---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sun 06/19/05: 17 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 05:17 AM - Re: Revision 11 is in print (Harley) 2. 07:08 AM - Re: Boost Pump Wiring (John Schroeder) 3. 07:45 AM - Re: Boost Pump Wiring (Robert L. Nuckolls, III) 4. 08:42 AM - Internal Voltage Regulators () 5. 09:01 AM - Re: Internal Voltage Regulators (Dave Morris \) 6. 09:16 AM - Re: Internal Voltage Regulators (Craig P. Steffen) 7. 03:06 PM - strobe noise in music input (Robert Dickson) 8. 03:41 PM - Re: Thermocouples in an ultralight - theory help, (AI Nut) 9. 05:50 PM - Silver and Ethelene Glycol? (Ronald J. Parigoris) 10. 06:23 PM - Re: Thermocouples in an ultralight - theory (Robert L. Nuckolls, III) 11. 06:30 PM - Re: Silver and Ethelene Glycol? (Robert L. Nuckolls, III) 12. 06:39 PM - Re: Silver and Ethelene Glycol? (Robert L. Nuckolls, III) 13. 06:41 PM - Re: strobe noise in music input (Robert L. Nuckolls, III) 14. 07:15 PM - Charger/maintainer protocols Schumacher WM1562 (Robert L. Nuckolls, III) 15. 07:29 PM - Re: strobe noise in music input (Robert Dickson) 16. 07:34 PM - Re: Thermocouples in an ultralight - theory help, (Richard E. Tasker) 17. 09:24 PM - Re: 40amp Denso Aerosport Alternator (modification) () ________________________________ Message 1 _____________________________________ Time: 05:17:31 AM PST US From: Harley Subject: Re: AeroElectric-List: Revision 11 is in print --> AeroElectric-List message posted by: Harley Morning, Paul... I believe that was me... Here's the link: www.ultraflightradio.com/byname/nuckolls-bob.html Harley Dixon Paul Kuntz wrote: >--> AeroElectric-List message posted by: "Paul Kuntz" > >Awhile back someone provide a link to a talk radio interview with Bob >Nuckolls. I've lost it -- could you provide it again? > >Thanks, >Paul Kuntz > > > > ________________________________ Message 2 _____________________________________ Time: 07:08:52 AM PST US Subject: Re: AeroElectric-List: Boost Pump Wiring From: "John Schroeder" --> AeroElectric-List message posted by: "John Schroeder" On Sat, 18 Jun 2005 15:32:28 -0500, Robert L. Nuckolls, III wrote: >> (2) There is a voltage drop across the diode, what is the drop on the >> 401-25 @ 13 v? > Same as as for any diode . . . .7 to 1.0 volts > >> (3) Will this affect the operation of the pump? > Only slightly. Not enough to be concerned about it. Bob - One last question, with the max 6 amp draw of the pump, would a heat sink be necessary with a single diode? With the 401-25 bridge rectifier diode? Thanks, John -- ________________________________ Message 3 _____________________________________ Time: 07:45:00 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Boost Pump Wiring --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 10:06 AM 6/19/2005 -0400, you wrote: >--> AeroElectric-List message posted by: "John Schroeder" > > >On Sat, 18 Jun 2005 15:32:28 -0500, Robert L. Nuckolls, III > wrote: > > >> (2) There is a voltage drop across the diode, what is the drop on the > >> 401-25 @ 13 v? > > Same as as for any diode . . . .7 to 1.0 volts > > > >> (3) Will this affect the operation of the pump? > > Only slightly. Not enough to be concerned about it. > >Bob - > >One last question, with the max 6 amp draw of the pump, would a heat sink >be necessary with a single diode? not if it's rated for 6A . . . >With the 401-25 bridge rectifier diode? ALL rectifiers of this genre' are rated at 25A or more. Lower rated devices do not come in this package. They get heat-sinked by virtue of their contact with mounting surface and would certainly handle 6A without heatsinking (mounted to composite surface). Bob . . . ________________________________ Message 4 _____________________________________ Time: 08:42:12 AM PST US From: Subject: AeroElectric-List: Internal Voltage Regulators --> AeroElectric-List message posted by: 6/17/2005 Hello Fellow Builders, The "Car Talk" guys have a letter in today's column in the Washington Post from a reader whose 2003 Chevy Impala with less than 15,000 miles was overcharging and ruining the battery. The Chevy dealer replaced the battery and it happened again. Click and Clack blame the voltage regulator and say "replace the alternator". Moral of the story: 1) Internal voltage regulators can go bad, and 2) Dealer maintenance couldn't come up with the simple solution. OC ________________________________ Message 5 _____________________________________ Time: 09:01:50 AM PST US From: "Dave Morris \"BigD\"" Subject: Re: AeroElectric-List: Internal Voltage Regulators --> AeroElectric-List message posted by: "Dave Morris \"BigD\"" Click and Clack also laughed me off the air when I told them I was putting a Volkswagen engine in an airplane. I hesitate to think what they would say now that I'm using a Corvair instead. Dave Morris At 10:39 AM 6/19/2005, you wrote: >--> AeroElectric-List message posted by: > >6/17/2005 > >Hello Fellow Builders, The "Car Talk" guys have a letter in today's column >in the Washington Post from a reader whose 2003 Chevy Impala with less than >15,000 miles was overcharging and ruining the battery. > >The Chevy dealer replaced the battery and it happened again. > >Click and Clack blame the voltage regulator and say "replace the >alternator". > >Moral of the story: 1) Internal voltage regulators can go bad, and 2) Dealer >maintenance couldn't come up with the simple solution. > >OC > > ________________________________ Message 6 _____________________________________ Time: 09:16:22 AM PST US Subject: Re: AeroElectric-List: Internal Voltage Regulators From: "Craig P. Steffen" --> AeroElectric-List message posted by: "Craig P. Steffen" On Sun, Jun 19, 2005 at 11:00:55AM -0500, Dave Morris BigD wrote: > --> AeroElectric-List message posted by: "Dave Morris \"BigD\"" > > Click and Clack also laughed me off the air when I told them I was putting > a Volkswagen engine in an airplane. I hesitate to think what they would > say now that I'm using a Corvair instead. Which shows that auto-conversion aero-engines aren't their area of expertise. I don't know what the statistics are for airplanes flying VW engines, but I would guess that it's at least in the thousands, given that there are at least three companies making a living selling them. Craig Steffen -- craig@craigsteffen.net public key available at http://www.craigsteffen.net/GPG/ current goal: use a CueCat scanner to inventory my books career goal: be the first Vorlon Time Lord ________________________________ Message 7 _____________________________________ Time: 03:06:53 PM PST US From: Robert Dickson Subject: AeroElectric-List: strobe noise in music input --> AeroElectric-List message posted by: Robert Dickson I've recently added a music input to my Garmin 340 audio panel so I can use an ipod. The input is a 1/8" stereo mini plug. When I plug the cord into the jack to connect the ipod I can hear the strobes pulsing. I don't hear the noise when the cord's not in the jack so I am assuming that my wiring from the 340 is not the problem. The aeroflash strobe power packs are in the wingtips. This noise isn't very loud and isn't too bothersome at cruise power settings but I can hear it pretty clearly powered back or taxiing. Of course the strobes are turned off pretty quickly after landing so that's not too much of an issue. I would, however, like to know what's causing this and what might the solution be. A different cord perhaps? Any ideas? thanks, Robert Dickson RV-6A Carrboro NC ________________________________ Message 8 _____________________________________ Time: 03:41:18 PM PST US From: AI Nut Subject: Re: AeroElectric-List: Thermocouples in an ultralight - theory help, please? --> AeroElectric-List message posted by: AI Nut Your baloney does not agree with the engineering staff at Analog Devices, nor with the manufacturer of the Microlight line of TC's. Whatever works for you... Richard E. Tasker please? wrote: >--> AeroElectric-List message posted by: "Richard E. Tasker" please? > >Baloney. If, as the original poster suggests, the instrument and the >end of the TC probe are at the same temperature you could connect them >with anything you want to. The reason that one normally uses >thermocouple extension wire to connect a TC probe to the remote mounted >instrument is because they are frequently at different temperatures - >and probably unpredictably different. For that case it is important to >use extension wire. > >If the two junctions are at the same temperature, any emf generated is >either canceled out or is only the same as it the copper wire wasn't >there. That is, the terminals that the TC wire normally connects to on >the instrument are probably copper or brass or possibly nickel plated. >The connection between the TC wires generates an EMF that is canceled >out by the cold junction compensation circuitry in the instrument. If >you add a length of wire between the TC and the instrument, and assuming >the two junctions are at the same temperature, you have done nothing but >move the location of the cold junction - the EMFs at the instrument will >be exactly the same as without the additional copper wire. > >Furthermore, the errors would not be "large" in any case. In fact, any >error will be exactly the difference in temperature between the >TC/copper wire junction and the copper wire/instrument junction. Unless >either of these junctions are very close to the engine, the practical >difference is minimal. > >All the above applies to the original poster's situation. In a "normal" >GA or experimental with a closed cowl and a separate cockpit, the errors >could be significant. > >If you want more theory, just ask and I can give it to you. :-) > >Dick Tasker > >AI Nut wrote: > > > >>--> AeroElectric-List message posted by: AI Nut >> >>Copper, indeed any metal that is not what that particular TC was >>calibrated with, will most likely incude large errors in the final readings. >> >> >>Robert L. Nuckolls, III help wrote: >> >> >> >> >> >>>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" help, please? >>> >>>At 10:52 PM 6/8/2005 -0700, you wrote: >>> >>> >>> >>> >>> >>> >>> >>>>--> AeroElectric-List message posted by: Richard Riley >>>> >>>>I'm installing a 22 hp single cyl 2 stroke in an open frame ultralight. >>>> >>>>I'm using a CHT/EGT combo analog gauge. Can I transition from the >>>>thermocouple wire to copper at the end of the probe wire? Since everything >>>>is out in the open air, and thus should all be at about the same >>>>temperature? >>>> >>>> >>>> >>>> >>>> >>>> >>> If you have a stand-alone gage (like View -C- in Figure 14-10 >>> of 'Connection or in: >>> >>>http://aeroelectric.com/articles/excerpt.pdf >>> >>> then the instrument is calibrated assuming that the cold >>> junction occurs inside or at the rear of the instrument. >>> In an airplane like an ultralight, your supposition that >>> ambient temperatures at a remote cold junction and at >>> the instrument will be fairly close is a good one . . . >>> as long as the remote junction is not exposed to localized >>> heating from the engine. >>> >>> The always-proper way to extend thermocouples in any >>> instrumentation package is with thermocouple wire which >>> is readily available as cited in another post. In this >>> case, however, you're not likely to introduce serious >>> errors by using copper to extend the wires. >>> >>> Bob . . . >>> >>> >>>. >>> >>> >>> >>> >>> >>> >>> >> >> >> >> > > > ________________________________ Message 9 _____________________________________ Time: 05:50:37 PM PST US From: "Ronald J. Parigoris" Subject: AeroElectric-List: Silver and Ethelene Glycol? --> AeroElectric-List message posted by: "Ronald J. Parigoris" I finally got around to looking at the Power Point wiring course. Worthwhile information. What exactly happens when you contaminate silver-plated with antifreeze? Is 12 volts enough to create a fire hazard? "due to potential fire hazard, silver-plated conductors shall not be used in areas where they are subject to contamination by ethylene glycol solutions. Thx. Ron Parigoris > posted by: Jay Brinkmeyer > > > > > >http://www.academy.jccbi.gov/airdl/wiringcourse/ ________________________________ Message 10 ____________________________________ Time: 06:23:56 PM PST US From: "Robert L. Nuckolls, III" help, please?@roxy.matronics.com Subject: Re: AeroElectric-List: Thermocouples in an ultralight - theory help, please? --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" help, please? At 05:41 PM 6/19/2005 -0500, you wrote: >--> AeroElectric-List message posted by: AI Nut > >Your baloney does not agree with the engineering staff at Analog >Devices, nor with the manufacturer of the Microlight line of TC's. >Whatever works for you... > > >Richard E. Tasker please? wrote: > > >--> AeroElectric-List message posted by: "Richard E. Tasker" > please? > > > >Baloney. If, as the original poster suggests, the instrument and the > >end of the TC probe are at the same temperature you could connect them > >with anything you want to. This is a true statement but denote the qualifier "IF". The task of keeping these two locations at the same temperature in most situations is difficult if not impossible so folks like Analog Devices and manufacturers of TC based products won't even consider this situation in their application notes.. But recall that the original poster was talking about an ultralight . . . a very open, fair weather machine where the likelihood of a remote cold junction and the instrument operating at widely disparate temperatures is low. The errors introduced by whatever real variability exists would be small compared to the measurements of interest. From a practical standpoint, Richard's answer was on firm ground. Now, folks who manufacture measurement systems (like Analog Device's cold-junction chips and anyone else who builds instruments) have published accuracy specification that do not allow or even consider the configuration being considered. If you want to accomplish the best that the system can do, then a remote cold junction is not recommended as the manufacturers will advise. When you want to know a couple of temperatures wherein no more than 10 degrees of installation error affects performance or operating decisions, then the remote cold junction is okay. Bob . . . ________________________________ Message 11 ____________________________________ Time: 06:30:39 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Silver and Ethelene Glycol? --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:45 PM 6/19/2005 -0400, you wrote: >--> AeroElectric-List message posted by: "Ronald J. Parigoris" > > >I finally got around to looking at the Power Point wiring course. > >Worthwhile information. > >What exactly happens when you contaminate silver-plated with antifreeze? > >Is 12 volts enough to create a fire hazard? > >"due to potential fire hazard, silver-plated conductors shall not be used >in areas where >they are subject to contamination by ethylene glycol solutions. > >Thx. >Ron Parigoris See: http://www.nationmaster.com/encyclopedia/Ethylene-glycol where we find the statement: "The electrolysis of ethylene glycol solutions with the anode made of silver results in an exothermic reaction. The Apollo 1 fire catastrophe was caused by this reaction. The ethylene glycol / water mixture was ignited and was able to burn in the atmosphere of pure pressurized oxygen." While this may have been root cause of the Apollo 1 event, it seems unlikely that one will find this set of conditions in very many venues. Bob . . . ________________________________ Message 12 ____________________________________ Time: 06:39:46 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Silver and Ethelene Glycol? --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:45 PM 6/19/2005 -0400, you wrote: >--> AeroElectric-List message posted by: "Ronald J. Parigoris" > > >I finally got around to looking at the Power Point wiring course. > >Worthwhile information. > >What exactly happens when you contaminate silver-plated with antifreeze? > >Is 12 volts enough to create a fire hazard? > >"due to potential fire hazard, silver-plated conductors shall not be used >in areas where >they are subject to contamination by ethylene glycol solutions. > >Thx. >Ron Parigoris See: http://www.nationmaster.com/encyclopedia/Ethylene-glycol where we find the statement: "The electrolysis of ethylene glycol solutions with the anode made of silver results in an exothermic reaction. The Apollo 1 fire catastrophe was caused by this reaction. The ethylene glycol / water mixture was ignited and was able to burn in the atmosphere of pure pressurized oxygen." While this may have been root cause of the Apollo 1 event, it seems unlikely that one will find this set of conditions in very many venues. Also see: http://www.x-moto.net/articles/Apollo_1 This speaks of "silver plated copper wire" which I'm wondering wasn't Teflon insulated wire. This was 1967 . . . the literal heyday of Tefzel wiring. It was the latest and greatest in terms of performance at both high and low temperature extremes. However, it was not very abrasion resistant. Further, the high extrusion temperatures for Teflon precluded the use of tin plated copper wire with silver being the next best option. Bob. . . ________________________________ Message 13 ____________________________________ Time: 06:41:16 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: strobe noise in music input --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 06:05 PM 6/19/2005 -0400, you wrote: >--> AeroElectric-List message posted by: Robert Dickson > > >I've recently added a music input to my Garmin 340 audio panel so I can >use an ipod. The input is a 1/8" stereo mini plug. >When I plug the cord into the jack to connect the ipod I can hear the >strobes pulsing. I don't hear the noise when the cord's not in the jack >so I am assuming that my wiring from the 340 is not the problem. >The aeroflash strobe power packs are in the wingtips. >This noise isn't very loud and isn't too bothersome at cruise power >settings but I can hear it pretty clearly powered back or taxiing. Of >course the strobes are turned off pretty quickly after landing so >that's not too much of an issue. >I would, however, like to know what's causing this and what might the >solution be. A different cord perhaps? Any ideas? Does it do it with the Ipod turned off but still plugged into the audio panel? Does it do it with just the cord plugged into the audio panel but with the Ipod disconnected? Bob. . . ________________________________ Message 14 ____________________________________ Time: 07:15:02 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Charger/maintainer protocols Schumacher WM1562 --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" A few days ago I published test data take from one of Schumacher's larger automatic charger/maintainer products. I just finished getting data off a WM1562A charger. See: http://www.aeroelectric.com/Pictures/schumacher_4.jpg This one is different. It appears to stroke the battery up to 14.4 and drop off after recharge current falls below some value. It does go OPEN circuit in the maintain mode but when I added and artifical self discharge load, it triggers back into a boost mode at just over 13 volts. The 1.75A charger carried the battery back up to 14.4 volts but was apparently fooled into thinking that full charge was not yet achieved due to the 0.5A of artificial leakage. When the leakage was removed, the charger almost immediately reverted to an open circuit float mode. It doesn't surprise me that Schumacher might have more than one protocol. In this case, both versions simply go open circuit in the maintenance mode and wait for hte battery to drift down in votlage due to internal leakage before a re-boost cycle is initiated. Bob . . . ________________________________ Message 15 ____________________________________ Time: 07:29:11 PM PST US From: Robert Dickson Subject: Re: AeroElectric-List: strobe noise in music input --> AeroElectric-List message posted by: Robert Dickson On Jun 19, 2005, at 9:40 PM, Robert L. Nuckolls, III wrote: --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 06:05 PM 6/19/2005 -0400, you wrote: > --> AeroElectric-List message posted by: Robert Dickson > > > I've recently added a music input to my Garmin 340 audio panel so I can > use an ipod. The input is a 1/8" stereo mini plug. > When I plug the cord into the jack to connect the ipod I can hear the > strobes pulsing. I don't hear the noise when the cord's not in the jack > so I am assuming that my wiring from the 340 is not the problem. > The aeroflash strobe power packs are in the wingtips. > This noise isn't very loud and isn't too bothersome at cruise power > settings but I can hear it pretty clearly powered back or taxiing. Of > course the strobes are turned off pretty quickly after landing so > that's not too much of an issue. > I would, however, like to know what's causing this and what might the > solution be. A different cord perhaps? Any ideas? Does it do it with the Ipod turned off but still plugged into the audio panel? Does it do it with just the cord plugged into the audio panel but with the Ipod disconnected? Bob. . . It does it when the ipod is plugged in and off but I can't remember trying just the cord with no ipod. I'll try that tomorrow. Robert Dickson ________________________________ Message 16 ____________________________________ Time: 07:34:48 PM PST US From: "Richard E. Tasker" please? Subject: Re: AeroElectric-List: Thermocouples in an ultralight - theory help, please? --> AeroElectric-List message posted by: "Richard E. Tasker" please? How long have you worked with thermocouples and in what applications? Everything I said is not only true, but agrees with what AD and Microlight say if they are being realistic and not just "playing safe" in their advice. AD designs devices to be used in industrial process control situations (I have used them) where high accuracy is needed and temperatures vary all over the map so one MUST use a cold junction compensator at the measurement instrument and connect to the TC sensing the temperature with either TC wire or TC extension wire. As the original lister said, and as I noted with an "IF", the temperature difference between where his thermocouple wire ended and where his instrument was was minimal. Even if it was a few degrees different it would not be a big deal since he was measuring several hundred degrees. If you re-read my original post, you will also note that I ended with the comment that in most situations you must use TC extension wire if you want accuracy. My understanding is that this forum is to help people "understand" all things electrical and not to just accept dogma. Your response indicates a lack of knowledge of how TCs really work and while you will never be wrong with your approach, there are times when it is entirely unnecessary. Dick Tasker AI Nut wrote: >--> AeroElectric-List message posted by: AI Nut > >Your baloney does not agree with the engineering staff at Analog >Devices, nor with the manufacturer of the Microlight line of TC's. >Whatever works for you... > > >Richard E. Tasker please? wrote: > > > >>--> AeroElectric-List message posted by: "Richard E. Tasker" please? >> >>Baloney. If, as the original poster suggests, the instrument and the >>end of the TC probe are at the same temperature you could connect them >>with anything you want to. The reason that one normally uses >>thermocouple extension wire to connect a TC probe to the remote mounted >>instrument is because they are frequently at different temperatures - >>and probably unpredictably different. For that case it is important to >>use extension wire. >> >>If the two junctions are at the same temperature, any emf generated is >>either canceled out or is only the same as it the copper wire wasn't >>there. That is, the terminals that the TC wire normally connects to on >>the instrument are probably copper or brass or possibly nickel plated. >>The connection between the TC wires generates an EMF that is canceled >>out by the cold junction compensation circuitry in the instrument. If >>you add a length of wire between the TC and the instrument, and assuming >>the two junctions are at the same temperature, you have done nothing but >>move the location of the cold junction - the EMFs at the instrument will >>be exactly the same as without the additional copper wire. >> >>Furthermore, the errors would not be "large" in any case. In fact, any >>error will be exactly the difference in temperature between the >>TC/copper wire junction and the copper wire/instrument junction. Unless >>either of these junctions are very close to the engine, the practical >>difference is minimal. >> >>All the above applies to the original poster's situation. In a "normal" >>GA or experimental with a closed cowl and a separate cockpit, the errors >>could be significant. >> >>If you want more theory, just ask and I can give it to you. :-) >> >>Dick Tasker >> >>AI Nut wrote: >> >> >> >> >> >>>--> AeroElectric-List message posted by: AI Nut >>> >>>Copper, indeed any metal that is not what that particular TC was >>>calibrated with, will most likely incude large errors in the final readings. >>> >>> >>>Robert L. Nuckolls, III help wrote: >>> >>> >>> >>> >>> >>> >>> >>>>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" help, please? >>>> >>>>At 10:52 PM 6/8/2005 -0700, you wrote: >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>>>--> AeroElectric-List message posted by: Richard Riley >>>>> >>>>>I'm installing a 22 hp single cyl 2 stroke in an open frame ultralight. >>>>> >>>>>I'm using a CHT/EGT combo analog gauge. Can I transition from the >>>>>thermocouple wire to copper at the end of the probe wire? Since everything >>>>>is out in the open air, and thus should all be at about the same >>>>>temperature? >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>If you have a stand-alone gage (like View -C- in Figure 14-10 >>>>of 'Connection or in: >>>> >>>>http://aeroelectric.com/articles/excerpt.pdf >>>> >>>>then the instrument is calibrated assuming that the cold >>>>junction occurs inside or at the rear of the instrument. >>>>In an airplane like an ultralight, your supposition that >>>>ambient temperatures at a remote cold junction and at >>>>the instrument will be fairly close is a good one . . . >>>>as long as the remote junction is not exposed to localized >>>>heating from the engine. >>>> >>>>The always-proper way to extend thermocouples in any >>>>instrumentation package is with thermocouple wire which >>>>is readily available as cited in another post. In this >>>>case, however, you're not likely to introduce serious >>>>errors by using copper to extend the wires. >>>> >>>>Bob . . . >>>> >>>> >>>>. >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>> >>> >>> >>> >> >> >> >> > > > > -- ---- Please Note: No trees were destroyed in the sending of this message. We do concede, however, that a significant number of electrons may have been temporarily inconvenienced. ---- ________________________________ Message 17 ____________________________________ Time: 09:24:00 PM PST US From: Subject: AeroElectric-List: Re: 40amp Denso Aerosport Alternator (modification) --> AeroElectric-List message posted by: Here is how to modify your Denso: I considered this mod but it's more effort than it is worth to me. For me the small fear that an internal regulator will cause an unlikely OV condition, is not enough to justify the surgery. But here is the info if you choice to do it, enjoy. http://us.f1f.yahoofs.com/bc/428f57b3_10738/bc/Aircraft+data/Converting+an+Alternator2.doc?bf.EktCBk1h2fJz7 After you have hacked, pried, sawed, soldered and added more components and wires, you still have an alternator :- ) You can set up a Denso for the "A" type external regulator (grounded regulator) or "B" type external regulator (grounded field). Most Denso's internal regulators are "A" type voltage regulators. The conversion is much easier if you also use an "A" type external VR. If you wire it for a "B" external regulator you will have to mod the brushes and brush housing. The down side of using an external "A" type VR is the field wire going from the external regulator, if grounded against the airframe, could cause the alternator to go to max output. This is a small issue. Just protect the field wire. You will need to pick an external regulator (A or B). Solid-state external VR's come in both "A" type and "B" type. The "A" type is not as common as "B", which has a better selection. As long as you protect the field wire from grounding the "A" type regulator works as well as the "B" type. The choice is yours. As far as OV protection you can use a crow-bar or purchase a modern solid state VR with OV protection built in. They cost $30-$70. A nice overview of alternator and regulator components inside a Denso: http://www.autoshop101.com/trainmodules/alternator/alt101.html (Diff between "A" and "B" regulators shown on page 30 thru 33 show regulator detail) Enjoy, consider NOT doing anything but bolting the stock Denso on with the internal regulator it came with and go fly. If you want to do it here is the info. Credit goes to "George's Falco" builder web site in New Zealand. The nice thing about his conversion is it looks stock and keeps the stock connector plug. Cheers George ATP, CFI, MSME --------------------------------- Rekindle the Rivalries. Sign up for Fantasy Football