Wednesday, February 28, 2007
Harness
From the sounds of things, the wiring harness for my VP-200 system will be ready in about a week. I'm about 2 wks away from starting to "layin" wiring, won't be final for a while, but will allow for placement of all the goodies and basic harness finishing. I also ordered a bunch of DMC crimp tools today, and got my big box of wire from Stein at www.steinair.com. Should be fun stuff real soon!
Ram Air - Automation
For those that use Ram Air, one of the concerns is having it open when on the ground and bypassing the engine air cleaner thereby sucking up all the dirt and grit from the airport environment. I've determined that with the VP-200 system you could have a 4th Ray Allen servo control the Ram Air butterfly valve and then use the VP modes and rules to control when the Ram Air is on. For example, you could switch it on/off based upon a specific ground speed, or airspeed, of if you wanted you could switch it on/off at specific altitudes, or maybe even times of flight, etc. Within reason, the possibilities are endless. In my case, it only took using the 2nd servo control function on the second CU in a VP-200 system.
Canopy seal - Automatic version :)
All,
While you can go to the VP website (www.verticalpower.com) and see the schematic of how to hook up the Lancair Canopy seal pump to the VP-200. Im most instanced with a Legacy, it would still require a mechanical switch that switches the seal from atmosphere to the pump and vic-a-versa. I wanted a more automated solution and worked with Marc at VP to figure out the wiring. I also needed to source an "electronic" switch which I did with Parker's Pneutronics group.
The Part number of the switch is 003-0258-900
And here is the product page - electronics switch pump at Parker
In my case, its a 3 way, 24V switch that's good to 50psi. I has two wires on it. They are simply + and -. When you power the switch, it switches, when it's unpowered it goes back to either NC or NO depending on how your connected the hoses. Also, the one listed above uses 1/8" ID barbs which mate the hose material that is used in the Lancair Canopy seal.
Wiring to the VP box is actually 3 pins. 1 to power the pump (and it's associated pressure regulator switch - the 2 are in series with one another). Another wire will go to the parker switch, and finally, You take a wire off the pressure pump and run it back to one of the Active High inputs on the CU box. This in turn senses when the pump runs and provides a mechanism for annunciation.
I'll try to draw up a version in Cad, to better show this.
What this will give me over time (may not be in first releases of VP software), is the ability to control the canopy switch based upon flight modes, specific rules, etc. For example. I can have the VP-200 system turn on the canopy seal when in Taxi and flight modes, and turn it off when in preflight, startup, or shutdown modes. Plus I don't need yet another ugly switch on the panel or hidden somewhere. :)
Aint this stuff totally cool and all brought to you by the Magicians (my new word for them) at Vertical Power.... It's better than having a Co-Pilot, you don't have to tell them, or educate them on what to do!
While you can go to the VP website (www.verticalpower.com) and see the schematic of how to hook up the Lancair Canopy seal pump to the VP-200. Im most instanced with a Legacy, it would still require a mechanical switch that switches the seal from atmosphere to the pump and vic-a-versa. I wanted a more automated solution and worked with Marc at VP to figure out the wiring. I also needed to source an "electronic" switch which I did with Parker's Pneutronics group.
The Part number of the switch is 003-0258-900
And here is the product page - electronics switch pump at Parker
In my case, its a 3 way, 24V switch that's good to 50psi. I has two wires on it. They are simply + and -. When you power the switch, it switches, when it's unpowered it goes back to either NC or NO depending on how your connected the hoses. Also, the one listed above uses 1/8" ID barbs which mate the hose material that is used in the Lancair Canopy seal.
Wiring to the VP box is actually 3 pins. 1 to power the pump (and it's associated pressure regulator switch - the 2 are in series with one another). Another wire will go to the parker switch, and finally, You take a wire off the pressure pump and run it back to one of the Active High inputs on the CU box. This in turn senses when the pump runs and provides a mechanism for annunciation.
I'll try to draw up a version in Cad, to better show this.
What this will give me over time (may not be in first releases of VP software), is the ability to control the canopy switch based upon flight modes, specific rules, etc. For example. I can have the VP-200 system turn on the canopy seal when in Taxi and flight modes, and turn it off when in preflight, startup, or shutdown modes. Plus I don't need yet another ugly switch on the panel or hidden somewhere. :)
Aint this stuff totally cool and all brought to you by the Magicians (my new word for them) at Vertical Power.... It's better than having a Co-Pilot, you don't have to tell them, or educate them on what to do!
Thursday, February 22, 2007
Flap functions
Oooooo, as a side benefit. I sent my flap motor and limit switches to VP this week. They have confirmed and created a Lancair flap system drawing. Marc should get it up on their website soon. It's gonna be *soooo* nice. As the code matures, I'll end up with these features.
- single tap flap positions
- double click to go all the way down
- disable flaps above x speed
- auto trim input when flaps lowered
- reduced-speed flap retract on go-around
- auto-flap lowering at proper speeds
In my case, I use 2 outputs for the flap motor, the box controls the polarity to provide up and down to the motor. I use 2 inputs for the flap switch (up/dwn). I use 2 inputs for the all the way up, all the way down limit switches (the Lancair flap motor has *way* more throw than is needed, hence the limit switch setup). And then I have a Ray Allen position sensor so I get graphical readout on the VP Display.
Gonna be an excellent addition and I didn't have to buy any other items to have the above.
- single tap flap positions
- double click to go all the way down
- disable flaps above x speed
- auto trim input when flaps lowered
- reduced-speed flap retract on go-around
- auto-flap lowering at proper speeds
In my case, I use 2 outputs for the flap motor, the box controls the polarity to provide up and down to the motor. I use 2 inputs for the flap switch (up/dwn). I use 2 inputs for the all the way up, all the way down limit switches (the Lancair flap motor has *way* more throw than is needed, hence the limit switch setup). And then I have a Ray Allen position sensor so I get graphical readout on the VP Display.
Gonna be an excellent addition and I didn't have to buy any other items to have the above.
Final Version - VP Panel
Whew, ok, finally. Here is the final version! Now off to the cutter, powdercoater and silkscreener and then into my panel frame! NOTE, if you are working with Lancair Avionics, make sure you are working with Ray, he's a gem, and was extremely easy to work with as I changed my original panel design...
As a side note, wiring harness is off being made up. Target date for hardware is April. With this now out of the way, it's back to FWF work and other wiring tasks.... I can tell you already tho, this wiring is going to be *soo* much easier. I don't have to build a bloody buss system on the back of the panel at the breakers, and run all those little red wires to and from. Yea!
Tuesday, February 20, 2007
VP Panel Layout V2
This is pretty close to the last version. It still has a couple of quirks, and I'll updated once I finalize the last version. Image is clickable to get a larger version.
Latest version of Load Planning document V6
Ok, here is the latest (submitted as final for review) Load Planning worksheet. I've updated lengths, labels, sizes, etc. As a couple of points of reference. I've utilized all the trim servo positions. I've added support for the Lancair Flap motor and limit switches. I've used 4 serial inputs from the Co Detector, engine monitor, EFIS, and GPS. My version will utilize the EI MVP-50 which will be "blind mounted" behind the panel most likely in a swing down fashion during testing. Because I'm a 28V system, I've utilized the 12V regulated outputs where appropriate. I'm using LED based nav lights that only work on 12V for example. My Com/Nav radio utilized 2 power pins grouped together as one device. Other devices utilize 2 wires off one pin for powering 2 voltage inputs. These are documented in the LPW.
Harnesses from VP when delivered to customers will also have labels on each wire done with a laser etching. Mine will be good ole Masking tape labels I'm sure :)...
V6 LPW is here
Harnesses from VP when delivered to customers will also have labels on each wire done with a laser etching. Mine will be good ole Masking tape labels I'm sure :)...
V6 LPW is here
Sunday, February 18, 2007
So just what can the VP system replace
I've received a few calls and emails from people trying to understand what all the VP system can do. For the record, I'll be a VP-200 system with dual Control Units.
I told a few people that I'd attempt to document those items that I *was* planning under the "Old School" approach and what of those will be replaced by the VP system.
- Trim controllers - I was going to use the TCM modules that were developed by an F1 Rocket owner (www.f1-rocketboy.com). They integrate the relays, speed control, pilot/co-pilot lockout and trim motor regulation. With the TCM's, you'd need one each for each trim function. I have 2 now that will be collecting dust as the VP system replaces the need for them
- While on trim, I had build a Pitch/Rudder trim indicator panel where I was going to mount the Ray Allen trim indicators. The VP system has done away with trim indicators for me in my panel, so I'll just have a blank panel that covers that opening in my center console
- Flaps - while this is still very much in the early investigation mode at VP. The Legacy uses a Flap motor, a set of relays, and a custom aluminum extrusion that has mounted to it, an up and down set of limit switches. It appears that the VP system can replace the need for the relays and *may* be able to replace the limit switches, however, it might be prudent to leave them in line and allow the VP Control units to sense when they are reached. More on this as I have sent my motor and limit switch setup to Marc and team for further investigation
- Flaps continued - I had thot of using one of the smart flap modules provided by AircraftExtras (www.aircraftextras.com). They make a couple that are pretty nice, provide electronic relays, and step positioning. I had elected to not go that way, but now get that functionality for free with the VP system.
- Breakers - I had a full panel of Klixon breakers that were going to go into my Legacy, as you'll see from the drawings below, those have all been eliminated
- Switch breakers - I also had a full switch panel that also has been eliminated and replaced by the VP system. Now there will only b 3 switches. - Starter, and 2 Override switches, one that will control the PFD and AHRS, and the other that will control the COMM1 and antenna switch for a *worse case scenario*
- 24-12v convertor - I had planned to put an Astron 24-12, 10A converter in my plane, mostly for the trim system as it required 12V. I would have used it for a couple of other smaller things as well, but now, that weight and complexity is gone, The CU's provied a couple of outputs that regulate my 24v system down to 12v. These outputs are in addition to the Trim system which is also regulated for 12V
- Wires, while this is yet to be fully understood, because both of my batteries are going to be behind the seats, the "Old School" system would have required that Large current carrying wire would need to be run from the firewall, where the alternators are, back to the batteries, then back forward to the avionics shelf and the panel, where in effect the busses were created. The VP system should negate the need for the run of large wire from the batteries back up to the panel and avionics shelf, again saving weight.
- Dimmer module - I was going to use a VAL CLA-500, 4 channel dimmer module to provide dimming for Avionics, Glare Screen, Instruments and Cabin/Baggage. This module has been completely removed from my setup going forward and the VP system has replaced it.
- Manual push pull knobs - in the Legacy, you normally have 3 push pulls. One for the cabin heat, one for the Oil cooler door, and one for Ram Air. This later one is a ram air system that bypasses the Air Cleaner and provided about 1-2" of additional Manifold pressure when in flight. With the VP-200 system, while this won't be supported initially, I'm going to replace that push/pull knob with a Ray Allen Servo and a remote mechanism to control the ram air. Theory has it that a rule could be constructed to turn on/off ram air based upon GPS altitude. airspeed, or GPS ground speed, all automatically
- Canopy seal - the canopy seal in a Legacy is a setup with an electrical pump, pressure switch, and a mechanical bypass switch. It maintains a certain amount of pressure when the mechanical switch is closed thereby keeping a pressure seal around all of the canopy. It's actually pretty amazing at how much noise, cold, water, etc, it keeps out. With the VP-200 system, I'll replace the mechanical, manual switch, with an electronic version and be able to control the canopy seal function based upon the VP modes of flight. For example, I'll turn on the seal when in run-up and turn it off when in taxi. Obviously those can be changed and customized for your perferences.
- Avionics Master contactor - This is completely replaced with the VP system and yet, you maintain similar functionality.
There are probably a couple of other things that I'll remember and add to this list later, but for now this is a good start.
I told a few people that I'd attempt to document those items that I *was* planning under the "Old School" approach and what of those will be replaced by the VP system.
- Trim controllers - I was going to use the TCM modules that were developed by an F1 Rocket owner (www.f1-rocketboy.com). They integrate the relays, speed control, pilot/co-pilot lockout and trim motor regulation. With the TCM's, you'd need one each for each trim function. I have 2 now that will be collecting dust as the VP system replaces the need for them
- While on trim, I had build a Pitch/Rudder trim indicator panel where I was going to mount the Ray Allen trim indicators. The VP system has done away with trim indicators for me in my panel, so I'll just have a blank panel that covers that opening in my center console
- Flaps - while this is still very much in the early investigation mode at VP. The Legacy uses a Flap motor, a set of relays, and a custom aluminum extrusion that has mounted to it, an up and down set of limit switches. It appears that the VP system can replace the need for the relays and *may* be able to replace the limit switches, however, it might be prudent to leave them in line and allow the VP Control units to sense when they are reached. More on this as I have sent my motor and limit switch setup to Marc and team for further investigation
- Flaps continued - I had thot of using one of the smart flap modules provided by AircraftExtras (www.aircraftextras.com). They make a couple that are pretty nice, provide electronic relays, and step positioning. I had elected to not go that way, but now get that functionality for free with the VP system.
- Breakers - I had a full panel of Klixon breakers that were going to go into my Legacy, as you'll see from the drawings below, those have all been eliminated
- Switch breakers - I also had a full switch panel that also has been eliminated and replaced by the VP system. Now there will only b 3 switches. - Starter, and 2 Override switches, one that will control the PFD and AHRS, and the other that will control the COMM1 and antenna switch for a *worse case scenario*
- 24-12v convertor - I had planned to put an Astron 24-12, 10A converter in my plane, mostly for the trim system as it required 12V. I would have used it for a couple of other smaller things as well, but now, that weight and complexity is gone, The CU's provied a couple of outputs that regulate my 24v system down to 12v. These outputs are in addition to the Trim system which is also regulated for 12V
- Wires, while this is yet to be fully understood, because both of my batteries are going to be behind the seats, the "Old School" system would have required that Large current carrying wire would need to be run from the firewall, where the alternators are, back to the batteries, then back forward to the avionics shelf and the panel, where in effect the busses were created. The VP system should negate the need for the run of large wire from the batteries back up to the panel and avionics shelf, again saving weight.
- Dimmer module - I was going to use a VAL CLA-500, 4 channel dimmer module to provide dimming for Avionics, Glare Screen, Instruments and Cabin/Baggage. This module has been completely removed from my setup going forward and the VP system has replaced it.
- Manual push pull knobs - in the Legacy, you normally have 3 push pulls. One for the cabin heat, one for the Oil cooler door, and one for Ram Air. This later one is a ram air system that bypasses the Air Cleaner and provided about 1-2" of additional Manifold pressure when in flight. With the VP-200 system, while this won't be supported initially, I'm going to replace that push/pull knob with a Ray Allen Servo and a remote mechanism to control the ram air. Theory has it that a rule could be constructed to turn on/off ram air based upon GPS altitude. airspeed, or GPS ground speed, all automatically
- Canopy seal - the canopy seal in a Legacy is a setup with an electrical pump, pressure switch, and a mechanical bypass switch. It maintains a certain amount of pressure when the mechanical switch is closed thereby keeping a pressure seal around all of the canopy. It's actually pretty amazing at how much noise, cold, water, etc, it keeps out. With the VP-200 system, I'll replace the mechanical, manual switch, with an electronic version and be able to control the canopy seal function based upon the VP modes of flight. For example, I'll turn on the seal when in run-up and turn it off when in taxi. Obviously those can be changed and customized for your perferences.
- Avionics Master contactor - This is completely replaced with the VP system and yet, you maintain similar functionality.
There are probably a couple of other things that I'll remember and add to this list later, but for now this is a good start.
HOT! - Red Boxes
Marc and the gang at Vertical Power sent me some "empty" Red Boxes to do some fitting with. I'm trying to determine the final resting point. First approach is to place them close by the batteries. This should allow only one run of *large* wire from the alternators to the batteries and then short runs to the VP Control Units. From there, its simply small wires that turn to the perpherals. Fall back plan will be one with the batteries and one up Front on the avionics shelf.
At first blush, they are a little larger than I expected, but they grow on your after awhile :)...
Wednesday, February 14, 2007
Planning Activities (part 2 of n)
Planning document complete (at least for this version) :)
Ok, had a great call with Marc from VP to review my planning document. Man, you sorta have to think a little different when doing this planning. I kept falling into the "old school" routine and Marc would have to rescue me. Towards the end of the call however, I was in the groove and after the call, updated the spreadsheet with great ease.
Let me say one thing right now.... RTFM - or in this case, read the VP200 installation manual a bunch of times. Most of my questions that I asked Marc were answered in the installation manual.
It took me 4 versions of the document to get mine nailed down, but now in looking at it after the fact, its starting to make sense. While it may get tweaked a bit later on, here is my last version as of today - Version 4
Ok, had a great call with Marc from VP to review my planning document. Man, you sorta have to think a little different when doing this planning. I kept falling into the "old school" routine and Marc would have to rescue me. Towards the end of the call however, I was in the groove and after the call, updated the spreadsheet with great ease.
Let me say one thing right now.... RTFM - or in this case, read the VP200 installation manual a bunch of times. Most of my questions that I asked Marc were answered in the installation manual.
It took me 4 versions of the document to get mine nailed down, but now in looking at it after the fact, its starting to make sense. While it may get tweaked a bit later on, here is my last version as of today - Version 4
Tuesday, February 13, 2007
Planning Activities (part 1 of n)
Well, lots going on, but not much to show for it.
- I sent a first draft of panel changes off to Lancair, hope to have those back quickly so I don't get caught in the after SNF rush that they normally have.
- I'm on my 3rd rev of the VP Load Planning worksheet. I'll share a version after I have a call with Marc at VP tomorrow. It took me a while to think differently about wiring. I was still thinking single wires (ala breakers) and had to think about all the things that could be powered up or down regardless of what they are. This matches to VP's concept of a device and how a device can have multiple power inputs - you have to account for all of those.
- I got empty "Red Boxes" today from Marc. These will be used for space planning, etc
- Lastly, I found out that EI has a "Blind mount" kit for the MVP-50. Now I need to find out how to get one as I really want to stay with the MVP instead of having to buy an EIS.
More to follow tomorrow after the call with Marc.
Thursday, February 8, 2007
Wednesday, February 7, 2007
.png)
The Journey begins
Well, I'm about to undertake a metamorphisis. Moving from traditional wiring, electrical control, to a more modern computer controlled version. Over the next few weeks, I hope to document this project for others who might be interested in doing the same.
I'll be using a set of products made by Vertical Power (www.verticalpower.com). Because I had already started down the path of the "old school". I've got some basic planning that I'll need to redo. Also in no specific order I've got to nail down the following
I'll be using a set of products made by Vertical Power (www.verticalpower.com). Because I had already started down the path of the "old school". I've got some basic planning that I'll need to redo. Also in no specific order I've got to nail down the following
- Panel layout for a new display unit
- Panel layout to remove all breakers and most switches
- Panel layout to reorder a few things to make room for the display
- Wiring documentation for what devices will exist and where they will be located and how much wiring will be required
All of the above sounds ominus, but stay tuned, you'll be amazed at how easy this is going to be. Wiring an airplane, will never be the same.
The Journey begins....
Subscribe to:
Posts (Atom)
