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Aero Safe Corporation |
| Guardian
I Standby Vacuum Systems & Standby
Pressure Systems for Beech Aircraft
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Why do you need
a standby vacuum or pressure system?
Read "178 Seconds to
Live"
|
| The Aero
Safe Guardian I standby vacuum systems
and standby pressure systems provide
a continuous source of backup vacuum
or pressure for instruments and autopilots
and are STC
approved for a wide range of aircraft
with the vacuum system applicable
to most Cessna and Piper aircraft
and the pressure systems applicable
to most Beech aircraft.
Important
note: You must establish
whether you have vacuum driven or
pressure driven instruments. |
|
The Aero Safe system
consists of a vacuum or pressure pump
driven by an electric motor which
is usually mounted on the firewall
bulkhead. The system is supplied complete
with everything required for the installation
and is easy to operate. |
| Instrument
Conditions: The Guardian
I is a continuous operational system
and should be "ON" during all phases
of Instrument Flight.
The Guardian I can be "Checked"
as required in flight by looking
at the vacuum/pressure gauge and
turning the system "ON". The vacuum
or pressure gauge needle will increase
indicating that the system is "ONLINE"
and operational. |
| REDUNDANCY: |
Provides
single engine aircraft the
redundancy of a twin. (Two
pumps working for you). |
| AUTO
PILOT: |
Prevents
loss of autopilot in most
aircraft. |
| FAA
APPROVED: |
See the list
of approved
installations. |
| WARRANTY: |
Two (2) year
warranty. If the system fails
to operate as advertised we
will repair or replace defective
parts and extend the warranty
for another two (2) years.
|
| INSTALLATION
TIME: |
Four to six
hour installation time on
most aircraft. |
| WEIGHT: |
8.5 lbs.
to 11.5 lbs. depending on
aircraft make and model. |
| COMPLETE
KIT: |
Everything
needed for installation is
included. |
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| Top
of page STC
APPROVED AIRCRAFT |
| STC Number |
Kit Part Number |
Applicability |
STC No. SA3571SW
Dated 02/04/86 |
820500 |
Installs
on Bellanca 17-1A, Bellanca
17-30A Revision approved 03/08/89
|
STC No. SA3527SW
Dated 11/07/85 |
820630 |
Beech A 36
Serial No. E2111 and subsequent.
|
STC No. SA4835SW
Rev 4
Dated 10/18/84 |
820600 |
Beech F33,
F33A, V35A, V35B,V35A-TC,
V35B-TC, A36, A36-TC, B36-TC,
E33A.
Beech G33 Rev. 01/07/91.
Beech B36 Rev. 12/15/92.
Beech 36 Rev. 07/09/93. |
STC No. SA5675SW
Rev 2
Dated 9/27/85 |
820620 |
Beech V35,
V35TC, M35, S35,35-C33, Beech
H35, J35, K35, N35, P35 Rev.
04/02/87 |
STC No. SA5621SW
Dated 12/30/83 |
820450 |
Cessna 172M,
172N,172P, 172Q, Cessna 172D,
172E, 172F, 172G, 172H, 172I,
172K Rev. 08/06/87 |
STC No. SA5887SW
Dated 02/27/85 |
820460 |
Cessna 172RG,
172K |
STC No. SA5701SW
Dated 04/13/84 |
820390 |
Cessna 177RG,
Cessna 177 Revision approved
04/26/88.Cessna 177A, 177B
Rev 03/15/89. |
STC No. SA4844SW
Dated 11/17/82 |
820400 |
Cessna 182P,
182Q, 182R, Cessna 182E, 182F,
182G, and models 1962 thru
1973. Rev. 09/07/90. |
STC No. SA5573SW
Dated 11/07/83 |
820420 |
Cessna R182
|
STC No. SA5602SW
Dated 12/13/83 |
820430 |
Cessna TR182
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STC No. SA5717SW
Dated 05/02/84 |
820471 |
Cessna A185F
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STC No. SA5416SW
Dated 05/09/83 |
820300 |
Cessna U206F,
U206G, TU206F, TU206G.Cessna
206, U206, TU206, P206, TP206
Rev. 08/21/87 |
STC No. SA4626SW
Rev. 3
Dated 05/09/83 |
820200 |
Cessna 210L,T210L,
210M, T210M, 210N, T210N,
P210N. |
STC No. SA5631SW
Rev 1
Dated 05/29/85 |
820900 |
Mooney M20C,
M20E, M20F, M20G, M20J. |
STC No. SA5438SW
Dated 05/27/83 |
820700 |
Mooney M20K
|
STC No. SA5925SW
Dated 04/22/85 |
820840 |
Piper PA
24 260 Piper PA 24 180, PA
24 250, PA 24 400 Revision
Dated 05/19/87 |
STC No. SA5827SW
Rev. 1
Dated 10/24/85 |
820860 |
Piper PA
28 181, PA 28 236 |
STC No. SA5679SW
Rev. 1
Dated 06/13/86 |
820830 |
Piper PA
28 R200, PA 28 140, PA28 180,
PA28 150, and PA 28 235. PIPER
PA 28 151, PA28 160, PA 28
161, PA 28 R 180.Rev. 08/08/88.
PIPER PA 28 RT 201 Rev. 12/18/91
|
STC No. SA5681SW
Rev. 1
Dated 01/16/85 |
820820 |
PIPER PA
28 R 201, PA 28 R 201T, PA
28 RT 201T. Rev. 02/23/87
|
STC No. SA4840SW
Rev. 2
Dated 04/23/84 |
820800 |
PIPER PA
32 260, PA 32 300, PA 32R
300, PA 32 RT 300, PA 32 R
301, PA 32 301, PA 32 301T,
PA 32 R 301T, PA 32RT 300T.
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STC No. SA7628SW
Dated 08/02/89 |
820920 |
Socata TB
9, TB 10, TB 20, TB 21 |
|
| Top
of page "178
Seconds To Live"
|
| How long
can a pilot who has little or no instrument
training expect to live after flying
into bad weather and losing visual
contact? Researchers at the University
of Illinois found the answer to this
question. Twenty student "guinea pigs"
flew into simulated instrument weather
and all went into graveyard spirals
or roller coasters. The outcome differed
in only one respect - the time required
till control was lost. The interval
ranged from 480 seconds to 20 seconds.
The average time was 178 seconds -
two seconds short of three minutes.
Here's the fatal
scenario:
The sky is overcast and the visibility
is poor. That reported five-mile
visibility looks more like two and
you can't judge the height of the
overcast. Your altimeter tells you
that you are at 1,500 feet, but
your map tells you that there are
local terrains as high as 1,200
feet. There might be a tower because
you're not sure just how far off
course you are. But you've flown
in worse weather than this, so you
press on.
You find yourself unconsciously
easing back just a bit on the controls
to clear those none-too-imaginary
towers. With no warning, you're
in the soup. You peer so hard into
the milky white mist that your eyes
hurt. You fight the feeling in your
stomach. You try to swallow only
to find your mouth dry. Now you
realize you should have waited for
better weather. The appointment
was important, but not all that
important. Somewhere a voice is
saying, "You've had it. It's all
over!"
You now have 178 seconds to live.
Your aircraft feels on an even keel
but your compass turns slowly. You
push a little rudder and add a little
pressure on the controls to stop
the turn but this feels unnatural
and you return the controls to their
original position. This feels better
but now your compass is turning
a little faster and your airspeed
is increasing slightly. You scan
your instruments for help but what
you see looks somewhat unfamiliar.
You're sure this is just a bad spot.
You'll break out in a few minutes.
(But you don't have a few minutes
left.)
You now have 100 seconds to live.
You glance at your altimeter and
you are shocked to see it unwinding.
You're already down to 1,200 feet.
Instinctively you pull back on the
controls but the altimeter still
unwinds. The engine is into the
red and the airspeed nearly so.
You have 45 seconds to live.
Now you're sweating and shaking.
There must be something wrong with
the controls; pulling back only
moves the airspeed indicator farther
into the red. You can hear the wind
tearing at the aircraft.
You have 10 seconds to live.
Suddenly you see the ground. The
trees rush up at you. You can see
the horizon if you turn your head
far enough, but it's at a weird
angle - you're almost inverted.
You open your mouth to scream, but
you have no seconds left!!
Please
read the following!
"The
Silent Emergency"
"Airborne
Service Letter"
|
Courtesy
of Aviation Safety Promotion
Branch, System Safety, Transport Canada
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of page |
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