I looked longing at that one too, but settled on something "authorized and legal" for the coupe. The only choice you have to make a STC conversion to a coupe, is the PlanePower 50 amp or the 60 amp Ford/Cessna. I like the Cessna/Ford one since there are a quadzillion of them out there, there will always be parts available. (Like at my age I would ever not outlive my alternator anyway)
--- In [email protected], <n13...@...> wrote: > > I agree with Don. > > "When it come time to overhaul/repair/replace the generator, it's a good time > to consider upgrading to an alternator." Generators have a commutator that > grinds on the brushes, creates dust that gets in the bearings and lasts about > 500 hours. Power coils are in the rotor and spin and sooner or later fail. > In an alternator, the power coils are stationary, and the field (with a > smaller coil) rotates. Two brushes connect the field via slip rings with > lower current requirements. An alternator should last many times longer then > a generator. > > I learned to fly in (and my first airplane was) a 1957 C172 with a 35 amp > generator. At night we had to be careful not to run everything all the time. > Running the landing/taxi lights along with everything else would run the > battery down. Practicing night landings, when I reduced power to descend to > the runway the intercom got quiet, radio wouldn't transmit. Shut off the > lights and the 35 generator would keep up. > > We upgraded radios and I did instrument rating in that airplane. Couldn't > find 35A AGS (5/16 diameter) fuses and used 35 AGC (1/4 inch diameter). Most > of the instrument training was at night. We burn a few generator fuses. Got > good at changing them in the dark. > > The rear bearing went out on the generator, bought the Cessna Service Kit for > Cessna/Ford and installed it with 337 and IA inspection. It was more work > than you would initially think and I am an Electrical Engineer by both > training and profession. Upgraded system from 35A to 60A, new main buss, > breakers, new larger cables, Zeftronic controller... No longer any problems > with power, run the lights all the time. Later sold the plane a bought a > newer one. > > I have a Piper Apache twin with dual 35 amp gens. We've flown it about 800 > hours and we've replaced both generators, one of them twice. There is not > room for an alternator (requires modifying the cowling). Generator repair > guy said the correct bearing and seals are hard to find the China parts that > are readily available do not last. > > So when our Ercoupe's generator stops generating, we'll probably go for a > lighter weight Alternator conversion. Probably 20 to 30 amps. > > I like this B&C one. Have to ask about an STC... > http://www.bandc.biz/alternator30ampshomebuiltlessgear.aspx > > mitch > > > > > > ---- Donald <dongen...@...> wrote: > > ============= > > > I have not dropped out of this discussion, but my buddy Hartmut gave me some > statements that warranted some research. > The suggestion that the alternator was invented because automobile generators > don't produce at idle, and therefore were not useful in automobiles but were > the ideal for aircraft got me to thinking. I submit that the alternator was > invented as a far superior way to generate electricity over the generator. > In fact, since it produces alternating current its use was difficult until > the widespread development of the diodes to make that into DC, which is why > they became popular on automobiles when they did. I dug back in my memory > banks, I started driving with generator equipped cars and my first experience > with alternators was over 20 years later. In all that 20 yers, I never > recalled a single problem issue with not producing electricity at idle. We > had batteries that took up that slack in fine shape, even with the power > hungry radios of that era and headlights, and it was recharged as soon as you > were driving again. Data uncovered on the internet suggests that the average > life of a generator was something in the 20k to 30k miles area, while > alternators are considered to have a lifespan of 125-150k miles. Continuing > to play devils advocate, I also found that there are absolutely NO aircraft > engines being offered today with generators! > Now don't get me wrong, I am NOT advocating that one should go convert their > perfectly good ercoupe generator system to an alternator for those reasons > alone, but when faced with major overhaul and replacement of generator parts, > perhaps going to a modern efficient alternator with a solid state regulator, > MAY be a better choice. For me, it sure seems like the best choice. In > addition, in my case my 13 amp system would still not be sufficient to run my > strobes, radio, transponder, landing lights, GPS, ANR headsets, electric > artificial horizon, and the kick butt stereo system all at once!! > > --- In [email protected], ALAN FAIRCLOUGH <texasaviator@> wrote: > > > > I have one of each. > >  > > The reason for the alternator is that my 13 amp generator did not provide > > enough juice. > > The sum of the lectrical devices should be less than 75% of the XX amp > > output of the generator. > > In my case it was a 13 amp generator. > >  > > On an appraoch at night, I have the GPS, the transponder, the radio, the > > nav lights,the collision avoidance thingy and the strobes running, as well > > as instrument lights. When I flip on the landing lights my GPS goes dead. > >  > > Now, on one plane I have a 25 amp generator. On the other a 60 amp > > alternator. > > With the alternator, although it never puts out 60 amps, there is > > still power for everything. > >  > > Alan Fairclough > > N87333 > > N94694 > > > > > > -- > Learn2fly www.chickashawings.com 2+2=4! > http://www.myspace.com/pianomitch >
