Return-Path: Received: from mtiwmhc11.worldnet.att.net ([204.127.131.115] verified) by logan.com (CommuniGate Pro SMTP 4.3c3) with ESMTP id 811917 for flyrotary@lancaironline.net; Sat, 19 Mar 2005 20:17:43 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.131.115; envelope-from=keltro@att.net Received: from 204.127.135.64 ([204.127.135.64]) by worldnet.att.net (mtiwmhc11) with SMTP id <20050320011657111003bgmre>; Sun, 20 Mar 2005 01:16:57 +0000 Received: from [209.247.222.113] by 204.127.135.64; Sun, 20 Mar 2005 01:16:50 +0000 From: keltro@att.net (Kelly Troyer) To: "Rotary motors in aircraft" Subject: Re: Alternators Date: Sun, 20 Mar 2005 01:16:50 +0000 Message-Id: <032020050116.24114.423CCF010009EB4200005E322160280741019D9B040A05@att.net> X-Mailer: AT&T Message Center Version 1 (Feb 14 2005) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_24114_1111281410_0" --NextPart_Webmail_9m3u9jl4l_24114_1111281410_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit I do not know about everyone elses engines but my 13B turns the same direction as A/C engines built in the US !! I do not know enough to comment about the other differences noted....... -- Kelly Troyer Dyke Delta/13B/RD1C/EC2 -------------- Original message from "Marvin Kaye" : -------------- > I thought you'd find this interesting. > > > > > Posted by "Hamid A. Wasti" to the Lancair Mail List: > > I saw this posted on another list. I am passing it along for general > interest, with no warranty for the accuracy of the information contained in > it. > > > From Pifer's Airmotive, Inc. Pontiac MI > > DIFFERENCES BETWEEN AIRCRAFT & AUTO ALTERNATORS USING A FORD BELT DRIVEN 12v > OR 24v ALTERNATOR FOR A COMPARISON > > 1. Although alternators are bi-rotational, aircraft engines turn opposite of > automotive. This means cooling fans must be canted in the opposite direction. > Also, pulley and belt size vary due to coming-in speed. > > 2. The thru bolts are of a higher tensile strength utilizing an > anti-rotation > device in the form of a lock tab. The rectifier assembly has a heavy duty > diode with higher voltage and amp. capacity. Also, one excites at 90 PIV (Peak > Inverse Voltage) and the other at 150 PIV. Radio suppression is designed for > 108 frequencies and up which is the VHF and 108 and down which is FM band. > > 3. The brushes have a higher graphite content and they utilize a tin plate > on > the brush leads to prevent corrosion. > > 4. The stator is of the Delta wind rather than the “Y" wind and it does not > utilize the stator terminal. The aircraft unit also carries “H" insulation > which is capable of 200 degrees centigrade temperatures. It also is rated at > 60 amp. instead of 55. > > 5. The rotor has a shorter shaft and a smaller thread size. Because of the > opposite rotation it is wound in the opposite direction. It also uses "H” > insulation and Havel varnish. > > 6. The front and rear housings are the same as automotive. > > With this brief description, I hope I have enlightened you on the > differences > between aircraft and automotive alternators. Using automotive units in an > aircraft creates a potential safety hazard as well as a short alternator life > and unreliability. > > > > > > > >> Homepage: http://www.flyrotary.com/ > >> Archive: http://lancaironline.net/lists/flyrotary/List.html --NextPart_Webmail_9m3u9jl4l_24114_1111281410_0 Content-Type: text/html Content-Transfer-Encoding: 8bit

I do not know about everyone elses engines but my 13B turns the same

direction as A/C engines built in the US !! I do not know enough to

comment about the other differences noted.......

--
Kelly Troyer
Dyke Delta/13B/RD1C/EC2

-------------- Original message from "Marvin Kaye" <marv@lancaironline.net>: --------------

> I thought you'd find this interesting.
>
>
>
>
> Posted by "Hamid A. Wasti" to the Lancair Mail List:
>
> I saw this posted on another list. I am passing it along for general
> interest, with no warranty for the accuracy of the information contained in
> it.
>
>
> From Pifer's Airmotive, Inc. Pontiac MI
>
> DIFFERENCES BETWEEN AIRCRAFT & AUTO ALTERNATORS USING A FORD BELT DRIVEN 12v
> OR 24v ALTERNATOR FOR A COMPARISON
>
> 1. Although alternators are bi-rotational, aircraft engines turn opposite of
> automotive. This means cooling fans must be canted in the opposite direction.
> Also, pulley and belt size vary due to coming-in speed.
>
> 2. The thru bolts are of a higher tensile strength utilizing an
> anti-rotation
> device in the form of a lock tab. The rectifier assembly has a heavy duty
> diode with higher voltage and amp. capacity. Also, one excites at 90 PIV (Peak
> Inverse Voltage) and the other at 150 PIV. Radio suppression is designed for
> 108 frequencies and up which is the VHF and 108 and down which is FM band.
>
> 3. The brushes have a higher graphite content and they utilize a tin plate
> on
> the brush leads to prevent corrosion.
>
> 4. The stator is of the Delta wind rather than the “Y" wind and it does not
> utilize the stator terminal. The aircraft unit also carries “H" insulation
> which is capable of 200 degrees centigrade temperatures. It also is rated at
> 60 amp. instead of 55.
>
> 5. The rotor has a shorter shaft and a smaller thread size. Because of the
> opposite rotation it is wound in the opposite direction. It also uses "H”
> insulation and Havel varnish.
>
> 6. The front and rear housings are the same as automotive.
>
> With this brief description, I hope I have enlightened you on the
> differences
> between aircraft and automotive alternators. Using automotive units in an
> aircraft creates a potential safety hazard as well as a short alternator life
> and unreliability.
>
>
>
>
>
>
> >> Homepage: http://www.flyrotary.com/
> >> Archive: http://lancaironline.net/lists/flyrotary/List.html

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