Vertical Power solid state electrical systems for experimental aircraft

VP-200 Series Product Information
The VP-200 brings modern technology to the experimental aviation community to reduce wiring complexity, reduce pilot workload, and increase pilot awareness and safety. It is built using the latest technology, yet is based on time-honored electrical architectures. The system provides device switching and circuit protection, overall electrical systems management, engine monitoring, and advanced checklist functionality.

The VP-200 Series of products includes the VP-200 and the VP-200 Duo. Both are based on the same technology platform, and offer different levels of redundancy. The VP-200 Duo includes a second Control Unit which allows additional switching and control capability. It additionally supports a dual independent bus, dual alternator electrical configuration.

Introduction
The VP-200 has many features that simplify wiring and reduce pilot workload. But what exactly does it do? Here are the highlights:

1	Provides circuit protection and switching for the electrical system, replacing most switches, circuit breakers, and black boxes.

2	Automatically turns electrical devices on and off during the flight so you can focus on flying. You can of course manually turn anything on or off.

3	Verifies that the flaps, trim, landing gear, and mag switch are in the correct position for engine start, takeoff and landing.

4	Automatically presents checklists and the correct engine information right when you need it.

Modes
The VP-200 Series products operate around the idea of Modes.
A Mode is a specific phase of ground or flight operations. It provides a method by which to organize and clarify all of the various activities that must occur during normal operations. Using proprietary algorithms, the VP-200 takes inputs from aircraft engine data and GPS data and determines which one of ten Modes the aircraft is in. These Modes are defined as Pre-flight, Before-Start, Start, After-Start, Taxi, Run-up, Takeoff/Climb, Cruise, Landing, and Maneuver.

While this may seem like a new concept, you do it every time you fly.

As a safe pilot, you are trained to do the same things every time you fly. By its very nature, flying lends itself to automating routine tasks that are done over and over every flight. Much of your routine workload is offloaded to the VP-200 allowing you to focus on flying the aircraft. Also, pilots are usually control freaks. With that in mind, the VP-200 allows you to override automatic settings when necessary (for example, manually turning on the landing light or turning off the strobes). It also tells you exactly what it is doing and provides a real-time status display of all your electrical devices.

For each Mode, the user can:

1	Define what devices (lights, radios, etc.) are turned on and off for each Mode.

2	Organize the display of engine instruments to optimize/de-clutter for that Mode (you may want to see different things during start than during cruise).

3	Configure what checklists to show at each Mode change (checklist items are user configurable).

4	Configure alarms that verify the flaps, trim, landing gear, and mag switch are in the correct position for engine start, takeoff and landing.

Overview of Modes during a flight

Everything on traditionally-wired aircraft must be turned on or off manually, including lights, pitot heat, lighting, landing lights, fuel pumps, etc. You may use checklists to ensure you do not forget anything. Contrast this with recent advances in automobile technology where one finds automatic lights, windshield wipers, climate control, systems monitoring, integrated console functions, and so on. Often, when your workload is heavy or when you are distracted, items on the checklist are missed. Further, the very act of going through the checklist distracts you from the task of flying the plane itself, talking to air traffic controllers, and looking out for other traffic.

This new level of control allows you to focus on flying the aircraft (rather than managing the aircraft) and keeping your head outside the cockpit. You have total control of how the system functions. System behavior is set while you are comfortably on the ground, and rationally thinking through how things should work. Those behaviors are then executed for you while you are flying and focusing on other things.

For more general information on how the systems works, take a flight with Vertical Power.

Context
Modes give the VP-200 Series a sense of context that allows the system to accurately understand what you want to do and see from the time you power up to the time you shut down. Many instruments today display the same data throughout the flight but in practical terms, certain data are valuable at one point in time, but less valuable at another.

The idea of “context” has become popular in recent years in the software industry. For example, a software product such as a word processor may have 100 icons on the toolbar. But you only need 12 of them when editing a picture. So when you select a picture you only see the 12 you need. The others are hidden.

We’ve applied the same idea to the display and to some functions, and they’re mostly configurable by you. Here are a list of some things the VP-200 does better by understanding context:

Gauge display

You can configure which primary gauges are displayed for each mode. For example, during engine start your primary engine gauges can be oil pressure and RPM. During cruise they can be manifold pressure and RPM.

Remote Control
The remote only works when the system is in Pre-flight Mode so that you can’t accidentally use it in flight.

Master switch
The master switch is located on the Switch Panel, and will automatically turn off the electrical system when it remains in Pre-flight Mode for more than 5 minutes. No more worry about leaving the master switch on!

Configuration Monitoring
Verifies that the flaps, trim, landing gear, and mag switch are in the correct position for engine start, takeoff and landing. You can configure these settings to match your aircraft and flying style.

Indicator bugs
During start, you see an idle RPM bug, during run-up you see a run-up RPM bug, during cruise you see a cruise RPM bug. No reason to clutter the display with bugs you don’t need.

Soft Keys
The soft keys at the bottom of the display change for each mode and anticipate the actions you may want to do during that Mode as shown in the two images below.

Low voltage alarms
Normally, the low voltage light flashes when the engine is off. But it really makes no sense because we all know the voltage is low. The VP-200 allows you to specify a low voltage threshold for both engine off and engine on conditions.

VMC-IMC conditions
You can configure one of the three switch panel switches to be a VMC-IMC switch. If you’re in VMC conditions, place the switch in VMC. Before you go in the clouds, place it in IMC position. When in IMC, it will turn off the strobes, turn on pitot heat below 40 deg F, and respond more quickly to certain emergencies. Specifically, you can configure different load-shedding scenarios for IMC and VMC conditions so that if you do have an alternator failure, you shed only those devices appropriate to the weather conditions.

De-clutter
The flap and gear indicators disappear in Cruise Mode if they are UP. EGTs are not shown when the engine is off. The Takeoff Mode checklist disappears when the airplane is faster than 20 kts. To name only a few.

Start code—no key needed
During Before Start Mode, the system asks you to enter a code before allowing you to engage the starter.

Intelligent contactor control
The system automatically determines when to turn on and off the battery contactor, and does not engage the battery contactor until it is needed. This draws less power on the ground during pre-flight and emergency load shed conditions.

Runaway trim protection
There are two runaway trim protection systems, and one works differently on the ground than in the air. If the trim runs for more than three seconds in the air, the circuit is disabled. However, you can run it indefinitely when on the ground.

Variable trim speed
The pitch trim motor speed adjusts automatically so it becomes less sensitive in cruise and more sensitive in the pattern.

Mag drop calculation
When in the Run-up Mode, the VP-200 intelligently calculates the mag drop and delta during a mag check.

Air or ground context
The system determines (and displays) if you are in the air or on the ground. With that information, it can assume certain things. For example, the landing gear circuit is disabled on the ground, so you don’t have to wire in a separate system to provide this function.

Maneuver Mode
When you’re doing air work or aerobatics, for example, the idea Modes can break down. That’s why there is a Maneuver Mode. With a single soft-key press, you manually enter this Mode and it stays in this Mode until you manually exit.

Most of the above settings are fully configurable.

Control
Pilots, by nature, like to be in control. That’s why there are four ways to control each and every device on the aircraft. Normal operation is generally “hands off” with a real-time display telling you exactly what’s going on, yet you can quickly override anything if needed. The four ways are:

•	Modes Using the setup menus, you specify which devices are on during each Mode. For example, the landing lights can be set to turn on and wig-wag automatically during Takeoff Mode and Landing Mode.
•	External switches You can configure the three switches on the Switch Panel to control almost any of the electrical devices. Further, the Display Unit and each Control Unit have eight inputs that can be wired to additional external switches and configured to control specific electrical devices.
•	Soft keys Using the rotary knob on the Display Unit, you can quickly scroll down the device list (the list on the right-hand side of the screen) to a device and turn that device on or off using the soft keys. Using this same method, you can also control the trim and flaps in case of a switch failure.
•	Switch Panel Switches You can assign each of these switches to an electrical device like the boost pump or landing light. The mode switching handles the majority of the routine switching, and these three switches allow you to quickly turn on specific devices.

And there’s also backup controls for the trim and flaps.

Emergency Handling
Vertical Power introduces a new way to respond to emergencies that allows you to focus on flying. In case of an emergency, you do not have to recall in memory long-forgotten electrical system diagrams and current flows from one bus to another. The VP-200 simply asks you to select from a list of emergencies (alternator failure, engine failure, engine fire, and electrical fumes, and a manual control menu) and then it executes a pre-configured set of actions. For example, if the alternator fails the system begins load shedding, switches to the backup alternator, and brings up the Alternator Failure checklist.

Pressing the Emergency Button brings up the Emergency Soft keys

Flying With Vertical Power
This scenario is based on the VP-200. Note that almost every action and display item in this scenario is configurable.
As you near your aircraft on the tarmac, you press the power button on the remote control key fob. The nav lights flash and the Vertical Power VP-200 turns on. You can press another button on the key fob and the interior lights come on. Press a different button and the system will cycle through nav lights, strobes, and landing lights so you can verify they operate properly.

Finish the pre-flight and get strapped in. The display shows that the engine and electrical system parameters look good. Press the Comm1 button and listen to ASOS. The VP-200 turns on the comm radio and the audio panel together, but doesn’t turn anything else on. Press the Before-Start Mode button and you’re asked to enter the four-digit start code. No keys needed. The cabin lights turn off. Once the code is entered, you hear the battery contactor click closed. The engine instruments change so that oil pressure and RPM are the primary instruments. The Before Start checklist appears automatically. One of the soft keys on the Display Unit shows Boost. You press it for a few seconds to prime the engine. You then press the Start button and the engine comes to life. The system changes automatically to After-Start Mode.

You look around outside to make sure everything looks fine, and hear “Oil Pressure OK” in the headset. The alternator and avionics turn on automatically. Strobes and nav lights come on. An alarm reminds you to raise the flaps and reset the trim to neutral. You look at the electrical system graphic display and note that everything is OK.

As you taxi forward, the display switches to Taxi Mode. The primary instruments are now oil temperature and RPM. It’s night, so you use one of the three switches in the Switch Panel to flip on the taxi light.

You set the engine to run-up RPM and note the change to Run-up Mode. The run-up checklist appears and the primary gauges become RPM and manifold pressure. As you cycle the mag switch, the system calculates the RPM drop on each mag and difference in drop between them. Checklist is complete and all looks good.

After receiving a clearance to position and hold, you press the Takeoff Mode button and see that the landing light and boost pump come on. Oops, a warning appears saying that you left the mag switch on the left mag position. The takeoff checklist appears and after you go through the items you acknowledge it is complete. Takeoff clearance is received and you begin your takeoff roll. Passing 60 knots you notice the landing gear circuit is enabled and the landing and taxi lights begin to wig-wag (flash) to increase visibility. You pull up the gear lever and you hear “gear up” in the headset.

Three minutes after takeoff, the VP-200 switches into Cruise Mode. The fuel pump and landing lights shut off. Passing 120 knots in cruise climb you notice that the pitch trim has been reduced to 60% sensitivity. You level off and settle into cruise. Coming up on some clouds, you select IMC from the VMC/IMC switch. The strobes are turned off and the pitot heat is turned on automatically whenever the OAT is below 40 degF.

About 40 minutes from your destination, you hear “Low Voltage Alert” in the headset and look at the electrical display. You see that the bus voltage is at 12.3 volts, which means the primary alternator is not charging. You press the red emergency button, and select Alternator Failure button on the Display Unit. The backup alternator is turned on and you watch as the system load shed non-essential devices. The alternator failure checklist is presented.

You continue uneventfully and enter the traffic pattern at your destination, whereupon the VP-200 changes to Landing Mode. You press the “Restore” soft key and your boost pump comes on and landing lights begin to wig-wag (pulse). The pitch trim control becomes more sensitive. You move the gear lever down and you keep your hand on the lever until you hear “three green” in the headset. As you come over the numbers and slow to land, the landing light becomes steady helping you see more clearly.

Pull off to taxi and the system switches to Taxi Mode. Boost pump turns off and an alarm reminds you to raise the flaps and reset the trim to neutral. Park the aircraft, pull the mixture and once the engine stops, the avionics shutoff. Cabin light comes on. Flaps come down. The display shows the engine time, flight time, and a list of any failures during the flight. You gather your belongings and put the plane away in the hangar. You notice that it shuts itself off automatically a few minutes after engine shutdown.

How It Works
Each system from Vertical Power includes a display that interfaces with the pilot and a Control Unit that handles the switching and circuit protection functions. Below is an overview of the different components used in the Vertical Power product line.

		VP-200 display Unit This mounts in your instrument panel and displays status of the electrical devices and engine parameters. It allows you to change Modes and manually turn devices on and off, and also provides backup control for flaps and trim. You no longer need old-style indicator lights and annunciator panels. The screen is a full color LCD display that is daylight readable and automatically dims for night viewing. Click on image for a larger view.
		VP-200 Switch Panel This houses the master switch, mag switch, emergency switch, and three user-configurable on/off switches with LED tip lights. Also included is a sheet of labels to mark each switch in a professional manner. Click on image for a larger view.
		Control Unit The “red box” houses solid-state circuitry the provides total protection and management of the electrical system on your aircraft. It turns electrical devices on and off, manages contactors and alternators, runs the trim and flap motors, handles short circuits, and watches for overvoltage and under-voltage conditions. And much more. Its fault-tolerant design allows it to operate should certain sub-systems in the box fail or if other system components fail. Click on image for a larger view.
		Cables The units connect together in minutes with pre-manufactured cables for ease of assembly.Click on image for a larger view.

Flap and Trim Overview
The Control Unit drives the electric trim and flaps on your airplane, based on inputs from external flap and trim switches. Any coolie hat, pushbutton , or rocker switch works fine. If you’ve ever wired an electric trim circuit, you know it takes some planning. Especially if you want to add co-pilot switches, disconnect circuitry, and provide overrides. Below is a list of features in the VP-200 flap and trim system:

Solid-state, no relays. Special safety circuitry. The control circuitry is all solid-state, meaning there are no mechanical relays to fail. For additional protection, each trim and flap circuit (as well as the starter circuit) has two solid-state control switches wired in series, and each switch is independently commanded (by two different command mechanisms) by the microprocessor. This prevents the trim from running un-commanded in the very unlikely event a solid-state switch fails closed. Compare that with a relay deck.

Easy to wire pilot trim switches and servos. Wire one side of the trim switch to ground, and the other side to the Vertical Power Control Unit. Run the five wires (included in the wiring harness kit) from the control unit to the Ray Allen trim servo. Use the setup menus to configure your trim operation. Done.

Easy to wire co-pilot trim switches. Run wires from the co-pilot trim switches to the Control Unit. Use the setup menus to configure your trim operation. Done.

Priority override and co-pilot disconnect. The pilot switches always override the co-pilot switches when conflicting inputs are commanded. Using the Options menu soft key on the Display Unit, the co-pilot switches can be enabled or disabled.

Runaway trim protection and backup control. If your trim switch sticks or one of the switch wires shorts, you can stop the trim from running by pressing the opposite trim button. You’ll know the trim is running because the display will show the trim command, and you will hear a configurable audio tone. Holding the opposite button for three seconds will disable the trim switches. You can then control the trim from the soft keys on the Display Unit as a backup. The same backup control is available for the flaps as well. Also, if your trim runs more than 3 seconds (time is user configurable) while airborne the trim switches are disabled.

Indicators. Pitch, roll, and rudder trim indications are shown on the color display. The indicator also visually shows when the trim is running and in which direction.

Voltage regulation. The trim motor outputs are regulated to 12v so you can run Ray Allen servos in a 28V system with no external voltage regulation.

Variable trim and flap motor speed. You can configure the trim to be less sensitive based on airspeed or groundspeed (depending on what data streams you have going to the Vertical Power system). For example, you can set the trim to run at 60% speed above 120 knots and 100% speed below 120 knots. Further, you can configure the flaps to come up at a reduced speed when the engine is at full power. This allows you to press the flap up switch once, and the flaps come up slowly during a missed approach or go around.

Multiple ways to operate the flaps. The Vertical Power system offers several ways to operate your flaps. The simplest requires no position sensor, and simply runs the flap motor when the flap switch is pressed. A Ray Allen position sensor and/or limit switches may be added to provide a position display and user-configurable intermediate stops. The position sensor is wired by simply running three wires from the Control Unit to the position sensor, and configured in the setup menus.

Trim compensation. You can configure the pitch trim to operate when the flaps are moving to minimize the pitching motion. This feature operates only when the aircraft is in the air.

System Architecture
The following diagrams show how the units connect together for each model.


VP-200 (click on image for larger view)		VP-200 Duo (click on image for larger view)

Control Unit
The Control Unit provides circuit switching, short-circuit protection, over-voltage protection, current monitoring per circuit, reversible flap motor drive, reversible and speed controlled trim motor drive, circuit dimming capability, endurance bus management and control, and monitoring external of external switches (such as gear door or canopy switches). It provides regulated 12 volts to the trim motors and power, ground and analog inputs for the trim and flap position sensors.

The circuit breaker value and other features such as soft start capability (used to turn on incandescent bulbs gently) is configured for each pin using the setup menus. Up to four pins can be grouped together under a device. For example, a device named G-430 can have two pins associated with it named comm pwr and nav pwr. The two pins turn on and off together when the G-430 device is turned on and off.

It operates in real-time and does not have an operating system. It communicates with the Display Unit, Switch Panel, and other Control Unit (in the Duo configuration) using the fault-tolerant RS-422 serial protocol.

Each Control Unit is rated for 60 amps continuous load, and has the following power and sense pins:

(16)	5 amp power circuits (settable 1 to 5 amps), three of which are dimmable, two are Override circuits, and one is regulated down to +12 volts.

(5)	10 amp power circuits (settable 1 to 10 amps)

(3)	18 amp power circuits (settable 1 to 18 amps), all of which are dimmable.

(1)	Main bus power input from the battery contactor.

(1)	20 amp endurance bus input from the battery.

(2)	Trim groups, each includes 5 pins (two +12v regulated motor power, +2.5v, ground, and position input) for use with Ray Allen trim motor with built-in position sensor.

(1)	Position sensor input, which includes 3 pins (+2.5v, ground, and position input) for use with Ray Allen position sensor. Typically this is used for the flap position sensor.

(2)	Built-in backup power inputs, with the ability to easily add additional backup circuits.

(2)	Ground when active outputs. One is for the battery contactor, the other is configurable. Typically it is used to control a cross-tie contactor or the SD-8 alternator.

(1)	10 amp starter circuit

(1)	10 amp flap motor circuit

(2)	1 amp annunciator light circuits (for external lights such as a master warning)

(1)	1 amp always-on with circuit protection. Provides protected power to external keep-alive circuits, clock, etc.

(8)	Switched inputs that are active when grounded. Used for trim switches, flap switches, canopy switch, etc.

(2)	Switched inputs that are active when at bus voltage.

(1)	RS-232 serial I/O port. Currently not used.

(3)	Ground wires. These wires provide ground for the Control Unit, Display Unit, Switch Panel, trim motors, flap motors, and position sensors. The other devices (avionics, lights, etc.) are grounded directly to the ground bus and not through the Control Unit.

To connect a device to the Control Unit, simply run a wire from the appropriate pin on the Control Unit to the device. Ground the device as you normally would.

Display Unit
The Display Unit features a daylight-readable LCD color screen that dims automatically for night viewing. The rotary pushbutton knob is dedicated to the Device List, which allows you to turn on and off devices manually, reset circuit breakers, and view the status and current draw on each power pin.

The electrical system display show the status of the Control Units, battery contactors, cross-tie contactor, and alternator(s). Additionally, it shows main bus and endurance bus voltages, as well as the current draw through each Control Unit. The VP-200 supports four different configurations, shown below. More information about the configurations can be found on the Documentation Page.




Configuration 1	Configuration 2	Configuration 3	Configuration 4

The Display Unit has a 37-pin dsub connector on the back which provides 8 switched inputs (for canopy switches, etc.), 5 RS-232 serial I/O ports, an audio output, and an ACK (acknowledge) button input.

The USB port is used for uploading software and downloading flight logs and engine data logs via a USB flash drive. A USB keyboard can also be connected to aid with the setup menus.

Switch Panel
The Switch Panel contains the master switch, mag switch, emergency switch, and three user-configurable on/off switches with LED tip lights. To turn on your aircraft simply press the green master switch (or the power button on the remote). When your flight is over, press and hold the button for 2 seconds (or the power button on the remote).

The three user-configurable switches can be set to control almost any device, and the LED tip lights change to red or green to show the status of the device. They can be configured for manual on (down is auto, up is on), manual off (down is off, up is auto), or manual on/off (down is off, up is on) or for VMC/IMC select.

The mag switch is high-quality mil-spec switch that connects to the p-leads on you magnetos. The switch is isolated from the rest of the system and provides full manual control over the mags. The processor does however read the position of the switch and alerts you if it is left in the wrong position. The switch operates as follows: Off – L – Both – R. The starter switch is integral to the Display Unit.

Remote Control Key Fob
The key fob is similar to those that come with modern automobiles. It has five buttons, and the radio signal is encrypted so it only works with your aircraft. The middle button is the power on/off button, and the other four buttons are configurable using the setup menus.

The buttons can be configured to turn on or off any device on the aircraft. For example, you might want to have one of the buttons connected to the cabin light. It can also be set to drive the flaps, or cycle through the exterior (strobe, nav, and landing) lights. The key fob works only when the system is off or in Pre-Flight Mode (VP-200 model).

Software Updates and Setup
Software updates are uploaded to the VP-200 via the USB port on the Display Unit. Once the software is uploaded to the Display Unit, the system then checks if the Control Unit(s) and Switch Panel have the correct software versions. If not, it is automatically downloaded. This allows you to update the entire system in one simple action. Further, if the Control Unit or Switch Panel is replaced in the field, the new units will automatically be updated with the correct software to match the Display Unit.

Backup Circuits
Another important consideration is having control when things don’t go as expected. For that reason, we’ve built into the VP-200 two independent backup circuits and the ability to connect more backup circuits if desired. When installing a glass panel, you often install some backup gauges. It’s the same here – you install backup switches for critical circuits.

When you close the external switch, power is provided directly from the battery to the devices, overriding the internal solid-state switches and providing power at all times. You may be use these the backup circuits to assure power to the EFIS and ADAHRS before you enter the clouds, for example. While technically not needed, the backup circuits are meant to provide extra peace of mind. The Display Unit indicates that the external switch is turned on, and alerts you if you leave it on during shutdown. The diagram below illustrates how the backup circuit works.

Climate Control System
The VP-200 can control your air conditioning and heating systems. Click here to learn more.

Specifications
Operating Voltage: 4 volts - 32 volts normal operations, 40v for 1 second, 60v for 100 ms
Operating Temperature Range: -25 to +70 deg C
Storage Temperature Range: -30 to + 85 deg C
Control Unit: 2.5 lbs
Display Unit: 1.8 lbs
Switch Panel: 0.9 lbs

Supported Engine Monitors
The VP-200 series requires a third-party engine monitor to collect engine data. You can install these on the instrument panel or hide them behind the panel. The following are currently supported:
• Electronics International MVP-50 (Chelton outputs) standard or blind mount configuration
• JPI EDM-950
• Grand Rapids Technologies EIS 4000/6000 (Standard or Chelton outputs)
• Chelton EAU
• Dynon EMS-D10, EMS-D120, FlightDEK-D180
• Advanced Flight Systems AF-3400/3500
• IK Technologies AIM-3000
• Blue Mountain Avionics EFIS (G4) – GPS output and (optionally) air data output are supported. BMA Engine Pod is not supported. More information on our forum here.

Supported GPS Units
The VP-200 series requires a third-party GPS data input. Most GPS units that output NMEA 0813, MAPCOM, or Aviation Data Format are supported.

Supported EFIS Units
You may optionally input air data (indicated airspeed) from an EFIS unit. The following are currently supported:

•	Garmin G900X without engine built-in engine monitor (provides air data and GPS data)

•	OP Technologies (tie into engine and GPS data going into EFIS)

•	Grand Rapids EIS 4000/6000 with optional airspeed port

•	Chelton EFIS with Pinpoint GADAHRS

•	Dynon EFIS-D10A, EFIS-D100, FlightDEK D-180

•	Advanced Flight Systems AF-3400/3500

•	Blue Mountain Avionics EFIS (G4) – GPS output and (optionally) air data output are supported. BMA Engine Pod is not supported. More information on our forum here.

For additional information on Vertical Power products click on these links below


VP-50 Product Information	VP-100 Product Information	VP-200 Climate Control System Product Information

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