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.