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#1
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STICKMONKE wrote:
I got my IFR rating 7 months ago. I use the KAP140 autopilot a lot. From climb-out to MDA/DA. I find it really helps in my management of the plane and the IFR flight. I am interested in comments regarding the pros and cons of a heavy use/reliance on the autopilot. With a panel mount IFR GPS, you can easily fail to do a traffic watch or perhaps properly control the airplane when not using an autopilot. |
#2
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![]() "Sam Spade" wrote in message news:Q5F6g.175210$bm6.21298@fed1read04... With a panel mount IFR GPS, you can easily fail to do a traffic watch or perhaps properly control the airplane when not using an autopilot. Why would a panel mount GPS make much difference, compared to a hand held, or VOR/airways vector? |
#3
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Matt Barrow wrote:
"Sam Spade" wrote in message news:Q5F6g.175210$bm6.21298@fed1read04... With a panel mount IFR GPS, you can easily fail to do a traffic watch or perhaps properly control the airplane when not using an autopilot. Why would a panel mount GPS make much difference, compared to a hand held, or VOR/airways vector? I was referring to IFR operations with IFR equipment. A panel mount is much more difficult to operate than a FMS/LNAV platform. "VOR/Airways vector?" I am not sure I understand your question. Is it one question or two? Setting up a VOR airway is a much simpler task than programing an airway on a non-airway-database panel mount. Once everything is set up and underway there is little difference in the task of VOR or panel-mount GPS navigation. But, everytime something significant has to be changed, it requires more concentration and cross-check to program the panel mount than a VOR set. Vectors are vectors. |
#4
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![]() "Sam Spade" wrote in message news:lZJ6g.175221$bm6.68992@fed1read04... Matt Barrow wrote: "Sam Spade" wrote in message news:Q5F6g.175210$bm6.21298@fed1read04... With a panel mount IFR GPS, you can easily fail to do a traffic watch or perhaps properly control the airplane when not using an autopilot. Why would a panel mount GPS make much difference, compared to a hand held, or VOR/airways vector? I was referring to IFR operations with IFR equipment. A panel mount is much more difficult to operate than a FMS/LNAV platform. Okay, that makes sense (for someone not well versed in the GPS's operation). "VOR/Airways vector?" I am not sure I understand your question. Is it one question or two? Two (either/or) Setting up a VOR airway is a much simpler task than programing an airway on a non-airway-database panel mount. Once everything is set up and underway there is little difference in the task of VOR or panel-mount GPS navigation. But, everytime something significant has to be changed, it requires more concentration and cross-check to program the panel mount than a VOR set. Vectors are vectors. Sam, you're one of the most knowledgable people in here, but your communications (writing) leaves much to be desired by those of us that don't read minds (intentions, contexts). |
#5
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Matt Barrow wrote:
"Sam Spade" wrote in message news:lZJ6g.175221$bm6.68992@fed1read04... Matt Barrow wrote: "Sam Spade" wrote in message news:Q5F6g.175210$bm6.21298@fed1read04... With a panel mount IFR GPS, you can easily fail to do a traffic watch or perhaps properly control the airplane when not using an autopilot. Why would a panel mount GPS make much difference, compared to a hand held, or VOR/airways vector? I was referring to IFR operations with IFR equipment. A panel mount is much more difficult to operate than a FMS/LNAV platform. Okay, that makes sense (for someone not well versed in the GPS's operation). "VOR/Airways vector?" I am not sure I understand your question. Is it one question or two? Two (either/or) Setting up a VOR airway is a much simpler task than programing an airway on a non-airway-database panel mount. Once everything is set up and underway there is little difference in the task of VOR or panel-mount GPS navigation. But, everytime something significant has to be changed, it requires more concentration and cross-check to program the panel mount than a VOR set. Vectors are vectors. Sam, you're one of the most knowledgable people in here, but your communications (writing) leaves much to be desired by those of us that don't read minds (intentions, contexts). How have I failed to communicate? |
#6
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![]() "STICKMONKE" wrote in message ... I got my IFR rating 7 months ago. I use the KAP140 autopilot a lot. From climb-out to MDA/DA. I find it really helps in my management of the plane and the IFR flight. I am interested in comments regarding the pros and cons of a heavy use/reliance on the autopilot. Just like the cruise control on your car, there's times to use and times not to. For departure, it's highly recommended to enhance your concentration on the traffic scan. Same for approaches. OTOH, don't forget how to handle things when the AP goes tits up. At least you don't have the King AP/FD-150...a POS. Remember, too, that people have fallen asleep with the cruise on their cars (and at cruise with the AP...been there, done that one :~( ). On departure, use airspeed hold, rather than Rate of Climb if the 140 has it. If not, monitor your AS/ROC. |
#7
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In article ,
"STICKMONKE" wrote: I got my IFR rating 7 months ago. I use the KAP140 autopilot a lot. From climb-out to MDA/DA. I find it really helps in my management of the plane and the IFR flight. I am interested in comments regarding the pros and cons of a heavy use/reliance on the autopilot. The only real con of the autopilot is that it's too easy to become dependent on it and let your hand-flying skills degrade to the point there you're in trouble if George quits. Turn it off every once in a while and hand-fly to stay in shape. Don't just click on the A/P and zone out. Take advantage of the workload reduction it gives you to stay further ahead of the airplane. Pull out those approach charts earlier and brief the approaches you might end up doing. Get on the radio and talk to Flight Watch to find out what the weather is up ahead. Update your flight planning to make sure that re-route ATC gave you didn't eat into your fuel budget too much. And, above all, keep up your instrument scan! If George wigs out and puts you into an unusual attitude, you've still got to recognize it and recover. |
#8
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They sure are nice on a long trip. I always fly my climbouts and
approaches by hand though. Don't get rusty at hand flying, whatever you do. And learn your autopilot failure modes... |
#9
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Degrading hand-flying skills while using the AP? I've got the solution to
that one! My AP ain't so good. Only roll control and my plane takes rudder action to make anything happen. Flying with the AP takes about as much hand-flying skills than without. However, at least it won't let the roll get away from me, if I were to get distracted for a few seconds. But, if I'm not paying attention, it will be in a skid in no time as it tries to turn but can't without a little rudder help. With the AP on, I can spend more time watching outside or looking at charts and glance at the turn coordinator and altimeter until I resume my normal, full scan. My AP is best when it's calm. Of course, in that situation, the plane flies about the same no hands and no AP. When it's turbulent, I can hand fly better than my AP. But it does lighten the workload until I start feeling seasick with the wandering back and forth. -- ------------------------------- Travis Lake N3094P KPWK "Roy Smith" wrote in message ... In article , "STICKMONKE" wrote: I got my IFR rating 7 months ago. I use the KAP140 autopilot a lot. From climb-out to MDA/DA. I find it really helps in my management of the plane and the IFR flight. I am interested in comments regarding the pros and cons of a heavy use/reliance on the autopilot. The only real con of the autopilot is that it's too easy to become dependent on it and let your hand-flying skills degrade to the point there you're in trouble if George quits. Turn it off every once in a while and hand-fly to stay in shape. Don't just click on the A/P and zone out. Take advantage of the workload reduction it gives you to stay further ahead of the airplane. Pull out those approach charts earlier and brief the approaches you might end up doing. Get on the radio and talk to Flight Watch to find out what the weather is up ahead. Update your flight planning to make sure that re-route ATC gave you didn't eat into your fuel budget too much. And, above all, keep up your instrument scan! If George wigs out and puts you into an unusual attitude, you've still got to recognize it and recover. |
#10
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The biggest "con" I've observed is that it sometimes gives the
passengers the impression that you're not working hard enough. I actually had a passenger say to me, "What am I paying you all this money for? This is easy, you're just pressing buttons! I could do that myself!" |
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