Broken down in France
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Location: Glens o' Angus by way of LA
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Broken down in France
Flew down yesterday and the alternator has packed in, does anyone know if a similar rated (12v 60amp) alternator for a lycoming 360 has to be the exact model as the bad one or if it fits and it's the same rating I can stick it on to get me home? Knowledgeable answers only please no Walter Mittys or Persian lancers.
Are you running a lot of avionics? Do you need electricity for flaps or gear? Where are you?
What is the current alternator and exact type of engine,type/serial number of engine and alternator?
Aircraft type, even?
What is the current alternator and exact type of engine,type/serial number of engine and alternator?
Aircraft type, even?
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Rennes
The altenator kicks in above 1600rpm, but does not charge the battery I could limp it home but don't fancy it especially crossing the channel
The battery and voltage regulator were replaced yesterday as I though that was the problem, an expensive route to identify the alternator was buggered but it is what it is
Not heavy avionics
Airframe maule mx-7
Engine lycoming 0-360 c4f
Alternator kelly aerospace ( now hartzell) ALX 8521 or ALY 8520
The altenator kicks in above 1600rpm, but does not charge the battery I could limp it home but don't fancy it especially crossing the channel
The battery and voltage regulator were replaced yesterday as I though that was the problem, an expensive route to identify the alternator was buggered but it is what it is
Not heavy avionics
Airframe maule mx-7
Engine lycoming 0-360 c4f
Alternator kelly aerospace ( now hartzell) ALX 8521 or ALY 8520
Last edited by piperboy84; 18th Jul 2014 at 11:02.
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Beg,borrow or buy a hanheld.
We had afailed alternator returning from Lands End in the climbout. just turned everything off until it was neccessary to speak to anyone. No idea what your time en-route would be but get the batt charged, use external for startup then min time on radio enjoy the silence until next call.
We had afailed alternator returning from Lands End in the climbout. just turned everything off until it was neccessary to speak to anyone. No idea what your time en-route would be but get the batt charged, use external for startup then min time on radio enjoy the silence until next call.
Pa28181 has had exactly the same thought as I did.......
Just go VFR VMC and turn the radio on where necessary. Ditto transponder. Charge the battery prior to start, it's not as if you need electricity to make the engine run once it is going.
If you want GPS use the one on your phone. I once ran the Cub for six months without a working generator, charging the battery every five or six flights. Radio is low load, especially on a listening watch, transponder uses rather more. Don't run the lights.
Have asked around, but can't locate a suitable alternator, you will probably have to do an exchange when you get home. If it is on your way, we can charge your battery at Chauvigny, LFDW. You can get as far as the Deauville CTR non radio from there. You probably won't need a handheld, unless you plan very long sectors in controlled airspace.
Just go VFR VMC and turn the radio on where necessary. Ditto transponder. Charge the battery prior to start, it's not as if you need electricity to make the engine run once it is going.
If you want GPS use the one on your phone. I once ran the Cub for six months without a working generator, charging the battery every five or six flights. Radio is low load, especially on a listening watch, transponder uses rather more. Don't run the lights.
Have asked around, but can't locate a suitable alternator, you will probably have to do an exchange when you get home. If it is on your way, we can charge your battery at Chauvigny, LFDW. You can get as far as the Deauville CTR non radio from there. You probably won't need a handheld, unless you plan very long sectors in controlled airspace.
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From the described symptoms, it sounds as though a phase is down.....typically, a 12V system will charge and regulate to~14.2 V
a rectifier failure will bring it down to~10 volts either way, it's likely there won't be the voltage or current output to be useful!
You have your "old" battery? charge both it and the new one, use as needed.....a half-competent Sparks or Aircraft engineer should be able to give you guidance on current consumption for lights, radio, transponder, instruments etc. and you can then work out a sensible usage without killing the battery.
remember that flight-instrumentswith Gyros tend to use a fair bit (motor internally) Electric flaps/gear are greedy as well, but only for short periods....do things manually wherever possible.
a rectifier failure will bring it down to~10 volts either way, it's likely there won't be the voltage or current output to be useful!
You have your "old" battery? charge both it and the new one, use as needed.....a half-competent Sparks or Aircraft engineer should be able to give you guidance on current consumption for lights, radio, transponder, instruments etc. and you can then work out a sensible usage without killing the battery.
remember that flight-instrumentswith Gyros tend to use a fair bit (motor internally) Electric flaps/gear are greedy as well, but only for short periods....do things manually wherever possible.
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When we had alt failure (didn't actually know what precise fault was) the V/R was changed and on the next flight alt failure again, this time the alt was changed and no further probs.
If you do get off with a well charged battery and said Ta-Ta on the radio, and are quite happy to lose your elec gyro's, do as we did, turn the master off until required, It's not a real drama if you have decent VMC and charged up GPS's.....
If you do get off with a well charged battery and said Ta-Ta on the radio, and are quite happy to lose your elec gyro's, do as we did, turn the master off until required, It's not a real drama if you have decent VMC and charged up GPS's.....
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Fix it
Take the drive belt off by slackening the tensioning arm, check for current at the field connectors, of no current the regulator is inop. If no current put a 12 v current to the field terminal on the alternator is harder to turn when the current is applied than when the current is off the alternator is is working OK.
Check the connections on the back of the alternator , most problems are due to bad connections.
While looking at the wires check the data plate and call Airparts or Adams, they will likely have an alternator or regulator that they will dispatch to you if paid by card.
Finding a French mechanic to fit it sould not be to hard.......... Cash is king in such situations.
PA28181........... What is wrong with a map compass and stopwatch ? No need for this new fangled GPS thing.
Check the connections on the back of the alternator , most problems are due to bad connections.
While looking at the wires check the data plate and call Airparts or Adams, they will likely have an alternator or regulator that they will dispatch to you if paid by card.
Finding a French mechanic to fit it sould not be to hard.......... Cash is king in such situations.
PA28181........... What is wrong with a map compass and stopwatch ? No need for this new fangled GPS thing.
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PA28181........... What is wrong with a map compass and stopwatch ?
As for getting a french mechanic to do all that fault finding and then supply and change/test the alternator (If thats what it is) When I was stuck at Perigueux with a broken carb heat cable it took two days to get sent to Toulose then couriered to Periguex and the rest of the day to fit it.
Charge up, start up, take off, master off, land at base. Dont fanny about waiting for fault finding.
Just noticed you are at Rennes. If you don't want to go home as is, you can eurostar by changing in Paris. There is a maintenance organisation on base, let me know if you need anything translating.
Hi, A and C
We get car parts from MG owners Club in 24 to 48 hours, delivered to the house at the end of a country lane. Royal Mail if small bits, and I suspect whoever is doing the best price if a large item such as an axle. Rennes should absolutely not be a problem.
We get car parts from MG owners Club in 24 to 48 hours, delivered to the house at the end of a country lane. Royal Mail if small bits, and I suspect whoever is doing the best price if a large item such as an axle. Rennes should absolutely not be a problem.
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I had the same thing in a Cessna 172 do as everyone saysget the battery fully charged then fly home with only radio on. I don't mind flying it back for you or with you?
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Sorry I did not know that UPS, FedEx & DHL did not deliver directly to Perigueux or other places outside the major city's.
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Jesus, just fly it home. You are not far away. I flew my Cessna back from Cannes once with a knackered alternator and have flown the Auster to Italy and back with no electrics at all!!
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If I could make what hopefully would be taken as as sensible suggestion. Get it fixed.....
Those advocating flying from Rennes, to Forfar, with an inop alternator, well, rather you than I
Those advocating flying from Rennes, to Forfar, with an inop alternator, well, rather you than I
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As bose-x and PA28181. If you can get the O-360 started just go, stay VMC, and get back to Blighty somewhere. The Channel won't know you haven't got any charging. A hand-held wireless might come in useful to talk to dest, but Popham wouldn't make a fuss if you pitched up non-radio. They have cheap fuel, and maintenance who know Maules, and toilets, coffee and sticky buns.