Pretty basic question, but what's the go to alternator for the O-300D on a 172? Is the B&C the best way to go?
Thanks
David

What year 172?

It seems that there are "stock" Cessna parts from some years that can go to other years. First step is a Ford conversion with old klickety klack regulator then convert to solid state regulator. Minor wire changes (jumper) as I recall.

Most B&C alternators do not seem to qualify for anything but experimental.

Chris C

wannabe wrote:What year 172?

It seems that there are "stock" Cessna parts from some years that can go to other years. First step is a Ford conversion with old klickety klack regulator then convert to solid state regulator. Minor wire changes (jumper) as I recall.

Most B&C alternators do not seem to qualify for anything but experimental.

Chris C

1965. There is one B&C that does qualify. Just doesn't seem to be much out there of the gear driven variety.

Doesn't Plane-Power have gear driven alternators that fit that engine?

I have a ford alternator and regulator on the shelf that my mechanic won't let me put on. He says they are the same weight as the generator and prone to oil leaks.

He says I should buy this one:

https://www.aircraftspruce.ca/pages/el/ ... altkit.php

SKYTRONICS JASCO. 6560-1 ALTERNATOR KIT

Sticking with my generator for now.

Looks like the Plane Power ER14-50 unit is a ONE step kit - ALL parts in one kit.
Have used Plane Power before - no complaints.

Not pushing any one over another - just answering a question.


Chris C

I have the Jasco on mine. No complaints


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daedaluscan wrote:I have a ford alternator and regulator on the shelf that my mechanic won't let me put on. He says they are the same weight as the generator and prone to oil leaks.

He says I should buy this one:

https://www.aircraftspruce.ca/pages/el/ ... altkit.php

SKYTRONICS JASCO. 6560-1 ALTERNATOR KIT

Sticking with my generator for now.

Thanks. Looks like a nice unit. Does it come with everything to mount up? Looks like it's missing some pieces, mainly the drive gear.

I can't help any with what alternator kit to buy, but I just want to encourage you to do a conversion. Having an alternator after having a generator is like drinking a quality craft beer after a diet of Pabst. Such a difference!

The most noticeable thing is that your battery is being charged as soon as the engine starts, even at low rpm, whereas with the generator you need to have at least a high idle, typically in the neighborhood of 1200-1300 rpm. That means that after a start, a generator equipped airplane may not actually charge its battery until the run-up. With a long taxi, it's entirely possible to continue depleting the battery. If at night, it's worse.

I can recall in my partnered 182 back in the 70s, landing at night and on the taxi in, having the radios (tube type Narcos) shut down due to lack of juice. The only way to keep at least one of them on was to shut off everything but the taxi light and keep the rpm up, and even that didn't always work.

Yet with my airplane, which my IA converted as one of the earliest modifications, my 60-65 amp alternator will charge the battery at engine idle speed of 1000 rpm, with everything electrical turned on: landing lights, strobes, position lights, tail strobe, all the avionics, the heated pitot, and the heated AOA probe.

Cary

Is this the one from Plane Power that is compatible? Might have to call them. I'm uncertain about the STC to go with it. http://planepower.com/ER14-50.php

Sold by Aviall. I got a good price right here in Calgary, and they he'd the one for my big bore Continental in stock.

I particularly like their solid state regulator. It's said to be healthy for modern avionics.

I've had the STC'd B&C lightweight alternator in my C170 for a year now and am happy with the performance.

48RagwingPilot wrote:I've had the STC'd B&C lightweight alternator in my C170 for a year now and am happy with the performance.

Did yours go in the original alternator spot? Is this the one you have?
http://www.aircraftspruce.ca/pages/el/a ... rs-462.php

A1Skinner wrote:

48RagwingPilot wrote:I've had the STC'd B&C lightweight alternator in my C170 for a year now and am happy with the performance.

Did yours go in the original alternator spot? Is this the one you have?
http://www.aircraftspruce.ca/pages/el/a ... rs-462.php

That alternative is driven by a vacuum pad. B&C makes a cool permanent magnet alternator that goes in the original location on the O300. It's only 30A but it looks great to me. I always wanted to install one on my C85 but never did. It has a great reputation.

whee wrote:

A1Skinner wrote:

48RagwingPilot wrote:I've had the STC'd B&C lightweight alternator in my C170 for a year now and am happy with the performance.

Did yours go in the original alternator spot? Is this the one you have?
http://www.aircraftspruce.ca/pages/el/a ... rs-462.php

That alternative is driven by a vacuum pad. B&C makes a cool permanent magnet alternator that goes in the original location on the O300. It's only 30A but it looks great to me. I always wanted to install one on my C85 but never did. It has a great reputation.

Ya I really like that one whee, but it's not certified. And it doesn't have the drive gear assembly, although I'm sure I could find one of those for fairly cheap. But I really do like the small size and 4.4lb weight!

There is an STC for it I'm pretty sure. I know there is one for the 4 cylinder continentals and I really think I've seen one for the O300.

Here ya go: http://luscombe.org/technicaldocs/alt%2 ... 0revA1.pdf

Edit: Dang...O300D not on the AML...sorry.

Mine is the 30-amp gear driven B&C alternator that installs where the OEM alternator goes. It's orange and is pictured elsewhere on the Spruce site. It is STC'd, but one must cut the pilot shaft to install it (not as hard as it sounds). My engine is a C145-2 and I don't know if it'll fit on the O300D. It's a great unit if, like me, you're not running a bunch of power-hungry avionics. I was also able to switch to push button start, which is much better than the OEM cable pull start.

48RagwingPilot wrote:....but one must cut the pilot shaft to install it (not as hard as it sounds).....

I'm guessing with that comment you're thinking of the starter.

Looking at the B&C website

http://www.bandc.aero/continental-gear- ... ators.aspx

I don't see any gear-driven alternators that are indicated to be STC'd.
This one looks like a winner at 30A but it's apparently for homebuilts only.

http://www.bandc.aero/alternator30ampsh ... sgear.aspx

Hotrod,

You are correct; the pilot shaft surgery is for the B&C starter. I do have both the starter and alternator and both are STC'd. However, the alternator STC is through (I think) Endowment Enterprises/Doug Combs (the Luscombe guy), not B&C. The alternator install kit is a bit involved, but works well in my airplane.

Slightly off-topic, but this was recently posted on the supercub site:

"I have a B&C SD-20 alternator that I'd like to trade for a B&C SD-8.
No wiring or regulator. Thanks- Carey 206-510-9210"

These are the spline-drive alternators designed to mount on the vacuum pump drive pad.