X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma01.mx.aol.com ([64.12.206.39] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4476532 for flyrotary@lancaironline.net; Wed, 22 Sep 2010 10:46:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.39; envelope-from=Bktrub@aol.com Received: from imo-ma01.mx.aol.com (imo-ma01.mx.aol.com [64.12.78.136]) by imr-ma01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o8MEkF0I000686 for ; Wed, 22 Sep 2010 10:46:15 -0400 Received: from Bktrub@aol.com by imo-ma01.mx.aol.com (mail_out_v42.9.) id q.f01.8ab23f6 (45073) for ; Wed, 22 Sep 2010 10:46:12 -0400 (EDT) Received: from smtprly-md02.mx.aol.com (smtprly-md02.mx.aol.com [64.12.143.155]) by cia-mc02.mx.aol.com (v129.4) with ESMTP id MAILCIAMC025-d41c4c9a16a9144; Wed, 22 Sep 2010 10:46:11 -0400 Received: from Webmail-d109 (webmail-d109.sim.aol.com [205.188.171.203]) by smtprly-md02.mx.aol.com (v129.4) with ESMTP id MAILSMTPRLYMD022-d41c4c9a16a9144; Wed, 22 Sep 2010 10:46:01 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Alternator Date: Wed, 22 Sep 2010 10:46:01 -0400 X-AOL-IP: 208.46.237.130 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bktrub@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CD287C02BC586C_854_6BC5_Webmail-d109.sysops.aol.com" X-Mailer: AOL Webmail 32679-STANDARD Received: from 208.46.237.130 by Webmail-d109.sysops.aol.com (205.188.171.203) with HTTP (WebMailUI); Wed, 22 Sep 2010 10:46:01 -0400 Message-Id: <8CD287C02B2D2F4-854-3B3C@Webmail-d109.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: Bktrub@aol.com ----------MB_8CD287C02BC586C_854_6BC5_Webmail-d109.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" I also have an overvoltage crowbar, it cuts power to the alternator contac= tor. I'm also using two 18 AH SLA batteries from powersonic. I've been usi= ng the same batteries in my motorcycles for years, so I know they will han= dle the vibration and conditions for a motor vehicle. They should be more= than adequate to keep me flying until I can get down safely in the unlie= ly event event of an alternator failure.=20 Right now I'm in the process of getting a few more inconel pieces, mostly= bellows, for my exhaust system. There are plenty of suppliers of such. A= little expensive, but this is really the last thing keeping the airplane= out of the air, so it's easier to bite the bullet and buy this stuff. It'= s even easier knowing how much money I'll ultimately save by using mogas= at $3 a gallon as opposed to avgas at $5 a gallon.=20 Brian Trubee -----Original Message----- From: Bobby J. Hughes To: Rotary motors in aircraft Sent: Wed, Sep 22, 2010 7:15 am Subject: [FlyRotary] Re: Alternator I had an internally regulated Van's alternator fail with high voltage afte= r washing the engine earlier this year. I replaced the regulator but it qu= ickly failed again with low voltage. I purchased a refurbished replacement= locally and have not had a chance to disassemble the failed unit. I do ha= ve a crowbar circuit but I noticed the failure and opened the circuit befo= re it activated. My DPST alternator switch closes the ignition lead and al= ternator contactor coil.=20 =20 Bobby (traveling for work and still finishing fiberglass) From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half Of shipchief@aol.com Sent: Wednesday, September 22, 2010 2:58 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Alternator Like Brian, I 'm running a 60 amp NIPON DENSO. I'm running a mini 1 wire= alternator I got on ebay. It failed (low voltage) because the brush holde= r was too tight on the brushes and held one too tight until it lost contac= t with the slip ring. I quickly and easily got a better replacement from= "the rebuilder" in Kent WA. ($6) He said "you gotta love that DENSO, ever= ything is mounted on the back." And that's true. the regulator, diode bridge and brush rigging are all on= the back and can be removed for service without removing the alternator= from the engine if you have enough room. That servicability more than mak= es up for the one deficiency I had. I just bought a second one because the output connection post faces straig= ht off the back, which suits me. My current one has the output post touchi= ng my oil cooler inlet duct, so the new version suits my application bette= r.=20 Gotta love the DENSO!! I might consider an output overvoltage 'crowbar' protection device, but I= have not yet heard of one of these alternators failing to 'overvoltage'. Scott -----Original Message----- From: bktrub@aol.com To: Rotary motors in aircraft Sent: Tue, Sep 21, 2010 4:32 pm Subject: [FlyRotary] Re: Alternator I'm using a 40 amp Nippondenso alternator, with a slightly larger diameter= pulley that is a micro v-belt(serpentine style). I got it new from Romain= e Electric in Seattle for $140 new. It has an internal voltage regulator.= It puts out plenty of juice.=20 =20 Brian Trubee -----Original Message----- From: josrph berki To: Rotary motors in aircraft Sent: Tue, Sep 21, 2010 3:21 pm Subject: [FlyRotary] Alternator What alternator is being used on the rotary? With EFI and electronic gnition I would think a 60 amp would be suitable. Does anyone have a ligh= t eight small solution? Thanks for any help. Joe Berki imo EZ - omepage: http://www.flyrotary.com/ rchive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.= html ----------MB_8CD287C02BC586C_854_6BC5_Webmail-d109.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
I also have an overvoltage crowbar, it cuts power to the alternator= contactor. I'm also using two 18 AH SLA batteries from powersonic. I've= been using the same batteries in my motorcycles for years, so I know they= will handle the vibration and conditions for a motor vehicle. They should= be more than adequate to keep me flying until I can get down safely in&nb= sp; the unliely event event of an alternator failure.
 
Right now I'm in the process of getting a few more inconel pieces, mo= stly bellows, for my exhaust system. There are plenty of suppliers of such= . A little expensive, but this is really the last thing keeping the airpla= ne out of the air, so it's easier to bite the bullet and buy this stuff.= It's even easier knowing how much money I'll ultimately save by using mog= as at $3 a gallon as opposed to avgas at $5 a gallon.
 
Brian Trubee



-----Original Message-----
From: Bobby J. Hughes <bhughes@qnsi.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Sep 22, 2010 7:15 am
Subject: [FlyRotary] Re: Alternator

I had an internally regulated Van's al= ternator fail with high voltage after washing the engine earlier this year= . I replaced the regulator but it quickly failed again with low volta= ge. I purchased a refurbished replacement locally and have not had a= chance to disassemble the failed unit. I do have a crowbar circuit but I= noticed the failure and opened the circuit before it activated. My DPST= alternator switch closes the ignition lead and alternator contactor coil.=
 
Bobby
(traveling for work and still finishing fiberglass)
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.= net] On Behalf Of shipchie= f@aol.com
Sent: Wednesday, September 22, 2010 2:58 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Alternator

Like Brian, I 'm running a 60 amp NIPON DENSO. I'm running a mini 1= wire alternator I got on ebay. It failed (low voltage) because the brush= holder was too tight on the brushes and held one too tight until it lost= contact with the slip ring. I quickly and easily got a better replacement= from "the rebuilder" in Kent WA. ($6) He said "you gotta love that DENSO,= everything is mounted on the back."
And that's true. the regulator, diode bridge and brush rigging are al= l on the back and can be removed for service without removing the alternat= or from the engine if you have enough room. That servicability more than= makes up for the one deficiency I had.
I just bought a second one because the output connection post faces straig= ht off the back, which suits me. My current one has the output post touchi= ng my oil cooler inlet duct, so the new version suits my application bette= r.
Gotta love the DENSO!!
I might consider an output overvoltage 'crowbar' protection device,= but I have not yet heard of one of these alternators failing to 'overvolt= age'.
Scott


-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, Sep 21, 2010 4:32 pm
Subject: [FlyRotary] Re: Alternator

I'm using a 40 amp Nippondenso alternator, with a slightly larger dia= meter pulley that is a micro v-belt(serpentine style). I got it new from= Romaine Electric in Seattle for $140 new. It has an internal voltage regu= lator. It puts out plenty of juice.
 
Brian Trubee



-----Original Message-----
From: josrph berki <jskmber= ki@windstream.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, Sep 21, 2010 3:21 pm
Subject: [FlyRotary] Alternator

Wha=
t alternator is being used on the rotary?  With EFI and electronic
ignition I would think a 60 amp would be suitable.  Does anyone have a lig=
ht
weight small solution?  Thanks for any help.

Joe Berki
Limo EZ


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