On Oct 29, 4:58 pm, "Andrew Sarangan" wrote:
Mxsmanic wrote:
I think someone here said that you really need a copilot when you fly
IFR. If so, what duties does the copilot have? I'd think that IFR
would be no more work than VFR, especially since ATC is helping with
directions and there is often some degree of automation (autopilot or
something). So, what's the story in real life? Is it really more
work to fly IFR, or more work to fly VFR? I'm thinking that VFR you
must spend a lot of time reading charts and looking for landmarks.

--
Transpose mxsmanic and gmail to reach me by e-mail.Since you are comparing IFR to VFR, I am assuming that conditions are
VMC. If weather is not part of the equation, the answer depends on the
complexity of the airspace you are flying. In complex airspaces, IFR is
simpler than VFR because you don't have to worry about staying out of
anyone's airspace. In less busy areas, VFR is simpler because you don't
have to follow ATC assigned routes, or even talk to anyone.

However, flying in IMC is more demanding than flying in VMC. When you
throw weather into the mixture (icing, imbedded thunderstorm), then
things get a lot more difficult than VMC. That's when having a co-pilot
is an asset.

Also note that VMC does not necessarily mean VFR. The vast majority of
IFR flights take place in VMC.
Hello,
first time poster here.
I think it is worth noting that the Mooney 201 and other newer aircraft
usually have two axis autopilots with altitude hold. When other pilots
say " a second pilot is needed", they may be referring to single pilot
IFR without an autopilot, or out there in the sticks without radar
coverage making leg calculations, mandatory reports over fixes with
estimates for the next, all on the old whiz wheel.
I fly single pilot IFR in a C310 sans autopilot, and I welcome the
company when I can get it.:-)