Thanks for this! I’m about to configure my VP-X plus all Garmin system in my RANS S-21 and it really helped that you walked us through the configurator.
Thanks for watching. We really like the PPS, the many features it has such as the resettable from the cabin Circuit Protection for both the alternator and the main power run are really nice. It comes at a price as compared to building your own setup but greatly simplifies the wiring. We also like the integration with the G3X. We will be making a video on that as well sometime soon.
Very helpful video. I have watched it several times.But, I notice that in most of your panels there are still a few CBs? Are there some loads that are too big for the VPX? What breakers do you still need?
Thanks for watching! Our earlier Sling panels had the main breaker on the panel, we have since moved that off panel. On engines such as the Rotax 914 that has 2 electric pumps and no mechanical pump, we will run one on the VPX and one on a breaker. Some of the Vans panels may have breakers for their SDS or Fly EFII system that do not run through the VPX.
@@justindwyer3430 we will run the alternator on the VPX since it has built in over voltage protection. This is for the field wire of course and you will need to protect the main feed wire outside of the VPX.
This looks like a slick device but I worry about the company going out of business and stuck with some 'old' device no longer supported and no changes could be made to it. Breakers and switches on the other hand will never go out of style.
Hi I bought a rv 10 with this system. But my vpx menu is not where you showed. Is there some where Els i can have a look.... My ignition power is dead.
The VPX has a programmable feature called slow retract which mitigates the concern you have about the flaps retracting all the way with one click on go-arounds. BTW, the VPX does support planes with reflex position (RV-10), so "all the way up" is only to zero degrees flaps. In that regard, it is an advantage that you can be sure to only go to zero degrees with a single click on the VPX, while with the Garmin flap controller, you have to count your clicks to not accidentally go to reflex.
Thank you for watching, yes we do know hat you can control the speed as a work around, we still personally like to control it myself. It is just the way we work and may not be for all.
Why not just use a simple switch for ALT like a Cessna vs. having VP-X control it? For VP-X to control it on the Rotax iS didn't you need to install a relay? Which one?
By using the VPX to control the alternator, you get over voltage protection, If the VPX senses over voltage it will shut down the field wire, to get this protection without a VPX you will need a crowbar. No relay needed unless you want to have one to break the main feed from the alternator for extra protection.
@@GaryRudolph though the Rotax engine itself doesn’t have a field the external alternator that is often installed to supplement does, this is the field we are talking about.
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Thank you for this. Couldn’t get it to connect until I turned off the WIFI on my laptop.
Thanks for posting these videos. Very useful for explaining VP, you folks are doing a great job. Looking forward to the G3X integration video.
Thanks for this! I’m about to configure my VP-X plus all Garmin system in my RANS S-21 and it really helped that you walked us through the configurator.
Thanks for watching. We really like the PPS, the many features it has such as the resettable from the cabin Circuit Protection for both the alternator and the main power run are really nice. It comes at a price as compared to building your own setup but greatly simplifies the wiring. We also like the integration with the G3X. We will be making a video on that as well sometime soon.
Awesome video!! Great information. I look forward to more on the GAD 27
Great info. Thanks for putting these out.
Awesome video, Thanks Steve
17:43 I've never seen what the screen actually looked like on the G3X. Great vid.
Great video. Curious what your thoughts are on the PPS system from Vertical Power?
Very helpful video. I have watched it several times.But, I notice that in most of your panels there are still a few CBs? Are there some loads that are too big for the VPX? What breakers do you still need?
Thanks for watching!
Our earlier Sling panels had the main breaker on the panel, we have since moved that off panel.
On engines such as the Rotax 914 that has 2 electric pumps and no mechanical pump, we will run one on the VPX and one on a breaker.
Some of the Vans panels may have breakers for their SDS or Fly EFII system that do not run through the VPX.
Thanks for the prompt reply. If I may, a follow up: what about for external alt? Fuse box? No need for CBs? @@MidwestPanels
@@justindwyer3430 we will run the alternator on the VPX since it has built in over voltage protection. This is for the field wire of course and you will need to protect the main feed wire outside of the VPX.
This looks like a slick device but I worry about the company going out of business and stuck with some 'old' device no longer supported and no changes could be made to it. Breakers and switches on the other hand will never go out of style.
They have been around for 18 years, and they have been rock solid, I don’t think you have to worry.
Hi I bought a rv 10 with this system. But my vpx menu is not where you showed. Is there some where Els i can have a look.... My ignition power is dead.
The VPX is often on the second GDU so if you have 2 G3X screens look in the copilot screen for it.
The VPX has a programmable feature called slow retract which mitigates the concern you have about the flaps retracting all the way with one click on go-arounds. BTW, the VPX does support planes with reflex position (RV-10), so "all the way up" is only to zero degrees flaps. In that regard, it is an advantage that you can be sure to only go to zero degrees with a single click on the VPX, while with the Garmin flap controller, you have to count your clicks to not accidentally go to reflex.
Thank you for watching, yes we do know hat you can control the speed as a work around, we still personally like to control it myself. It is just the way we work and may not be for all.
Why not just use a simple switch for ALT like a Cessna vs. having VP-X control it? For VP-X to control it on the Rotax iS didn't you need to install a relay? Which one?
By using the VPX to control the alternator, you get over voltage protection, If the VPX senses over voltage it will shut down the field wire, to get this protection without a VPX you will need a crowbar. No relay needed unless you want to have one to break the main feed from the alternator for extra protection.
@@MidwestPanels got it, but the Rotax iS doesn't have an Alt field. I thought I heard you say you use a relay in the video?
@@GaryRudolph though the Rotax engine itself doesn’t have a field the external alternator that is often installed to supplement does, this is the field we are talking about.
Cool Video. I assume when you are talking about wig was you are talking about lights that do not have the capability built in?
Yes, but even with those lights many of the manufacturers recommend using the VPX or an item like the GAD 27.
What failure rate have your customer seen?
None, we have not had one fail to date.
Can you use that unit in a certified aircraft like a Piper arrow 2 ??
Unfortunately, no, it is for Experimental and Light Sport
Vertical Power is a great device but It's a pity it's not compatible with automotive alternators.
Junk. Buyer beware….