On Sun, 08 Jul 2007 19:54:43 GMT, kontiki
wrote in :

Larry Dighera wrote:

Single-pilot IFR can be one of the most difficult tasks a person can
perform.


A simple wing-leveler/heading hold auto pilot works wonders, and gives
you and extra 'set of hands' to do the other tasks involved with flying
IFR.

It would seem that JFK Jr. demonstrated that quite evidently.

Without that, I can admit that IFR can keep you really busy at
times, but its not that daunting.

There is one indicant that occurred during my IFR training that taught
me just how daunting IFR operation can be:

Two dripping wet flight instructors burst into the FBO office
loudly remarking about their turbulent flight in the storm
going on overhead that afternoon. They were exuberantly remarking
about how bad the weather was, and how it had been nearly
impossible to remain in control of their little Cessna 152. My
flight instructor, Dan, looked at me and asked if I still wanted
to fly our scheduled lesson. Not knowing any better, I thought it
was a good opportunity to get some more actual IMC experience, so
I said yes. We'd be flying the Archer with a little heavier wing
loading then the C-152, so it should be a bit more stable. Dan
was game, and I trusted his judgment, so we got a SID and
launched.

The ceiling was low, and there was a lot of convective activity,
but we managed to bounce along in the gray-black clag through KLAX
Class B. The KLAX approach controller sounded like a non-stop
auctioneer without waiting for pilot acknowledgements to his
calls. His intensity added to the tumult all flights in the area
were experiencing.

I was fighting to keep within 30 degrees of our assigned heading
as the turbulence tossed us back and forth. It was the roughest
flight I had ever experienced, and I was clammy with perspiration
from trying to retain control. Dan was cool, and let me keep at
it without interfering.

That flight taught me what it meant to be saturated by IFR operation
requirements. It was all I could do to keep the instrument scan
going, fight to remain on course, while attempting to recognize and
respond to my transmissions from ATC, and remain reasonably aware of
my position and situation.

I did all my instrument training without any auto-pilot whatsoever.
It was difficult but I mastered it to acceptable standards.

Me too.

Now with an auto pilot I can't believe how much easier it is.

True, but if 'George' should happen to hiccup, you'd better be
prepared to start working hard again in a jiffy.

One should not take for granted the auto pilot however. I still
fly all approaces manually (don't have the luxury of a coupled AP).

Right.