Wooo hooo - Almost there on the panel

Powered up the CO detector to make sure I knew how the CO sense line would work and if it went to ground when it should... Does.... yeah, this is the last *widget* that I have to wire on the panel. Well, actually, I have one major device left, but as far as widgets, I'm done. Next step it so clean up the grounds, tidy up the wire runs, create nice bundles. And then I just need to wire up the Audio panel (all the wires are there just waiting on pins and all those shields :) ), and then clean up the power lines and add the final Cannon plug connectors (37 pin versions) and there are 3 of them that completely isolate the panel from the rest of the airplane.

YEAH!!! Can't believe the panel is just about complete....

OMG - and the lights went on!

I couldn't resist. I have 3 backup instruments - ALT, AS, AI, and all three have the UMA Electroluminescent rings on them. To make sure that I wired them correctly to the transformer, I hooked up 24v and ground to a 0-30v .5amp variable power supply and flipped the switch... Didn't let the smoke out, and varying the voltage caused the rings to dim... exactly what they are suppose to do...

Yeah, one more thing done, only a few more to go on the panel.... why did I wait so long to do this, it's actually been a bunch of fun and challenge...

OSHKOSH 2010

Did managed to get to OSH for a day, enough that I figured out ADS-B and got that module ordered, and met a few friends that I hadn't seen it a really long time. Poked around a few new modules as well. TruTrak will have some small EFIS displays that will go in a 3" round hole.... my AI will be replaced with one of those as some point.

Almost done with Panel

So, I've got only 4 more things to wire on the panel... Audio Panel (millions of wires it seems), the CO detector, just a couple of wires, the EL light inverter - again only 4 wires, and finally the antenna switch, which is only a couple of wires and a couple form the Audio Panel. I've got most things prettied up and tied down and I'll save putting on the big Cannon plugs for last. But the Panel is almost complete.

I had to resend my VP switch panel back for yet one other software mod, but it should head back early next week.

Once the panel is complete, I'm going to work on the Avionics Shelf. While in the end it will not be removable, I'm going to try to wire it as a removable component, and get all the objects that will go on it placed on it and the wiring runs identified.

I've already got the Control Units mounted and wired it, and I've got a couple of wires that I've got to add and move around.

The last major wiring effort will be the couple handfuls of items that are scattered around the airframe.... Flap motors, AP servos, lights, etc.

Firewall forward wiring was purchased from Lancair so it should drop in (fingers crossed), with a couple of little modifications... One for the Starter sense circuit that VP has created. It basically can tell you if you have a shorted contactor *before* you have a condition where the starter switch is always on - not good!

Pictures of the panel will wait until its complete, as I mentioned, its just a bunch of wires going every which way, not too much to write home about.

Ok, lots of changes

Amazing how a clear head, some time and advancement of technology comes together to make things happen.

I've got about 40% of my panel wired now. I actually could make things turn on and off and send data between them, but for now, I'll ignore the option to let the smoke out of things until I'm closer to 90% finished.

No need for pictures just yet, it just looks like a bunch of wires all over the place :)...At this pace however, I should have something more tangible in a few more days.

Wow, it even feels good working on this stuff.

Oh, and drawings have been updated significantly, both to reflect changes in VP feature sets and to reflect some simplification on my end for how things would interconnect... I'll post that information later as well.

Alan

Been way too long

Ok, so after a year worth of ignoring my Legacy, I got the bug to get it finished. Don't know what happened during the past few months, think I was mostly burned out from a variety of things...

In getting back into this, I had to dust off a bunch of information and in doing so I learned some new things as well.

a) VP has continued to add features - yeah! Some really nice ones too. They have also learned some new things about how best to wire for specific accessories.

b) one of those additions is what they call a "Starter annunciation"... Read the install docs on the VP-200, but plan to add that, it's just a single wire and a 1K ohm 1/4 watt resistor inline to one pin on CU1 or CU2 J5, pin 11 or 12.

c) If wiring a Lancair canopy seal, note, the documentation on their website is correct for wiring and parts (heck, I designed and found all of those parts), but the description has evolved. There is no annunciation for the canopy seal built in... you have to add that. Simply add a wire on the pressure switch side to either CU1 or CU2 J5 pin 11 or 12 and then configure an annunciator when the canopy seal is running

d) *if* using a TruTrak Autopilot, normally, you run 3 power wires, one to the controller, one to servo A and one to servo B.... But in talking with Marc, he said to use a single wire for power and split off of it, they can detect a disconnect by lack of current draw if done this way.

e) if using an MVP-50 you can also wire in passing through the annunciators from the MVP-50, in my case, I just pulled that wire over to the DU.

More later

Above is my serial interconnect drawing if anyone would like it for reference. This isn't a very complicated panel, but I did plan some future upgrades like ADS-B, etc.

Here is the PDF version in full scale version as well http://www.highrf.com/Rockets/Comms%20Block%20Diagram-b.pdf

VP Display Unit and GPS

I've been working on wiring my panel, not just the VP wires, but I decided to be one of those that figures they can do it just as well as the pro guys and am wiring *all* the wires in my panel. Ever counted how many wires just the Audio Panel has, not counting power and grounds :).

In the process, I'm also wiring all my serial interconnects. While I was doing this, I was verifying what goes to where and making sure that I had maximum flexibility going forward as Im going to upgrade to the new Chelton WAAS GPS module as soon as it's available. I learned that CFS released a SB on how best to wire the EFIS to a TruTrak AutoPilot. It seems that in the case of the Autopilot, it want's MAG corrected GPS tracks and not TRUE tracks. In order to provide that, you need to wire the Autopilot, for serial GPS, to COM09 from the Chelton, and not directly from the GADAHRS.

This caused me to wonder about this in regards to the VP DU and it's need for a serial GPS data stream. I dropped Marc Ausman a note over the weekend and he replied right away. In reality, the DU could use either, however, a byproduct of hooking up to COM09 is that you have to wait for the Chelton display to fully boot before it's providing those messages out that port and with the latest certified software, that can take minutes. If you connect the DU directly to the GADAHRS, these messages are available as soon as you have a valid GPS solution, which will happen pretty much instantaineously as long as you have view of the sky.

So, his recommendation is to connect the DU to the GADAHRS in a CFS installation.

Another Advantage

I was talking with Marc Ausman of VP fame at Golden West this last weekend. I have now figured out yet another advantage that can only be accomplished with Vertical Power.

On the IO-550, there are 2 selections for the electric fuel pump - a) Low boost, really only used for after engine crank up if you need a little shot of fuel to keep things running, or if you have a partial engine driven fuel pump failure; b) high boost, used for priming, in emergency conditions where you have an entire engine driven pump failure;

Where this all comes together however is around emergency opps and what state of flight you are in, and how the little switch in the VP Switch Panel operates. Given a specific state of flight (startup, taxi, takeoff, cruise, etc), you can program the switch to just about control anything and in my case, I could set it up for high boost for prime in pre-start, for low boost for taxi incase I need a little fuel on a cold morning, for high-boost in cruise during first flight, or phase 1, until engine driven pump is proved out, etc. As you can see, the scenarios are limiitless.

NOTE: I've since learned that the capability to on the fly change a switch function will is on the future enhancements lists so you can't quite do what I suggested above, but you may be able in the future.

While this discussion is taking place around the fuel pump, it could be any other piece of equipment in the airplane. Try creating that kind of flexibility with switches or breakers - it would take a rewire for each change and you'd never be able to change it for differing stages of flight.

SECOND NOTE:
Even given that you can't on the fly change a switch function by mode of flight, you still have the flexibility of programming a switch to be function A and then later reprogramming that switch to be funciton B. For example. Perhaps you want the high boost to be on the quick switch on the VP switch panel for first flight, or during phase one, and later, after you have become comfortable that your engine and fuel system is performing correctly, could change that to just be the low boost pump on that switch. Nice flexiblity!

Way to go VP, another plus!

I'm back!

Been a while since a post, so I thought I'd catch up a little.

Took a little break when I bought a company and got it on the road to success. Takes more time that you anticipate for these work related things :)

A good friend of mine designed me a custom bootup screen for my VP Display Unit. Instead of the customary *red* VP bootup screen, mine should startup looking like this :). We also did custom splash screens for the Chelton that match... Now if they will all time their boots the same :)

I should have some updates on wiring and the install in the next couple of weeks along with some new pictures... oh, we love pictures.

Taking a Break!

Hi, all, been sometime since I posted here. As is always the case, my life got in the way :).

I decided to purchase a small company and as a result, needed to spend some time doing some transition and getting it up and running. That's just about finished, so my personal time should be mine again.

Stay tuned, hang in there and as always drop me an email if you need immediate answers to questions. I'm so looking forward to this VP setup and this Legacy!

Alan

Power up and upgrade

I've finally finished enough of my wiring to allow me to bring up the Vertical Power system. I was a couple of Beta releases old as well, so have gone thru the upgrade procedure. No issues found at the moment. Before I comment much on the User Inteface, I'll be working thru some of the configuration required. The UI learning is just like any new software on your PC, I'll be learning the flow and patterns and then will be in much better knowledge to comment on kinks, tricks, or tips. For the most part, I'm not expecting many challenges. The Gang at VP have thot thru most of this and the USB port doubles for not only the memory stick interface, but also a real keyboard interface.

More after some configuration learnings.

Good Catch on 24v systems and Alternators

Good catch by Dan Ballin a fellow Legacy builder.

In talking wth B&C about voltage regulators is seems that in a 24V dual alt system where you use the SD-20 to provide backup alternator and charging for a second battery, that you should use the LS-1A regulator with it *instead* of the LR3C.

Note this only has to do with 24V systems. If you have a 14V one, then the LR3C will work just fine.

This is because the SD-20 is used in either a 14v or a 24v system and the field winding is only a 14V winding. If you use an LR3C with this alternator, it will provide 24 volts to the field and will burn it out. If you use the LS1A, it's regulated on the field output to only provide 14V (scaled to the charging requirements) and so it won't burn out the windings.

This also has direct applicability if you got the power grid fast build option that Lancair provides. I did and got 2 LR3C's. Now I'm trying to exchange one for an LS1A.

Thanks Dan for catching this and saving me some money down the road!
All others plan accordingly.

I'll also get with VP and have them revise and note their regulator drawings.

Suggestions for "laying in the wiring harness"

If you upgrade to the wiring harness that VP can provide you, here are a couple of observations.

A) Make sure you know how the connectors work and prove to yourself that you can unlock one and redo it without damaging it. Do this prior to "laying" in the harness

B) I'd suggest this order for doing the wiring around the VP harness

• Lay in the harness
• Group wires together that go to similar locations within the airframe
• use tape or tie wraps to loosely bundle the groups mentioned in item 2 above
• Determine penetration points where needed and basic wiring attachment points (this won't be all of them and don't do all the bundling and tie-wrapping yet)
• Determine your ground points and install the ground connection blocks
• "lay in" the ground wires parallel to the power wires from the harness and use the similar paths, penetrations, attach points, etc
  

C) After step (B) above you should have the basic power harness installed. Now focus on the other "signalling" functions (e.g. flaps, trim, switches, stick grips, etc)

D) Finally install and connector all the other functions (e.g. autopilot signals, serial inputs/outputs, audio, etc)

Some of these steps can be swapped depending upon how complex your equipment is, but the (B) step in the order specified is what worked the best for me.

Wires, wires, everywhere

Ok, catching up on a few pictures... Harness bascially "layed in", determining where to put tie down blocks.


Other CU in similar state


Inside the tunnel


Center console


Out the front and Avionics shelf



I'll catch up on a few more pictures later today, during which time I'll be working on grounds and basic routing for "fat wires" - which will wait for their final location until weight and balance time.

LPW - latest version

In case you want to look at mine, here is the link to the latest and greatest... You'll see it's version 14 :)... It did take some thinking in a couple of spots plus as I was one of the first to be putting this in a Lancair, we tweaked some things based upon the way the Lancair Flaps system works and perfected the way the canopy seal works with the VP system.

At least it will give you another example to play with... But mind you don't enter it exactly unless you know what you are doing. :)

Lastest LPW

Impressions (part 2)

I was thinking about what I wrote yesterday and realized that maybe I should drop some info in the Blog about what to do differently while Planning your VP based airplanes.

a) Component placement - one of the first basic things that you'll need to thing thru is where will you put things. Not only the VP components, but also the individual devices that you'll control. When you build your LPW, you'll need to spec lengths of wire and it's certainly eaiser to make them longer and cut them off to what you need than it is to have one be short due to revised placement and then need to "splice" two wires together. This isn't a VP specific action btw, it would need to be done either way, but if you are going to buy a VP harness, you'll need to think thru this up front.

b) Grounds - Especially if you are building a composite airplane, you'll need to think thru grounding. The VP harness will give you want you need to provide power, trim, flaps, and some control functions, but it won't give you provisions for specific device grounds. If you design "cluster" spots for components to terminate their grounds that will help. Then you can use either ground terminal blocks, or other types of clustering to provide the individual grounds and then take that ground back to the central ground buss between the engine and batteries

c) Wire sizes obviously, but you'll need to do that no matter what

d) While in a traditional environment you need to think thru what goes on what buss. The concept of a main buss and an endurance buss is slightly different with a VP environment. Each CU actually has it's own "endurance" buss back to it's battery, so what you actually have to think thru in a VP environment is your "load shed" plan. This means that if you have some form of electrical failiure (alternator, battery, etc), that you think more about what devices you would want on in which emergency situation than you do what buss to put devices on or what contactor configuration would be needed to power a specific device. It is good practice however to take devices that are "dual in nature", like 2 EFIS displays and put one on one CU and the other on the other if going a VP Duo system.

e) Switches and overrides - *make sure* you read the installation section on these, they allow your system to become extremely flexible in a failure situation. VP has thought thru most of the scenarios and thru a combination of switch and override modes you can make your solution for any emergency or trouble simple

f) Checklists - at some point, you'll need to develop a checklist that can be used for each flight mode. This will make it easier to establish "flows" and reduce cockpit workload.

g) Power connectors - once you get your harness, make sure you learn how to add or move wires if needed. It's easier to learn this skill before you put in the harness than after when you may be constrained on space. Also there are a couple of "help me's" that the guys at VP have created to show you what the connectors should look like when you open them, what not to do and how each should work. Get *very* familiar with the documentation section of the VP site.

h) Avionics Master - let's see, what do they say on the Sopranos.... fugetaboutit, ya don't need it with VP, plus you get added benefits in that only those things that you want on during the particular "Mode" are on. Huge benefit if trying to start an engine on a 12v system with EFIS technology that might be sensative to turning off when voltage drops below a certain threshold.

i) Items you can ignore! :) - I say that tongue in cheek. To some extent you can ignore the "fancy feature devices". For example with VP you no longer need to think about what you need to buy to provide flap steps and control; trim authority, control and speed; light dimming, control and functions; annunciator panels, control, audio prompts; external triggers like canopy open, baggage open, etc; Most of these are included in the fuctions of the VP 200 systems and some are included in the 100 systems. This saves you a significant amount on items that you'd normally want to purchase separately in order to facilitate these functions.

Ok, that should get you started. There are 2 primary rules in getting starting with VP. A) RTFM - Read the darn installation manual; B) RTFMA - Read the darn installation manual again! Then if you have any question, get on VP's forums and post a question or give Marc and team a call.

VP's Forums

Impressions so far (part 1)

I spent a few minutes (I am after all trying to get this bloody thing flying) in retrospect, thinking about the differences between the original way I was going to wire the airplane and the way it will end up being wired (I'm sorta in the middle/end of that process right now).

Last year, I spent what seemed like forever developing a "wirebook" to aid me in wiring the airplane. This was before I met Marc and the gang at Vertical Power. My original information and wirebook can be found here .

Since that time I've got a hole new appreciation for the amount of effort that original intent would have taken. I've also learned of some of the inflexibility that it would have caused. And also some of the weight that it would have generated. Which, by switching to the VP DUO, I won't have. Here are just a few of the examples.


a) Panel wiring and weight - this is how the back of just the "breaker" area would have looked if I had gone down the path of doing panel breakers. Each device that required a breaker would have required a lenght of wire to be run from the device to the breaker and breaker to battery contactor buss.

b) Fat wires - see those fat wires in that picture above. Depending on where your battery(s) were located, you'd have to run a fat wire from the Alternator(s) to the battery(s) and then up to the panel where usually the breakers ans busses are constructed. In my case, the batteries will be in the tail, so that represents a pretty huge savings in weight that I won't need to do.


c) Space constraints - originally, you have to think in terms of what I'll call a "clustered" power environment. I also needs to be packed into the panel area. I was always trying to constrain space to allow for maximum flexibility around wiring on the back of the panel. This would provide the most flexibility for service down the road, but at the compromise of the smallest area to work in. Ever noticed that you always look at the back of a panel, when you look at some elses handiwork and wonder how they got all that stuff in there. With VP, you end up in a more "distributed" power environment, one where there is a central distribution point, but it doesn't have to be located behind the panel if you elect not to.

d) the other area that your don't really think about centers around the amount of effort required to determine the size and length of wires, how many things need to be connected and where they will get their power. The tools that VP have developed thru the use of their LPW (Load Planning Worksheet) and installation documentation because a huge contributor in saving me loads of time as I retooled and switched from the "old school" to the new VP environment. It created a logical tool to organize your thots, determine distances, wire sizes, breaker sizes and then utimately culminated in a pre-made wiring harness. In my case there are close too 100 wires that all I had to do was "lay them in" and connect them up.

I've read recent posts about people being "scared" to tackle wiring their own airplane and especially their own panel. With the VP approach and their tools, you can't go wrong. Oh, and did I talk about their support, it's excellent.





I've got some more to add to this stream of thot, but for now here's a close up of my panel, it's lack of breakers, switches, etc for you to look at. Me - I want to go work on my airplane.... More with new pictures later.

Serial Interconnects

In wiring my panel, I needed to build a drawing of all the serial interconnects. In the process, I provisioned it for what I believe would work with a GDL-90 ADS-B receiever.

I also have many things that share a common sources.. For example, I have 3 if not 4 items that take NMEA from the G496 and also about the same from the GPS data from the Chelton GADAHRS.

I devised a way to use "DB" type connectors as a poor mans serial buss. I'll take the source side and daisy chain together the numbers needed, and then on the destination side, the only common pin will be the shield. This should allow easier swapping as needed between the various serial devices. Hopefully, I won't have to swap, but just in case, this method seemed to be the most simple to utilize to facilitate all the sources and destinations.

Anyway, back to the drawing. You can get it from my web site - here

It is color coded for the various interconnects... It also shows the locations of the serial busses and reflects a panel design using CPC connectors to facilitate simple removal of the entire panel if needed.

Hope this helps someone, I know it certainly will help me.

I didn't think this day would ever come!

As it relates to those very large holes on the left side of my panel. I didn't think the day would come where I'd actually have things stuff in them. And least you only look there.... Lookie, lookie, lookie, what the UPS man dropped off at my house today... Notice the right most Large Holes have items in them as well!!! Yep, that's the VP DU as it's called (Display Unit), and the SP below it (Switch Panel). Real versions with real electronics inside.

Oooooo, Ohhhhhhh, it won't be long now!