John Denker wrote
> On 01/31/2007 05:59 PM, AJ MacLeod wrote:
>
> > Please correct me if I'm wrong, but I suspect you're only looking at
> aircraft
> > which use old fashioned simple XML electrical systems.
> >
> > Most vaguely recent aircraft which have had any significant attention
> paid to
> > their electrical system will be using a nasal based one...
>
> Well, I'm only smart enough to find ones that refer to DG by the name DG.
> This includes one with an electrical.nas.
>
> If you know of others, or a way to find others, please share.
>
> find . | xargs grep -I '[/"]DG'
> ./Aircraft/Spitfire/Systems/electrical.xml:
> <prop>/systems/electrical/outputs/DG</prop>
> ./Aircraft/E3B/Systems/electrical.xml:
> <prop>/systems/electrical/outputs/DG</prop>
> ./Aircraft/KC135/Systems/electrical.xml:
> <prop>/systems/electrical/outputs/DG</prop>
> ./Aircraft/SeaVixen/Systems/seavixen-electrical.nas: DG = Output.new
> ("DG",
>
Hmm. There's some terminological inexactitude that has crept in here. In the
Sea Vixen Pilot's notes what we might now call the hsi but was then called
the compass indicator is the instrument on the panel. It has its own power
supply and serviceability status. It is fed by the Master Reference Gyro
(normal) or a Directional Gyro (Standby) each with its own power supply and
serviceability status.
I have modeled the MRG to reflect the data I have available, but have yet to
do fast erection. The DG is probably less well modeled right now.
The fluxgate compass is a different device which I added as an alternative
to the then existing vacuum-driven item. And yes the Spitfire etc.
electrical systems need updating to the latest nasal script standard.
Vivian
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