Avionics News May 2019 - 42

SECOND-CHANCE OPTIONS
Continued from page 41

transient loads as landing gear, wing flaps and landing
lights during approach. The system also has some cushion
in terms of load.
The load may exceed the flashing point of the
annunciator for up to five minutes without damaging the
standby alternator.
B&C also produces a number of standby alternators for
a wide range of experimental-category aircraft. Whether
certificated or experimental, prices for B&C's standby
alternator packages vary.
Freedom Aviation offers standby alternator kits for a
variety of aircraft. Freedom Aviation packages its kits with
B&C alternators, controllers and other hardware into an
STC'd package aimed at late-model Cessna 182 and 206
airframes equipped with the Garmin G1000 panel (NAV III
package).
The package includes the alternator, controller and a
switch to shift the load to the standby from main-ship power.
Other options for installing standby electrical power
exist, some of them air-driven.
Suction system options:
Redundancy for those air-driven gyros
Several options exist to back up the suction pump, some
of them using a small electrical motor to drive the standby
suction pump. Another option, one popular with the
analog-only set, uses engine suction, a check valve and a
shuttle valve to draw air off an intake manifold or runner.
No other power needed.
Options for standby suction systems are available from
both Aircraft Spruce and Wicks Aircraft.
And options exist for piecing together a standby suction
option using available parts. All will require field approval
unless covered by an existing STC.
The motor-driven option has been popular for years,
and options remain available.
OEMs such as Mooney employed these systems for
years with great success, which ended only when those
OEMs went all-glass in the panels.
Aircraft Spruce and Wicks both offer the Precise Flight
Standby Vacuum System SVS V as an option using engine
suction to draw air through the gyros. Starting at $450
to less than $600, plus installation, it's one of the moreaffordable solutions for an alternative vacuum source.
The package includes an annunciator light that signals
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2019

when the vacuum level falls below a preset point. Then
the pilot pulls a knob that throws a shuttle valve, changing
the suction source to the engine's intake manifold.
After the pilot activates the SVS V cable control to
open that bypass valve to the engine intake manifold, the
pilot then must adjust engine power while monitoring the
instrument suction gauge and comparing the indication to
the settings placard on the panel.
By adjusting power to maintain the suction level
needed, the crew can look for an airport to land and
replace the primary vacuum source.
For those aircraft with gyros spun by pressure power,
Aircraft Spruce also offers the Aero Safe Guardian I
Standby/Pressure system. The system is STC'd for most
Bellanca, Beech, Cessna, and Piper single-engine aircraft.
Priced at just over $2,000, plus installation, the system
provides an alternative to suction systems.
Other alternatives
Working with an aircraft owner, a shop can help craft a
solution to provide the plane with alternatives to the main
electrical system and suction system.
One approach finding users is to go one more step in the
glass conversion with a non-TSO'd option approved for
use in certificated aircraft.
One approach is to install a Garmin G5 with the
standby battery option to provide uninterrupted instrument
indication for AI, DG and the other air-data points of the
standard six-pack.
While a bit more expensive than an electrical
standby suction system, the G5 provides redundant data
unavailable by merely assuring continued suction or
electrical power.
Add a second G5 and the owner can lose even more
analog instruments and gain other benefits - particularly if
the backup battery option is fitted to both G5s.
Along the same lines, Dynon's EFIS-D10A is Dynon's
first product to be STC approved, offering a full 4-inch
primary flight display with attitude, airspeed, altimeter,
magnetic heading, turn rate, inclinometer, g-meter, winds,
and more. Other capabilities include angle-of-attack and
internal backup battery.
The initial STC allows the EFIS-D10A to replace the
existing primary attitude indicator in Cessna 150, 152,
172 and Piper PA-28 and PA-38 series aircraft with a
modern EFIS that contains no moving parts. More aircraft
approvals followed, for the EFIS-10A and its 7-inch
stablemate, the EFIS-D100.



Avionics News May 2019

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Avionics News May 2019 - Intro
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Avionics News May 2019 - Cover2
Avionics News May 2019 - 1
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Avionics News May 2019 - Cover3
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