Single pilot IFR without autopilot

[Marc_B]

I think we can all agree that single pilot IFR in IMC is a challenge, and it takes more than a casual approach to be actually proficient.  Given the equipment can vary from one aircraft to another, proficiency definitely isn't universal either.  I know that the CFII's on the forum have their typical flow, and an IPC has criteria.  But curious to see everyone's "list" of the tasks and proficiency items they routinely train...

Hand flying:  if you're not good at handflying, then IFR (especially without an autopilot) will be difficult even on a good day.  Exercising your ability to hold heading and altitudes with precision is a foundation of flight and basic requirement of IFR.

Automation:  knobology and fluid use of the equipment in your aircraft using GPS with autopilot; understanding "gotchas" and quick recognition of issues; understanding failure points and what those do/look like.

Navigation:  knobology and fluid use of the GPS to load approaches, sequence flight director, and ensure your GPS is directing what you think it should.

Communication:  frequent flights utilizing ATC efficiently; filing IFR routinely, getting flight following; following ATC direction quickly and efficiently, and developing the language/vocabulary to communicate effectively.

Approaches:  not all approaches are the same and it's easy to be lulled into a common flow that doesn't reflect approaches seen IRL.  HILPT, procedure turns, short FAF segments, high angles of descent required, TAAs...lots of "quirks" that may not be found at your 'home drome'.

Weather:  HUGE aspect of IFR is the potential for icing, convection, unforecast deterioration, delays, etc. all the way to the big "Go-No Go" question at the beginning of the flight; how to effectively use inflight resources for weather, ABS-b, XM, ATC input; formulating contingency plans and strategies for success.

Emergency procedures:  having a firm grasp of what systems can fail, what that effects, and how it appears to the pilot; having effective contingency plans when equipment fails or issues arise.

Safety practices:  learning from the mistakes of others; rehearsing procedures (both routine and emergency) frequently to minimize hesitation, maximize outcome, and work effectively.

Deliberate practice:  excellence in aviation isn't a mistake and doesn't occur casually.  Flight "muscles" atrophy with disuse, whether this is a maintenance downtime vs you've flown enough you don't "train" with the same intent and intensity that you once did...

 

I don't think you can even come close to "working" all of these with just a simple IPC, and we all could probably benefit from working the groups that we don't work routinely.  It also makes me realize the HUGE potential for working these through SIMULATION that emulates real world flying.  ESPECIALLY when it comes to emergency procedures.  There are many failures that you shouldn't perform in a real aircraft that would be super helpful to perform with simulation!

I'd love to see a simulation center for GA that could be set up to mirror different aircraft both in flight profile as well as equipment, that would allow a more realistic experience for sim training.  I'm surprised that some of the companies like Real Sim Gear don't have a demo center where they can set up modular examples of your aircraft, sell you training and sim time, and offer a discount to encourage you to take their equipment home with you.  Garmin has their own OnSite training as well as online modules.

For me, this is one of the "fun" aspects of flying...training the mental just as much as the tactile.

 

[hazek]

18 minutes ago, Marc_B said:

It also makes me realize the HUGE potential for working these through SIMULATION that emulates real world flying. 

I haven't started my instrument training yet but I was hopping that when I do that I can practice procedures at home in X-Plane just like I do now sometimes even for VFR flying. Are X-Plane and MSFS not good enough for that purpose?

[kortopates]

I haven't started my instrument training yet but I was hopping that when I do that I can practice procedures at home in X-Plane just like I do now sometimes even for VFR flying. Are X-Plane and MSFS not good enough for that purpose?

They can be very helpful during training and for maintaining proficiency. But they don’t count for logging training time nor for currency. So most, if you’re going to spend the time on a sim anyway, would prefer to use a sim legal for logging approaches like a Redbird. I have had several students that own a Redbird and it really helped them.
I also teach an advanced IFR class at the local college on the Redbirds so i really believe in there use.


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[hazek]

Very interesting: https://simulators.redbirdflight.com/products/topic/simulators

Would you know if these are loggable also under EASA? It seems not: https://simulators.redbirdflight.com/certification/easa

[Marc_B]

8 minutes ago, kortopates said:

So most, if you’re going to spend the time on a sim anyway, would prefer to use a sim legal for logging approaches like a Redbird.

It's a catch 22...if you're just after ability to log & count towards currency, the existing FAA BATDs work fine.  But my thought was from the standpoint of using simulation to do the things that you wouldn't or couldn't do in real life (or couldn't do as easily/rapidly.  i.e. equipment failures, partial panel, GPS outages, quirky approaches, planned malfunctions, etc.

You could set up scenarios to get multiple repetitions and alter minor changes in a way that wouldn't be as easily done in the cockpit.  The more realistic training scenarios I'm referring to may not count towards "log time" but would absolutely contribute to building proficiency.

Here is where I feel that there is a HUGE opportunity for aviation training that could be filled with existing technology, but leveraged towards more than just a single pilot purchasing $5-7k of equipment and only using self guided practice.

[kortopates]

It's a catch 22...if you're just after ability to log & count towards currency, the existing FAA BATDs work fine.  But my thought was from the standpoint of using simulation to do the things that you wouldn't or couldn't do in real life (or couldn't do as easily/rapidly.  i.e. equipment failures, partial panel, GPS outages, quirky approaches, planned malfunctions, etc.
You could set up scenarios to get multiple repetitions and alter minor changes in a way that wouldn't be as easily done in the cockpit.  The more realistic training scenarios I'm referring to may not count towards "log time" but would absolutely contribute to building proficiency.
Here is where I feel that there is a HUGE opportunity for aviation training that could be filled with existing technology, but leveraged towards more than just a single pilot purchasing $5-7k of equipment and only using self guided practice.

Agreed, one great opportunities with the sim is to practice both VFR and IFR emergencies and system failures. Like loosing the engine IMC or VFR, and flying IFR with failed instruments. These are more easily conducted as dual sim time i.e. with an instructor doing a rehearsed scenario. But pilot with their own sim can also accomplish a lot of this; especially with the programming capabilities of the Redbird.


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[Pinecone]

23 hours ago, Marc_B said:

I'd love to see a simulation center for GA that could be set up to mirror different aircraft both in flight profile as well as equipment, that would allow a more realistic experience for sim training.  I'm surprised that some of the companies like Real Sim Gear don't have a demo center where they can set up modular examples of your aircraft, sell you training and sim time, and offer a discount to encourage you to take their equipment home with you.  Garmin has their own OnSite training as well as online modules.

For me, this is one of the "fun" aspects of flying...training the mental just as much as the tactile.

 

There used to be training centers set up in strip malls that did ground school and had ATC-510 desktop units.  I used one to practice a couple of NDB approaches before a flight to an airport with only NDB.  I had my instrument rating through military training, so had never done one.

These shops did not last long.

https://inspire.eaa.org/2022/02/16/eaas-attic-atc-510-personal-flight-simulator/

 

[Pinecone]

My local FBO has an ALSIM250 AATD.  The SE Complex is an Arrow, but I find if I leave the prop full forward and run high power settings, it can do speeds similar to my normal speeds in my 252.

But the avionics are not similar.  You can do a PFD tape based instrument panel, but no moving map. It does have a GTN-650.

While I appreciate a sim just like the real airplane, I believe that you can get a LOT of benefit flying any sim.

[dkkim73]

On 5/4/2025 at 5:15 AM, M20F said:

I have over 200hrs in a SR22 and it is without a doubt the hardest plane to hand fly that I have come across.  I doubt I could pass an IPC in one flying by hand.  If the auto trim went for sure I couldn’t. 

You just made me glad I didn't go the SR22T route. Stability is safety, at least in my little patch of IMC world...

[Ethan]

I feel strongly that one MUST be able to hand-fly proficiently to step out into ifr (hard or light). Relying on the autopilot is dangerous and a dead autopilot while being a hassle, should never be an emergency. Autopilots fail. My GFC 500 has failed more than once. Single pilot IFR is hard, but practice makes it easy. If you feel you are “behind the airplane” every time you hand-fly, you need more practice. Scan, interpret, control, what do I need to do next? 
When I fly, I hand-fly the departures and approaches and use the autopilot for cruise. When I practice, I hand fly 90% of the approaches because when the automation quits, I want to be perfectly comfortable flying the airplane.

[Pinecone]

3 hours ago, Ethan said:

Autopilots fail. My GFC 500 has failed more than once. Single pilot IFR is hard, but practice makes it easy. If you feel you are “behind the airplane” every time you hand-fly, you need more practice. Scan, interpret, control, what do I need to do next? 
When I fly, I hand-fly the departures and approaches and use the autopilot for cruise. When I practice, I hand fly 90% of the approaches because when the automation quits, I want to be perfectly comfortable flying the airplane.

What kind of failures have you had?

I do almost all my practice approaches hand flown.  But do a coupled approach ever so often to remember how it goes.  I also fly a hand flown, with flight director every so often also.

[Z W]

I've had the trim servo go out twice on my GFC500 since it was installed in 2020. Replaced both times by Garmin under warranty, the last time with all the rest of the servos too. Supposedly new part design fixed it.

Last week I was shooting a night approach, coupled. Got a trim flag warning from the AP, and then when I deployed the third notch of flaps, the plane started to drop below glideslope. Kicked the autopilot off, found the plane out of trim nose down. When to turn the trim wheel, found the loose passenger seatbelt had wedged itself in there and made it hard to turn. Could still spin it but the resistance was apparently enough to overcome the autopilot servos. Note to self - secure the passenger seatbelt when flying solo.

The autopilot is a great tool but I would not be happy flying around uncertain if I could hand fly any approach. If I ever felt that way I would seek more training.

[Hank]

2 hours ago, Z W said:

I've had the trim servo go out twice on my GFC500 since it was installed in 2020. Replaced both times by Garmin under warranty, the last time with all the rest of the servos too. Supposedly new part design fixed it.

Last week I was shooting a night approach, coupled. Got a trim flag warning from the AP, and then when I deployed the third notch of flaps, the plane started to drop below glideslope.

Wow! I only have flap markings for Up, Takeoff and Landing. I rarely use Landing flaps, mostly when dead calm; in IMC on approach, I use Takeoff Flaps and drop gear to initiate the descent. More flaps only with the runway in sight and high enough that reducing throttle isn't enough--that's when I'm very happy for infinitely adjustable flaps instead of fixed detents.

[Ethan]

Once, my roll servo quit during flight, triggering the servo warranty repair. I had a GPS degradation (from CMEs) turn off my autopilot uncommanded. I had a failure where the autopilot would repeatedly activate the TOGA setting in cruise flight, pitching the nose up. I had to pull the A/P breaker for that failure and didn’t have electric trim for the entire flight. 
 

I love the GFC 500, but it’s not perfect. I like being a competent back-up when it fails.

[Z W]

1 hour ago, Hank said:

Wow! I only have flap markings for Up, Takeoff and Landing. I rarely use Landing flaps, mostly when dead calm; in IMC on approach, I use Takeoff Flaps and drop gear to initiate the descent. More flaps only with the runway in sight and high enough that reducing throttle isn't enough--that's when I'm very happy for infinitely adjustable flaps instead of fixed detents.

Mine are infinitely adjustable with the same markings and I was not really correct in saying "third notch" but that's how I think of it when I lower them halfway between the "takeoff" marker and the full flap position. It's a useful flap setting to have in some circumstances, mostly for adjusting speeds on approaches.

[Pinecone]

To be clear, I am FIRMLY in the camp that you should be comfortable and able to hand fly the entire flight.

I had maybe 15 minutes of time using an autopilot until I got my Mooney.  And I still hand fly 90% of my practice approaches.

[201Mooniac]

1 hour ago, Pinecone said:

And I still hand fly 90% of my practice approaches.

To be honest, most of my practice approaches in the airplane are on AP as I practice my hand flying of both enroute and approaches in the simulator and the automation and buttonolgy in the airplane as the simulator doesn't have the same avionics.  That's not to say I don't hand fly the airplane as well but when practicing I want to make sure I'm very proficient in exactly how all of the fancy gadgets work to make sure they are always taking me where I want to go.