Interestingly, the PTS says use of the autopilot will be demonstrated on a non-precision approach.
IFR and auto pilot
- Thread starter superdad
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Interestingly, the PTS says use of the autopilot will be demonstrated on a non-precision approach.
petrolero
Pattern Altitude
Yep. You don't even have to have vertical guidance to use a coupled approach. But in those cases the pilot has to use the ap to hit the right altitudes on approach - either with an altitude preselect or, in my case, a v-speed dial and alt-hold.
Clark1961
Touchdown! Greaser!
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yup, 'cause that is the most work for the pilot...and that also isn't a coupled approach with the nomenclature of the 70's. On the other hand I may be pushing the terminology a bit but here's my take away from reading the manual and using an ancient autopilot. The nomenclature might be different now with GPSS.
On the Altimatic IIIC, the coupled part of the approach is the glideslope coupler and it's a magic moment when every thing works and it follows both the localizer and the glideslope (I have to smoke a cigarette after a coupled approach and I don't even smoke). A localizer approach or backcourse uses a localizer tracking function that requires heading input. A VOR approach just uses a sensitive setting on the VOR and heading tracking function. An NDB approach just uses heading.
I think folks are calling anything with GPSS a coupled approach because it can automatically follow a laterally complex course. In comparison the old radio nav stuff was at best an intercept and then track straight in.
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petrolero
Pattern Altitude
I use coupled to mean any approach in which the autopilot is engaged and has some control of the airplane in at least one axis. It's 'coupled' to the flight controls is how I think of it.
poadeleted20
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Good thinking.
SbestCFII
Line Up and Wait
"Coupled" is the connection of an autopilot to the navigation source. So what "coupled" does in a given aircraft is dependent on the capability of the autopilot. I have a pretty basic AP with simpler leveler with a roll-control know, heading with a DG bug, and coupled in various modes of sensitivity (high, medium, low). It operates off the 430W and so it can follow either a GPS or VLOC course, bit it's not GPSS, so it won't fly the whole approach for you. It will intercept and track courses, but still requires pilot control of altitude/descent.
Reedster
Pre-takeoff checklist
I did 90% of my IR work in a very nice 172 with a 2 axis autopilot. However it also had a KLN94, and I hated that unit so much, that I chose to do my check ride in an old 172 with no GPS, no autopilot, and one NAV/Com. It was about as basic an IFR platform as you can get. I actually told my DPE, that I wouldn't take it in actual.
I hand flew the entire test, while a challenge, it was better than using that stupid GPS. Using a single nav/com to fly a localizer, and having to switch back and forth to identify fixes is a task I wouldn't recommend on a check ride. But I think she was impressed that I pulled it off.
Now I fly a coupled 430W AP, which if I had at the time, I would have happily used for my IR check ride. My point is you need to be comfortable with what you bring to the check ride. I chose my posion.
I hand flew the entire test, while a challenge, it was better than using that stupid GPS. Using a single nav/com to fly a localizer, and having to switch back and forth to identify fixes is a task I wouldn't recommend on a check ride. But I think she was impressed that I pulled it off.
Now I fly a coupled 430W AP, which if I had at the time, I would have happily used for my IR check ride. My point is you need to be comfortable with what you bring to the check ride. I chose my posion.
Get the autopilot , just exercise your hand flying skills often . Autopilots increase Saftey hands down but don't forget garbage in =garbage out .... Just consider briefing a complex approach during awful weather , would you rather have it or not ? That's what I thought
SbestCFII
Line Up and Wait
Your DPE did it right. The DPE's should follow the PTS and the PTS should have them get you to demonstrate the use of the autopilot if the aircraft is so equipped. The PTS is the standard, not what an individual DPE is "more interested in" seeing you do. If you fly much in actual IMC for any period of time, you'll appreciate the reduced workload that a functional autopilot will provide. Wing-leveler only units are limited, but also pretty rare. Any unit with at least a NAV coupler, and that's most autopilots, are very helpful.