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Rob wrote,
I disagree with the group consensus that all-electric is the only way to go.
I'm a fairly inexperienced IFR pilot -- And let's not forget my resolution
to practice partial panel on a regular basis.
It's all about risk management. >>
Jeff, your comment that experienced pilots should be listened to is exactly right. For a while, angels look out for the inexperienced ones.
Risk management and vacuum systems are exactly why the FAA and all CFII's push partial panel practice and unusual attitude recovery. The many and goofy ways vacuum systems fail may be hazardous to your health through no fault of your own. Other popular killers, VMC into IMC and fuel starvation, are often failures of pilot judgement.
Serious airplanes are not inexpensive and fancy ones (ie IV-Ps) even less so. One begins to be reluctant have someone kill the power so you can regularly practice engine-out stuff, enter unusual attitudes which might abuse the engine, practice "pattern work", perform touch and goes etc.
So, how might "electrics" make me all better? I'm glad you asked and I will start with a simple example. After installing and learning to use an Angle-of-Attack electronic device, I do not practice "in the pattern" or landings, it would be a waste of time, fuel, tires and brakes. 99.44% of AOA managed landings are flawless. Well, now what happens if the AOA fails? I can use backup instrumentation such as the cross-checked airspeed indicator and, if everything fails, my brain can fall back on the feel and sight picture of many successful landings. Further benefits include assistance in avoiding stall/spin on base to final and a max L/D indication in case I have to glide to an airport or straight stretch of the Interstate.
Why is IFR instrumentation (and a rating) so important? Start by asking John Kennedy Jr's ghost. If you make any night flights, such instrumentation and its use may be the difference between life and death. How about VFR on top - especially near a front where the cloud's "horizon" is tilted - try that without an AI. Or, lets fly over a bit of Lake Michigan with Meigs reporting VFR, 5 mile vis, no clouds below 12000, but over the lake there is a haze and no horizon. Its not just a matter of getting above a "marine layer", but when conditions quickly change and the layer reaches to the ground.
If you do much flying to non-home airport destinations, you should have reliable and dependable flight instrumentation with appropriate backups and well thought out support systems - whether it's vacuum-vacuum (ugh), vacuum-electric, electric-electric or electronic-electronic. Of course, the risk management part includes equipment costs, panel space and flight missions.
I don't have to be anywhere at anytime, but I will not be strapped to the ground either. Taking into account my current limitations, I use a fresh vacuum AI (and a fresh pump), electric autopilot backup, essential bus, Garmin 430 & VOR, 2 airspeed indicators (mechanical and electronic), 2 compasses (mechanical and flux gate). Also, a simple traffic warning system backed up by looking outside occasionally.
My next airplane will be all electric, but no electric/mechanical gyros - only electronic 3-D with magnometers, accelerometers, laser ring or whatever.
I will also use antigravity devices instead of those silly wheels.
Grayhawk
LNC2-320 N92EX, ultimately LEG2 9ZP
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