Light Sport Flying with In Flight USA - February 2011

Sport Pilot and Winter Flying

By Ed Downs

At first glance, one might conclude that winter flying as a Sport Pilot, or operation of an S-LSA, caries the same cautions applicable to all pilots and aircraft.  To an extent, that is true, but there are a couple of special considerations.

Any article about winter flying needs to talk about the potential of IFR encounters.  The reader’s first thought may be, “What IFR – Sport Pilots nor LSA’s are allowed to fly IFR – so why even talk about it?”  Well, that is not quite true.  There is nothing within the ASTM Consensus Standards that prohibit an S-LSA from being flown IFR.  IFR restrictions are completely up to the airframe and engine manufacturer.  The ability to operate an S-LSA in Instrument Meteorological Conditions (IMC) will be clearly stated in the Pilot Operating Handbook. To be sure, most S-LSA manufacturers do prohibit the use of their aircraft in IMC, but several S-LSAs specifically allow IFR flight, given the installation of a specific engine and/or equipment.  But, even if IFR flight is allowed, there may be limitations, such as “no flight into known icing conditions.”  It is very important to give that POH a good read, as it is required to contain a number of certification limitations that are established by the manufacturer, not the ASTM standards or FAA.  Do not fall into the trap of thinking that the words of one POH speak for all S-LSAs.

Okay, you say, but what about the pilot?  Again, one must remember that a typical, current instrument pilot who has a current medical certificate may use an S-LSA in the same manner as he/she would use any other airplane, excepting for the POH considerations previously spoken too.  A person exercising the privileges of a Sport Pilot (perhaps a certified Sport Pilot or an existing pilot flying without a medical certificate) IS specifically restricted from flying in IMC conditions.  It is important to remember that maintaining VFR is just a bit different for a pilot flying as a Sport Pilot.  A Sport Pilot may not fly in any airspace unless the visibility is at least three miles.  That means no flight into class “G” airspace in VFR weather that can legally go down to only one-mile visibility for a pilot NOT operating as a Sport Pilot.  This also means a Sport Pilot can not accept a special VFR clearance due to visibility being less than three miles.  Finally, a Sport Pilot may not fly above the clouds, in Visual Meteorological Conditions (VMC, with at least three miles visibility) unless they can maintain continuous visual contact with the ground. 

Of course, winter flying entails a lot more than just an increase in the potential of encountering IFR weather.  In spite of global warming, winter is cold.  Machines of all kinds tend to shiver just as much as the pilot and need special considerations when being flown in below freezing temperatures.  The large majority of S-LSA aircraft use the ubiquitous Rotax 912 engine, which gives the operator a few extra things to keep in mind.  Consider the following comments as you doff the woollies, pull up your collar and head to the airport to fly the typical S-LSA.

1. Preheat, preheat, preheat.  Get the point?  All aircraft start easier and run better if they have been preheated prior to engine start.  Remember to preheat the interior.  Sure, it makes the cabin cozier, but it also loosens up all of those cable and rods that operate the engine, flight controls and fuel valves.
2. Has the radiator for that Rotax been properly service with the correct mixture of coolant?  Does the S-LSA you are about to fly utilize a radiator thermostat that helps the engine heat up quickly or does the POH call for radiator baffles?  The same question is true for the oil cooler.  Check your POH for minimum operating temperature limitations that apply to both the coolant and oil.  You will find that take off power should not be used until minimum coolant and oil temperatures are met.  The POH will also have special instructions regarding checking the oil during the pre-flight, such as pulling the prop through by hand prior to checking oil level.
3. While true for all airplanes, cleaning ALL snow, frost and ice off of the airframe prior to flight may be especially important for the typical S-LSA.  This writer has noted that several S-LSA proudly posses’ wonderfully clean wings and control surfaces, with virtually no control surface gaps.  Such “tight” construction is aerodynamically superior, but especially susceptible to jamming from ice or snow interference.  Many cautious pilots will move a “frozen airplane” into a warm hangar to thaw out, and then push the wet results of melting ice and/or snow back out into the cold air, ready for engine start.  Guess what happens to the water that formed from the melted ice.  Yep, it flows into hundreds of nooks and crannies, ready to instantly freeze and jam vital components.  Many a pilot has found doors and sliding canopies stuck tight upon landing from a cold weather flight, wondering where the ice came from.  Be especially careful to clear all moisture away from sensors that provide input to advanced, integrated flight displays.
4. Ice is evil, and one of the easiest ways to pick up damaging ice has little to do with IFR weather.  An asphalt ramp or taxiway heats up rapidly on even the coldest days due to radiant heat from the sun, melting the frozen stuff that may have covered it.  That means slush, water and puddles.  Taxiing through such muck can coat brake systems, jam ice into tight fitting wheel fairing and splash onto the flying surfaces.  Be sure not to taxi through icy water with the flaps extended on a low wing airplane.  Many S-LSAs have small wheels and tires coupled with tight fitting fairings.  You might take off with wheels that roll, but land with wheels that are frozen solid.  That will shorten the landing roll!
5. Finally, dress for the cold.  Some will drive to the airport in a heated car, run into a heated FBO, pull the plane from a heated hangar and jump in, dressed for relatively comfortable temperatures.  Whether a pilot is in an airplane or the driver of a car, the unexpected can happen, and you may find yourself in very hostile temperatures.  Be sure you are prepared.
6. Related to comment number 5, the discomfort of being cold tends to make us rush to a warmer environment.  This can lead to incomplete pre-flight inspections and a rush to the terminal without properly securing your plane after landing.  To be sure, few of us enjoy being cold and wet, but that might be the price to be paid for safety.

The preceding comments only scratch the surface regarding winter flying, but perhaps they will agitate the brain cells enough to make us all remember that cold weather and airplanes need special attention.  Most of these comments apply to all aircraft flying in winter conditions, but a few are quite specific to Sport Pilots and S-LSAs.  While winter flying has its challenges, one can be rewarded with spectacular scenery and smooth, thick air that makes you think you have a new engine.  For even more fun, fly an LSA equipped with skis.  Enjoy!