Hotrod

My friends last 180 w/genertot problems creeped in slowly. Would not show positive charge at IDLE
eventually got to where it needed about 1200 rpm just to stay even after a start. would eventually catch up if we flew long enough. Spent many months - most of a summer by learning a special hand prop - hit the starter procedure. Took a little practice and some trust on my part.. As with most new flying maneuvers we creeped up on it in stages. Basically he watched me as I swung the prop and new when the other end uf the prop was up he would hit the starter to keep the momentum going. Starter could not get through the initial compression. As I said if we flew long enough, like to Windyshnucka Nv. then the battery would start the plane on it's own.

Finally gave up and did the alternator conversion and it would always show a positive charge immediately after starting..


My 170 got a plane power at rebuild in 2003 - 2005 never a problem.

Wannbe not hand propping a 180. - Did once try it on an AN-2. Took two of us just to move it.

I had to handprop my 180 once shortly after buying it, before I figured out that the battery needed replacing.
Not hard at all, but I did have a buddy to sit in it and hold the brakes & man the mag switch.
I think if/when my gen has trouble genning, I'll see if it can be fixed by just putting in new brushes or whatever. I've had the local auto-electric guy (a pilot) work over a starter & alternator before with good results.

My IA converted my generator to a 60 amp alternator a dozen years ago, when the airplane was down for its replacement engine. That was before PlanePower came into being, so I don't know what brand he used. I do recall that the total conversion ran around $1300, but lots of things had to be changed--it wasn't a plug n play operation. He also converted the fuses to circuit breakers and added several circuits, so that probably upped the cost a bit.

He was working on my airplane the other day and the topic came up. He said that he's installed several PP alternators over the last few years with no complaints, FWIW.

Cary

DaveF wrote:My hangar co-owner has not had good performance from his PP alternator, mounted on his IO-540 powered experimental. The first one failed in about 20 hours due to a spun bearing. PP fixed it free. But now, at 150 hours, it has started to pop the field breaker, cause unknown. With PP sold to Hartzell there's no personal service anymore. Hartzell will only say to send it in with $500.

Where would someone buy a replacement voltage regulator? Hartzell doesn't sell them and won't give a part number.

I bought two replacement regulator/brush units in about September. One from the local alternator shop, and one from Plane Power through Aircraft Spruce. I'd suggest calling Spruce to see if he can still order it through them. It gets dropped shipped from PP (now Hartzel) and they don't take orders. It's a $50 part with $20 shipping, go figure.

BTW, the only obvious difference between the Alt Shop version and the PP version is to use the Alt Shop version, the airplane side of the electrical plug has to have the jumper pin/wire disconnected. Other wise they function the same. So your friend can go that route if Spruce can't help (only if experimental, of course).

F-1 Rocket. Definitely experimental. The PP alternator is a Nippon Denso unit, but ND makes a lot of different regulators that look the same. The guy at the auto electric place couldn't identify the model. I'll try Spruce, thanks.

As requested...

My Plane Power life cycle report (1) unit:

Model: AL12-P70 installed factory new ACA OEM
TBF: 300 hours (Time Before Failure)
Installed: Lycoming O360, Scout
Location and operations: Amphib PNW, Salt, Brackish, Fresh Water
Failure mode: Intermittent, then "Pau Brah" (game over)
Point of failure: Brushes

Good thing my Paker backup hydraulic hand pump worked. (80) pumps to lower all (4) amphib wheels after completely losing the alternator (15) miles out from KONP. No issues after installing new AP12-P70.

blackrock wrote:

DaveF wrote:My hangar co-owner has not had good performance from his PP alternator, mounted on his IO-540 powered experimental. The first one failed in about 20 hours due to a spun bearing. PP fixed it free. But now, at 150 hours, it has started to pop the field breaker, cause unknown. With PP sold to Hartzell there's no personal service anymore. Hartzell will only say to send it in with $500.

Where would someone buy a replacement voltage regulator? Hartzell doesn't sell them and won't give a part number.

I bought two replacement regulator/brush units in about September. One from the local alternator shop, and one from Plane Power through Aircraft Spruce. I'd suggest calling Spruce to see if he can still order it through them. It gets dropped shipped from PP (now Hartzel) and they don't take orders. It's a $50 part with $20 shipping, go figure.

BTW, the only obvious difference between the Alt Shop version and the PP version is to use the Alt Shop version, the airplane side of the electrical plug has to have the jumper pin/wire disconnected. Other wise they function the same. So your friend can go that route if Spruce can't help (only if experimental, of course).

I still have the Alt Shop version, kept it as a spare, so I can look for a part number on it if Spruce doesn't work. You'll have to call them; I don't think they list it on their website.

BR

Go figure, I have got two 12si Delco's on irrigation engines with 20,000 plus hours and never touched. Although they are undoubtly tired.

I was at the hangar the other day and found the part numbers.

For the PP regulator and brush unit, it is: 11-1043, a 11-1043s is also shown on the box label so not sure what the difference is.

The only markings I see on the Alt. Shop version are: TRANSPO-CN, IN450-2072-12V so I'm assuming the latter is the part number. My notes say to only excite the center pin on this one so that meas disconnecting the outer pin on the plane side of the PP pig tail connector.

BR

Thanks for the info, BR. I'll pass this along to Paul.

http://www.supercub.org/forum/showthrea ... lane-Power

This is a new thread on the SC.org site, about installing a gear-driven Plane Power alternator that mounts on the vacuum pump drive pad. I've been thinking of removing the gyros & the entire vacuum system from my C180 and installing some sort of electronic horizon, maybe the new garmin G5 EFIS. This would leave the drive pad available for mounting this alternator which would really clean things up. Besides being 10# lighter than my 35A alternator, it's got a built-in regulator plus no more pesky drive belt to adjust break or come off.
Of course, no STC so a field approval would be required, but it would be a cool mod. But I probably won't pursue it unless my generator gives up the ghost on me.