Hand flying in sustained, hard IMC

[Bonchie]

Coming home yesterday I realized I'm just not that good at it. I don't mean a mundane layer, shooting at approach with a 2k foot let down in the clouds or something, but rather extended cruise and climbs/descents in buildup (that'll eventually be afternoon T-storms) that spans from 3k AGL to 9k feet while getting smashed around.

I'm not "unsafe," but I'm getting to where I don't even want to go into elongated, turbulent IMC in my autopilot-less 182. It's just not fun and I feel like I'm working myself too hard doing it.

Do any of you have hard limits for hand-flying in IMC that you won't do unless you have an autopilot? Or am I just a baby

 

[Clark1961]

Coming home yesterday I realized I'm just not that good at it. I don't mean a mundane layer, shooting at approach with a 2k foot let down in the clouds or something, but rather extended cruise and climbs/descents in buildup (that'll eventually be afternoon T-storms) that spans from 3k AGL to 9k feet while getting smashed around.

I'm not "unsafe," but I'm getting to where I don't even want to go into elongated, turbulent IMC in my autopilot-less 182. It's just not fun and I feel like I'm working myself too hard doing it.

Do any of you have hard limits for hand-flying in IMC that you won't do unless you have an autopilot? Or am I just a baby

One of my personal requirements is a functioning autopilot for single pilot IFR in IMC. That said if it is nasty bouncing IMC the autopilot is going to have fits. The best action is to get out of the crap if at all possible. Sometimes yer just stuck. Best bet seems to be fly early in the day.

 

[Bonchie]

One of my personal requirements is a functioning autopilot for single pilot IFR in IMC. That said if it is nasty bouncing IMC the autopilot is going to have fits. The best action is to get out of the crap if at all possible. Sometimes yer just stuck. Best bet seems to be fly early in the day.

Yeah, I was stuck because Meridian approach (and later Memphis Center) had fighter trainers buzzing around and they would't let me go up or down until they left the area. That was a good 30 minutes. I eventually got up to 11k feet and above it all. I always fly early but this was a 6.5 hour trip so the tail end had me in the typical SE US summer build up going into the afternoon.

I'm thinking about just having a hard minimum that I'm not going to hand fly in IMC if it's extended. Just doesn't feel like it's worth the work load or extra risk.

Eventually, we are looking at putting the new TruTrak AP in it once it's certified for the 182. The price is just too good.

 

[bradg33]

My Twin Bonanza doesn't have an autopilot, and I do try to avoid sustained IMC, but the airplane trims out well enough I can manage if I have to. Definitely not my preference, but I'm not cancelling a flight over it either.

 

[Clark1961]

Yeah, I was stuck because Meridian approach had fighter trainers buzzing around and they would't let me go up or down until they left the area. That was a good 30 minutes. I eventually got up to 11k feet and above it all. I always fly early but this was a 6.5 hour trip so the tail end had me in the typical SE US summer build up going into the afternoon.

I got caught by the crap in Houston once. Arrived from the northwest and got the big circle around the south side to get to EFD. ATC was nice and volunteered that deviating left or right of course would be fine. Unfortunately the only way to avoid the crap was higher or lower. I couldn't descend to get out of the crap because of MVA and the aluminum tubes were above me. It was a miserable 20 minutes. Broke out right over EFD and got a quick clearance for a visual approach. Was really glad the Kota will drop like a rock when ya want it to.

 

[tspear]

Done it many times. Never had much of an issue, both in a Cirrus SR20 and an Aerostar. Only real concern was if the clouds were building toward significant convective weather.
It goes against the grain for many, but to make it easier for yourself, as for a block altitude. In that situation, they likely would have given you a two or three K block. The advantage is you can then fly the attitude indicator and be a lot slower on the controls to adjust for altitude deviations.

Tim

 

[Bill Watson]

No one does it well or feels good doing it. I spent a few years flying an underpowered, low wing loaded, AP-less, pre-NEXRAD Maule up and down the eastern seaboard. I allowed myself to enter more than a few summer build-ups informed only by many years of soaring the same conditions at lower altitudes.

Seems like a damn fool enterprise now.

First came the first glimpse of NEXRAD imagery via CheapBastad software on a Palmpilot. The game quickly changed and brightened with the advent of the G396 with XM Wx. Now I could see around corners and far down range. Most of that stuff was easily circumvented even in my 113 Knot Maule.

Then I moved up to my RV10 and learned the benefits of speed, excess power (climb rate), and a capable autopilot. Combined with NEXRAD, I simply don't fly in that stuff any longer. And I complete virtually all missions.

I'm guessing you are currently at the top of your handflying game simply because you have to be. But are you using all the capabilities available to you? The 182 has enough oomph for summer flying in the east (not sure where you fly). See and avoid is my strategy. During the summer it's an everyday thing in the SE but it generally works. Even mid to late day when I stupidly do most of my flying.


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[MauleSkinner]

The Law of Exercise says that which is most used is best remembered.

The first corollary is "if you don't use it, you lose it".

1. Practice

2. Practice

3. Practice

4.as Brad said, take advantage of good trimming habits.

 

[Llewtrah381]

My Warrior has a basic single-axis (roll) autopilot and I've wanted altitude hold for a good while. Instead I have an Altilert, which is a $150 gizmo with a blind encoder that you turn on at your desired altitude and flashes a red light if you're +/- either 50 or 100 ft and beeps at +/- 100 or 200. That has been a huge help, especially in the situations you described. If you come across one (I think the company's out of business) or someone knows of an iPhone app with similar features I recommend it.

 

[Bill Watson]

Eventually, we are looking at putting the new TruTrak AP in it once it's certified for the 182. The price is just too good.

You'll really like the TruTrak.


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[jordane93]

AP is nice to have but I probably won't scrub a flight even in hard IMC if it's inop

 

[Bonchie]

You'll really like the TruTrak.


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I'd like an STEC 55 as well if it didn't cost 20k.

 

[Ted]

No one does it well or feels good doing it.

I'll be the lone one to disagree. I look forward to those flights and enjoy them. In fact I usually only use the AP in VMC and specifically kick it off before entering IMC to hand fly.

Unfortunately in the 414 you don't get extended periods in IMC, but I routinely spent hours on end hand flying in the Aztec, 310, Navajo, and other birds that lived <10k. I loved it. Those APs were junk anyway. But I also enjoy hand flying and have had plenty of 10-hour days of it. Even in planes with functioning APs, I would hand fly 10 hour days just for fun. Yes, I realize that I'm not what what some would call normal. I've also failed instruments on myself in night IMC for practice.

Now, to the OP, you don't get to that point overnight, it takes practice. I would encourage you (and everyone) to do as much hand flying in actual as you can do comfortably. Your ability and comfort will build over time if you do that. If you do the AP-on all the time mode that some do, then you'll have the opposite happen. Don't feel badly about this - that part is normal.

It DOES get tiring at first. But build your way up and it will get less tiring with time. Now it's just second nature for me, but you have to work to get there.

 

[simtech]

When flying around here during the summer I pretty much try like mad to stay out of the clouds. Bumpy and uncomfortable to say the least. For me it's either above or below during the summer afternoon build ups and especially with the wife on board. She hates being in the clouds even if it's a smooth stratus layer.

 

[Topper]

I am not afraid to hand fly IFR, however I will not purchase a plane with out a good autopilot (unless I planned to install one). I agree with Ted that it can be fun and is a great skill, but when you travel for business or family to a vacation spot, I prefer to not less fresh from the hand flying. Just my .02.

 

[Brad Z]

Coming home yesterday I realized I'm just not that good at it. I don't mean a mundane layer, shooting at approach with a 2k foot let down in the clouds or something, but rather extended cruise and climbs/descents in buildup (that'll eventually be afternoon T-storms) that spans from 3k AGL to 9k feet while getting smashed around.

I'm not "unsafe," but I'm getting to where I don't even want to go into elongated, turbulent IMC in my autopilot-less 182. It's just not fun and I feel like I'm working myself too hard doing it.

Do any of you have hard limits for hand-flying in IMC that you won't do unless you have an autopilot? Or am I just a baby

That's probably the most exhausting IFR flying you can do. I tried to avoid sustained flight in IMC, autopilot or not. Generally an altitude change can get me below, above, or in between layers at least. Widespread convective IMC for long periods of time with tops that I can't fly out of would make me reconsider the flight. The "F" from IMSAFE and all.

 

[GMascelli]

On trips to the Midwest and Florida I had to slog through IMC, hand flying. I enjoy it, when on my game. Due to surgery and not many hours this year I wouldn't attempt hard IFR for any extended period.

I'm so looking forward to getting back on my A game as I build my time. All this said, I still wouldn't mind an auto pilot for those busy times in IMC.

 

[Bill Watson]

Ted, I stand corrected and perhaps even a bit inspired.

I did enjoy exercising those skills in my 40s though I'm a bit less enthusiastic in my 60s.

On many days flying over the Appalachians I wish I could shed the engine, lengthen the wings, load 'em with ballast and get down in the tree tops at high rates of speed.... but then I wake up with the AP keeping course and the Lyc droning along. Oh well


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[Tantalum]

I wasn't going to comment because I don't have much actual IMC time, but @Ted DuPuis post made me think that I can't be the only one thinks this

I have an irrational fear that the autopilot will cause me to lose situational awareness, esp in IMC. I don't have much actual IMC time, but what I do have has always been without AP. I've also heard, that at least in the typical century IIB and Stec autopilots that have been in the GA planes I fly they don't do well in turbulence.. so the threat of it kicking off in some funky attitude in IMC would also scare me more than just hand flying it. Even in mild turbulence they've seemed to wallow around a bit

Maybe in a couple hundred more hours or after I have some longer IMC ordeals like the OP described that will change my opinion. But for now, once the plane is trimmed out well being without AP helps keep me situational aware. Ironically I feel like it forces me to stay ahead of the game, esp in IMC

The Cirrus flights I've done with other pilots have always wondered why I don't take judicious advantage of the AP. Maybe I should, but hand flying is fun, that's the whole reason I got a license was so I could fly. But again, maybe I just don't have enough time yet and am still in the "honeymoon phase" of aviation (despite almost 15 years of flying)

 

[Tantalum]

On many days flying over the Appalachians I wish I could shed the engine, lengthen the wings, load 'em with ballast and get down in the tree tops at high rates of speed

I have a total of maybe 2 hrs of sailplane time, but that was by far the coolest and funnest two hours I've had flying

 

[Let'sgoflying!]

"I won't fly imc without an A/P"
"I don't want to get where I am so reliant on an A/P that I reject flights because I don't have it"

Right now I am in the latter group for one plane (1900hrs on that plane with no A/P, some long stretches in weather at night). And in another plane it would be too much of a handful so it is the former group.

 

[gsengle]

I'm less afraid for my safety hand flying and I do it enough to stay proficient, I'm more afraid of busting an altitude and getting slapped by ATC. So I spend 90% of time in IMC babysitting Otto.


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[Bonchie]

Maybe in a couple hundred more hours or after I have some longer IMC ordeals like the OP described that will change my opinion. But for now, once the plane is trimmed out well being without AP helps keep me situational aware. Ironically I feel like it forces me to stay ahead of the game, esp in IMC

The problem with IMC in the summer in the south is that it's all early convective stuff from around lunch and only gets worse into the afternoon. So you gets lots of wild lifting forces and it's thick layers. Makes it a ton of work to hold altitude even if trimmed. You can be 200 feet off in a second.

Then throw in necessary distractions like reaching over to tune a radio, take a route amendment, brief and approach, etc. and I just find it a ton of work to stay on my numbers in those conditions hand flying.

When I lived in the NE, IMC (when icing wasn't a factor of course) was more mundane usually.

 

[kgruber]

They allow "non-autopilot" Part 135. But.............you have to have a trained and FAA certified copilot.

We did that for years. Sent quite a lot of copilots to the airlines after getting 3-500 legal/loggable turbine time.

 

[Tantalum]

The problem with IMC in the summer in the south is that it's all early convective stuff from around lunch and only gets worse into the afternoon. So you gets lots of wild lifting forces and it's thick layers. Makes it a ton of work to hold altitude even if trimmed. You can be 200 feet off in a second.

Then throw in necessary distractions like reaching over to tune a radio, take a route amendment, brief and approach, etc. and I just find it a ton of work to stay on my numbers in those conditions hand flying.

Definitely sounds like a handful, and the IMC stuff I've flown in in socal have been remarkably smooth (knock on wood). So I can definitely appreciate how taxing that could be not just staying oriented, but then working with ATC, navigation, etc. I have often wondered about altitude deviation in strong turbulence in our small planes. Around here turbulence from the mountains can get pretty heavy and extend a fair ways downrange of the mountains. Definitely seen the VS get a mind of its own

 

[Rykymus]

I find hand-flying in hard IMC for prolonged periods exhausting and stressful, but then again, I'm still pretty new at it. Ted makes a good point, and it seems kind of obvious when you think about it, since it was the same way with everything else we had to learn. I remember how exhausting just flying was in the beginning.

I can hand-fly hard IMC, and usually have to because it's more work to keep adjusting the throttle and/or trim every time the autopilot chirps at me cuz it can't deal with the stresses. But I still wouldn't fly IMC without an AP. When you need the relief, it's indispensable. Especially if you start to lose your sense of which way is up!

Just because it can be used as a crutch, doesn't mean it has to be one.

 

[Brad Z]

Nice stable IMC associated with a widespread low pressure system is one thing. Flying continuously in and out of building cumulus, getting bounced around, is not much fun. The former I'll seek out even when I don't have anywhere to go, just to get some instrument approach practice in. The latter is uncomfortable, and the turbulence usually means I'm hand flying whether I want to or not. The good news is that on the East Coast I can usually avoid the latter for long periods of time.

 

[midlifeflyer]

I'll be the lone one to disagree. I look forward to those flights and enjoy them. In fact I usually only use the AP in VMC and specifically kick it off before entering IMC to hand fly.

At the AOPA fly-in last year in North Carolina, there was a talk about IFR flight. One comment the speaker made was that true proficiency meant you don't care whether the weather is VMC or IMC.

But a lot of that is based on so many individual factors. Experience, of course, both long-term and recent, but also age, fatigue, stress factors, and mental distractions unrelated to the flight itself.

A few years ago, I did a 5.2 hour PilotsNPaws flight, just over an hour in the clouds. Preflighting the airplane, I discovered the autopilot has been marked inop, so I hand flew it all. It was fun, but I'm certainly not complaining most of the instrument flight conditions was in the first half of the flight and not the latter part.

 

[blueskyMD]

I love my auto pilot and its no go in IMC if Otto is not working properly. I do hand fly in IMC every now and then for few minutes just to stay current but any distraction Otto take over. I am surprised with some distraction how easy it is to put the plane in 45-60 d roll. It just takes few seconds. I even fly entire approach with autopilot engaged ( I have glide slope hold with GPSS steering which can fly airplane all the way to numbers )

 

[MauleSkinner]

They allow "non-autopilot" Part 135. But.............you have to have a trained and FAA certified copilot.

We did that for years. Sent quite a lot of copilots to the airlines after getting 3-500 legal/loggable turbine time.

...but there's no thing that says you HAVE to use the autopilot on the line even without a copilot. I e got a couple thousand hours of single pilot IFR hand flying under 135...including some of the only trips where I went into the clouds at 100 feet and exited the clouds at 100 feet a couple of hours later.

 

[Zeldman]

I have flown IMC in singles without an A/P. In the summer bumps it wasn't fun, but still doable most of the time.

The company requires A/P use in IMC, or two pilots up front if the A/P is not working.

Yes, flying IMC by hand can get tedious and exhausting, and it can get busy especially on the approach when ATC is talking to you while trying to intercept a course while descending and keeping a constant air speed.

Just because I use the A/P that doesn't mean I am not flying the plane. I still keep the scan going and I am always watching to make sure the A/P has not disconnected and is still on course, setting up the approach, monitoring CTAF frequency (non-towered airports only) listening for other traffic and adjusting power settings.

If it is moderately bumpy, I'll just use the wing leveler and heading bug no altitude hold.

Not accusing anyone here, but it cracks me up to hear someone say, I'll never use an A/P because I will lose my skills. What do they think I am doing? Using the A/P so I can mix an old fashioned (it's the only way to fly) and look at porno on my cell phone?

As for limits, I try to avoid icing, but I still look at the weather. What is the wind doing, visibility and reason the visibility is low and cloud heights. A strong cross wind with low visibility, or low ceilings with low visibility, or any combination, I'll check trends. If the trend shows worsening weather I may wait and check again later.

As I get older I find fighting weather less fun than it used to be.

 

[Clark1961]

I have flown IMC in singles without an A/P. In the summer bumps it wasn't fun, but still doable most of the time.

The company requires A/P use in IMC, or two pilots up front if the A/P is not working.

Yes, flying IMC by hand can get tedious and exhausting, and it can get busy especially on the approach when ATC is talking to you while trying to intercept a course while descending and keeping a constant air speed.

Just because I use the A/P that doesn't mean I am not flying the plane. I still keep the scan going and I am always watching to make sure the A/P has not disconnected and is still on course, setting up the approach, monitoring CTAF frequency (non-towered airports only) listening for other traffic and adjusting power settings.

If it is moderately bumpy, I'll just use the wing leveler and heading bug no altitude hold.

Not accusing anyone here, but it cracks me up to hear someone say, I'll never use an A/P because I will lose my skills. What do they think I am doing? Using the A/P so I can mix an old fashioned (it's the only way to fly) and look at porno on my cell phone?

As for limits, I try to avoid icing, but I still look at the weather. What is the wind doing, visibility and reason the visibility is low and cloud heights. A strong cross wind with low visibility, or low ceilings with low visibility, or any combination, I'll check trends. If the trend shows worsening weather I may wait and check again later.

As I get older I find fighting weather less fun than it used to be.

I know yer an experienced guy and all. I do have one recommendation: stick with beer if IMC, mixing a drink takes too long compared to popping a top. Of course if in a Cirrus that would have to be a zima.

 

[Shepherd]

The Law of Exercise says that which is most used is best remembered.

The first corollary is "if you don't use it, you lose it".

1. Practice

2. Practice

3. Practice

4.as Brad said, take advantage of good trimming habits.

This is most certainly true.
Flying in really bad weather is not easy, and personally I'm getting too old for that crap. But I do practice so when I absolutely have to do it, I can do it right.
Here is something else I do (with another high time, very capable co-pilot) that gets me yelled at on occasion, but I don't care.
I practice engine out procedures in hard IMC.
Because sometimes the plane decides it doesn't want to go where you planned to go. Besides, the engine and the weather don't give a tinker's damn what the FAA wants.
Think about how many stories you've read in all the different aviation periodicals that start in hard IMC and then something else goes horribly wrong, and we end up with a smoking hole in the ground.
When they print my crap weather story I want it to start with "There I was, at 11,000 feet totally blind and bouncing like a BB in a beer can................And that's what I learned from that."
First person, singular, present tense.
So I can be there to autograph copies for the awestruck fans.
Hopefully they are from the Swedish Bikini Team.

 

[kgruber]

...but there's no thing that says you HAVE to use the autopilot on the line even without a copilot. I e got a couple thousand hours of single pilot IFR hand flying under 135...including some of the only trips where I went into the clouds at 100 feet and exited the clouds at 100 feet a couple of hours later.

We didn't even HAVE a working autopilot. Hand flying becomes second nature and easy.

 

[blueskyMD]

I have flown long XC in bumpy weather sometimes 10+ hours a day. I cant imagine doing that without autopilot. BTW according to Century III C manual autopilot is recommended in turbulence. Here is the quote from that manual :
There are no restrictions to operations in turbulence and as a general rule autopilot operation in turbulence will result in smoother operation

 

[TheGolfPilot]

It shocks me how many people depend on having an autopilot. I have yet to fly a plane in IMC with anything more than heading hold. and the last time I used that, it failed...
I have gone 3 hours before in IMC, frankly, it doesn't bother me at all. I'm flying a slow 150 knot airplane that is super stable. Sure I could have an instrument failure but even with an autopilot that is an issue.
I'm also the type that sits in front of a "simulator" in lieu of a tv show at night, practicing navigating and flying approaches with failed vacuum, clogged pitot tubes, partial engine failure, etc. I think that helps immensely along with regularly flying IMC.
I can see how someone using one can quickly become unable to fly without one, but for someone to say it's a must for everyone is just plain wrong.

 

[Rykymus]

This is most certainly true.
Flying in really bad weather is not easy, and personally I'm getting too old for that crap. But I do practice so when I absolutely have to do it, I can do it right.
Here is something else I do (with another high time, very capable co-pilot) that gets me yelled at on occasion, but I don't care.
I practice engine out procedures in hard IMC.
Because sometimes the plane decides it doesn't want to go where you planned to go. Besides, the engine and the weather don't give a tinker's damn what the FAA wants.
Think about how many stories you've read in all the different aviation periodicals that start in hard IMC and then something else goes horribly wrong, and we end up with a smoking hole in the ground.
When they print my crap weather story I want it to start with "There I was, at 11,000 feet totally blind and bouncing like a BB in a beer can................And that's what I learned from that."
First person, singular, present tense.
So I can be there to autograph copies for the awestruck fans.
Hopefully they are from the Swedish Bikini Team.

^^^This is the best post I've seen all week!^^^

While I agree that keeping your skills up by practicing is important, I don't believe that the place to do so it during an actual trip from A to B, in the soup, possibly with the family on board. I fly practice flights for that, some of which ARE in hard IMC. But I do them with another IR pilot (preferably a CFII) on board. Hand flying solo in hard IMC is taking an unnecessary risk for me. I'll do it when I need to, but not when I have an autopilot that can handle the job just as well, and leave me free to concentrate on tasks that cannot be safely automated.

 

[Ted]

When flying around here during the summer I pretty much try like mad to stay out of the clouds. Bumpy and uncomfortable to say the least. For me it's either above or below during the summer afternoon build ups and especially with the wife on board. She hates being in the clouds even if it's a smooth stratus layer.

Absolutely. If you have passengers, do everything you can to make them comfortable.

But when I have instrument students and it's just the two of us in the plane in the summer and I see a "cumulo-bumpus", I ask for vectors to get us into it.

Ted, I stand corrected and perhaps even a bit inspired.

I did enjoy exercising those skills in my 40s though I'm a bit less enthusiastic in my 60s.

And as I age I may change my tune on that. But for now (33 - started flying at 23), I really enjoy it. Instrument flight for humans is one of the greatest things I think any of us can tackle and do successfully.

I wasn't going to comment because I don't have much actual IMC time, but @Ted DuPuis post made me think that I can't be the only one thinks this

I have an irrational fear that the autopilot will cause me to lose situational awareness, esp in IMC. I don't have much actual IMC time, but what I do have has always been without AP. I've also heard, that at least in the typical century IIB and Stec autopilots that have been in the GA planes I fly they don't do well in turbulence.. so the threat of it kicking off in some funky attitude in IMC would also scare me more than just hand flying it. Even in mild turbulence they've seemed to wallow around a bit

Maybe in a couple hundred more hours or after I have some longer IMC ordeals like the OP described that will change my opinion. But for now, once the plane is trimmed out well being without AP helps keep me situational aware. Ironically I feel like it forces me to stay ahead of the game, esp in IMC

The Cirrus flights I've done with other pilots have always wondered why I don't take judicious advantage of the AP. Maybe I should, but hand flying is fun, that's the whole reason I got a license was so I could fly. But again, maybe I just don't have enough time yet and am still in the "honeymoon phase" of aviation (despite almost 15 years of flying)

I don't want to make it sound like there is no benefit to the AP, either. I WILL use it at certain points in IMC, and also in VMC. Autopilots are great tools to have and if you have one, you should know how to use it and know its limitations.

However, I also see a lot of people who, quite frankly, can't hand fly and NEED the autopilot, even in VMC. The first place hand flying degrades, though, is in IMC. Yes, it's a challenge. Yes, we all will at some point get "the leans". I was fortunate enough to have an instructor who wasn't afraid of actual, and did my instrument rating in an area where actual was common to come by. That helped a lot, and many don't have that benefit because of their geographic location.

Don't get discouraged, but keep on working on that skill set. Take the opportunities you can to fly with an experienced second pilot or instructor.

I'm less afraid for my safety hand flying and I do it enough to stay proficient, I'm more afraid of busting an altitude and getting slapped by ATC. So I spend 90% of time in IMC babysitting Otto.

I never trusted my autopilots to hold altitude well. I also had really crappy autopilots for the most part.

At the AOPA fly-in last year in North Carolina, there was a talk about IFR flight. One comment the speaker made was that true proficiency meant you don't care whether the weather is VMC or IMC.

But a lot of that is based on so many individual factors. Experience, of course, both long-term and recent, but also age, fatigue, stress factors, and mental distractions unrelated to the flight itself.

A few years ago, I did a 5.2 hour PilotsNPaws flight, just over an hour in the clouds. Preflighting the airplane, I discovered the autopilot has been marked inop, so I hand flew it all. It was fun, but I'm certainly not complaining most of the instrument flight conditions was in the first half of the flight and not the latter part.

I agree with that. We all have days where we're in better shape than others, and that's where evaluation comes into play. I've had days where I've decided not to do a flight because TAFs were OVC003 at the destination. Mins were 002 on the ILS (which had CAT II lighting)so I was pretty sure I could get in and out, but I simply wasn't feeling my best that day. I'm sure I could have shot the approach, but it was easier to delay a day.

 

[MauleSkinner]

I have flown long XC in bumpy weather sometimes 10+ hours a day. I cant imagine doing that without autopilot. BTW according to Century III C manual autopilot is recommended in turbulence. Here is the quote from that manual :
There are no restrictions to operations in turbulence and as a general rule autopilot operation in turbulence will result in smoother operation

The Century III manual is a little pretentious.

 

[Clark1961]

The Century III manual is a little pretentious.

All things considered a properly harmonized III isn't too bad for a 2 axis auto pilot. Pitch mode is a must rather than altitude hold if the up and down drafts approach the aircraft's capabilities. Alt hold will fly yer butt right into a power on stall in a strong downdraft if you let it. No envelope protection for the children of the magenta...