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#71
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"Matthew S. Whiting" wrote: Have we forgot aviate then navigate? That's true, we haven't. So, if you can aviate and program a GPS box single-pilot IFR without an autopilot, sooner or later you will have more balls than you can juggle. Not so in the "old days" of tuning a VOR and selecting a course. |
#72
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Tarver Engineering wrote: The 707 was one fast airplane. I recall being the gear-person on a domestic fan on one nice, clear winter night, going from JFK to LAX. We had to shut down an inboard engine over PIT, because of an oil pressure problem. We descended to Fl 240, pushed the other three up a bit, arrived at LAX early with the same burn had we been at 350 with all four running. |
#73
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#75
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So, if you can aviate and program a GPS box
single-pilot IFR without an autopilot, sooner or later you will have more balls than you can juggle. Not so in the "old days" of tuning a VOR and selecting a course. Hmm. Do "we" really think that setting up and interpreting a VOR (or ADF) is easier than handling a moving map display? I STRONGLY disagree. A GPS requires much fewer mental balls to juggle than two VORs and an ADF. It's just newer technology, that's all. -- Thomas Borchert (EDDH) |
#76
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Having logged a bit of actual time, I subscribe to his viewpoint.
I'm not persuaded, probably because after I got out of service, where I had an AP, I flew a Cherokee without one for about 25 years, until getting a Warrior that had one. Yes, I was pretty damn busy at times, but only for short intervals. However, after experiencing an AP failure in IMC while flying to Boston last year, I certainly see the need to remain proficient at hand-flying. Balancing these competing goals (hand flying versus the safety of AP flying) is a challenge. I would recommend minimal use of the AP if one wants to gain maximum proficiency at flying the airplane on instruments. I don't see how one can become proficient at anything by NOT doing it. vince norris |
#77
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"vincent p. norris" wrote in message ... Having logged a bit of actual time, I subscribe to his viewpoint. I would recommend minimal use of the AP if one wants to gain maximum proficiency at flying the airplane on instruments. I don't see how one can become proficient at anything by NOT doing it. I guess those airline pilots must be really rusty, seeing how they fly on AP from about liftoff until just about touchdown? |
#78
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"Tom Sixkiller" wrote
I would recommend minimal use of the AP if one wants to gain maximum proficiency at flying the airplane on instruments. I don't see how one can become proficient at anything by NOT doing it. I guess those airline pilots must be really rusty, seeing how they fly on AP from about liftoff until just about touchdown? A good friend of mine (who taught me to fly multi after I bought my Twin Comanche) is a captain for the majors. According to him, this is exactly true of those airline pilots who fly the way you describe. It is not how he flies - even now that he's in the Airbus (which he hates - the planes he likes are the DC-9 and 727) he still makes it a point to hand-fly from takeoff until level in cruise and from FL180 to touchdown. When he flew the 727, he would ONLY use the A/P in level cruise. According to him, the guys who use the A/P all the time are the same ones who barely squeak through the checkrides, make ****ty approaches when they have to hand-fly, and can't wait to get into the Airbus where they can stop flying. My friend owned a Twin Comanche for years, flew it IFR extensively, and never bothered to install an A/P. After he finished training me, I flew night and IFR extensively - sometimes for hours at a time in the soup - single pilot and with no A/P. I eventually installed one when I got a good deal on a used one, and I use it a lot when in level cruise, in VMC, to reduce fatigue on long trips and listen to my CD player. I don't use it on short trips or in IMC. Fatigue isn't an issue on short trips, and I like to fly. As for IMC, I don't get enough as it is, so why would I share with the A/P? I always hand-fly from takeoff until level and trimmed out in cruise, and then hand fly from start of descent to touchdown. In my opinion, anyone who can't handle a reroute or find and brief an approach in IMC while hand-flying (meaning without A/P) has no business flying IFR anyway. Michael |
#79
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"Michael" wrote in message om... In my opinion, anyone who can't handle a reroute or find and brief an approach in IMC while hand-flying (meaning without A/P) has no business flying IFR anyway. And those who can't run a computer from the command line shouldn't be on one. :~) |
#80
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In article ,
"Tom Sixkiller" wrote: "Michael" wrote in message om... In my opinion, anyone who can't handle a reroute or find and brief an approach in IMC while hand-flying (meaning without A/P) has no business flying IFR anyway. And those who can't run a computer from the command line shouldn't be on one. :~) Command line? What's that? I thought the way you ran a computer was you put your deck of cards in the slot and waited for the greenbar printout to appear in your mailbox. |
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