I too use VPX Pro for most of my circuits but because of a IFR concern of the VPX in the UK ( Regulated by the LAA) - concern re failure modes and associated actual data and a lack of published data and software logic as required by certified devices! I installed the Garmin GAD 27 to run flap trim and lighting. For trim and flaps and pitch servo they have an independent power supply. Also have independent back up pitch trim not via GSA 28 servo. RV 14 IFR dual G3x touch - GAD 27- 650 xi - G5 plus Battery. Dual Alt and IBBS. Also PPS and Dual 114 P mags, one via VPX and one via independent bus. All independent bus devices have classic CBs.
It seems to be a little easier for us in the US to use this in our Homebuilts. I haven't gotten to the point with our Avionics team to know what we will run through VPX vs GAD 27. I know Stien Air has their reasons for what they run through each. But once we finalize that we will be talking about it in more detail on the RU-vid Channel
I still don’t get the desire for a single point failure.. if that magic box burns out.. then what? The earlier “remote circuit” EXP BUS 2 went extinct.. and as they fail, there’s no replacement.. the VP-50, then the VP-100 eventually went extinct.. and as they failed, users were forced to either acquire spares or change over to some new system.. traditional circuit breakers are so independent and reliable.. I would not consider a VPX to be a selling point.. I’m just not sold on it yet, I love the look of traditional CBs.
There will always be a single failure point somewhere. We are just choosing where to put it. The main power supply going into a traditional power bus is a single point of failure too. The information the VPX gives us on each circuit is worth it for us. We will have a G5 on its own backup battery that should everything fail, we will have all the info we need to land safely. Plus the G3X will also be on battery backup, but I am not sure if it will be before or after the VPX.
@@N14VE of course there are single points of failure.. a single fuel line, and oil line failure, the single master contactor, any battery cable.. I just don’t get why we need this device any more than we need circuit boards and computer chips on my refrigerator or air compressor (yes, some come with these!) I don’t understand the need to know if my landing lights are consuming 6 amps or 6.2 amps.. just a simple CB setup is timeless and reliable. I’m not knocking your decision to go this route, I love tech, and I really want to know if I’m missing out on the newest, best way to go, but I just remember when the VP-100 went unsupported.. then the VP-200.. kinda left a bad taste in a lot of other people’s mouths. 10 years from now, are all these early adopters going to be left re-wiring their planes?
I agree. I’ve considered the acm and vpx. I love the tech but won’t put one in my build. The greatest benefit is a quicker build process but for me the benefit does not out weigh the addition of another single point of failure. Yes there are other single points of failure, however that is not a logical argument for adding another. To each his/her own.
Typically we build 2-3 evenings a week after work for 2-3 hours each. Then once or twice a month we make it a Build Weekend where we spend most of Sat & Sunday building. Of course we've slowed down and haven't done much in the last month because of our new born baby. But we will be getting back to it soon.
I tried it both with and without on this one. Trust me, it needed the reduction. I wish adobe podcast enhance had a halfway option but it’s all or nothing. I’ve bought some new recording gear so hopefully the next round will be better.
Do you have any specific details on why the VPX is junk? I've seen the VPX used in many installations and pretty much hear only positive feedback from the owners who have used them.
@@N14VE - mine has been a disaster. PPS started on fire 2 1/2 years ago. Replaced two times. My plane electrical hasn’t been right since. In process of going back to conventional. Its been miserable… I have spent thousands of dollars on their problem, and nothing but frustration. The Alternator Distribution Relay continues to trip offline leaving me with only battery power. Takes out both alternators. Got 20 minutes before my electronic ignition quits. Electronic engineers say I may have a faulty diode sending out a dirty signal from the bridge, causing the intermittent trip. Caused by the fire and short circuit of the first box. Stay away. Company was bought, support nil…
