Return-Path: Received: from [216.52.245.18] (HELO ispwestemail2.mdeinc.com) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 750784 for flyrotary@lancaironline.net; Sat, 19 Feb 2005 18:30:42 -0500 Received-SPF: none receiver=logan.com; client-ip=216.52.245.18; envelope-from=wschertz@ispwest.com Received: from 7n7z201 (unverified [67.136.145.224]) by ispwestemail2.mdeinc.com (Vircom SMTPRS 4.0.340.3) with SMTP id for ; Sat, 19 Feb 2005 15:29:31 -0800 Message-ID: <076d01c516da$d745e1d0$07928843@7n7z201> From: "William" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: 2nd battery Re: Amps required to run engine & amp- hours available Date: Sat, 19 Feb 2005 17:29:20 -0600 MIME-Version: 1.0 Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 People have mentioned that, but I would worry about the amount of torque that could be supplied by the injector drive. The metering pump is easy to drive, an alternator has to put a load on it. It is being driven by the same gear that drives your crank angle sensor, so I don't want anything messing that up. Bill Schertz KIS Cruiser # 4045 ----- Original Message ----- From: "Bob White" To: "Rotary motors in aircraft" Sent: Saturday, February 19, 2005 11:28 AM Subject: [FlyRotary] Re: 2nd battery Re: Amps required to run engine & amp- hours available > > Wasn't someone talking about using the injector pump drive to drive a > backup alternator? I will opt for the backup battery until I find a > good solution for a second alternator. > > Bob White > > > > On Fri, 18 Feb 2005 23:58:57 -0600 > Jim Sower wrote: > >> <... If the 2nd alt. is big enough to carry essential loads, it can be >> lighter ...> >> >> The problem is that for it to be a true /backup/ and not merely >> /redundant/, you would have to figure out a way to drive it - preferably >> at the other end of the engine. Two alternators driven by the same belt >> (or belts anywhere near each other) doesn't solve much. Particularly in >> light of the fact that belt failures probably outnumber electrical >> failures, and when a belt fails you don't know /what/ it's going to >> cascade into. >> >> Where you gonna put the 2nd alt? ... Jim S. >> >> >> Charlie England wrote: >> >> > jbker@juno.com wrote: >> > >> >> Now THAT'S encouraging ... but I think I'll tote a spare anyway .. >> >> what's 12#? ... Jim S. >> >> --------------------------------- >> >> >> >> Jim, I'm torn between 2nd battery. Tracy had one for a while, but no >> >> longer and don't believe ED had one. Flying over the lower 48 without >> >> a 2nd battery once I'm past 40 hours does not bother me, but think I >> >> will have the option to run the 2nd one anytime I'm over water >> >> flights (a long time from now!) or doing another flight to Alaska. >> >> >> >> Bernie >> >> >> >> >> > >> > For those that don't follow the Matronics Aeroelectic list, the >> > moderator now recommends 2 alternators and only one battery, replaced >> > at each annual inspection. His logic is that modern batteries like the >> > Hawker, etc. are so reliable that you aren't any more likely to lose a >> > battery *in flight* than a wing while alternators aren't quite that >> > good. If the 2nd alt. is big enough to carry essential loads, it can >> > be lighter than even the 12 lb battery & your endurance isn't battery >> > limited. >> > >> > A lot tougher to install, though. >> > >> > Charlie >> > >> > >> > >> > >> >>> Homepage: http://www.flyrotary.com/ >> >>> Archive: http://lancaironline.net/lists/flyrotary/List.html >> >> >> > >> > >> >> >> Homepage: http://www.flyrotary.com/ >> >> Archive: http://lancaironline.net/lists/flyrotary/List.html >> >> > > > -- > http://www.bob-white.com > N93BD - Rotary Powered BD-4 (real soon) > >>> Homepage: http://www.flyrotary.com/ >>> Archive: http://lancaironline.net/lists/flyrotary/List.html