Process and paperwork

There is an old saying in aviation that the aircraft is not fit for flight until the weight of the paperwork exceeds the weight of the airframe. Of course, that’s not strictly true, but it would be disingenuous to suggest that there is not a fair amount of form-filling and document creation required for an IFR approval. In practice, some of the paperwork will already have been created for the initial VFR approval but, rest assured, there is plenty more to do.

Why so? Given the higher risks involved and the increased complexity of an IFR aircraft, there is, not unreasonably, a requirement to have both a Pilots’ Operating Handbook (POH) and a Tailored Maintenance Schedule. If you built the aircraft, there is a realistic expectation that you will know how to fly and maintain it. But what about the next owner? Or the next Inspector who must oversee the maintenance when your current Inspector hangs up his / her spanners?

The POH need not be long nor complicated. Aircraft have been approved with just five pages of A5, while

LAA Mod 15

Equipment List

Data to show the requirements of TL2.28 are satisfied

Power budget

Power Distribution Schematic

Failure Modes and Effects Analysis

Pilot Operating Handbook

Maintenance Schedule

Pitot-static system check

Avionics Check

Weight and Balance Report

IFR Permit Inspection

Flight Test report

LAA IFR Assessors Report others run to more than 100 pages of ultra-detail.

For the latter, the LAA does recommend a simple quick reference handbook for the pilot in flight with all the basic numbers and the response to most likely emergencies clearly set out.

These documents can be compiled by the owner or a representative. Your LAA IFR Assessor will have experience of compiling the documentation and will be able to provide sample documents and assistance where required.

In completing these documents, the owner will have demonstrated suitability in six separate areas:

• Airframe and Powerplant

• Aircraft Reliability

• Instrumentation

• Electrical System

• Night Flying equipment

Similarity of this particular aircraft to the FOT cleared for a basic IFR approval the LAA requires 13 separate documents.

Initial screening of aircraft type and specifics to ensure that there is a reasonable chance of acceptance.

This forms the basis of the approved equipment required to be operative for IFR operation (template available)

If not provided elsewhere, information to describe the aircraft systems and how they comply with the requirements.

Required to make an assessment of the reliability of the power distribution system

Required to make an assessment of the ability to power systems in the event of an alternator failure

An item-by-item assessment of the reliability of the aircraft and the impact of all significant failures (template available).

Sufficient information to allow any pilot of average competence to operate the aircraft in IFR or at night

Necessary maintenance to keep the aircraft operating safely in IFR or at night

A physical check with test equipment on the ASI and altimeter systems

A physical check with test equipment on the communication and navigation systems

For obvious reasons…

A one-off special inspection by an IFR inspector to confirm that the information provided is correct and that the aircraft is of a suitable standard for IFR or night operations

Flown by an LAA authorised pilot (other than the owner) to ensure the aircraft performs in a similar manner to the First of Type aircraft and that all systems function satisfactorily. (The pilot does not necessarily need to be a qualified Test Pilot but does need to be suitably experienced and acceptable to the LAA)

A summary of the above information to make the LAA Engineering team’s life a little easier and support the recomendation made by the assessor