Following up on the earlier thread of 12-22-00 from Larry Reinstein, below, there is an article in Aviation Safety January 2001, page 14 by Jeff Schweitzer “Beyond See and Avoid; Collision avoidance technology is advancing, but the high cost takes it off the list for most owners” that should spark some discussion here.
After a review of the Ryan International, BF Goodrich and the Monroy products, Larry offers some thoughts about priorities for safety gear on the panel as follows:
"Accident reports clearly weigh in favor of using collision avoidance equipment, but still the original question about priorities in selecting new avionics remains on the table. Ten pilots in a room will offer 12 opinions about what is important in the panel, and I’ll add my opinion here. My overriding priority is safety in making the following choices, in order of priority: a panel mount IFR GPS, lightning detection, radar, an electrically driven backup AI and collision avoidance equipment.
"The arguement about lightning detection and radar is long-standing and each has its proponents. Personally, I need and use both to avoid weather, and would not fly in many circumstances if both were not on board. I believe that these units have clear priority over collision avoidance.
“The backup AH has a higher priority because I have had many personal experiences with mechanical and electrical failures in spite of obsessive maintenaqnce. The bottom line is that if your panel is already a poster child for avionics, and you have money burning a hole, then Skywatch or TCAD would be a great addition”
With Cirrus already having the Garmin 430 and offering the Stormscope option, #'s 1 & 2 are already in place.
If Arnav gets the data transmission in place, Cirrus will then have both weather radar and surface observation graphic data available, so # 3 should be in place. With the combination of NEXRAD and graphic METAR you should be able to get a pretty good idea of where the storms are and what the surface weather looks like keyed into the moving map of the Arnav.
The backup AH is # 4 in the list of priorities. My plan here is to install an Insight TAS 1000 air data computer, hopefully above the airspeed indicator, which will display a number of calculated air data items indluding winds aloft and endurance. It will also display both indicated and corrected outside air temperature (corrected for airspeed) and battery voltage.
See www.stirkefinder.com for data on the Insight TAS 1000.
This would take care of 2 of the 3 items currently displayed on the Davtron clock/OPT/voltmeter taking up a 2" instrument mounting at the top left of the left side of the panel. Since the SR22 does not have a suction gague on the right hand side of the panel, there should be enough room to mount an aircraft clock there so that the FAA requirement for the clock is met.
In the 2" opening remaining, I would mount a BFGoodrich AIM series 2" backup AH. According to Mid Continent Avionics the backup AH can be installed with a separate gel cell battery charged by the avionics bus. This instrument would then have a switch below it similar to the switch below the turn and bank indicator. The backup AH would then be on the checklist to make sure it will erect on the backup battery before the engine start and before the avionics master is turned on.
This is basically the arrangement with transport catagory aircraft, in fact I recall an airline captain pointing out the 2" backup AH and its separate backup battery on a 757.
See http//bfgavionics.com/ and click on “products” then “standby instrumentation” then “AIM” for information on the 2" electric AH.
I don’t want to stir up the old discussion about perceived merits of having vacuum instrument power. Suffice it to say that you won’t find a vacuum pump on the 757, and with the very rare exception of the Swissair crash some while ago that electrical failure aboard transport aircraft is not something that happens.
Insight Avionics is looking at the possibility of making the TAS 1000 as a factory option on Cirrus. There is actually a fair amount of panel space on both the SR20 and SR22 above the flight instruments if the annuciator panel were moved to the bottom of the glare shield instead of in the panel as Cirrus has mounted it. I don’t know the manufacturer’s name for that annuciator panel, but I suspect that the manufacturer makes a glare shield mount in addition to the panel mount for the same 6 lamp annuciator panel.
There should then be 3 spaces for the small rectangular mount avionics package (3.55" wide x 1.4" high), one above the altimeter, one above the AH, and one above the airspeed indicator.
The “poster child for avionics” would then consist of a Trimble radar altimeter above the altimeter, the STec altitude selector/alerter above the AH and the Insight TAS 1000 above the airspeed indicator, the AIM backup AH with separate battery, Stormscope and whichever collision avoidance system would display on as many of the displays on the Garmin, Arnav and Sandal units as possible, either the Ryan 9900B or the BFGoodrich Skywatch.
One model of the Trimble radar altimeter has the ARINC data output that will interface with the BFGoodrich Skywatch to reduce the range of the Skywatch when the radar altimeter reports AGL of below 2000’.
In addition, there are altimeters that in addition to providing mode C data to the transponder that will also output the barometric setting to the air data computer, so that it will not have to be entered into both the altimeter and the air data computer.
I don’t know whether the STec will or will not accept barometric settings from an appropriate altimeter. Anybody know?
The annunciator panel would have to be on the bottom side of the glare shield and the clock on the upper right portion of the right hand panel, where the suction gague is on the SR20.