Fred,
I don't think I'd need vacuum. Wouldn't a battery serve as backup for an
electric
panel?
That point aside, you do make an excellent argument. I've often gotten on my
soapbox about kit builders doing their damnedest to mess with the designer's
original intentions, yet here I am trying to make an IFR a/c out of one designed
for day only VFR. Making a Europa night capable wouldn't be any real stretch,
but
perhaps I should take some of my own advice and rethink what I'm planning vs.
what the a/c was built for.
Any thoughts on this, folks?
Loving a good discussion,
Steve G.
Fillinger@aol.com wrote:
> Hello Steve --
>
> I considered IFR certification for my Europa but have since abandoned
> the thought. Things to think about --
>
> 1) If your IFR travels will be into cloud above the freezing level, a
> BIG issue is how well the laminar flow wings will handle any rime at all.
> And, not required for IFR, but a heated pitot is a necessity. However,
> installing one in a fiberglass structure (can't heat the glass and foam)
> will be a challenge. Also, they're heavy and suck amps.
>
> 2) You will need vacuum AH and DG, as you won't get IFR certified without
> redundancy I believe. You are correct, though, in that a standby vacuum system
> will be a problem (weight, again, and room to fit it). You will see Europas
> with
> electric AH and DG (or just AH and vertical card compass) to avoid vacuum
> completely.
>
> 3) Panel space is limited for redundant avionics. Personally, I would
> not fly IFR in IMC with a single nav and comm, nor without a marker
> receiver and glideslope. Weather is generally better than forecast,
> but in IMC when FSS is wrong, they're really wrong. and the additional
> avionics are life savers.
>
> 4) Flying in even easy IMC in the summer increases the possibility
> of lightning strike even if you avoid the severe weather. But lighting
> strikes on a glass structure can be disastrous (the certified Lancair
> has lightning protection glassed into the skins).
>
> 5) If you will be selecting a Rotax engine, the power demands of the
> above-cited items will necessitate a separate, beefier alternator, with its
> weight and cost.
>
> 6) Love HSI's myself, but check the length including connectors. The
> limit behind the main panel in front of you is about 8.5 inches.
>
> Just opinion, and you did ask for it, but in 20 years of not even that
> much IFR really, I have had experiences that say there ain't no such
> thing as light IMC nor IFR safety in an ill-equipped plane. Would take
> at least a couple brewskis to tell you them all, though.
>
> Regards,
>
> Fred Fillinger, A063
>
> On 8/9/98, you wrote --
>
> >> Here is my dilemma. I've heard the horror stories about vacuum systems
> >> and vacuum driven instruments being a weak link in an IFR set up. I
> >> won't have room (will I?) for a backup vacuum system. That being the
> >> case, an electric panel sounds better. I'm also considering an HSI to
> >> save precious space. Unfortunately an electric HSI costs about $US
> >> 6,000, nearly 25% as much as my entire kit! Am I barking up the wrong
> >> tree here by going all electric? Is the incredible expense of these
> >> compared to vacuum instruments worth it? Since I'm not planning on
> >> doing a lot of IFR flying, is an all electric panel even cost
> >> effective? How can a knife be "self-sharpening"?
>
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