X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 30 [X] Return-Path: Received: from fed1rmmtao101.cox.net ([68.230.241.45] verified) by logan.com (CommuniGate Pro SMTP 5.1.7) with ESMTP id 1901707 for flyrotary@lancaironline.net; Mon, 05 Mar 2007 01:14:33 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.45; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao101.cox.net (InterMail vM.7.05.02.00 201-2174-114-20060621) with ESMTP id <20070305061340.LKLP748.fed1rmmtao101.cox.net@fed1rmimpo02.cox.net> for ; Mon, 5 Mar 2007 01:13:40 -0500 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id WuDf1W00b1xAn3c0000000; Mon, 05 Mar 2007 01:13:39 -0500 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Alternator; coil failure Date: Sun, 4 Mar 2007 22:13:54 -0800 Message-ID: <000001c75eed$73b74840$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C75EAA.65940840" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: <5B59870CA143DD408BD6279374B74C8B010C207B@MAIL02.austin.utexas.edu> X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C75EAA.65940840 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Blast tube??? Do I need one of those too? After my first taxi (with = the cowl installed) I felt my alternators and was amazed at how hot they = were. I have decided it would be good for their lifespan to have a little cool air. I didn't think to feel the coils. I figure if they can survive = under the hood of a Texas truck in rush-hour traffic in Austin, Texas in = August, they should be OK for a/c use. Besides, I have six of them. If one of = them fails, I still have five more to get me home. I'm a little more = paranoid about the alternators with an all-electric system. Maybe I worry too = much.=20 =20 Mark; =20 My alternator and coils are on the top of the engine. They are in the = exit air from the radiator, which generally stays below about 150F. I also = have a louvered vent at the top of the cowl to help cooldown after shutdown; = but it does get quite hot in there running static on the ground. I have not = had any coil failures, but have had a diode failure in the alternator = voltage regulator. I attribute that to the many hours of engine tuning standing still on the ground. I have not added any cooling provision yet - = thinking that with more flying and less ground running it may be able to survive. = =20 =20 Alternator failure isn't really an issue within the flyoff area because = the batteries will always get me to the airport. If you don't have the = update for the voltage variation in the EC2, the mixture will get too lean = fairly rapidly as the voltage drops. =20 Al ------=_NextPart_000_0001_01C75EAA.65940840 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable [FlyRotary] First Taxi

Blast tube???  Do I need one of those too?  After my first taxi = (with the cowl installed) I felt my alternators and was amazed at how hot they were.  I have decided it would be good for their lifespan to = have a little cool air.  I didn't think to feel the coils.  I figure = if they can survive under the hood of a Texas truck in rush-hour traffic in Austin, = Texas in August, = they should be OK for a/c use.  Besides, I have six of them.  If one = of them fails, I still have five more to get me home.  I'm a little more = paranoid about the alternators with an all-electric system.  Maybe I = worry too much. 

 

Mark;

 

My alternator and coils are on = the top of the engine.  They are in the exit air from the radiator, which generally stays below about 150F. I also have a louvered vent at the top = of the cowl to help cooldown after shutdown; but it does get quite hot in there running static on the ground.  I have not had any coil failures, = but have had a diode failure in the alternator voltage regulator.  I = attribute that to the many hours of engine tuning standing still on the ground.  I = have not added any cooling provision yet – thinking that with more = flying and less ground running it may be able to survive. 

 

Alternator failure isn’t = really an issue within the flyoff area because the batteries will always get me to = the airport.  If you don’t have the update for the voltage = variation in the EC2, the mixture will get too lean fairly rapidly as the voltage = drops.

 

Al

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