---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Fri 07/20/12: 6 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 01:04 PM - troubleshooting help needed (Bill Hibbing) 2. 01:10 PM - Re: troubleshooting help needed (Bill Bradburry) 3. 04:57 PM - Fw: Fw: Fw: FW: True Patriotism --- (David) 4. 06:00 PM - Re: troubleshooting help needed (Robert L. Nuckolls, III) 5. 06:34 PM - Re: troubleshooting help needed (Jeff Luckey) 6. 07:27 PM - Aircraft Part Fell From Sky (Scott R. Shook) ________________________________ Message 1 _____________________________________ Time: 01:04:03 PM PST US From: "Bill Hibbing" Subject: AeroElectric-List: troubleshooting help needed Here's the problem that has me scratching my head. I have a Glasair Super 2 that's been flying with no problems for over 100 hours. The electric system is Z 11, 14 volt. The engine is a Lycoming IO360 and the alternator is the one that came with the engine and of Chrysler origin for aircraft use. I'm told that they are fairly bulletproof. It was completely overhauled before I started flying. The voltage regulator is a B & C LR3C. So here's the problem which has popped up in the last 15 hours or so. When I'm flying at cruise power, or even idling, the voltage wanders up and down from 14.4v to slightly less than 13v. It does go down enough that my Garmin Aera 796 will drop off of ships power and go to it's internal battery. This would indicate to me that this is not a problem with the voltmeter. This does not seem to have any measurable cycle. The amps stay constant at about 16 amps. When I've had the plane flying I've tried turning off equipment one at a time to see if that might have any effect...it didn't. I've checked my connections for any corrosion and everything looks good and tight, including the alternator belt. The next thing I'm going to do is run the B&C troubleshooting checklist but I thought I would put this out for the list to see if anyone has any ideas that I haven't thought of that I might check. I personally suspect the LR3C but the folks at B&C have their doubts. So what y'all think? Bill Glasair SIIS-FT ________________________________ Message 2 _____________________________________ Time: 01:10:38 PM PST US From: "Bill Bradburry" Subject: RE: AeroElectric-List: troubleshooting help needed Bill, I am having a similar problem with my Lancair. The voltage seems to float up and down about a half volt and I have had problems with the transponder shutting down and the moving map resets. I hope my problem is your problem and someone has a solution. Bill B _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill Hibbing Sent: Friday, July 20, 2012 4:02 PM Subject: AeroElectric-List: troubleshooting help needed Here's the problem that has me scratching my head. I have a Glasair Super 2 that's been flying with no problems for over 100 hours. The electric system is Z 11, 14 volt. The engine is a Lycoming IO360 and the alternator is the one that came with the engine and of Chrysler origin for aircraft use. I'm told that they are fairly bulletproof. It was completely overhauled before I started flying. The voltage regulator is a B & C LR3C. So here's the problem which has popped up in the last 15 hours or so. When I'm flying at cruise power, or even idling, the voltage wanders up and down from 14.4v to slightly less than 13v. It does go down enough that my Garmin Aera 796 will drop off of ships power and go to it's internal battery. This would indicate to me that this is not a problem with the voltmeter. This does not seem to have any measurable cycle. The amps stay constant at about 16 amps. When I've had the plane flying I've tried turning off equipment one at a time to see if that might have any effect...it didn't. I've checked my connections for any corrosion and everything looks good and tight, including the alternator belt. The next thing I'm going to do is run the B&C troubleshooting checklist but I thought I would put this out for the list to see if anyone has any ideas that I haven't thought of that I might check. I personally suspect the LR3C but the folks at B&C have their doubts. So what y'all think? Bill Glasair SIIS-FT ________________________________ Message 3 _____________________________________ Time: 04:57:02 PM PST US From: David Subject: AeroElectric-List: Fwd: Fwd: Fw: FW: True Patriotism --- ________________________________ Message 4 _____________________________________ Time: 06:00:49 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: troubleshooting help needed At 03:02 PM 7/20/2012, you wrote: Here's the problem that has me scratching my head. I have a Glasair Super 2 that's been flying with no problems for over 100 hours. The electric system is Z 11, 14 volt. The engine is a Lycoming IO360 and the alternator is the one that came with the engine and of Chrysler origin for aircraft use. I'm told that they are fairly bulletproof. It was completely overhauled before I started flying. The voltage regulator is a B & C LR3C. So here's the problem which has popped up in the last 15 hours or so. When I'm flying at cruise power, or even idling, the voltage wanders up and down from 14.4v to slightly less than 13v. It does go down enough that my Garmin Aera 796 will drop off of ships power and go to it's internal battery. This would indicate to me that this is not a problem with the voltmeter. This does not seem to have any measurable cycle. The amps stay constant at about 16 amps. When I've had the plane flying I've tried turning off equipment one at a time to see if that might have any effect...it didn't. I've checked my connections for any corrosion and everything looks good and tight, including the alternator belt. The next thing I'm going to do is run the B&C troubleshooting checklist but I thought I would put this out for the list to see if anyone has any ideas that I haven't thought of that I might check. I personally suspect the LR3C but the folks at B&C have their doubts. So what y'all think? You need to bring three wires into the cockpit from the regulator. One that is attached to the field output terminal (4), another to ov-sense input (3) and a third to ground (7). Emacs! You need to watch and record the voltage reading between ground (7) and field (4) when the alternator is operating normally at minimum system loads and maximum system loads. Then move your test voltmeter to read voltage between ground (7) and ov-sense (3). Repeat the min/max loads experiment and compare the readings on the test voltmeter and any panel displays for bus voltage. Then when the alternator is mis-behaving under any normal operating load, does the field voltage go UP as the bus voltage indications on the panel go down . . . or vice-versa? Also, during misbehavior notice if there is any deviation from ov-sense readings you acquired earlier and panel displayed voltage readings. If the alternator is working properly, Field and Bus voltage should go up and down together in response to output from the regulator. If they are out of sync . . . then the alternator is bad (probably failing brushes). If they go up and down together, then move your test meter. If they do go up and down together, then turn your attention to the difference between panel voltage display and test meter. Are the differences markedly dissimilar from when the alternator was working? This exercise in data gathering allows one to deduce whether the problem lies in the alternator, regulator or ship's wiring. Bob . . . ________________________________ Message 5 _____________________________________ Time: 06:34:48 PM PST US From: "Jeff Luckey" Subject: RE: AeroElectric-List: troubleshooting help needed See my question inserted about 3/4 way down the page. -Jeff Luckey _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Friday, July 20, 2012 17:59 Subject: Re: AeroElectric-List: troubleshooting help needed At 03:02 PM 7/20/2012, you wrote: Here's the problem that has me scratching my head. I have a Glasair Super 2 that's been flying with no problems for over 100 hours. The electric system is Z 11, 14 volt. The engine is a Lycoming IO360 and the alternator is the one that came with the engine and of Chrysler origin for aircraft use. I'm told that they are fairly bulletproof. It was completely overhauled before I started flying. The voltage regulator is a B & C LR3C. So here's the problem which has popped up in the last 15 hours or so. When I'm flying at cruise power, or even idling, the voltage wanders up and down from 14.4v to slightly less than 13v. It does go down enough that my Garmin Aera 796 will drop off of ships power and go to it's internal battery. This would indicate to me that this is not a problem with the voltmeter. This does not seem to have any measurable cycle. The amps stay constant at about 16 amps. When I've had the plane flying I've tried turning off equipment one at a time to see if that might have any effect...it didn't. I've checked my connections for any corrosion and everything looks good and tight, including the alternator belt. The next thing I'm going to do is run the B&C troubleshooting checklist but I thought I would put this out for the list to see if anyone has any ideas that I haven't thought of that I might check. I personally suspect the LR3C but the folks at B&C have their doubts. So what y'all think? You need to bring three wires into the cockpit from the regulator. One that is attached to the field output terminal (4), another to ov-sense input (3) and a third to ground (7). Emacs! You need to watch and record the voltage reading between ground (7) and field (4) when the alternator is operating normally at minimum system loads and maximum system loads. Then move your test voltmeter to read voltage between ground (7) and ov-sense (3). Repeat the min/max loads experiment and compare the readings on the test voltmeter and any panel displays for bus voltage. Then when the alternator is mis-behaving under any normal operating load, does the field voltage go UP as the bus voltage indications on the panel go down . . . or vice-versa? Also, during misbehavior notice if there is any deviation from ov-sense readings you acquired earlier and panel displayed voltage readings. If the alternator is working properly, Field and Bus voltage should go up and down together in response to output from the regulator. [Luckey] Bob, is that correct - shouldn't Field & Bus voltage oppose each other? i.e. as Bus voltage goes up, Field current should go down? If they are out of sync . . . then the alternator is bad (probably failing brushes). If they go up and down together, then move your test meter. If they do go up and down together, then turn your attention to the difference between panel voltage display and test meter. Are the differences markedly dissimilar from when the alternator was working? This exercise in data gathering allows one to deduce whether the problem lies in the alternator, regulator or ship's wiring. Bob . . . No virus found in this message. Checked by AVG - www.avg.com ________________________________ Message 6 _____________________________________ Time: 07:27:10 PM PST US From: "Scott R. Shook" Subject: AeroElectric-List: Aircraft Part Fell From Sky Listers: This Part fell off of some type of aircraft and punched a hole in a friends roof out in Gold Canyon, AZ. 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