flyrotary@lancaironline.net Mailing List Archive

From Mike - …..ensure that the field is de-energized while cranking the engine.

And I will respectfully disagree with that – at least until somebody can prove me wrong. The output current is a function of rpm as well as what the voltage regulator is demanding. From what I can find, I conclude that alternators typically won’t put out their rated current until they get spinning about 1500 – 2000 rpm, or more (which is usually about double engine rpm). So there is no risk of damaging the rectifier diodes at cranking speed.

I’m going to guess that it is a worse shock to the electronics if the field is suddenly turned on at higher rpm when the regulator is on full demand – although I don’t think it’s an issue.

Off topic, another 1.2 hours closer to completing my Phase 1. This was the first flight that after I landed I didnt have anything on my list to fix before the next flight. 95 degrees OAT at takeoff today and the oil temp got to 200 at the top of the climb to 5000' but backed off to 192 after I leveled. H2O temp never above 180. Starting to gain some confidence in it.

Contrary to our friend George’s faint praiseJ, I’d say your temps are excellent. If it does that well at OAT of 95 F; then your next thing will be to think about adjustable cowl flap to reduce cooling drag at cruise on a cooler day.

Al