Instrument practice/recent experience in a non-IRF plane

Can IFR currency be performed in a plane that is not IFR certified?

I'm beginning instrument training, and own a plane that's not IFR certified.
I've got one nav/com and gyros, but there's no way I'd take it into the
clouds.

I'm sure that if I ever decide to fly IFR, I'd end up doing it in a rented
plane, so I'd need a checkout flight which could double as an IPC. The most
likely candidate is my CFII's plane.

I figure if I can keep legally current in my own plane, there's a chance I
will.

"Michael" <usenetreplies@thisoldairplane.com> wrote in message
news:4654e7ad-bda4-499a-8c70-678e09e43822@t54g2000hsg..com...
On Mar 27, 10:14 am, "Steve Foley" <steve.fo...@att.DELETE.net> wrote:
>> Can IFR currency be performed in a plane that is not IFR certified?

>Right now, yes. Currency right now requires 6 approaches and a hold
> in the previous 6 months (there is also stuff about intercepting and
> tracking, but you can't possibly perform published approaches without
> doing that). You can do this all under the hood with a safety pilot,
> without ever filing IFR.

Thanks - that's exactly what I was looking for.

> If you have a nav-com and gyros, your plane could still be IFR
> certified (and since there is no plan to require IMC time, you could
> still file and fly IFR in VMC in your plane - I assume that would work
> for you).

I think I used to know that.

I get along well with my A&P/IA, so I can do most of the work myself. I
guess I'll have them do an IFR check
next time I bring it for the transponder check.

I was thinking of useful IFR capabilities rather than legal IFR
certifications.

Guess I'm runninbg out of excuses to stay on the ground <g>

On Mar 27, 7:14 am, "Steve Foley" <steve.fo...@att.DELETE.net> wrote:
> Can IFR currency be performed in a plane that is not IFR certified?
>
> I'm beginning instrument training, and own a plane that's not IFR certified.
> I've got one nav/com and gyros, but there's no way I'd take it into the
> clouds.

Some of the best simulated approaches I ever got were in a Cessna 140
with a single VOR and no vac system. It was all needle, ball,
airspeed. I took my private checkride in the same plane. The examiner
had me do unusual attitudes and then said "ok, now let's try this
partial panel". He pulled out some stickys, looked around, and decided
there wasn't anything to cover! I thought that was pretty cool.

-Robert

On Mar 27, 11:19 am, Michael <usenetrepl...@thisoldairplane.com>
wrote:
> On Mar 27, 10:14 am, "Steve Foley" <steve.fo...@att.DELETE.net> wrote:
>

> I understand that this is in the process of being reconsidered, and
> that the new rules may require a flight to be filed and flown under
> IFR. If you have a nav-com and gyros, your plane could still be IFR
> certified (and since there is no plan to require IMC time, you could
> still file and fly IFR in VMC in your plane - I assume that would work
> for you). IFR certification consists of a pitot-static check and
> altimeter certification, once every 2 years. The cost of the check is
> trivial - less than $300 in most cases, and that will include the
> transponder check you need anyway if you have a transponder.
>

My understanding was that an IFR transponder check requires verifying
the mode C accuracy up to 18000ft, but a VFR check is done without
evacuating the lines. Is that not the case?

On Apr 1, 12:37 am, Andrew Sarangan <asaran...@> wrote:
> My understanding was that an IFR transponder check requires verifying
> the mode C accuracy up to 18000ft, but a VFR check is done without
> evacuating the lines. Is that not the case?

I don't see how it could be the case. It is not possible to perform a
transponder check without either pulling a vacuum on the lines or
pulling the encoder.

Michael