Garmin 1000 turn co-ordinator?

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


"Jim Harper" wrote in message
m...
Let's see if anyone else knows.

Well, I can't address the Garmin 1000, but I am finishing up an RV-8A
with a glass cockpit...Blue Mountain Avaition EFIS 1 and a Garmin-AT
CNX-80.

I have no commercial involvement with Blue Mountain (well, they DO
have my $20K, but other than that...). If you want to see some pics of
how the Flight Director looks, go to www.bluemountainaviation.com.

Regarding standard rate turns, but blue mountain has ticks on the
flight director that represent standard rate turns. Actually, and
pretty cool, it is "aware" of the airspeed, so it sets the ticks to
cause a standard rate regardless of how fast I am going. There is an
artificial ball at the bottom of the flight director.

For backup, I have also added an electic T&B, which has that old
reliable sprirt level ball on it.

Hope that helps.

Jim

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

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

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

"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

Matthew S. Whiting wrote:

However, enter a climb and you were toast.

Like...a missed approach.

- Andrew

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

In article , "Matthew S. Whiting"
writes:

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.

Not really so. I can hold level at 8000 and climb at 400 to 500 at 3000 while
getting 3 inches of vac with the precise flight standby vac. So it depends on
the alt of the airport. Here in Ohio we don't have those 5000 ft airports.

Chuck

"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