Newly EASA-certified Cabri G2 helicopter
features Plasma CDI ignition as standard
On December 10th,
2007, Helicopteres Guimbal received a Supplemental Type Certificate from EASA*
for the Light Speed Engineering Plasma CDI as standard equipment on their new
Helicopter, the Cabri G2.
This state-of-the-art helicopter received its Type Certificate
on December 15th after years of development and testing.
The modern design of the Cabri G2, powered by a Lycoming 0-360
engine, included the Plasma CDI from the beginning as one of many advanced
concepts introduced with this aircraft. The Plasma CDI contributes to the
excellent efficiency, reliability, reduced operating cost and superb performance
of this all-new helicopter.
Over 20 years of experience with electronic ignition systems in
experimental aircraft resulted in the current Plasma CDI design.
More than 3,500 pilots are enjoying significant fuel savings
and improved performance made possible only by Light Speed Engineering’s Plasma
CDI.
The certification by EASA confirms that the Light Speed
Engineering Plasma Capacitor Discharge Ignitions are built to the highest
standards, thoroughly tested and qualified for use in the rugged aviation
environment.
This is the first STC issued for an all-electronic CDI without
moving parts.
Reciprocal agreements between the FAA and EASA can facilitate
further applications on certified aircraft in the future.
Review the website, www.lightspeedengineering.com,
for further information on the Plasma CDI.
----- Original Message -----
Sent: 01/08/2008 12:23 PM
Subject: [LML] EI cont.
...plus, I told Klaus at the outset that the only way I
would design a micro-based ignition is if it was triply redundant with
majority voting on the outputs. And that he better be ready to do Monte-Carlo
simulations with all kinds of different things going wrong to demostrate that
it would not harm the engine or pilot when some sensor or
transient failure occured. I really like computers; I use one all the
time to design my props. I've worked with them since 1958! But some of the
problems I've had have been with software routines programmed by others,
that took control or turned off interrupts. 'Had that last happen on an Atlas
flight! But I have to consider what the software in a single-processor
ignition or fuel injection system would do if a cosmic ray/high energy
particle came burrowing through the solid-state program memory and
changed the state of one bit. For those who don't know about this, it's
referred to as an SEU, a single-event upset. That's why space hardware has to
be radiation hardened. But it can happen at sea-level too, but occurs more
often the higher you go. It also is more of problem with with the more
miniature, smaller-junction size devices. Since an ignition system is a
relatively slow system, it's better to use the larger, slower devices which
have greater immunity to SEUs due to their junction size. My rule is to not
use faster gates than what are necessary!
These are some of the things you
should ask someone who wants to sell you a single-processor system. BTW, Klaus
tells me that one of his customers had a lightning strike that let the smoke
out of his avionics but the Plasma kept on
ticking.
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