X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from sccmmhc92.asp.att.net ([204.127.203.212] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3756546 for flyrotary@lancaironline.net; Mon, 13 Jul 2009 22:28:08 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.203.212; envelope-from=btilley@mchsi.com DKIM-Signature: v=1; q=dns/txt; d=mchsi.com; s=dkim01; i=btilley@mchsi.com; a=rsa-sha256; c=relaxed/relaxed; t=1247538489; h=Content-Type:MIME-Version:In-Reply-To:Message-Id: Date:Subject:To:From; bh=x5DxcDq+UsPVfFO5Twz+6xMk50wZREdSEwDYCTh6Lk Y=; b=NJOFbzfemBnMEac50ofKS5xg0TzqfJhTEAReDsUl7JUNJXNM2Tjs0OOhlHGZx Qs4Gr2E/5SxcQD8gFwxr7HgAQ== Received: from sccqwbc17 (scommcenter17.asp.att.net[204.127.203.179]) by mchsi.com (sccmmhc92) with SMTP id <20090714022734m9200r6neve>; Tue, 14 Jul 2009 02:27:34 +0000 Received: from [69.65.93.30] by sccqwbc17; Tue, 14 Jul 2009 02:27:33 +0000 From: btilley@mchsi.com To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: Off topic sort of Date: Tue, 14 Jul 2009 02:27:33 +0000 Message-Id: <071420090227.26972.4A5BED15000BB92F0000695C223245003003010CD2079C080C03BF970A0404079B0D@mchsi.com> In-Reply-To: X-Mailer: AT&T Message Center Version 1 (Mar 2 2009) X-Authenticated-Sender: YnRpbGxleUBtY2hzaS5jb20= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_26972_1247538453_0" --NextPart_Webmail_9m3u9jl4l_26972_1247538453_0 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable =20 =C2=A0Jeff, Mark, and Ed Pullys were aligned and in good condition! Tension was less than 1/2 inch but not done with a tensioner( that's why I = said it should be ok) No Contamination Ammeter was indicating about 20 amps produced (after I disconnected the ext= ra batteries) I haven't verified the voltage but believe it to be correct I will check wh= en I get back to the camper) Thanks for the suggestions so far! Bob Tilley Albany, Ga -------------- Original message from "Jeff Luckey" : = -------------- Bob,=20 =C2=A0 That=E2=80=99s a good one.=C2=A0=20 =C2=A0 Assuming that everything is mechanicallyOK such as: 1.=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 pulleys are aligned properly and in = good condition (no nicks orgouges in the belt-contacting surface of any pul= ley) 2.=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 the proper belt of good quality and = proper tension 3.=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 no contamination on belt or pulleys =C2=A0 we can then look at the electrical side ofthe system.=C2=A0=20 =C2=A0 It is really a long shot, but let=E2=80=99sassume that the alternator is pu= tting-out too much power due to amalfunctioning regulator which is applying= full field current. (which shouldnot burn-up the belt, but you never know)= .=C2=A0 To determine if this is the case,you need to determine how much cur= rent the alternator is putting out. =C2=A0 Is there an ammeter? =E2=80=93 if so it will most likely be pegg= ed or at least staying way to the right indicating lots of amps output = If no ammeter, how about a volt meter? Which will also be reading high = =E2=80=93 above 14.5 volts If there is neither type of meter, you n= eed to measure the system voltage with a multi-meter.=C2=A0 If this is = indeed the problem, you will see voltage go up and past 14.5 volts as e= ngine RPM increases. =C2=A0 Like I said earlier, this is really a longshot because I think you would be= experiencing other problems with yourelectrical system if the voltage were= getting real high. =C2=A0 =C2=A0 Best of luck, =C2=A0 Jeff Luckey --NextPart_Webmail_9m3u9jl4l_26972_1247538453_0 Content-Type: multipart/related; boundary="NextPart_Webmail_9m3u9jl4l_26972_1247538453_1" --NextPart_Webmail_9m3u9jl4l_26972_1247538453_1 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

=20

=C2=A0Jeff, Mark, and Ed

Pullys were aligned = and in good condition!

Tension was less than 1/2 inch but not don= e with a tensioner( that's why I said it should be ok)

No Contami= nation

Ammeter was indicating about 20 amps produced (after I dis= connected the extra batteries)

I haven't verified the voltage but= believe it to be correct I will check when I get back to the camper)

=

Thanks for the suggestions so far!

Bob Tilley=

Albany, Ga

-------------- Original message from "Jeff Luckey" <JLuckey@pacbell.net= >: --------------

Bob,

=C2=A0

That=E2=80=99s a good one.=C2=A0 =

=C2=A0

Assuming that everything is mechanical= ly OK such as:

1.=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 pulleys are aligned properly and in good condition (no nicks or gouges in the belt-contacting surface of any pulley)

2.=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 the proper belt of good quality and proper tension

3.=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 no contamination on belt or pulleys
=C2=A0

we can then look at the electrical sid= e of the system.=C2=A0

=C2=A0

It is really a long shot, but let=E2= =80=99s assume that the alternator is putting-out too much power due to a malfunctioning regulator which is applying full field current. (which shoul= d not burn-up the belt, but you never know).=C2=A0 To determine if this is th= e case, you need to determine how much current the alternator is putting out.<= /o:p>

=C2=A0

Is there an ammeter? =E2=80=93 if so it will most likely be pegged or at = least staying way to the right indicating lots of amps output

If no ammeter, how about a volt meter? Which will also be reading high = =E2=80=93 above 14.5 volts

If there is neither type of meter, you need to measure the system voltage with a multi-meter.=C2=A0 If this is indeed the problem, you will see = voltage go up and past 14.5 volts as engine RPM increases.

=C2=A0

Like I said earlier, this is really a = long shot because I think you would be experiencing other problems with your electrical system if the voltage were getting real high.<= /font>

=C2=A0

=C2=A0

Best of luck,=

=C2=A0

Jeff Luckey

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