Surprisingly didn't see this during a search.

I'd like to swap my gen for a plane-power alternator. The bolt that goes thru the tensioning arm and into the case is too long to remove without removing the engine - it hits the firewall.

Anyone found a way around this?

One option….back it out and cut it leaving enough shank to turn with a needle nose Vise Grip….until it’s all the way out….BUT…can you get the new fastner in that you need to hold the belt tension ….my solution works in only in one direction..!

How much space do you need? I'd probably just pull the motor, but betting you might have enough slack in control/wiring/plumbing to pull motor mount bolts at firewall and get the room you need. Still means a hoist and all, but not that bad to do.

The tension arm from your alternator conversion kit won’t go to that bolt. At least none of the alternators I’ve seen do, they usually go a shorter bolt above the drive pulley. So once you remove the tension arm for the generator could you get away with a shorter bolt.

How much shank is showing on that bolt when the threads first engage? If you could get away with a shorter bolt there then you could cut that too long one out.

What was wrong with the generator? what are you doing with it? I like my generator, other than the weight.

StillLearning wrote:What was wrong with the generator? what are you doing with it? I like my generator, other than the weight.

x2

StillLearning wrote:What was wrong with the generator? what are you doing with it? I like my generator, other than the weight.

Generators are great in a turbine where they run at plenty RPM even on the ground and often double as a starter

For a piston they just are a poor tool for the job of providing electrical power, especially for planes that fly IFR and/or need more juice, especially while running at low RPM on the ground due to IFR or lengthy taxi

Plus as you said the weight

Compared to many backcountry low ROI mods, getting rid of the generator is low hanging fruit

^^^^^^ what he said

Ace007 wrote:Surprisingly didn't see this during a search.

I'd like to swap my gen for a plane-power alternator. The bolt that goes thru the tensioning arm and into the case is too long to remove without removing the engine - it hits the firewall.

Anyone found a way around this?

It has been 20+ years since I got rid of the POS generator and did the Cessna accessory kit alternator conversion, but my vague recollection is using a cutoff wheel to cut the bolt to remove it and the bolt that replaces it is shorter and slid right in.

I have a full IFR panel. When I installed it I did a load test, 35 amp generator has enough power to run everything. Including charging 2 iPads, and radio on transmit.
Modern equipment doesn’t take much power. I didn’t just look at what the book said amp draw was for the components, I put a digital ammeter inline, and noted each item’s amp draw, then I turned everything on at the same time, max amp draw even with non-essential equipment was never over 35 amps. Essential equipment was less than the 85% required of generator output.

I like that I can hand prop if need be, and the generator will charge without power to energize the field. I like that feature a lot when I’m in the middle of nowhere camping. Which is most of my flying.

I’m interested in the old one if it’s not shot completely.

Diuble

NineThreeKilo wrote: .....Plus as you said the weight ....

Hard to find weight information on plane power stuff, other than "lighter",
but I managed to find the specs for the AL12-70 alternator:

https://www.aviationpartsinc.com/produc ... lternator/

They say the 70A alternator weighs 13.2 pounds.
My 1953 factory W&B sez both the 35A (which I have) and the 50A generators weigh 16 pounds.
Spending close to two grand to save 2.8 pounds seems like a lot,
esp if you're satisfied with how the generator performs (which I am).

Now if someone would come up with a small 35A alternator, STC'd to bolt onto the vacuum pump drive pad on my 470,
now that I'd be interested in.

$2K? Ford DOFF10300J + Zeftronics regulator is under $1K. And Ford alternator is about 11 lbs, not 13.

C180_guy wrote:$2K? Ford DOFF10300J + Zeftronics regulator is under $1K. And Ford alternator is about 11 lbs, not 13.

I researched an STC'd solution, a Plane Power kit.
Is there an STC to install a Ford alternator on a 180?

hotrod180 wrote:

C180_guy wrote:$2K? Ford DOFF10300J + Zeftronics regulator is under $1K. And Ford alternator is about 11 lbs, not 13.

I researched an STC'd solution, a Plane Power kit.
Is there an STC to install a Ford alternator on a 180?

It was a Cessna accessory kit (AK)/service letter. Regarding Plane Power, after Hartzell bought them, I take it the price went up. What about the quality?

C180_guy wrote:

hotrod180 wrote:

C180_guy wrote:$2K? Ford DOFF10300J + Zeftronics regulator is under $1K. And Ford alternator is about 11 lbs, not 13.

I researched an STC'd solution, a Plane Power kit.
Is there an STC to install a Ford alternator on a 180?

It was a Cessna accessory kit (AK)/service letter. Regarding Plane Power, after Hartzell bought them, I take it the price went up. What about the quality?

Do you have any more info on the accessory kit? Does it work for a C140?

Got a alternator in my 185, but might know of someone who may need one at some point for a 140

StillLearning wrote:I have a full IFR panel. When I installed it I did a load test, 35 amp generator has enough power to run everything. Including charging 2 iPads, and radio on transmit.
Modern equipment doesn’t take much power. I didn’t just look at what the book said amp draw was for the components, I put a digital ammeter inline, and noted each item’s amp draw, then I turned everything on at the same time, max amp draw even with non-essential equipment was never over 35 amps. Essential equipment was less than the 85% required of generator output.

I like that I can hand prop if need be, and the generator will charge without power to energize the field. I like that feature a lot when I’m in the middle of nowhere camping. Which is most of my flying.

I’m interested in the old one if it’s not shot completely.

That generator is making 35 amps at idle?

As long as I’m over 800rpm, its 13.7-14.2 volts.

StillLearning wrote:As long as I’m over 800rpm, its 13.7-14.2 volts.

So everything running, only 800 RPM and you’re not showing a discharge?

That’s more impressive than many generator powered piston planes I’ve been in, seems in many it’s not till run up level power that you see the juice not being in the negative

There is a reason piston planes transitioned away from generators a while ago

NineThreeKilo wrote:

C180_guy wrote:It was a Cessna accessory kit (AK)/service letter. Regarding Plane Power, after Hartzell bought them, I take it the price went up. What about the quality?

Do you have any more info on the accessory kit? Does it work for a C140?
Got a alternator in my 185, but might know of someone who may need one at some point for a 140

The C140 is a different animal, with a gear driven generator / alternator vs belt driven on a 180/185.
Plane Power etc have alternator conversion kits for them though.

Did you get the wrong kit? I've swapped plane power alternators on two 180's (a 55 and a 56) and didn't have any issues with the hardware.

Both ordered from Aircraft Spruce for the 470R and a 470K.

Ace007 wrote:Surprisingly didn't see this during a search.

I'd like to swap my gen for a plane-power alternator. The bolt that goes thru the tensioning arm and into the case is too long to remove without removing the engine - it hits the firewall.

Anyone found a way around this?