X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from n10.bullet.re3.yahoo.com ([68.142.237.123] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with SMTP id 3555348 for flyrotary@lancaironline.net; Sun, 22 Mar 2009 07:15:57 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.237.123; envelope-from=casey.gary@yahoo.com Received: from [68.142.230.28] by n10.bullet.re3.yahoo.com with NNFMP; 22 Mar 2009 11:15:22 -0000 Received: from [66.196.97.153] by t1.bullet.re2.yahoo.com with NNFMP; 22 Mar 2009 11:15:22 -0000 Received: from [127.0.0.1] by omp206.mail.re3.yahoo.com with NNFMP; 22 Mar 2009 11:15:22 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 426923.21087.bm@omp206.mail.re3.yahoo.com Received: (qmail 19437 invoked by uid 60001); 22 Mar 2009 11:15:22 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=yahoo.com; s=s1024; t=1237720522; bh=D0d3xcYD2HnjAtFt5OfDGmyUtXOq+s9HAMsegZNvOO4=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=lxsSRzPgLcCrhD16Z32I33uuXvXzzmx611jkRpZNSZsHcaTVBbA58Lx5HurtVTlzj8mcfX5I+Z61NfabUqvoNOYqUZSuGKHw4BW/yszyZj06y5G/edvK5I/Esmthr4hw7t0mDzv5HGyLsiizNMeRLTa0p1beFOwq2fW3Eod40Mo= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=wmExzMwgPr4QpjlRC0vH4Kj/VDOG71xkCLzvoTdsg0mkVDCX6DyMOHkuLu603yLseqbhGDE6GfrxDKP5DKtTCksdDW0YufjaEmpmBWnclEaAdXFAtSatjgb4QLjUF/UvfIJF9xCm1WUNLMgla5tU0p2DmqVCbhW7NgYRvdlwSxo=; Message-ID: <136481.17982.qm@web57503.mail.re1.yahoo.com> X-YMail-OSG: gg..FV4VM1n7whoLk2sh8yrfOF0IQ8.1Vb6DY3.0OG30h2bH3lLlCHjB8C2jSMQlyPtlLVPwsVhdJS3vRWcYgl.rKzIznsAgxzXEDMfAwOkKfTzlYFrEmrNKJ6YDEH9ai4k0sRevosjIhlWUd0oCBKNV7A1roRFi4vTkyDyU1kooc6eUf6FmfsAGkLUppwWo3PzTBusytRk4MlqVY8ZYq56M4dwBc9Nw1Gn87cnf_AnXeWZ4v76jjDYLnLyz2UIBLs4s_PWeJ0jFe5qOEA-- Received: from [97.122.186.190] by web57503.mail.re1.yahoo.com via HTTP; Sun, 22 Mar 2009 04:15:21 PDT X-Mailer: YahooMailRC/1277.32 YahooMailWebService/0.7.289.1 References: Date: Sun, 22 Mar 2009 04:15:21 -0700 (PDT) From: Gary Casey Subject: Re: Alternator (Off topic) To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1310022939-1237720521=:17982" --0-1310022939-1237720521=:17982 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Just to put what Jim said in context: With a 12-volt system a set of nav l= ights might draw 5 amps or so. 5 times 14 (the operating voltage is closer= to 14 than 12) gives 70 watts of power, and the alternator will typically = be 70 percent efficient, so the load on the engine will be 0.13 horsepower.= The aircraft might be using 100 hp, so saving 0.1 hp will be real, but no= t very significant. In an efficient car it can make a measurable differenc= e. The headlamps might draw 15 amps, creating a load of 0.4 hp. The power= required to drive the car might be as little as 10 hp, so the savings is d= efinitely measurable. The numbers I presented are not exact, partly becaus= e the alternator is more efficient at full load, so an incremental increase= in load will increase the "mechanical load" by less than what I presented.= =0AGary Casey=0ALancair ES, no rotary, but I thought about it (does that co= unt?)=0A=0A=0A=0A________________________________=0AFrom: Rotary motors in = aircraft =0ATo: Rotary motors in aircraft =0ASent: Sunday, March 22, 2009 3:01:36 AM=0ASubje= ct: flyrotary Digest #2409=0A=0A Rotary motors in aircraft Digest #2= 409=0A=0A1) Re: Alternator (Off topic)=0A by James Maher =0A2) Re: Alternator (Off topic)=0A by "Bill Bradburry" =0A=0AThis digest is sent to you because you are subscribed t= o=0A the mailing list .=0ATo unsubscribe, E-m= ail to: =0ATo switch to the FEED mode, E-m= ail to =0ASend administrative queries to = =0A=0A=0A=0A-----Inline Message Follo= ws-----=0A=0A=0AGeorge,=0AI'm sorry to disagree with you but you are quite = mistaken in your belief about the=0Aalternator function.=0AThe alternator o= utput is mostly a function of load because of the voltage regulator,=0Awhos= e function is to keep the voltage constant with changes in load and RPM.=0A= It performs this function by varying the field current in the alternator.= =0AIf fact this is one of the many advantages of the alternator over a gene= rator.=0AThe alternator's voltage output is also more or less constant rega= rdless of engine RPM, also due to the regulator's function.=0AYou said "The= alternator charges the battery - which in turn runs the accessories".=0ATh= is is not exactly true. If the battery voltage is below that of the alterna= tor output=0Athen yes the alternator will function to charge the battery, h= owever if the battery is fully charged then the alternator will not be char= ging the battery but will provide the necessary power to drive any other lo= ads connected to the system.=0ASo reducing the electrical load on the syste= m will indeed reduce the mechanical load on=0Athe engine thereby using less= overall energy.=0AHope this clarifies your misconception.=0ADon't feel bad= , many people do not fully understand even the most simple of electrical de= vices and the alternator/regulator charging system is fairly complex.=0AJim= =0A=0A--- On Sat, 3/21/09, George Lendich wrote:= =0A=0AFrom: George Lendich =0ASubject: [FlyRotary]= Re: Alternator (Off topic)=0ATo: "Rotary motors in aircraft" =0ADate: Saturday, March 21, 2009, 5:07 AM=0A=0A=0A =0A Jim= ,=0ATo my way of thinking, the alternator is running with the engine RPM so= the power generated is relative to the RPM. This can't be changed unless y= ou disconnect the alternator.=0A =0AThe alternator charges the battery - wh= ich in turn runs the accessories.=0A =0ASo no savings can be made unless yo= u disconnect the alternator.=0A =0ASo turning off things does little - it o= nly saves the battery charge which is being recharged whether you like it o= r not.=0AUnless you put a clutch on the alternator.=0A =0ASo no savings of = HP or fuel.=0A =0AIn some cases, systems like to have a continuous drain on= the battery, like the Harleys. That's why they run around with their light= s on - so they don't overheat the battery. The chaps who select 'lights on= ' rather than the hard wired factory systems, always have battery problems.= =0AGeorge ( down under)=0A =0AIt doesn't matter what is generating the ele= ctricity, a generator, alternator or battery it takes at least 1 HP to make= 746 watts of electricity.=0AThat is the conversion factor under ideal cond= itions with an efficiency of 1.=0AOf course in the real world there are los= ses that reduce the amount of electricity or increase the horsepower necess= ary.=0AAlternators are probably more efficient than generators but then the= re are losses in the rectifier and regulator circuits.=0AThe laws of physic= s dictate that there is no free lunch.=0AEnergy can neither be created or d= estroyed, only converted from one form to another =0A(mechanical,electrical= ,chemical etc.), and always with losses in the conversion process.=0ASo tur= ning off electrical devices will reduce the load on the engine by whatever = amount they draw plus what ever losses are required in the conversion.=0AJi= m=0A=0A--- On Thu, 3/19/09, Ben Baltrusaitis wrote= :=0A=0AFrom: Ben Baltrusaitis =0ASubject: [FlyRotar= y] Alternator (Off topic)=0ATo: "Rotary motors in aircraft" =0ADate: Thursday, March 19, 2009, 9:08 AM=0A=0A=0ASince it's= quiet:=0A =0AWhen I was a kid a guy at the parts store demonstrated to my = Dad that when electrical power was needed, a generator put a load on the en= gine. After that, my Dad was careful not to run lights, radio, heater fan, = or other non-essentials when he was trying to get good gas mileage.=0A =0AI= have continued that tradition, however, I have seen it stated that electri= cal draw on an alternator doesn't increase the mechanical load.=0A =0AWhen = low on fuel will it help to turn off electrical components not needed for f= light?=0A =0AIs it true of an alternator; an electrical power demand doesn'= t cause an increased mechanical load?=0A =0AOr, does keeping headlights on = during the day decrease gas mileage?=0A =0AThanks!=0ABen =0A=0A-----Inline= Message Follows-----=0A=0A=0AThis is why you should not turn your alternat= or on until after the=0Aengine starts. The alternator loads will almost do= uble the load on the=0Astarter. The voltage regulator will call for maximu= m output from the=0Aalternator while the starter is cranking. For a 60A al= ternator this is=0Aabout 720 watts. Darn near 1 HP! In cars, the alternat= or is=0Aautomatically put to sleep during starting by the ignition switch. = In=0Aplanes, it is up to us.=0A =0ABill B=0A =0A =0A=0A___________________= _____________=0A =0AFrom:Rotary motors in aircraft =0A[mailto:flyrotary@lan= caironline.net] On=0ABehalf Of James Maher=0ASent: Saturday, March 21, 2009= =0A9:14 AM=0ATo: Rotary motors in aircraft=0ASubject: [FlyRotary] Re:=0AAlt= ernator (Off topic)=0AGeorge,=0AI'm sorry to disagree with you but you are = quite mistaken in your belief about the=0Aalternator function.=0AThe altern= ator output is mostly a function of load because of the voltage regulator,= =0Awhose function is to keep the voltage constant with changes in load and = RPM.=0AIt performs this function by varying the field current in the altern= ator.=0AIf fact this is one of the many advantages of the alternator over a= generator.=0AThe alternator's voltage output is also more or less constant= regardless of engine RPM, also due to the regulator's function.=0AYou said= "The alternator charges the battery - which in turn runs the accessories".= =0AThis is not exactly true. If the battery voltage is below that of the al= ternator output=0Athen yes the alternator will function to charge the batte= ry, however if the battery is fully charged then the alternator will not be= charging the battery but will provide the necessary power to drive any oth= er loads connected to the system.=0ASo reducing the electrical load on the = system will indeed reduce the mechanical load on=0Athe engine thereby using= less overall energy.=0AHope this clarifies your misconception.=0ADon't fee= l bad, many people do not fully understand even the most simple of electric= al devices and the alternator/regulator charging system is fairly complex.= =0AJim=0A=0A--- On Sat, 3/21/09, George Lendich w= rote:=0AFrom: George Lendich =0ASubject: [FlyRotar= y] Re: Alternator (Off topic)=0ATo: " Rotary motors in aircraft " =0ADate: Saturday, March 21, 2009, 5:07 AM=0A =0A Jim,= =0ATo my way of thinking, the alternator is running with the engine RPM so = the power generated is relative to the RPM. This can't be changed unless yo= u disconnect the alternator.=0A =0AThe alternator charges the battery - whi= ch in turn runs the accessories.=0A =0ASo no savings can be made unless you= disconnect the alternator.=0A =0ASo turning off things does little - it on= ly saves the battery charge which is being recharged whether you like it or= not.=0AUnless you put a clutch on the alternator.=0A =0ASo no savings of H= P or fuel.=0A =0AIn some cases, systems like to have a continuous drain on = the battery, like the Harleys. That's why they run around with their lights= on - so they don't overheat the battery. The chaps who select 'lights on'= rather than the hard wired factory systems, always have battery problems. = =0AGeorge ( down under)=0A =0AIt doesn't matter what is generating the elec= tricity, a generator, alternator or battery it takes at least 1 HP to make = 746 watts of electricity.=0AThat is the conversion factor under ideal condi= tions with an efficiency of 1.=0AOf course in the real world there are loss= es that reduce the amount of electricity or increase the horsepower necessa= ry.=0AAlternators are probably more efficient than generators but then ther= e are losses in the rectifier and regulator circuits.=0AThe laws of physics= dictate that there is no free lunch.=0AEnergy can neither be created or de= stroyed, only converted from one form to another =0A(mechanical,electrical,= chemical etc.), and always with losses in the conversion process.=0ASo turn= ing off electrical devices will reduce the load on the engine by whatever a= mount they draw plus what ever losses are required in the conversion.=0AJim= =0A=0A--- On Thu, 3/19/09, Ben Baltrusaitis wrote:= =0AFrom: Ben Baltrusaitis =0ASubject: [FlyRotary] A= lternator (Off topic)=0ATo: " Rotary motors in aircraft " =0ADate: Thursday, March 19, 2009, 9:08 AM=0ASince it's quiet:= =0A =0AWhen I was a kid a guy at the parts store demonstrated to my Dad tha= t when electrical power was needed, a generator put a load on the engine. A= fter that, my Dad was careful not to run lights, radio, heater fan, or othe= r non-essentials when he was trying to get good gas mileage.=0A =0AI have c= ontinued that tradition, however, I have seen it stated that electrical dra= w on an alternator doesn't increase the mechanical load.=0A =0AWhen low on = fuel will it help to turn off electrical components not needed for flight?= =0A =0AIs it true of an alternator; an electrical power demand doesn't caus= e an increased mechanical load?=0A =0AOr, does keeping headlights on during= the day decrease gas mileage?=0A =0AThanks!=0ABen =0A=0A=0A --0-1310022939-1237720521=:17982 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Just to put what Jim said in context: =A0With a 12= -volt system a set of nav lights might draw 5 amps or so. =A05 times 14 (th= e operating voltage is closer to 14 than 12) gives 70 watts of power, and t= he alternator will typically be 70 percent efficient, so the load on the en= gine will be 0.13 horsepower. =A0The aircraft might be using 100 hp, so sav= ing 0.1 hp will be real, but not very significant. =A0In an efficient car i= t can make a measurable difference. =A0The headlamps might draw 15 amps, cr= eating a load of 0.4 hp. =A0The power required to drive the car might be as= little as 10 hp, so the savings is definitely measurable. =A0The numbers I= presented are not exact, partly because the alternator is more efficient a= t full load, so an incremental increase in load will increase the "mechanic= al load" by less than what I presented.
Gary Casey
Lancai= r ES, no rotary, but I thought about it (does that count?)
From: Rotary motors in aircraft <flyrotary= @lancaironline.net>
To:= Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sunday, March 22, 2009 3:01:36 A= M
Subject: flyrotary Di= gest #2409

=0A=A0 =A0 =A0 =A0 Rotary motors in aircraft Diges= t #2409

1) Re: Alternator (Off topic)
=A0 =A0 by James Maher <= ;= delta11xd@att.net>
2) Re: Alternator (Off topic)
=A0 =A0 by "Bil= l Bradburry" <bbradburry@bellsouth.net>

This dig= est is sent to you because you are subscribed to
=A0 the mailing list &l= t;flyrotary@lancaironline.net>.
To unsubscribe, E= -mail to: <flyrotary-off@lancaironline.net>
To switch to the FEED mode, E-mail to <flyrotary-feed@lancaironline.net>
Send administrative queries to=A0 <flyrot= ary-request@lancaironline.net>



-----Inline Message Follo= ws-----

George,
=0AI'm sorry to disagree with you but you are quite mistaken in your belief a= bout the=0A
alternator function.
=0A
The alternator outp= ut is mostly a function of load because of the voltage regulator,
=0A<= div>whose function is to keep the voltage constant with changes in load and= RPM.=0A
It performs this function by varying the field current i= n the alternator.
=0A
If fact this is one of the many advantages o= f the alternator over a generator.
=0A
The alternator's voltage ou= tput is also more or less constant regardless of engine RPM, also due to th= e regulator's function.
=0A
You said "The alternator charges the b= attery - which in turn runs the accessories".
=0A
This is not exac= tly true. If the battery voltage is below that of the alternator output=0A
then yes the alternator will function to charge the battery, howe= ver if the battery is fully charged then the alternator will not be chargin= g the battery but will provide the necessary power to drive any other loads= connected to the system.
=0A
So reducing the electrical load on t= he system will indeed reduce the mechanical load on
=0A
the engine= thereby using less overall energy.
=0A
Hope this clarifies your m= isconception.
=0A
Don't feel bad, many people do not fully underst= and even the most simple of electrical devices and the alternator/regulator= charging system is fairly complex.
=0A
Jim

--- On Sat, = 3/21/09, George Lendich <lendich@optusnet.com.au> wrote:
=0A
From: George Lendich <lendich@opt= usnet.com.au>
Subject: [FlyRotary] Re: Alternator (Off topic)
To: "Ro= tary motors in aircraft" <flyrotary@lancaironline.net>
Date: Saturday= , March 21, 2009, 5:07 AM

=0A
=0A
=A0
=0A
=0A
=A0Jim,
=0A
To my way of thinking, the alternator is running wi= th the engine RPM so the power generated is relative to the RPM. This can't= be changed unless you disconnect the alternator.
=0A
=A0
=0A
The alternator c= harges the battery - which in turn runs the accessories.
=0A
=A0
=0A
So no sav= ings can be made unless you disconnect the alternator.
=0A
=A0
=0A
So turnin= g off things does little - it only saves the battery charge which is being = recharged whether you like it or not.
=0A
Unless you put a clutch on the alternator.
=0A
=A0
=0A
So no savings of HP = or fuel.
=0A
=A0
=0A
In some cases, systems like to have a continuous drain on= the battery, like the Harleys. That's why they run around with their light= s on - so they don't overheat the battery.=A0 The chaps who=A0select 'light= s=A0on' rather than the hard wired factory systems, always have battery pro= blems.=A0
=0A
George ( down under)=0A
=A0
=0A=0A=0A=0A
=0AIt doesn't matter what is generating the electricity, a generator, alterna= tor or battery it takes at least 1 HP to make 746 watts of electricity.=0A
That is the conversion factor under ideal conditions with an effi= ciency of 1.
=0A
Of course in the real world there are losses that= reduce the amount of electricity or increase the horsepower necessary.=0A
Alternators are probably more efficient than generators but then = there are losses in the rectifier and regulator circuits.
=0A
The = laws of physics dictate that there is no free lunch.
=0A
Energy ca= n neither be created or destroyed, only converted from one form to another =
=0A
(mechanical,electrical,chemical etc.), and always with losses= in the conversion process.
=0A
So turning off electrical devices = will reduce the load on the engine by whatever amount they draw plus what e= ver losses are required in the conversion.
=0A
Jim

--- On <= b>Thu, 3/19/09, Ben Baltrusaitis <expressben@verizon.net= > wrote:
=0A
From: Ben Baltrusaitis <e= xpressben@verizon.net>
Subject: [FlyRotary] Alternator (Off topic)
To= : "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Date: Thu= rsday, March 19, 2009, 9:08 AM

=0A
=0A=0A= =0A
Since it'= s quiet:
=0A
=A0
=0A
When I was a kid a guy at the parts store demonstrated t= o my Dad that when electrical power was needed, a generator put a load on t= he engine. After that, my Dad was careful not to run lights, radio, heater = fan, or other non-essentials when he was trying to get good gas mileage.
=0A
=A0
=0A
I have continued that tradition, however, I have seen it stated tha= t electrical draw on an alternator doesn't increase the mechanical load.
=0A
=A0
=0A
When low on fuel will it help to turn off electrical components not= needed for flight?
=0A
=A0
=0A
Is it true of an alternator; an electrical p= ower demand doesn't cause an increased mechanical load?
=0A=A0
= =0A
Or, does = keeping headlights on during the day decrease gas mileage?
=0A<= div>=A0=0A
Thanks= !
=0A
Ben


-----Inline Mess= age Follows-----

=0A=0A=0A =0A =0A=0A =0A=0A=0A=0A=0A=0A=0A=0A
=0A=0A
=0A=0A

This is why y= ou should not turn your alternator on until after the=0Aengine starts.=A0 T= he alternator loads will almost double the load on the=0Astarter.=A0 The vo= ltage regulator will call for maximum output from the=0Aalternator while th= e starter is cranking.=A0 For a 60A alternator this is=0Aabout 720 watts.= =A0 Darn near 1 HP!=A0 In cars, the alternator is=0Aautomatically put to sl= eep during starting by the ignition switch.=A0 In=0Aplanes, it is up to us.=

=0A=0A

=A0

= =0A=0A

Bill B

=0A=0A

=A0

=0A=0A
=0A=0A

=A0

=0A=0A
= =0A=0A
=0A=0A
=0A=0A

From= :=0A Rotary motors in aircraft =0A[mailto:flyr= otary@lancaironline.net] On=0ABehalf O= f James Maher
=0ASent: Saturday, March 21, 2009=0A9:14 AM
=0ATo: Rotary=0A motors in aircraft
=0ASubject: [FlyRotary] Re:=0AAlternator (= Off topic)

=0A=0A=0A =0A =0A =0A
=0A
=0A

George,

=0A
=0A
=0A

I'm sorry to disagree with you but you are quite=0A mistaken in y= our belief about the

=0A
=0A
=0A

alternator function.

=0A
=0A =0A

The alternator output is mostly a function of= load=0A because of the voltage regulator,

=0A = =0A
=0A

whose function is to keep the voltag= e constant with=0A changes in load and RPM.

=0A
= =0A
=0A

It performs this function by varying= the field=0A current in the alternator.

=0A
=0A =
=0A

If fact this is one of the many advantag= es of the=0A alternator over a generator.

=0A
=0A=
=0A

The alternator's voltage output is also= more or less=0A constant regardless of engine RPM, also due to the regula= tor's function.

=0A
=0A
=0A

You said "The alternator charges the battery -=0A which in turn r= uns the accessories".

=0A
=0A
=0A

This is not exactly true. If the battery voltage is=0A bel= ow that of the alternator output

=0A
=0A
=0A=

then yes the alternator will function to charge t= he=0A battery, however if the battery is fully charged then the alternator= will not=0A be charging the battery but will provide the necessary power = to drive any=0A other loads connected to the system.

=0A=
=0A
=0A

So reducing the electrical l= oad on the system will=0A indeed reduce the mechanical load on

=0A
=0A
=0A

the engine thereby= using less overall energy.

=0A
=0A
=0A

Hope this clarifies your misconception.

=0A
=0A
=0A

Don't feel bad, man= y people do not fully understand=0A even the most simple of electrical dev= ices and the alternator/regulator=0A charging system is fairly complex.

=0A
=0A
=0A

Jim
= =0A
=0A --- On Sat, 3/21/09, Geo= rge Lendich <lendich@optusnet.com.= au>=0A wrote:

=0A
=0A =0A =

From: George Lendic= h=0A <lendich@optusnet.com.au>
=0A Subject: [FlyRotary] Re: Alterna= tor (Off topic)
=0A To: " Rotary motors in aircraft "=0A <flyrotary= @lancaironline.net>
=0A Date: Saturday, March 21, 2009, 5:07 AM<= /font>

=0A
=0A
=0A

=A0

=0A
=0A
=0A
=0A

=A0Jim,

=0A
=0A =0A

To my way of thinking, the alternator= is running with the=0A engine RPM so the power generated is relative to t= he RPM. This can't be=0A changed unless you disconnect the alternator.

=0A
=0A
=0A

= =A0

=0A
=0A
=0A

The alternator charges the battery - which in turn runs=0A the access= ories.

=0A
=0A
=0A

<= font size=3D"2" face=3D"Arial">=A0

=0A
=0A
=0A

So no savings can be made unless you disconnect the=0A altern= ator.

=0A
=0A
=0A

=A0

=0A
=0A
=0A

So turning off things does little - it only saves the=0A batte= ry charge which is being recharged whether you like it or not.

=0A
=0A
=0A

Unless you = put a clutch on the alternator.

=0A
=0A
=0A =

=A0

=0A
=0A =0A

So no savings of HP or fuel.

=0A =0A
=0A

=A0

=0A
=0A
=0A

I= n some cases, systems like to have a continuous drain on=0A the battery, l= ike the Harleys. That's why they run around with their lights=0A on - so t= hey don't overheat the battery.=A0 The chaps who=A0select=0A 'lights=A0on'= rather than the hard wired factory systems, always have=0A battery proble= ms.=A0

=0A
=0A
=0A

<= font size=3D"2" face=3D"Arial">George ( down under)

=0A
=0A
=0A =A0

=0A
=0A = =0A =0A =0A = =0A
=0A
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It doesn't matter what is gen= erating the=0A electricity, a generator, alternator or battery it takes = at least 1 HP to=0A make 746 watts of electricity.

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That is the conversi= on factor under ideal=0A conditions with an efficiency of 1.

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Of course in= the real world there are losses that=0A reduce the amount of electricit= y or increase the horsepower necessary.

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Alternators are probably more effici= ent than=0A generators but then there are losses in the rectifier and re= gulator=0A circuits.

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=0A <= p class=3D"MsoNormal">The laws of physics dictate that there is no free=0A= lunch.

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Energy can neither be created or destroyed, only=0A converted = from one form to another

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(mechanical,electrical,chemical etc.), and always= =0A with losses in the conversion process.

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So turning off electrical devi= ces will reduce the=0A load on the engine by whatever amount they draw p= lus what ever losses are=0A required in the conversion. =0A

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=0A

Jim
=0A =0A --- On Thu, 3/19/09, Ben Baltr= usaitis <expressben@verizon.net>=0A wrote:

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From: Ben=0A= Baltrusaitis <expressben@verizon.net>
=0A Subject: [FlyRotary]= Alternator (Off topic)
=0A To: " Rotary motors in aircraft "=0A &= lt;flyrotary@lancaironline.net>
=0A Date: Thursday, March 19, 2009, 9= :08 AM

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Since=0A it's quiet:

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=A0

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When I=0A was a kid a guy at the parts= store demonstrated to my Dad that when=0A electrical power was needed, = a generator put a load on the engine. After=0A that, my Dad was careful = not to run lights, radio, heater fan, or other=0A non-essentials when he= was trying to get good gas mileage.

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=A0

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I have=0A continued that tradition, howeve= r, I have seen it stated that electrical=0A draw on an alternator doesn'= t increase the mechanical load.

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When low=0A on fuel will it help to turn off el= ectrical components not needed for=0A flight?

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Is it=0A true of an alternator= ; an electrical power demand doesn't cause an=0A increased mechanical lo= ad?

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=A0

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O= r, does=0A keeping headlights on during the day decrease gas mileage?

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=A0=

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<= font size=3D"2" color=3D"maroon" face=3D"Comic Sans MS">Thanks!

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Ben<= /font>

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