condition removed from your CofA....specifically, section "5.0 Application" is a detailed road map(or flight plan) to the required documentation for your application.

I followed that instruction to the letter, submitted my application by e-mail (copying the local TC representative), and was notified by e-mail within a day or two that my application was successful .

Here's a link to the staff instruction letter:
https://www.tc.gc.ca/eng/civilaviati...ents-1784.html

Good luck!
Thanks for this. It is very helpful and I will use it.
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  #14  
Old 12-07-2019, 09:55 AM
Captain Bravo Captain Bravo is offline
 
Join Date: Dec 2018
Location: Montreal, QC
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Quote:
Originally Posted by ackselle View Post
Here's a link to the staff instruction letter:
https://www.tc.gc.ca/eng/civilaviati...ents-1784.html
Thanks a lot for that link ackselle. There is an RV-8 in my future, but I don't have the time nor the space to build one. So I might consider purchasing a used one and upgrading the panel to a modern IFR one with full redundancy.
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  #15  
Old 01-19-2020, 05:59 AM
Jetmart Jetmart is offline
 
Join Date: Sep 2019
Location: Windsor, Ontario
Posts: 188
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Does the requirement of 605.14 - radio navigation equipment [minimum = two pieces of equipment] mean two ground based or can one be VOR/ILS and one GNSS?
Seems crazy that you could operate today with just two ground based and not have any GPS at all with all the VOR's being decommissioned.
Has this requirement changed of late?
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Windsor, Ontario
1942 Tiger Moth
2017 Waco YMF-5
Kit # 140694
Received RV-14 Empennage Kit October 22, 2019
Started Tail Cone Dec 2019
Received QB Kit April 2020
Finished a mounted Tail Surfaces to Fuselage June 2020
2020 Dues Paid
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  #16  
Old 01-19-2020, 10:46 AM
Mousse Mousse is offline
 
Join Date: Nov 2012
Location: Deux-Montagnes, Qc, Canada
Posts: 157
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Quote:
Originally Posted by Jetmart View Post
Does the requirement of 605.14 - radio navigation equipment [minimum = two pieces of equipment] mean two ground based or can one be VOR/ILS and one GNSS?
Seems crazy that you could operate today with just two ground based and not have any GPS at all with all the VOR's being decommissioned.
Has this requirement changed of late?
605.18(J) refers. The requirement has not changed. GNSS is not required but highly advisable for the coming years, as you mentioned.
My -10 was approved with one VOR\ILS and one approved GPS.

Michel
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  #17  
Old 01-20-2020, 02:29 PM
David Z David Z is offline
 
Join Date: Aug 2010
Location: Thunder Bay Ontario
Posts: 313
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The way the regs are worded, you almost have to do a failure analysis on every flight. Is there any point along the intended flight and possible diversion to the alternate where you will have a single point of failure? For example, out of range of VORs and the GPS fails leaving you without navigation. Many northern airlines are finding themselves in that very position and installing two GPSs.

Going from Toronto to Montreal, you'd probably be fine with one Nav radio and one GPS (provided it's not a combined unit). GPS fails, use VORs. Nav radio fails, use the GPS.

If I were planning an IFR capable airplane, I'd seriously consider dual GTN650s. That provides dual com, dual nav, dual gps, dual screens. Need dual EFIS screens displaying that information as well in case of an EFIS failure.
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  #18  
Old 01-20-2020, 06:00 PM
Jetmart Jetmart is offline
 
Join Date: Sep 2019
Location: Windsor, Ontario
Posts: 188
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Quote:
Originally Posted by David Z View Post
The way the regs are worded, you almost have to do a failure analysis on every flight. Is there any point along the intended flight and possible diversion to the alternate where you will have a single point of failure? For example, out of range of VORs and the GPS fails leaving you without navigation. Many northern airlines are finding themselves in that very position and installing two GPSs.

Going from Toronto to Montreal, you'd probably be fine with one Nav radio and one GPS (provided it's not a combined unit). GPS fails, use VORs. Nav radio fails, use the GPS.

If I were planning an IFR capable airplane, I'd seriously consider dual GTN650s. That provides dual com, dual nav, dual gps, dual screens. Need dual EFIS screens displaying that information as well in case of an EFIS failure.
A second GPS is a good idea. I really wanted a GTN-750, perhaps the 750 with the GNX 375. This would give me GPS redundancy and the 375 would give me the ADSB in/out transponder.
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Windsor, Ontario
1942 Tiger Moth
2017 Waco YMF-5
Kit # 140694
Received RV-14 Empennage Kit October 22, 2019
Started Tail Cone Dec 2019
Received QB Kit April 2020
Finished a mounted Tail Surfaces to Fuselage June 2020
2020 Dues Paid
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