Thomas_R wrote:
That is an uncontrolled situation
Indeed. Even though I’ve had an IR for a long time, I feel slightly uneasy if I enter cloud without having planned to. E.g. if I’m on an (uncontrolled) VFR flight, there is a puffy cloud right on my track and I decide to punch through it.
johnh wrote:
Which validates the FAA requirement of three hours of hood time for a PPL. Does EASA have a similar requirement? I suspect not.
As others have already said., EASA requires that for the PPL. It must be included as it is an ICAO requirement. However, it is not a requirement for the LAPL.
Pilot Debrief has a very relevant case in the last video:
Lots of hours, IFR rated, very capable aircraft. Lost it completely when entering IMC.
@LeSving wrote:
Lots of hours, IFR rated, very capable aircraft. Lost it completely when entering IMC.
This is true, I also have to ask if we can’t make APs that don’t just give up in a tricky situation. I know mine does, and I don’t like it. Right when things get hairy, your AP decides to give controls back to you. Clearly as pilots we need to be aware that this will happen, and have a plan, but it doesn’t (IMHO) let the AP providers off the hook – put in a stronger servo, if you need it. Write better software.
This reminds me of the crash where the AP flew the aircraft right into a mountain, even though the AP was being guided by the EFIS that knew the aircraft was about to hit the ground. Software needs to be better than this, guys.
AP have clear limitations published in the POH supplement. Also it is universal in the air transport world that if there is a LOC event, the crew confirms autopilot and auto throttle disconnect and revert to manual flying.
Some GA types have envelope protection programmes, but I expect they would struggle in severe turbulence and are designed to support their pilot incapacity emergency procedures, eg Cirrus and deploying CAPs.
A practical approach when encountering turbulence that is testing the AP limitations, is to request a block altitude and reduce the AP modes to wing leveller/roll mode and disconnect ALT HOLD or FLC, and go from NAV to HDG, or even just ROLL mode. Using CWS mode to change headings if necessary.
Some airline types don’t have CWS or the airline doesn’t use it in SOPs. The main Boeing regional SOP is well practised in reducing AP modes, and using CWS if necessary, in mod/sev turbulence.
eurogaguest1980 wrote:
I also have to ask if we can’t make APs that don’t just give up in a tricky situation
It has to work within it’s parameters. Something more advanced would require FBW, which I’m sure not a single GA owner is willing to pay for.
The Airbus is FBW, but as LOC events in the type show, there are multiple paths to losing envelope protection. Even FBW airliners use the SOP of reverting to manual control if there is an upset/LOC,
@RobertL18C wrote:
The Airbus is FBW, but as LOC events in the type show, there are multiple paths to losing envelope protection. Even FBW airliners use the SOP of reverting to manual control if there is an upset/LOC,
Understood – I’m just trying to figure out why the AP software developers do this – why in one of the most stressful moments of a pilot’s flying career, the AP has decided that it’s not going to help.
GA autopilots disconnect when the pitch or roll exceed certain values. I guess it is a certification requirement – just like disconnecting the pitch servo if the trim has been running for too long (yes that one is really clever – not!).
Airline autopilots may not disconnect. I am sure one of the many ex airline pilots here can comment. Pre-9/11 I was in a DC10 cockpit and asked the pilots what it takes to disconnect it. They looked at me with some suspicion but said that a lot of force on the yoke will do it.
In certified piston GA we will never get powered terrain avoidance – a lot of the time there is not enough power available. And you would need auto throttle. Even airliners do not have powered terrain avoidance, and they do have the power. One can already have GPWS / TAWS.
One of the most famous continued VFR into IMC accidents.
