Today's Message Index:
----------------------
1. 08:08 AM - Re: B&C Boss mounted altenator... (Robert L. Nuckolls, III)
2. 08:54 AM - Re: B&C Boss mounted altenator... (Robert L. Nuckolls, III)
3. 10:39 AM - Secondary alternator connection VPX-Pro (Bernard Siu)
4. 02:26 PM - Re: Secondary alternator connection VPX-Pro (Robert L. Nuckolls, III)
5. 11:01 PM - Official AeroElectric-List FAQ (Frequently Asked Questions) (Matt Dralle)
6. 11:04 PM - Official AeroElectric-List Usage Guidelines (Matt Dralle)
Message 1
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Subject: | Re: B&C Boss mounted altenator... |
At 10:55 PM 8/31/2012, you wrote:
I will call them, but it is not a problem of boss vs. case. My engine
has a boss mount and the alternator from B&C is a boss mount. The
problem is that they only supplied 1 of 3 pieces to the boss mount.
Now it may be that the alternator is light enough that it doesn't
need the other two pieces. I don't know if the tie to the starter is
to support the starter or the alternator. And maybe the rear bracket
isn't required for the B&C alternator. It that's the case it would be
good for the instructions to mention this.
Your boss mount kit as-shipped should have
these parts in it:
http://www.bandc.biz/ProductImages/BossMount.jpg
There use to be a third part, a strut that
ran from the prop-most end of the mount to
a lug on the starter
Emacs!
The lug is still present on the B&C light
weight starters.
If I recall correctly, that extra strut
and the companion mounting lug on the
starter are artifacts of the time when
generators had overhang moments to cry
for . . . and a time when Lycoming factory
mounting brackets were about 3/16" thick.
At different points in time, the brackets
were up-sized to the present 1/4" material
and generators were replace with lighter
alternators (but with, shall we say,
intermediate values of overhang moment?)
and replaced again with the modern,
still lighter alternators common today.
The B&C starter still replaces a Prestolite
Pig on airplanes fitted with generators.
Hence, the lug is present to accommodate
that configuration. The lug would still
be useful on the PA28-181 I used to fly
a lot where the alternator was an
alternator but one of those things we called
a 'pancake' . . . large diameter and with
significant overhang. The brackets were
still 3/16" material and we would break
one about once a year.
Certainly do check with B&C but I think
my recollection is correct in offering
the notion that the strut between
alternator and starter is no longer
necessary in light of incremental changes
of weight, size and robustness of the
contemporary accessories.
You mentioned that your attache kit had
only one of three parts? There should
be two structural components. The mount
and a tension arm as illustrated in the
image above taken from the B&C website.
Bob . . .
Message 2
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Subject: | Re: B&C Boss mounted altenator... |
At 09:37 PM 8/31/2012, you wrote:
Folks,
I just got my "pre-owned" engine mounted to my RV-9A this week. The
engine is an O320-D3G and it came out of a certified aircraft. It had
a large certified alternator on it, made by Chrysler, interestingly
enough. I purchased a B&C 40 Amp alternator to replace it. I thought
it would be a direct replacement for the certified alternator. The
certified alternator is boss mounted.
When I took the old alternator off and tried to put the B&C
alternator on, I immediately noticed that the mounting brackets were
very different. The old brackets consisted of three separate
brackets. There's a long bracket in the rear, then one that the
alternator hangs directly under and finally a strap that ties the
starter to alternator bracket. All three brackets are much shorter
than the single bracket that came with the B&C alternator. I've
enclosed a few pictures.
You are the proud possessor of the "Pig-n-Pancake"
starter-n-alternator configuration I cited in my earlier
posting. "Proud" is not necessarily a given, if
in error please forgive my presumption.
The setback distance (pulley centerline to front face
of mounting ears), overhang moments and tension arm
geometries in the world of alternators is a bag
of scrambled eggs.
If your existing bracket is 1/4" material -AND-
steel, then it's structurally sufficient. You can
explore its retention by putting a long bolt through
the bracket and the B&C alternator and use the
intended belt to see if the bracket/alternator
combination can be 'jeeped' for proper set-back
by crafting a set of spacers. The spacers should be
snug on the bolt and square, flat ends. Lathe-cut
parts come to mind.
If that works, check the tension arm geometry. That
part is easier to make than the brackets but again,
they're steel and not the nicest stuff to work with
using ordinary shop tools.
Depending on your $time$, talents and resources,
you might be motivated to order the bolt-and-fly
kit from B&C.
Bob . . .
Message 3
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Subject: | Secondary alternator connection VPX-Pro |
Hi all,
I have a philosophy question regarding circuit layout using the VPX Pro... I
couldn't find the answer through the archive search, so here's my first
post.
First, some background information:
I am at the planning stage of my electrical system. I am using a single
battery (PC680), Primary Alternator (B&C L60) and Secondary Alternator (B&C
SD-8). Per the VPX manual, it is recommended to connect both alternators to
the SWITCHED side of the battery contactor. In addition, both alternators
should be connected to a SPDT (on-off-on) switch (VXP 5.20 p.35 Alternator
switch). In the event of a Pri Alt failure (e.g. OV), the VPX can sense that
and turn off the power to the alternator and notification will show up on
the EFIS. At that point, I can flip the switch to the Sec. alt. and continue
to provide limited power for the essential bus as planned. Certainly a
workable approach and it is a very nice power control system by the way.
On the other hand, per Nuckolls books Fig. 17-4, it is suggested that the
SD-8 should be hooked directly to the battery (the UNSWITCHED side of the
battery contactor) + adding a diode to the main bus to prevent the back flow
of power to the main bus. Nuckolls' approach is very nicely explained in his
book. This will prevent a single point failure (i.e. the battery contactor
or the VPX itself). But then you always hear others said, follow the
manufacturer's instructions.
I would like to hear your thoughts, comments, philosophies, ideas especially
those who has installed similar power configuration as I have using the VPX.
Thanks!
Bernie
Message 4
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Subject: | Re: Secondary alternator connection VPX-Pro |
> But then you always hear others said, follow
> the manufacturers instructions
>
The architecture described in Z-13/8 is a three-layer system
that offers (1) Main alternator + Battery (2) Aux alternator +
battery with planned load shedding and (3) Battery only with
load shedding.
The system described in the VPX manual is more like Figure
Z-12 wherein you are offered (1A) Main alternator + Battery,
(1B) Aux alternator + Battery and (2) Battery only. Load shedding
is handled with a different control and management philosophy
which I presume is described in the system documentation.
Yes, if you are concerned about some feature that suggests
deviation from the manufacturer's recommendations, you really
need to take that up with the folks who did the system
architecture. But let us know how those conversations drive
your final decision.
Bob . . .
Message 5
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Subject: | Official AeroElectric-List FAQ (Frequently Asked Questions) |
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Subject: | Official AeroElectric-List Usage Guidelines |
Dear Listers,
Please read over the AeroElectric-List Usage Guidelines below. The complete
AeroElectric-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
AeroElectric-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the AeroElectric-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the AeroElectric-List in the manner described below may result
in the removal of the subscribers from the List.
AeroElectric-List Policy Statement
The purpose of the AeroElectric-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
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