Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Sun, 19 Sep 2004 20:36:06 -0400 Message-ID: X-Original-Return-Path: Received: from rwcrmhc12.comcast.net ([216.148.227.85] verified) by logan.com (CommuniGate Pro SMTP 4.2.2) with ESMTP id 421675 for lml@lancaironline.net; Sun, 19 Sep 2004 17:05:04 -0400 Received-SPF: none receiver=logan.com; client-ip=216.148.227.85; envelope-from=olsen25@comcast.net Received: from 204.127.197.119 ([204.127.197.119]) by comcast.net (rwcrmhc12) with SMTP id <2004091921042301400fdhsje>; Sun, 19 Sep 2004 21:04:33 +0000 Received: from [67.161.194.140] by 204.127.197.119; Sun, 19 Sep 2004 21:04:22 +0000 From: olsen25@comcast.net X-Original-To: lml@lancaironline.net X-Original-Cc: olsen25@comcast.net Subject: VisionMicro and TruTrak are tops on my list! X-Original-Date: Sun, 19 Sep 2004 21:04:22 +0000 X-Original-Message-Id: <091920042104.25451.414DF45600008B280000636B2200761438CACD020A9C0401@comcast.net> X-Mailer: AT&T Message Center Version 1 (Jul 16 2004) X-Authenticated-Sender: b2xzZW4yNUBjb21jYXN0Lm5ldA== MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_25451_1095627862_0" --NextPart_Webmail_9m3u9jl4l_25451_1095627862_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit LML Gang, You probably saw my posts in the last 2 weeks regarding the P-static issues I encountered in my 320 on the way to the Labor Day fly-in in Redmond. I lost both the TruTrak Digiflight II autopilot and the VM1000 engine monitor. Both of these companies were extremely responsive and fixed my equipment very quickly. TruTrak found that there was a component that was not meeting tolerance for rapidly rising voltage transients (they had just found this problem in one of their units). They fixed my unit and put the new design change in so I shouldn't have the same problem again in the future. The VM1000 I have is about 4-5 years old and was manufactured prior to VisionMicro taking this product through the TSO testing so they could install in certified aircraft (like the Diamond). When they did the TSO testing they found that some of the inputs on the I/O card (interface board for the fuel probes) did not have adequate static protection to pass the TSO static testing (see VisionMicro for more details). They made a slight design change to the I/O board to improve the protection against static discharge and it now passes the FAA testing. As part of fixing my unit they replaced the I/O board with the new design, giving me better margins. In talking to several of you and others, I have decided to do a better job in tying metal components in my 320 to aircraft ground. For example, the complete aileron, elevator and flap pushrod system is not explicitly grounded. I believe that the autopilot was zapped by a discharge out in the wing or tail travelling through the pushrods, the autopilot servo and into the autopilot computer. Adequate grounding of the pushrods should take that discharge directly to ground. The number one improvement I will make is to myself -- stay away from snow showers in the future! Dan --NextPart_Webmail_9m3u9jl4l_25451_1095627862_0 Content-Type: text/html Content-Transfer-Encoding: 8bit

LML Gang,

You probably saw my posts in the last 2 weeks regarding the P-static issues I encountered in my 320 on the way to the Labor Day fly-in in Redmond. I lost both the TruTrak Digiflight II autopilot and the VM1000 engine monitor.

Both of these companies were extremely responsive and fixed my equipment very quickly. TruTrak found that there was a component that was not meeting tolerance for rapidly rising voltage transients (they had just found this problem in one of their units). They fixed my unit and put the new design change in so I shouldn't have the same problem again in the future.

The VM1000 I have is about 4-5 years old and was manufactured prior to VisionMicro taking this product through the TSO testing so they could install in certified aircraft (like the Diamond). When they did the TSO testing they found that some of the inputs on the I/O card (interface board for the fuel probes) did not have adequate static protection to pass the TSO static testing (see VisionMicro for more details). They made a slight design change to the I/O board to improve the protection against static discharge and it now passes the FAA testing. As part of fixing my unit they replaced the I/O board with the new design, giving me better margins.

In talking to several of you and others, I have decided to do a better job in tying metal components in my 320 to aircraft ground. For example, the complete aileron, elevator and flap pushrod system is not explicitly grounded. I believe that the autopilot was zapped by a discharge out in the wing or tail travelling through the pushrods, the autopilot servo and into the autopilot computer. Adequate grounding of the pushrods should take that discharge directly to ground.

The number one improvement I will make is to myself -- stay away from snow showers in the future!

Dan

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