Aero Safe Corporation Guardian I Standby Vacuum Systems & Standby Pressure Systems for Beechcraft and other Aircraft.
Why do you need a standby vacuum or pressure system? Read "178 Seconds to Live" (click here for link)
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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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 STC No. SA5717SW Dated 05/02/84 820471 Cessna A185F 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. 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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