X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=QoAc5h6d c=1 sm=1 tr=0 a=l3Fm8Y3x8eBr4adX7PdPMQ==:117 a=qxuwSOeifgoA:10 a=ZRMmsru8XDcA:10 a=_IAzE9gJYakA:10 a=kj9zAlcOel0A:10 a=xqWC_Br6kY4A:10 a=dapMudl6Dx4A:10 a=4o4WKVwN0o4A:10 a=sRr4sdSjV_s_toOiIx4A:9 a=CjuIK1q_8ugA:10 From: "Jeff Whaley jwhaley@datacast.com" Received: from [40.107.73.45] (HELO NAM05-DM3-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.2.6) with ESMTPS id 11469441 for flyrotary@lancaironline.net; Thu, 02 Aug 2018 13:03:01 -0400 Received-SPF: none receiver=logan.com; client-ip=40.107.73.45; envelope-from=jwhaley@datacast.com DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=IDCO365.onmicrosoft.com; s=selector1-datacast-com; h=From:Date:Subject:Message-ID:Content-Type:MIME-Version:X-MS-Exchange-SenderADCheck; bh=Vv39ysg6VM1VYfrDS/7I/CxUk9uQVCSdvALZLan3h8I=; b=iJBrB62YJCNAqg+MowdD7gXptyMGjAV5V8vLecjegWQxIXFBI2UEjuIRSgVM6v1pG3e9cN0+zAdkqO1gOpflXy5onj9qeuoPW7GGeHrMu59W92S452vQe9Q6nm8KXzDvHvIYm60zs9H7Sfe1dofCUmh+qVWxWOxnVBEmWdH1bRU= Received: from MW2PR18MB2235.namprd18.prod.outlook.com (52.132.183.32) by MW2PR18MB2138.namprd18.prod.outlook.com (52.132.182.157) with Microsoft SMTP Server (version=TLS1_2, cipher=TLS_ECDHE_RSA_WITH_AES_256_GCM_SHA384) id 15.20.995.21; Thu, 2 Aug 2018 17:02:42 +0000 Received: from MW2PR18MB2235.namprd18.prod.outlook.com ([fe80::dc19:790c:96ae:9f3e]) by MW2PR18MB2235.namprd18.prod.outlook.com ([fe80::dc19:790c:96ae:9f3e%5]) with mapi id 15.20.0995.020; Thu, 2 Aug 2018 17:02:42 +0000 To: Rotary motors in aircraft Subject: RE: Alternator Damaged - Internal Short Thread-Topic: Alternator Damaged - Internal Short Thread-Index: AQHUKm7HC3xR/6kZHkKoIFCCnoL6waSsr3ww Date: Thu, 2 Aug 2018 17:02:42 +0000 Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: authentication-results: spf=none (sender IP is ) smtp.mailfrom=jwhaley@datacast.com; x-originating-ip: [209.87.232.162] x-ms-publictraffictype: Email x-microsoft-exchange-diagnostics: 1;MW2PR18MB2138;20:bUArejHFFTTm0TAtPGW41ce3d0VF8+htP2aQ2SB6Aev2Iwx1Q3zeLQJ6E5JfmMXMiuFWCbg24RVJLe6FOn8dpYeA3gFhOfdwH919HjQlsyRMRYYcUlC4Z6s5OcJRNpIsgNrBS4jWVkQkDo9DGh61ER5GhcuNuElNL1g3a9+eT34= x-ms-exchange-antispam-srfa-diagnostics: SOS; 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received-spf: None (protection.outlook.com: datacast.com does not designate permitted sender hosts) x-microsoft-antispam-message-info: yYK6Eu3HWktTeWEXPy5DXscNwwsC2bkPDI3hjvcx1S2o8vkcNNx3vjWedBGdTlMMb/7AA82jLbJVsJ+FsUbh/uE2x0R/bWN1rWR47OG/Leg3n9mDy+CpGU8fAfRq6xr9g4QTQ5rdgG0p455h9D6Pj15ZE8w8qevUHq2ysmCjHLDKGU354ajgbf4GQneAv+9HaWVb1p+jAn+gsX255wA7JDPpA9yN3GNVaJ1t5/Wk5Yl5AKrgkJBJB7lt4nYc9e3zAwtc/tMbD8NERi/ryTOcc5q1r4FUoW11PdrydfCsU1w3B/ntJ11ql0aWWc5uvAKG+LIks6wNLnOvKlkPACPG9Vki+STGVpnyag/0v6JWAjQ= spamdiagnosticoutput: 1:99 spamdiagnosticmetadata: NSPM Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable MIME-Version: 1.0 X-OriginatorOrg: datacast.com X-MS-Exchange-CrossTenant-Network-Message-Id: 22bfcbf1-9cb6-4a18-fc76-08d5f899c2ba X-MS-Exchange-CrossTenant-originalarrivaltime: 02 Aug 2018 17:02:42.1230 (UTC) X-MS-Exchange-CrossTenant-fromentityheader: Hosted X-MS-Exchange-CrossTenant-id: a07f70c7-0440-4b97-b25f-a93dca3f0980 X-MS-Exchange-Transport-CrossTenantHeadersStamped: MW2PR18MB2138 Hi Tracy, that is an interesting comment. Sounds like a fuse would have be= en a better bet than the alternator solenoid - but what do you replace the = battery solenoid with? Jeff The sequence of failure is a question. The relay failing and going open mi= ght have been the first in the chain. Many alternators will fail internall= y when all load is removed due to over volting. Most Automotive alternator= s were not designed for no load operation. I've never been an advocate for either battery or alternator solenoid use. = They cause more problems than they solve. Tracy -----Original Message----- From: Jeff Whaley=20 Sent: August-02-18 10:41 AM To: Rotary motors in aircraft Subject: Alternator Damaged - Internal Short Last Thursday I decided to try my cooling on a hot day 32C (90F); orbiting = the airport, the cooling wasn't too bad but while waiting for the temps to = stabilize I smelled smoke so landed immediately. Saw a bit of smoke exitin= g the oil cooler plenum so thought I was baking some fiberglass. On the weekend I did a more thorough inspection and found the battery mains= cable burned where attached to my alternator cut-out relay and the relay f= ried to the point that the input terminal was loose. The connections staye= d in place but open-circuited the relay - so the engine never skipped a bea= t and I was unaware there was an electrical problem at the time. Only repor= ting this now as it took me a while to get the alternator tested. Jeff