...you need a yaw damper in a light single for IFR....?

That's interesting. I usually find the SigWx one of the more reliable forecasts.

Having said that, it's worth bearing in mind that Meteo France also produce their own SigWx chart which does sometimes show some differences with the Met Office version. If anything, it tends to be a little more pessimistic in my experience. It is quite handy that it doesn't stop at FL100. I often have a look at both just to get a second opinion.

Why not? I have a very nice yaw damper from S-tech on my Cessna!

However I will amend the comment to Ap with Alt hold if it makes you happy.

Single pilot IFR...not a problem. Single engine piston IFR...stupid.

If you're not capable of flying single pilot IFR, you probably shouldn't be flying IFR. Not to say you must fly single pilot...but you should be able to. Taking along someone else is always a good idea, but at the same time, unless the two of you have done some training together and are prepared to act as a crew, two pilots can add up to twice the problems, instead of helping you.

Acting as a crew is different than flying alone. I've flown with some pilots who couldn't handle acting as a crew, or proper CRM...it just wasn't in them. I've flown with others who couldn't handle single pilot work...the workload was beyond them. Be sure that whatever you do, it's within your own personal comfort range.

You won't go wrong grabbing a local instructor and bringing him along if you plan on doing instrument work or getting "in the system." It's good for both of you.

I do a lot of different kinds of flying, including some fairly strenuous, and demanding work. However, in my opinion, there is very little as demanding of a pilot's attention and skill than single pilot IFR work...nor anything as hazardous if the pilot isn't on his game. Fun, challenging, interesting, sometimes refreshing, sometimes tiring, single pilot instrument work can quickly eat your lunch if you're not prepared for it. Even very experienced pilots run into trouble. Scott Crossfield, the X-15 pilot, died in his own Cessna 210 just a few years ago, single pilot over convective activity. Could be you.

You may have a great autopilot. You may have a great yaw damper, and all the gee-whiz gadgets in the world from your favorite Garmin to your favorite display unit, nav unit, etc...but remember that unless you can handle it on your own, without the ride-along, without a copilot, without a full panel (partial panel...plan on it, just like an engine failure...never a matter of if, but when)...then you need to be conservative and seek more training until you can handle it. That doesn't mean you need to run out and fly partial panel single pilot and handfly every day...but you need to be able to, and prepared to, any time of day, no matter what equipment you fly. Otherwise, you're not really prepared. Don't go there.

SNS3Guppy speaks a lot of sense, apart from

which is a silly comment worthy of a trainee red-top headline writer.

Ian

"Single engine piston IFR...stupid"

Depends really on the pilot, aircraft and what you are calling IMC.
See my previous post.

Making sweeping unqualified judgements - well that really is stupid.

SB

The only difference between an engine failure ina single and a light twin well loaded is the fact that the twin will probably have electrical and vacuum available from the operating engine until you hit the ground.

Pilots are fooled into thinking that and engine failure after take-off in a light twin is going to be an exercise in recognition, securing and climbing away....no ot is not unles you are light. It is more likely going to end up in a forced landing or for the current but not proficient a loss of control followed by accident.

That is why the CAA recuire teaching to cover the efato and putting "close both throttles and land ahead" as a high priority.

Ask most PPL multi-engine pilots for their drift down figure and they will look at you blankly.

Regards,

DFC

I think that is a sweeping generalisation. Yes, there is plenty of truth in what you say, but so much depends on the type of aircraft, pilot training and of course the circumstances and time of the engine failure.

Whilst I appreciate you are talking about a departure, a failure during the approach can be potentially more dangerous. The aircraft is in the descent, engines are at low power, the initial segment of the apporach is stabilised by adding power and the engine quits on you as the pwer comes on. That is a potentially a big problem of recognition and reaction.

That may be so, but it is not my experience. On what do you base your comment?

Stupid - a relative term perhaps.

Perhaps about as stupid as SE over a cold sea with a big swell, or over rugged terrain or, in so far as this thread is concerned, with a low base.

In other words whether the engine quits is a judgement call, but if it quits with a reasonable base etc you have a reasonably good chance, if it quits in the afore circumstances your chances are less good.