Today's Message Index:
----------------------
1. 02:43 AM - Re: alternator (GTH)
2. 01:40 PM - Alternator (BobbyPaulk@comcast.net)
3. 03:23 PM - Re: Alternator (Robert L Nuckolls III)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Le 27/04/2015 02:19, Lance Sandford a crit :
> <lsandford@westnet.com.au>
>
> Gilles
>
> Try this link:
> http://jabiru.net.au/images/AVDALSR087-2_12_Pole_Alternator_Mod.pdf
>
Lance and all,
Thank you for the link, and thank you for those who reponded privately.
It's great to get help so quickly.
Ironically, now Google works as expected and yields lots of responses^^!
Thanks again,
Best regards,
Gilles
http://contrails.free.fr
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
List
I was getting 14.6 volts steady at 1200 and 1400 rpm while taxiing out. My amp
meter hunts so I do not know what it was putting out ( Zero to 4 indicated ).
After the first flight that had Icom radio, Dynon Efis, and the Ro-tec E mag I
figured about five to seven amps with the radio not transmitting. The volt meter
was still steady at 14.6.
One thing I did observe was when I put the battery tender on it it only took about
10 minutes or less for the green light to come on. It usually takes 25 to
30 minutes.
I believe the coils shorted out when I added load by turning on the strobes. After
I removed the coils it looks like the varnish could have been rubbed off at
the corner of the turn where the wires exit to the backside of the coils. I
could not really tell since the wire was blackened and had no varnish left.
One circuit was burned black ( all 6 coils ) while the other circuit was in tact.
I knew it was a trade off by going to one series circuit in lieu of the 2 parallel
but I was used to turning off the transponder on short final and the strobes
after exiting the runway ( unless there was ground traffic).
Anyway I am afixin to order the CAMit 40 ~ 45 amp alternator and adapter kit. That
ought to fix the problem unless I have another self induced uh-oh!
Thanks to all that responded ( no flames : )
bobby
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
At 15:39 2015-04-27, you wrote:
>List
>I was getting 14.6 volts steady at 1200 and 1400 rpm while taxiing
>out. My amp meter hunts so I do not know what it was putting out (
>Zero to 4 indicated ). After the first flight that had Icom radio,
>Dynon Efis, and the Ro-tec E mag I figured about five to seven amps
>with the radio not transmitting. The volt meter was still steady at 14.6.
>One thing I did observe was when I put the battery tender on it it
>only took about 10 minutes or less for the green light to come on.
>It usually takes 25 to 30 minutes.
>I believe the coils shorted out when I added load by turning on the
>strobes. After I removed the coils it looks like the varnish could
>have been rubbed off at the corner of the turn where the wires exit
>to the backside of the coils. I could not really tell since the wire
>was blackened and had no varnish left.
>One circuit was burned black ( all 6 coils ) while the other circuit
>was in tact.
>I knew it was a trade off by going to one series circuit in lieu of
>the 2 parallel but I was used to turning off the transponder on
>short final and the strobes after exiting the runway ( unless there
>was ground traffic).
>Anyway I am afixin to order the CAMit 40 ~ 45 amp alternator and
>adapter kit. That ought to fix the problem unless I have another
>self induced uh-oh!
>
>Thanks to all that responded ( no flames : )
>
>bobby
Sadly, your observations on the series-connected
alternator 'experiment' were somewhat predictable.
Sorry you've had to suffer the indignities imposed
by the laws of physics.
The PM alternator has been poorly exploited for the
best it has to offer. PM alternators are simple, long
lived, robust and not terribly inefficient. Unfortunately,
the rectifier/regulator combinations have NOT evolved
with the best that power electronics has to offer.
We're doing the rudimentary proof of concept studies
for a PM alternator R/R that will offer greater
maximum output commensurate with the alternator's
real ability to convert mechanical motion into
electrical energy.
The belt driven alternator is a low-risk albeit
heavier and more expensive alternative. It may indeed
be the most practical solution depending on you
use your airplane.
But it's possible that a modern R/R configuration will
breath new life into the PM alternator concept with
increased performance and system reliability.
We shall see .. .
Bob . . .
-----------------------------
Bob Nuckolls
AeroElectric Connection
P.O. Box 130
Medicine Lodge, KS 67104-0130
Mobile: 316-209-7528
Web: http://aeroelectric.com
------------------------------
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|