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#11
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Mike Rapoport wrote:
Are you going to use any conventional instruments for redundancy? I have a Murphy Moose kit on order and I am thinking ahead about what I want as far as instruments and avionics go. I am considering both conventional and glass cockpit types. I am weighing the weight and ease of installation heavily against cost. It would be nice to forgo the vacuum system altogether. If you look at the lifetime cost of a dry pump vacuum system, that should be a fair bit to use to offset the cost of your glass cockpit equipment. Matt |
#12
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The question is: Can (should) I rely completely on the (single) electrical
system in my home built airplane? Mike MU-2 "Matthew S. Whiting" wrote in message ... Mike Rapoport wrote: Are you going to use any conventional instruments for redundancy? I have a Murphy Moose kit on order and I am thinking ahead about what I want as far as instruments and avionics go. I am considering both conventional and glass cockpit types. I am weighing the weight and ease of installation heavily against cost. It would be nice to forgo the vacuum system altogether. If you look at the lifetime cost of a dry pump vacuum system, that should be a fair bit to use to offset the cost of your glass cockpit equipment. Matt |
#13
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Mike Rapoport wrote:
The question is: Can (should) I rely completely on the (single) electrical system in my home built airplane? Yes, that is a good question to ask. However, if you have an alternator failure warning light, you still have 30+ minutes of energy in the battery, depending on battery size and how much load you can shed given the conditions. I had a failure flying IFR into OSH several years ago and flew the last 30 minutes mostly in IMC with one nav/com, the transponder and my GPS. Still had enough juice to almost lower the flaps for landing. :-) So, there is a little bit of redundancy electrically. Contrast that to the vacuum system where the only stored energy is what is in the gyros. This typically is minutes at most. I had a precise flight standby system in my Skylane which worked OK if you kept the manifold pressure fairly low. However, enter a climb and you were toast. I'm not sure what engine you have in mind for the Moose, but can you get one with two alternator pads? Matt |
#14
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"Mike Rapoport" wrote in message thlink.net...
Are you going to use any conventional instruments for redundancy? I have a Murphy Moose kit on order and I am thinking ahead about what I want as far as instruments and avionics go. I am considering both conventional and glass cockpit types. I am weighing the weight and ease of installation heavily against cost. It would be nice to forgo the vacuum system altogether. Mike MU-2 Hi, Mike. I have steam airspeed, altimeter, and the electrric T&B. I am going to be flying some IFR, and I think those'll get me home. I do have redundant electrical systems. There are the two GPS's, and the CNX 80 has a VOR function...but I ramble. Yes, two steam instruments and a T&B. Jim |
#15
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Andrew Gideon wrote in message gonline.com...
Andrew Gideon wrote: This is the equivilant of having "standard rate" marks on the AI where the marks move based upon airspace? Wups. Air*speed*. Not "space". - Andrew Hi, Andrew...yup, they widen as airspeed increases. And for sure, airspace is gonna widen too! :-) Jim |
#17
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Here is a better photo of the PFD. By the way, I did not take the
photo so please excuse the copyright notice to my name - I have not found a way to delete it as pbase puts it automatically on my bird and landscape photo's (which are mine). This shot is from Cessna's library. http://www.pbase.com/image/24595911 Mike (Mike Long) wrote in message . com... Under the arc at the topmost part of the screen (the arc is the rate of turn indicator), you will see a small trapezoid. This is the "ball indicator" and shows skids and slips by moving in the appropriate direction. It's in a very logical place and is an easy-to-monitor indication. This photo cut off for some reason but you can still see the white reference point for turn rate (top) and the trapezoid below for the ball, both on the left hand screen very top. http://www.pbase.com/image/24574624/original Mike "John H. Kay" wrote in message ... Hi. How do the new glass cockpits (Garmin or Avidyne) indicate rate of turn, and also whether the plane is slipping or skidding? I know we can do the simple rule of thumb sum for standard rate turns, giving the approx. bank angle for the speed we're using, but we're all trained to check the little wings and the ball for reassurance as part of the scan in conventionally instrumented aircraft. On any picture of these new screens, I can't see where there is an indication of the rate of turn, although I think lack of co-ordination may manifest itself by another pointer coming away from the main one on the AI. No article I've read, so far, on these screens mentions these points. |
#18
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"Matthew S. Whiting" wrote in message ...
Yes, that is a good question to ask. However, if you have an alternator failure warning light, you still have 30+ minutes of energy in the battery, depending on battery size and how much load you can shed given the conditions. Except if you get smoke in the cockpit and you only have one elecrical bus, you cannot isolate the problem by turning off each bus individually -- you have to turn off the whole electrical system with all of your nav/com/instrumentation equipment.. not good. -- Richard Kaplan, CFII www.flyimc.com |
#19
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Matthew S. Whiting wrote:
However, enter a climb and you were toast. Like...a missed approach. - Andrew |
#20
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Andrew Gideon wrote:
Matthew S. Whiting wrote: However, enter a climb and you were toast. Like...a missed approach. - Andrew Bingo. And the only vacuum failure I ever had was during climb-out right before entering the soup, where the standby system likely would have been useless. Fortunately, the annunciator worked and I was able to break off the climb while still in VMC and return. I still think the standby vacuum system is essential with vacuum powered instruments, and I even had a pretty reliable wet pump in my Skylane. The ironic part is that my vacuum system failure was actually due to the addition of the standby backup system! There was a T fitting that came apart, and the fitting was added as part of the system. The pump itself never failed in the 1000 hrs. that the airplane gained while I was in partnership on it. However, I really like the idea of an all electric airplane with appropriate redundancy. Matt |
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