Aeronca Electrics
 

A friend of mine has an Aeronca Chief. Continental C 85 up front. The aircraft currently has no electrics what so ever.

Does anyone have any idea if a basic electrical system can be fitted (Starter, radio, transponder) and how much the fitting of such a system would be in the UK?. Not including the radio and transponder...

Many thanks.

P…

Luscombes like what I fly also use the C85.

It is possible to fit a generator and a starter, and these were available as original equipment, made by Delco. Ours has this arrangement.

Others I have seen have a wind powered alternator mounted under the firewall to power electrics but are hand-propped.

Have a look at the Aircraft Spruce Catalogue for options. On line catalogue here

Assuming it's on a UK Permit speak to the PFA.

Hope this is useful

Mike

We have a very basic electrical system on our Pushpak (License built version of the Aeronca Chief). It consists of a removable battery mounted under the seat, a panel-mounted ammeter and leads to power the Intercom, Radio and GPS. The battery is removed to be recharged. Very simple and very cheap.

Airworld have a more sophisticated starter/alternator option, the MDL Starter and Alternator. You don't have to have the Starter if you don't want. Biggest problem with such a coversion will be the clearance available between the nose bowl and the engine to accept the alternator.

Airworld's web site is at http://www.airworlduk.com/

Potter:

Sounds like your friend has a C85-8 series engine. This is for use without electrics, and are generally fitted on "short" engine mounts.

The C85-12 series is fitted with a different accessory case, equipped for attachment of starter, generator, etc. These components usually require a longer engine mount (and hence different cowls, etc). But some of the small lightweight B&C generators and starters might permit fitting on the short mount. You might also need new mags.

Your friend's first port of call should be to download the Type Certificates from the FAA database, this will give indication of whether the engine would be approved in the USA (and hence can be used as a basis for approval over here). http://www.airweb.faa.gov/

I think one type can be converted to the other, but obvi ously at some expense. The accessory case would have to be removed and either modified or replaced. Norvic at www.jadeair.co.uk might help with a quote.

I should suggest that the cheaper method might be a wind generator, but of course Armstrong will still be in demand as his starter motor!

My Auster has the ever efficient Armstrong starter and a brace of gell cell motorbike batteries in a nice wooden box to power the radio. I'm with tacpot on recommending this as a cheap and simple solution to lack of lectricity.

To convert a C-85-8 to lecky start is going to cost you at least 1,000 of your British pounds plus loads of hassle sourcing bits. Unless your pal really loves the Chief I would recommend selling it and buying an aeroplane with a self commencer already fitted.

If your friend has a C-85-12 he has a rear cover that will accept the starter & generator or alternator. If he has a C-85-8 there are no provisions to fit them and it will be expensive.
The problem with the Chief is that there is not enough clearance for the starter from the firewall and a modified engine mount must be used. A guy in South Dakota will supply one with an STC for $355. Buzz Wagner (605) 532-3862, don't forget the time change!!
You do not need to change the nosebowl as someone suggests although with a slightly longer engine mount slightly larger wrap around cowlings would be needed.
I once fitted a C-90-8 powered Super Cub. in UK on a full CofA, with a complete electrical system. It was full IFR and the 35amp battery had to be recharged after about 2 1/2hrs continuous use, which was rare, so it worked very well for mostly VFR flying.
I presume that the aircraft is on a Permit to Fly so a call to the PFA may find some other modification that would help.

I'm with the others, the chances are you have the -8 series engine with no provision for either starter or generator. Frankly, even if you have the -12 it will be a real hassle to fit all the bits and pieces and remember every pound you add is a pound off the useful load of the aircraft.

In my Cub all we have is a little Icom radio and a small battery we charge periodically - it lasts a surprisingly long time. If you really need an Xponder I suggest the little Microair which supposedly draws very little current and is very small.

If you have a problem hand starting the engine the money could be better spent on overhaul/replacement of the magnetos as the little Continentals really should start very easily hot or cold and poor starting is usually due to dodgy mag coils.

Best

Kingy

Speedbird48 is correct on his nosebowl comment, because the starter is fitted on the back of the engine.

Of course he also meant that on the C85-12 you cannot have the starter and gennie NOT fitted because all the oil would fall out of the holes where these accessories would fit. The C85-12 is not approved without these accessories fitted. (well at least on FAA certificated aircraft).

My small Cont equipped engine has exactly the same fit as Kingy advocates. We run a transponder too, but the gell cell doesn't last too long with the transponder on. Transponders require more than 12V to operate!