To VP-X or Not to VP-X?

[DanH]

Originally Posted by rocketman1988

Unfortunately, I think he is one of the self proclaimed experts...

There's #2...

I think I will stick with my experience...

..and #3.

[Hartstoc]

Originally Posted by Paddy

I commend you on your thoughtful consideration of the options, Otis. You are sure to have a plane in which you can have confidence and pride using this approach. Good on ya!

Thanks for the kind words, Paddy! This was not an easy decision and I?m certainly making no ?right way, wrong way? claims here. It just makes sense for me to go with the simpler and lighter choice here, partly due to the fact that my Garmin suite already incorporates many of the features the VP-X would provide.

I do appreciate everybody?s input to this thread.- Otis

[penguin]

For most of the airframe build everything is laid out for your Van's. Once you are on to the wiring its up to the builder to design the system he wants. Many find the VPX fills in a gap here, but it does come with some (in my view) serious limitations. There is a huge amount of really useful information on the Vertical Power web site, but some claims are a little disingenuous (for example c/bs are unreliable ...).

Many of the benefits are really only true in marketing land. The purpose of an electrical system is to reliably distribute electrical energy to the services in the aircraft. Complex electronic hardware and many lines of code are not required. Some switches and fuses are all it takes. If circuit breakers are your thing, that's fine, they are almost as reliable as fuses. I don't want anything else messing with my trim or flaps, particularly software that has been designed and tested to unknown standards. I want to be able to expand my electrical system as I want, not to be constrained by the number of channels in box. I only really care what my system volts, and occasionally how much current I am pulling, more information will only keep your head stuck inside too long. If a fuse or c/b blows I will go without the service until I am safely on the ground.

Learning to wire an airplane is about a difficult as learning to rivet. We've all learnt how to rivet, and most enjoy riveting. Look on wiring as just another skill to learn and task to enjoy. Install the electrical system that meets the needs of you and your airplane, rather than make your system comply with the constraints imposed by an equipment supplier.

Here's some thoughts, the time to set fuse or cb ratings is at design time - changing the rating on the fly is not really a benefit, wig-wag comes for free with most LED landing lights, the best flap positioning system is counting how long to hold the switch, circuit breakers are reliable, Garmin now provide many useful features in the G3X almost for nothing. All equipment should earn its way onto the aircraft. 'Because I want one' is a good reason for buying something (even a VPX), but understand the constraints imposed by your purchase.

Pete

[JonJay]

I like Dan?s ?typical human behavior? tree. It now sits in the back of my mind as I try to justify my own decisions or thoughts, and as I read others. It is spot on in how we act as a human animal, albeit a little ?snarky?, perhaps
It could be applied to several current threads.
I will use it, if nothing more than to ?check? myself.

[rv6ejguy]

I don't think Dan is a "self proclaimed expert". Smart, truly knowledgeable and talented based on real world experience, yes.

I consider everything Dan has to say on VAF. It's usually well based in fact and worth pondering.

I kinda like his blunt sense of humor and how he drills down to the basics and the facts, separating out the fluff and BS along the way.

[rv6ejguy]

I think this one has been thrashed enough. People have listed the pros and cons of a VPX installation for others to ponder. Install it or don't. Simple as that. Same applies to engines, avionics, fuel and ignition systems, paint, primer etc.

Lots of choices in this game. Not everyone will agree with your reasons or choices nor you with theirs.

Doug's posting rules are here: http://www.vansairforce.net/rules.htm Please respect rules 4 and 7.

[BCP Boys]

Originally Posted by rocketman1988

Just a minute..... While I get the popcorn...

LMAO, so true.

Originally Posted by dweyant

I have a VPX Pro in my RV-9A.

Twin screen G3X Touch, dual ADAHRS, and a GTN 650. No steam, and no other backup.

I routinely fly it to minimums IFR.

The VPX has, and I have implemented a completely separate backup battery system with an IBBS Li-Poly battery. In the very unlikely event I lose either my entire electrical system, and/or the entire (dual bus) VPX system. I still have enough separate electrical power to run enough avionics to safely get me down.


Really don't understand the reluctance to use a VPX based on the reliability/safety decision. If you implement the system as they recommend you still have a very flyable/safe setup for 45-60 minutes.

-Dan

So what happens when one of the internal circuits stops working during an approach ? I'm not asking to be a smartA, I'm really curious.
A friend of mine chased what he thought was an Alternator problem that ended up being his VPX but he only found out because he lost power to his flaps and intermittently his trim. After spending hours chasing it down to the VPX and spending valuable time on the phone with them, he ended up taking it out, sending it back to them only to be charged several hundred dollars for another board. My question is if VPX circuits can fail that way, what happens when the circuit to the EFIS or GPS fails during an approach? You mentioned redundancy, how does that work? Are you only referring to the battery/power? Or is there built in back-up circuits in the VPX?