I thought that this was worth a read. Hope you agree.
Graham
>[The Canard Aviators's Mailing list]
>
><re "IMHO the best instrument set-up is still mostly vacuum driven from a
>vacuum pump with one directional gyro being electrical. (Either the DG
>or the Turn needle)" and " Have Fun, Fly Safely" ->
>
>Hard IFR on one engine with no radar, no de-ice, and no real instrument
>redundancy (an electric turn co-ordinator won't hack it in anything but
>very still air) is a formula for shredded fiber glass and a short life.
>
>We are conditioned by the FAA and industry to accept as a norm for IFR
>flight this junk instrument equipment in general aviation. How many of
>you would put your wife and kids on a commercial airliner operating with
>vacuum gyros on a $300 pump? Why is it OK in an experimental airplane
>or any other general aviation machine? We do it because it is legal -
>not because it is safe.
>
>OK, so you're a gung-ho young ace pilot and this is something you must
>do. (been there)
>
>Go with a good auto pilot with its own electric gyro, learn to trust it,
>and use every feature of it. Let it be the back up to the vacuum
>system. It is a good co-pilot that will go a long way in keeping you
>ahead of the game when things get tense - like the destination just went
>below minimums and ATC says standby while 50 other airplanes are in the
>same fix. The very best IFR pilot can be easily overwhelmed in bad, bad
>weather with equipment not designed to be there. (I kid you not, the
>rain can be so loud you can't hear the radios and the turbulence so bad
>you can't see the instruments - your head is shaking so much)
>
>Be smart - set the minimums at a 1000-3, no ice, no TRSA's and no night.
> And practice, practice, practice. One IFR flight a month isn't enough.
> Good IFR pilots do it often, not much of anything else, and get regular
>check rides.
>
>Think VFR in these little airplanes - there is no such thing as cheap,
>safe, IFR flight.
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