Let "George" Do It

Let “George” Do It

FLYING Staff

Friday, September 04, 2009 at 08:00 AM ET

Verified

Key Takeaways:

The author's experience flying IFR without a working autopilot highlighted its critical role in reducing pilot workload, preventing deviations, and ensuring safety, especially for single pilots in actual instrument meteorological conditions (IMC).
A flight review provided crucial procedural insights, including using "hold for release" clearances to avoid rushing pre-flight checks and employing clear, concise radio phraseology for altitude changes.
Valuable aerodynamic lessons were learned for safe maneuvering in confined spaces (reducing airspeed and carefully increasing bank) and optimizing emergency glide distance by setting the propeller to coarse pitch.
Thorough pre-flight decision-making for approaches should always consider all available options, including those with lower minimums or additional aids, rather than solely focusing on wind conditions.

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I admit it, I’m spoiled. For a 33-year-old airplane my Cessna Cardinal RG is very well equipped. Fitted with a Garmin (née UPS) GNS 480 navigator, a Garmin GMX 200 multifunction display and an S-Tec System 30 autopilot with a Pitch Stabilization System, my airplane doesn’t give up a whole lot to the new kids on the block with their Avidyne Entegras or Garmin G1000s and GFC 700 autopilots. Sure there are some nice advantages to the boxes with the latest technology, but we got along without them very well before we met them and we can get along without them now.

For years I flew my Cardinal single-pilot in instrument meteorological conditions (IMC) with a pair of VORs and an aging Cessna Navomatic 300A autopilot that with luck and constant monitoring would hold a heading. Theoretically capable of intercepting and tracking a VOR or localizer course, it rarely deigned to add those functions to its to-do list.