We will have a VP-200 and VP-100 demo system on display and also the new Climate Control System. The RV-7 will be there too. Please call ahead if you'd like to schedule a demo flight.

 

This panel, built by Aerotronics, features a Vertical Power VP-200, dual Chelton screens, a Garmin stack, and a TruTrak autopilot. The panel itself is a custom fiberglass mold from Aerotronics and the flat panels are aluminum covered with bonded carbon fiber and a clear satin finish. The red starter button is from a Honda and is wired to the VP-200.

 

Charles writes "The VP-200 system takes the place of almost all the traditional circuit breakers by having the electronics in the aircraft monitored and controlled by a solid state system. It not only monitors the electrical system but provides alerts and also run-a-way trim protection.
 
Built into the system is what they call mode specific operations. Depending on where you are (Pre-flight, Before-Start, Start, After-Start, Taxi, Run-up, Takeoff/Climb, Cruise, Landing, and Maneuver) the system displays the check lists and system checks that are key to that particular operation. Thus increasing pilot awareness and safety.
 
Other benefits that interested me were the elimination of another fail point in the electrical system, monitoring of all key components (my plane will have a dual alternator system), and simplification of wiring.
 
I am based in the Pacific Northwest, so we have many days with rain and clouds. So if you want to fly here you really need to be IFR rated. Like many people I do not have a second pilot so I fly single pilot IFR. I wanted my panel to provide the functionality to do this as safely as possible. The VP-200's functionality fits this mission. " 

Every now and then I get a comment about the VP-200 like "I don't want to give up control of my airplane to a computer" and it's a fair comment if one doesn't fully understand how the system works. So I'd like to take a moment to clarify that point, and in actuality the exact opposite is true: you have MORE control than you do with a traditional aircraft electrical system. Why? Because you have more information about the electrical system and you can individually control each electrical device, often in multiple ways.

First, you have bus voltage, current draw, and a graphical display of the electrical system. You can also display the current draw for each individual item.

Next, you can turn things on and off in several ways. Use mode switching to turn things on and off automatically, or select a device from the list to turn it on or off, or use a conventional switch.

Next, there are several ways to control electrical devices, including hard-wired backups. For example, the flaps and trim can be controlled from traditional trim and flap switches as well as soft keys on the display.

Finally, when you look at the design goals, it is clear that the pilot is always in the loop. These goals are:
1. You can configure the system to operate the way you want it to. Once you start the engine, it behaves the way you configure it and you don't have to even touch the unit during the flight.
2. The system always tells you what is happening. Device status (on/off/fault) is always shown as well as low-voltage conditions, etc.
3. You can override any of the automatic settings and manually change modes or turn things on or off.

This is possible because digital avionics give you a lot more options that old analog systems. 

Click here to go to the software page. All software upgrades are free of charge.  

We hope you find this newsletter worthwhile. If there are other topics you would like to see here, please drop us an e-mail.