Emergency instrumentation for cloud encounters

PS one instance where an artificial horizon would really win hands-down over a turn rate indicator, is if the pitot tube ices up. Has this ever happened to you (anyone?) I've had the yaw string freeze to the canopy, but don't think there was much ice elsewhere on the glider.

S

I'll go back and quote.....

"I will let my superior judgement keep me from using my superior skill in a situation...."

Enough said.

After that, it's a toss-up, I would not want to place bets.

To answer all the speculation on what the characteristics of the new solid state artificial horizons, here are what the factory says about the LX Nav S80.

Question: Can you provide an explanation of the performance standards?
Answer: The internal sensors and software can respond at +/-90 degrees/sec. The internal gyro can measure up to 2000 degrees/second which is 6 revolutions/second.

Question: Any limitations on aircraft position or rate of movement?
Answer: No. There are no limitations when used in a glider.

Question: Can the unit lose orientation and "tumble" like a mechanical unit?
Answer: No. It's not like a conventional gyro. It recovers from any position.

These units are always on and always registering the aircraft orientation. Switching to the artificial horizon screen just activates the display.

I fully understand that the workings of the vario-associated AHRS-driven artificial horizon units are "always on". Just as a point of curiosity, I wonder how long it would take to get an accurate reading on this type of artificial horizon if you powered up the whole system from a cold start while engaged in a steep-banked turn.

No practical ramifications really, at least if the unit is for emergency use only-- system failure isn't a big concern in this context. I'm just curious.

Meanwhile, for those pilots flying with simpler instrumentation wanting something for purely emergency use, or for those pilots engaged in intentional cloud flying where there is a legitimate need for some sort of back-up system for redundancy, I still suggest-- consider the self-contained piezo-electric turn rate indicator I linked to on my first post.

S

I fully understand that the workings of the vario-associated AHRS-driven artificial horizon units are "always on". Just as a point of curiosity, I wonder how long it would take to get an accurate reading on this type of artificial horizon if you powered up the whole system from a cold start while engaged in a steep-banked turn.

No practical ramifications really, at least if the unit is for emergency use only-- system failure isn't a big concern in this context. I'm just curious.

Meanwhile, for those pilots flying with simpler instrumentation wanting something for purely emergency use, or for those pilots engaged in intentional cloud flying where there is a legitimate need for some sort of back-up system for redundancy, I still suggest-- consider the self-contained piezo-electric turn rate indicator I linked to on my first post.

S

I flew with the LX Nav S80 today.
I did loops and barrel rolls. The instrument tracked perfectly.
I then started loops and barrel rolls with the display on a different screen and turned the artificial horizon display on in the middle of the maneuver. The instrument was tracking the aircraft just fine.

Then I entered a series of spins with the display on a different screen and brought up the artificial horizon screen in the middle of a developed spin and it came up perfectly allowing me to use the instrument to correctly position the aircraft. The slip/skid indicator correctly showed a crossed control situation.

Since I fly with the vario on all the time. The instrument is always on and ready.

Finally! A complete flight instrument suite in one package.