Return-Path: <13brv3@bellsouth.net> Received: from [205.152.59.70] (HELO imf22aec.bellsouth.net) by logan.com (CommuniGate Pro SMTP 4.1b9) with ESMTP id 2473095 for flyrotary@lancaironline.net; Sat, 12 Jul 2003 17:06:27 -0400 Received: from rad ([68.212.2.228]) by imf22aec.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20030712210556.XCXU24951.imf22aec.bellsouth.net@rad> for ; Sat, 12 Jul 2003 17:05:56 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: We have ignition Date: Sat, 12 Jul 2003 16:05:58 -0500 Message-ID: <008901c348b9$64a10650$0201a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_008A_01C3488F.7BCAFE50" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_008A_01C3488F.7BCAFE50 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable "I tried turning off the master, which disconnects the alternator from = the essential buss, and the voltage on the non essential side spiked to 18V. Realistically, this probably won't kill anything, but I haven't decided = what I want to do about it. "=20 --- It will kill your alternator. It's running unregulated, that's why the = 18V spike. Mike C. =20 Yep, I figured it wasn't good, but I don't think it would be exactly unregulated. It still has a voltage sense line that's attached to the non-essential buss, so it knows what the voltage is. Of course it loses = the load of the battery on the line when you turn off the master, so that's probably what causes the voltage jump. I guess you could refer to that = as unregulated also. =20 =20 Assuming that it's bad for the alternator to power the buss without the battery hooked up, it would have to be even worse to let it power = nothing, such as what would happen if you put a contactor inline with the = alternator B lead. Heck, I'm leaving it like it is, minus the switch. =20 =20 Cheers, Rusty =20 =20 PS- I found my injector problem. The good news is that it was the connection in the cable, and should be fixed now. It measured OK from = the pin to the injector, and it clicked just fine when manually powered, = but I knew there was something wrong. I decided to go ahead and take off the plastic connector cover, and found the connection loose. It was being = held more or less in position by the heat shrink, which was making some connection. When I first cranked the engine yesterday, it seemed like = it was working, then it dropped out. Since there's a decent amount of = current on those cables, the poor connection was probably heating up, and = getting dirty from arching. If the threatening thunderstorm goes away, I'll = drag it back out and try it. If all's well, including my leaks, I'll be off to = the hanger by next weekend. =20 =20 =20 ------=_NextPart_000_008A_01C3488F.7BCAFE50 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

 "I tried turning off the master, which disconnects = the alternator from the essential buss, and the voltage on the non essential = side spiked to 18V.  Realistically, this probably won’t kill = anything, but I haven’t decided what I want to do about it. " =

 ---

It will kill your alternator. It's running unregulated, that's = why the 18V spike.  Mike C.

 

Yep, I figured it wasn’t = good, but I don’t think it would be exactly unregulated.  It still has a = voltage sense line that’s attached to the non-essential buss, so it knows = what the voltage is.  Of course it loses the load of the battery on the = line when you turn off the master, so that’s probably what causes the = voltage jump.  I guess you could refer to that as unregulated also.  =

 

Assuming that it’s bad for = the alternator to power the buss without the battery hooked up, it would = have to be even worse to let it power nothing, such as what would happen if you put = a contactor inline with the alternator B lead.  Heck, I’m = leaving it like it is, minus the switch. 

 

Cheers,

Rusty

 

 

PS- I found my injector = problem.  The good news is that it was the connection in the cable, and should be = fixed now.  It measured OK from the pin to the injector,  and it clicked just = fine when manually powered, but I knew there was something wrong.  I = decided to go ahead and take off the plastic connector cover, and found the = connection loose.  It was being held more or less in position by the heat shrink, which was = making some connection.  When I first cranked the engine yesterday, it = seemed like it was working, then it dropped out.  Since there’s a = decent amount of current on those cables, the poor connection was probably = heating up, and getting dirty from arching.  If the threatening thunderstorm = goes away, I’ll drag it back out and try it.  If all’s well, including my leaks, I’ll be off to the hanger by next = weekend.      

 

 

------=_NextPart_000_008A_01C3488F.7BCAFE50--