There is an RV8 pilot on here that flies hard IFR with vacuum gyros, 430, CDI and no auto pilot. I’m always impressed.
It can be done. I can do without the autopilot when practicing and have done it when the plane turns in an unexpected direction, but not by choice.
Maybe he will give us all some tips.
George Meketa
Thank you for the compliment George! But I did have a slight advantage when I started flying my RV IFR... 20+ years of military flying, 11 as an IP, and often looking cross cockpit. I also fly for my day job.
That being said, I do not take my experience for granted. While I get plenty of IMC and approaches at work, the skills I use on the Airbus simply don't transfer to what I need flying my RV-8 solo, in the soup, without an autopilot and flight director.
I use the same recipe for my IFR flying as I do for my aerobatic flying... PRACTICE PRACTICE PRACTICE! I look forward to the days of 500'-1000' ceilings so I can hone my skills. About once a quarter, on a day as described above, I plan what I need to work on, I file IFR and usually get 3-4 approaches. I fly only one as radar vectors and the rest are flown own navigation starting from the IAF to include Procedure Turns and Holding In Lieu. At least once, I will fly the full missed approach procedure including the holding. This is all in addition to the IMC time and approaches I get during the the regular course of flying the RV. BTW, I do it in the Bonanza too!
As Larry said below, you have to be disciplined. Come up with a training plan and execute. While flying, it is essential to be intimately familiar with avionics and instrumentation, so any guess work doesn't occur. Prior to flying my RV-8 IFR, I read the 430 manual cover to cover several times and spent hours practicing on the trainer. Also, cockpit organization is equally important. There's no time for fumbling. I remember in the days of paper charts when the corner of the chart would touch the stick and send me into an unwanted 30 deg bank!
Finally, Aviate, Navigate, Communicate in that order and slow down. Be methodical. Due to the nature of this sport airplane, It does require me to spend a larger percentage of my time just staring at the attitude indicator than in other airplanes! I make sure the airplane is fully trimmed at all times. Only then, when I'm satisfied with the attitude and the trimmed condition, will I adjust the OBS, tend to other tasks, or answer a radio call. One of my favorite words is "Standby." ATC will understand.
Remember, these a sport oriented airframes and not stability oriented planes and you must incorporate that into you training discipline if you ever plan to be able to fly it in real IFR conditions without the A/P.
I will close with these final words. If you're not comfortable flying your airplane in the soup without an autopilot, then get comfortable or don't fly IMC. Remember, the autopilot is an aid, not a crutch.