You're never really trapped in ice. Eventually, you will fall out the bottom.
Looks like he was going 1g1 to KDED and went down in the area around 10g, i40 and 4i3.And the Bonanza...did he have an out other than down into terrain?
I don't think the GFC500 was ever installed in a factory plane other than the new Piper 100. I think the picture was a computer simulation. Registration says N451TD was a 2001 model, so it probably had an S-TEC 55, GNS430 and Sandel SN3308 HSI.I don’t know if the AP (looked like GFC 500 or a similar variant from the picture) had envelop protection or not, if it did, that should have taken over and kept the wings level . If it did have the envelop protection, the pilot disconnected the AP after it kicked in.
And the CAPS Pin
There is nothing wrong with hand flying approaches in IMC if you are confident you can execute them or at least have some outs. One should be proficient in both, AP and hand flying. It seems pretty evident that this pilot was not prepared to hand fly a busted approach. He picked the wrong time to do it with being way behind the airplane with very limited and unpredictable performance and w&b and in a long constant turn. Just not the time I would want to learn how the plane or I handle the situation .I have been criticized for hand flying all approaches. There seems to be an ethos for reliance on the automation. Cirrus has been a leader in that.
Back in my Baron/King Air days, I hand flew almost everything...except the one or two approaches per year on checkrides where I had to demonstrate autopilot proficiency. I struggled with those.I have been criticized for hand flying all approaches. There seems to be an ethos for reliance on the automation. Cirrus has been a leader in that.
I have been criticized for hand flying all approaches. There seems to be an ethos for reliance on the automation. Cirrus has been a leader in that.
I have been criticized for hand flying all approaches. There seems to be an ethos for reliance on the automation. Cirrus has been a leader in that.
If you have an autopilot you should be proficient at both and both are perishable skills so both should be practiced. My take anyway.
It does take too much practice to turn on the autopilot, especially the older legacy units. I let the A/P do its thing on the initial parts of the approach where I am getting everything set up and getting my mind into it. When the final vector is received or we are on the intercept to the final approach path, the A/P comes off. It hasn't failed me yet, and I still know how to turn it on to make a check pilot happy.
I have no idea what your experience is or what you fly. But the newer ones will fly an approach down to minimums, then fly the missed for you. Getting it to do that is a lot more than turning it on and off, maintaining proficiency is important. No one should ever let hand flying skills deteriorate, I practice both.
The most mind boggling part. You have a freaking get out of jail card right next to you and you choose not to use it. Did the pilot go through CSIP training?The saddest part: pin still in CAPS.
Over 9000TT with extensive 135 pax and cargo in Great Lakes and SE Alaska, as single pilot IFR.
But as others have noted, you need he level of proficiency with your automation to make sure that you actually tell it to do what you want it to do...it’ll do what you tell it, even if that’s wrong.That's a good point. Leaving a little uncontrolled airport in the middle of no where is a lower work environment than leaving even a busy delta with charlies and a bravo nearby, where you are immediately vectored then given the old route change let me know when you are ready to copy spiel.