Cool, wo war denn das?

In Trento LIDT.

Den umkomplizierten Service bei BRM kann ich nur bestätigen. Die Vorrichtung für die o2-Flasche wurde bei mir auch einfach kostenlos mitinstalliert bei der letzten Wartung in LKKU.

Mehr Infos von BRM Aero:

I would like to clarify our IFR certification which is for somebody maybe and I fully understand not clear.
When we started the IFR certification process we got a lot of promises from the EASA side. One of them was:

“SCVLA.867:
The risk of catastrophic effect of lightning shall be addressed by either (a,b,c) or (d):

(a) The aeroplane must be protected against catastrophic effects from lightning.
(b) For metallic components, compliance with sub-paragraph (a) may be shown by
(1) Bonding the components properly to the airframe; or
(2) Designing the components so that a strike will not endanger the aeroplane.
(c) For non-metallic components, compliance with sub-paragraph (a) may be shown by
(1) Designing the components to minimize the effect of a strike; or
(2) Incorporating acceptable means of diverting the resulting electrical current so as not to endanger the aeroplane.
(d) By way of derogation from points (a) (b) and (c), as an alternative procedure, the following mitigation is acceptable:
The aeroplane is designed with provisions to avoid lightning conditions. These provisions consist of appropriate limitations in the AFM supplemented by marking and placard and suitable on board warning device for lightning avoidance. In this case the pilot shall be also made aware that the design of the aeroplane is not protected from the catastrophic effects of lightning strike.

BRM AERO decided to go via option point D.
That’s why the planes have a stormscope from the beginning. After one year of the certification process the EASA engineers who were with the project from the beginning went into retirement. We got a new team and it was the start of lets say a little frustration because the new team of course needed time to learn about the new project.So we lost one year. After one year we became closer to finish wich was January/February 2024 and that time the new team stop accepting this way. So the solution was after so many additional testing of the hardware, not fly characteristics etc., but only hardware in the laboratory approved for IFR. But because the Stormscop is only one producer in the world and it was design 40years ago the this equipment is certificate according 40 years old rules. Don’t ask me why, but in our case they don’t accepted and ask us for additional direct lighting an non direct lighting strike test of all plane in laboratory.

Which is again some money and time, but it is also very positive:

• we have a big advantage because we have all metal planes so it is always much easier than the composite plane
• after this test the Stormscope is not mandatory and we can keep the current price for the next one or two years so it is good for future customers.
• after this test the B23 will become one of the most test aircraft in category in the world maybe:) so = very safe!

Next positive thing is that all German registered aircraft will be approved for IMC already in January. The rest will follow and the new TCDS should be not later than in mid 2025.

The lighting laboratori is in Germany where they also test all Pilatus including PC-24 and many militari projects. This laboratori also did a HIRF test of all wire harnesses in the B23. So we can say that it is really safe.

During this project our company learned a lot, me as well. Also during 2024 we got our full DOA with incredible privilegia, we did certification of 916 in UL. Also 916 in “B23” for US market what we deliver in March 2024 to the US. Last project is B23 912iSc which single lever control. We save also weight so the plane is “more” equipped and the empty weight is 450Kg the fly characteristic is excellent also performance is better than 912 carburetor special the fuel consumption in 100kt is just 14l/h. (final TC should be end of January 2025) We are waiting only for good weather for the noise test. So this year was very challenging. Also during January /February we should finish after three years FAA type certification, which is the biggest thing from my point of view in the GA aviation because FAA TC opens the door to the world.

So I hope that my quick clarification help you understand the situation and explain that the VMC is there just for temporary time.

Best Regards
Martin Bristela

Hoch spannend - auf so vielen Ebenen. Und ich weiß jetzt, was ein Stormscope mit IFR in IMC zu tun hat.

Es ist ganz unabhängig von Bristell interessant, dass die EASA wohl zumindest eine Zeit lang der Meinung war (und das deutsche LBA wohl immer noch ist ?!?), dass man den eigentlich durchaus sinnvollen Blitzschutz bei Flugzeugen auch ersetzen kann durch einen Aufkleber im Cockpit, der sagt:

"Wenn Du mit diesem Flugzeug einen Blitz abbekommst, dann...
a) ... bist Du selbst schuld, ...
b) ... hast keinerlei Versicherungsschutz, weil Du das Flugzeug ausserhalb der Zulassungsgrenzen betrieben hast , und ...
c) ... bekommst aus dem gleichen Grund wie bei b) wahrscheinlich auch noch ein Strafverfahren und Deine Lizenz ist weg."

Und so ein Blitzschlag kann beim IFR-Fliegen nun mal passieren - wie wir gerade erst wieder durch den Bericht einer Fliegergruppe, die wirklich in keiner Weise verdächtig ist, mit Gewittern leichtsinnig umzugehen, gelernt haben.

@f.s.: was lernen wir gerade in deutschland?

Verdächtig ist jeder! den gilt es zu finden und zu isolieren...

Ja, genau wie man die eigentlich sinnvollen Boots durch einen Aufkleber ersetzen kann, auf dem steht "bitte nicht im Eis herumfliegen."