AOPA Turbine Pilot Magazine - March 2025 - 94

RUDDER & WRENCH
that matter), and have experimental avionics,
autopilots, and other equipment
installed. Its annual condition inspection
could be signed off by any A&P mechanic
(not necessarily an IA), and it would be
largely unaffected by airworthiness directives
or airworthiness limitations.
If the FAA created such an E-CB classification
and transition process for certificated
aircraft, how many owners of Beechcraft,
Cessnas, Cirruses, Mooneys, and Pipers
would take the administration up on this
deal? (Don't everybody raise your hands at
once!) I know I would in a heartbeat.
To be fair, there would be some downsides
to such a transition. For one thing, it
would be irrevocable and irreversible-
once a certificated aircraft was converted
to E-CB, it could never go back to being
certificated and never again be used for
compensation or hire. It would be required
to have the word " EXPERIMENTAL "
prominently displayed near the cockpit
entry door, which might spook some passengers.
It's possible that some aircraft
insurance underwriters might not offer
coverage to E-CBs, and other underwriters
might charge higher premiums.
How would this affect safety? We
can only speculate about that, of course.
But since every E-CB aircraft would by
definition have an original type design
thoroughly vetted by the FAA and most
would have hundreds or thousands of
hours in service prior to transitioning to
E-CB, it seems reasonable to assume that
they would be at least as safe as an RV-7,
-8, or -9. In other words, they would most
likely have accident rates comparable
to the current GA fleet comprised overwhelmingly
of certificated aircraft.
mike.busch@savvyaviation.com
savvyaviation.com
WX WATCH /
Traps for the unwary
When legal can be unsafe
BY THOMAS A. HORNE
YOU CAN LEARN all about aviation weather's
big-picture features-lows, highs,
fronts, convection, icing, and so on-
but when it's go-time and you're aloft,
your world shrinks to the view outside
the cockpit. Now your focus is tactical.
Decisions may need to be made quickly.
All of them affected by your qualifications,
experience, proficiency, and judgment.
When it comes to steering clear of
Ask the A&Ps /
Mike Busch, Paul New, and Colleen
Sterling answer your toughest
aviation maintenance questions on
our Ask the A&Ps podcast. Submit
questions to podcasts@aopa.org
aopa.org/ask-the-a-and-ps
94
AOPA PILOT / March 2025
clouds, the regulations can be helpful
guidelines. That goes double for VFR-only
pilots. For those of us flying in instrument
meteorological conditions, there are more
specialized rules. But VFR rules have an air
of compromise, and the regs can leave a lot
to the imagination. Ultimately, you will be
the final judge when it comes to flying in
and around clouds and adverse conditions.
Cloud separation and visibility rules
for VFR flying (FAR 91.155) amount to a
bewildering list of requirements based on
airspace. You must stay clear of clouds and
have three statute-mile visibility if flying
in Class B airspace. For Classes C, D, and
E (below 10,000 feet msl) you'll need the
same three-mile visibility and stay at least
500 feet below, 1,000 feet above, and 2,000
feet horizontally from clouds. There are
other rules dealing with Class G airspace,
and still more if flying in Class E at 10,000
feet msl and above.
As for takeoffs, landings, or pattern
entries in Classes B, C, D, and E, you'll need
a ceiling of at least 1,000 feet and a ground
visibility of at least three statute miles or,
if ground visibility isn't available, a flight
visibility of at least three statute miles. At
airports in Class G airspace, you can fly at
less than 1,200 feet above the surface even if
the visibility is less than three statute miles
(but no less than one statute mile at night)
and you stay in the traffic pattern within
one-half mile from the runway.
But wait, there's more. Under special
VFR rules (91.157) you can fly in an airport's
controlled airspace below a lofty
10,000 feet msl-as long as you have an
ATC clearance, remain clear of clouds, and
flight visibility is at least one mile. For more
details, check out FAR 91.157.
By now you must have come to the obvious
conclusion that " textbook " VFR can
translate into multiple meanings. To put it
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AOPA Turbine Pilot Magazine - March 2025

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