Newer FLIR... why so complicated.

Pascal, may I ask what type of FLIR it is. It must have at least an USB port for tests and software upload. I will get my chief on that subject and will come back with possible answers. A system and / or network layout would also help.

the YF community must be able to find a solution!

A Dassault Falcon 8x, an Airbus ACJ-319 neo and some smaller ones but they do not have HUD and FLIR in front of both cockpit seats. I know their final speed is not 150 Kts (its about 106 to 110 KIAS depending on landing weight) but I have flown much faster planes during my active duty as an Air Force Jet Pilot and later during my time as an officer of the Air Force Reserve. The highest final speed had the F-104 G during a mid flap or even no flap approach (app. up to 225 Kts depending on config and remaining fuel), which was a major emergency, because the Boundary layer control was not available due to the flap/slat position. But this old flying machines had no fancy cockpit electronics, just electrics of the late fifties. Sometimes after Your first turn out of traffic, You could see Your Litton LN-3 INS position disappear on the horizon . And my Airbus H-145 helicopter, I fly during night VFR flights with night vision goggles. But after 2 hours of night flying with that goggles, I can't sleep after that, at least half of the night. Our bigger commercial cargo planes, I am not allowed to fly anymore due to age, because I am 68 years old.



P.S. Pascal, I have just talked on the phone to my chief engineer down in Palma about Your problem. His first idea was, that the default IP adress that came with the M232, if still being used, should be changed. I will come back ASAP with better answers.

And new cars/trucks/cell phones/TVs etc. Making anything "talk" to another thing (or brand) has become a nightmare.

HTM09, you are correct. Older gen (2007) stuff. I am glad the newer equipment is better. I had been wondering.

Fascinating to read of your Air Force service. The closest I got to an F104 was watching the pilot eject after losing is engine over a farm in Norvenich West Germany. My father was stationed there with the USAF. They were referred to as the flying coffins or the man riding a missle... I hope your engineer can be of assistance to Pascal and his FLIR/Raymarine issues.

I have been to the barracks of Kerpen far to often. Nörvenich is located in an area with very frequent nice weather, especially during autum and winter. Therefore Nörvenich was very often the only available weather alternate for most fighter wings in northern Germany. If the weather sucked in during night, You could sometimes find half of the NATO jet flyers at the bar in the officers mess at Kerpen after one of those typiclal weather diversions during night flying. The cross servicing guys at Nörvenich never went out of practice.

On the FLIR M 500 You have not only the excellent cooled IR sensor with the smallest Delta T window resolution of all civil available IR sensors, it also has a coupled high power beam light, a visual camera and a low light visual camera. The IR sensor is gyro stabilized, has 14x zoom and can dedect other boats up to a distance of 8,3 NM.

But one has to be aware of the physical limitations of any IR detection system. IR thermal radiation in its specific wave length can not look through and can not be seen through heavy rain (basically water droplets greater than its wave length) and it gets pretty much blind, when looking directly into a bigger heat source like the sun or hot exhausts. That why You see a big black plume around the ships exhausts.

On IR seekers like the good old Sidewinder missile seeker head it is different, her sensor is looking for a specific heat window, in order to differentiate jet exhaust from flares.

But even a hand held IR monocular, especially the ones with a combined low light and IR sensor can be of great help on a boat during night or on a foggy day.

But identifying a target on Your radar, corolate it with Your precise MAO display and visual ID with your multi sensor, stabilized IR platform, is really a great thing to have.

May be it is my habbit from my flying training but I have my bridge displays, when I am doing bridge duties (yes, I am still doing that from time to time) on my yacht, setup in the following way: Center screen course up with the ECDISC map display as the primary information, RADAR picture overlayed if needed or during night or low visibility and AIS info with track tracer also. Screen to the left Radar with AIS info and IR overlay on stby, this screen is also used for visual ID of a target with the other sensors. Screen to the right map only, may be north up for better reading (My old analog brain is fading, north up charts may be of help for the old man.

The other screens are used for enviromental and engine data or as needed by other bridge personel. I specially love to track the shadow with the second RADAR and couple bearing and distance to the shadow with the autopilot. Means automatic formation position hold with the always leading shadow, offset to starboard. His return is so big, even the most badly mistuned RADAR can find and track him. The only thing missing is auto throttle but speed changes on boats are not so dramatic.

As Your loved onces my be on board and as You are responsible for Your crew and guests, just give Your crew the best equipment available. State of the art stabilized IR sensors truly belong to this type of equipment.

Just my 2 (Euro) cents