Today's Message Index:
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1. 06:31 AM - Re: ULPower Alternator/Regulator (dj_theis)
2. 06:31 AM - Re: ULPower Alternator/Regulator (dj_theis)
3. 08:24 PM - Re: ULPower Alternator/Regulator (Sebastien)
Message 1
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| Subject: | Re: ULPower Alternator/Regulator |
> What kind of alternator is on the UL350, wound
> field or permanent magnet?
>From their website, all the UL 350 engines are listed as having integrated PMA
charging systems with external R/R. All listed at 30 amp total and requiring
15 amps for the engine ignition and fuel pumps, leaving15 amps for Avionics.
https://ulpower.com/en/engines/ul350/ul350is
--------
Dan Theis
Scratch building Sonex #1362
Still working on the Revmaster Alternator improvement
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=505371#505371
Message 2
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| Subject: | Re: ULPower Alternator/Regulator |
> What kind of alternator is on the UL350, wound
> field or permanent magnet?
>From their website, all the UL 350 engines are listed as having integrated PMA
charging systems with external R/R. All listed at 30 amp total and requiring
15 amps for the engine ignition and fuel pumps, leaving15 amps for Avionics.
https://ulpower.com/en/engines/ul350/ul350is
--------
Dan Theis
Scratch building Sonex #1362
Still working on the Revmaster Alternator improvement
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=505372#505372
Message 3
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| Subject: | Re: ULPower Alternator/Regulator |
As Dan already posted, the alternator is permanent magnet.
I was wondering more if anyone knows if the voltage regulator has any
over-voltage protection included. ULPower are apparently very good about
responding to inquiries so I will send them an email and post the reply to
this list.
In any case, the electrical system on the aircraft in question has already
been installed but was designed by a highly qualified and experienced
electrical & robotics engineer with no GA aircraft knowledge. The aircraft
owner sent me the diagram so that I could admire it but a quick and dirty
FMEA showed some problems. A review of the manufacturer's instructions lead
me to suggest that they rewire it to conform with those instructions but
since the alternator wiring already includes a current limiter and a
solenoid I thought it would be appropriate to leave those in rather than
create the problem Joe pointed out vis a vis shorted b lead.1 If I can get
permission I will post the schematic to the list; notwithstanding its
problematic features it's quite a work of art.
Regards,
Sebastien
On Thu, Dec 23, 2021 at 2:11 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 11:16 AM 12/23/2021, you wrote:
>
> Does anyone have experience with this system? My friend is installing a
> UL350 Engine and their wiring diagram and instructions specify no
> protective
> devices between the alternator and the battery.
>
>
> Protecting b-lead wiring from hard faults within
> the alternator itself is a legacy protocol in
> T/C aircraft since the first Ford alternator was
> bolted to a Cessna (approx 1964).
>
> However, LOTS of automotive applications tie
> the alternator b-lead right to battery (+)
> (like my '87 GMC) with some later models
> adding a fusible link at the battery end
> (like the 97 Chevy I worked on last week).
>
> What kind of alternator is on the UL350, wound
> field or permanent magnet?
>
> Does anyone know if this alternator/regulator combination
> can suffer from an overvoltage event? Or is the regulator
> fault tolerant?
>
>
> There is NO alternator system immune to OV events.
> Probability, severity and risk run the gamut from
> a little puff of smoke to a major incendiary event.
> That needs to be sorted out in a failure mode
> effects analysis with appropriate prophylactics
> incorporated.
>
> As supplier of the system, the engine manufacturer
> SHOULD have conducted those studies and published
> well considered protocols in their manual . . .
> unfortunately, few engine suppliers have any notion
> of what that process entails.
>
> The usual answer to a query on the matter is: "we've
> got xxxx of these flying with no reported events of
> noteworthy magnitude."
>
> For this List to offer any more considered advice,
> much more data are needed as to system characteristics.
> The SAFE thing is to incorporate b-lead and ov protection
> as a matter of policy . . . it's light, cheap and better
> to have it and not need it as opposed to needing and
> not having.
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
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