Glass big learning curve?

Basically, what I'm saying is that there is probably a lot of
automation capability you're not using, but as an experienced IFR pilot
you probably don't need it.
Nor does the IFR student, at least no all in one dose.

I agree, but it's not the IFR student who needs the long transition.
It's the pilot with an instrument rating but not much IFR experience in
a fast, slippery (relatively - I'm talking Bonanza, not BeechJet)
airplanes.

You're right that the IFR student doesn't need the automation - because
he's not trying to fly halfway across the country through busy airspace
and scuzzy weather.

Most learn to fly instruments in relatively simple and
forgiving airplanes. (fixed gear and docile). If they learn to fly
the glass panels in 172s or 182s instead of the Cirrus or other high
performance aircraft and learn to use the instrument functions as they
need them it would be far easier and take less time. (The Cirrus is
every bit as complicated to fly as a Bonanza).

I agree with all of that. In my opinion, the Cirrus is actually MORE
demanding in IMC than a Bonanza, because the Bonanza gives you a very
effective option for slowing down (gear speeds are typically around the
150 kt mark), but the Cirrus does not and thus requires more advance
planning if you want to avoid being high and hot. Removing two levers
doesn't really make up for that.

If you take someone who can already fly IMC competently in a steam
gauge Skyhawk and put him into a glass Skyhawk, the transition will be
15 minutes or so - he'll get the fucnitonality he needs and can get the
rest later. The problem happens when you put him into a Cirrus.

Now he doesn't have enough cycles to fly the Cirrus - not because of
the glass, but because it's faster, less stable, and requires way more
advance planning. The correct solution is to develop his skills -
scan, control, and headwork - to where he can keep up with the more
demanding airplane. Unfortunately, all too often the 'solution'
offered is to substitute automation for skill.

Nobody can hand-fly a Bonanza (or similar airplane) SMOOTHLY while
copying a clearance, flipping through charts, and generally messing
with stuff. There will be minor heading and altitude deviations even
with the best of pilots. Also, nobody can hand-fly such an airplane
for hours (especially in the soup) without becoming fatigued. That's
why an autopilot is nice to have.

But there's a difference between minor heading and altitude deviations
and loss of control. Someone making the jump from a Skyhawk-class
airplane to a 300 hp Bonanza (or Cirrus) will likely lose control when
he tries to do several things at once. The solution is discipline and
training. Learn to have the approach (including the first segment of
the missed) briefed so you never have to do anything but fly once
you're inside the marker. Learn to divide attention and perform tasks
in short segments. The skills required are no different in the Cirrus
than they are in the Skyhawk, it's just that the Skyhawk lets you get
by with a lot more sloppiness. That's not a bad thing - it's the
reason why it's a whole lot easier to teach someone to fly instruments
in a Skyhawk-class airplane and then transition him to a Bonanza or
Mooney than it is to start in the fast slippery airplane. I know, I've
done it both ways.

The problem occurs when the pilot is told that the solution is not
skill development but automation. Instead of being told "If you have
to fly this plane partial panel, it will be more difficult so you need
more training and practice" he is told "You can't fly this plane
partial panel, so just couple up the autopilot to the GPS and have it
fly the approach" - which is, no ****, what glass-panel Cirrus pilots
are told. Instead of being told "you need to learn to divide your
attention between flying your existing clearance and checking your new
one" he is told "you need to learn how to enter your route into the
navigation computer and have it autosequence for you, so you can turn
the autopilot on at any time and keep it on as long as necessary."
Instead of being told "Now that you're flying higher and faster you
need to plan your descent" he's told "you need to program your Vnav
profile so it can prompt you for a descent and provide guidance."

As long as all the automation works, the Skyhawk IFR pilot can be a
Cirrus IFR pilot with his existing skill set - but then he needs to
learn how to use all the automation to make up for what he can't do.
Personally, I think that's a ****-poor way to do things.

Michael