Plane power alternators pireps

Morgan3820

Morgan3820

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I am having a hard time keeping the original Chrysler alternator functional. Only got 38 hours between the last repairs. Aerotech is making some comment that the case is worn and not to spec.
Has anybody had any luck with plane power replacement alternators? I understand that not all of them are repairable. But if it doesn’t break for 2000 hours I really don’t care.
 
I have a plane power alternator and skytec starter, both have been working great for 100+ hours so far. Now a plane power alternator is not going to improve your output compared to the old Chrysler alternator (also I didn’t get the core credit back), but it will be stable. If you are using a lot of amps in flight, look at LED options which will have a slight noticeable difference on your amp output and reduce load in flight to a minimum. I’ve noticed that my strobes surge the amp output, I’m not sure if these are old style ones and new LED ones (if that’s an option?) would be better or what, but I use strobes very selectively. I have a very bright LED beacon. I use my landing light only for t/o and landing. When keeping things on all the time, things get hot and breakers start popping, well at least that’s why I got a new alternator and my mechanic said not to overload the system. Haven’t had any issues since the replacement but I also treat my plane with TLC as I don’t want to keep breaking stuff. :D

I don’t remember the total cost but I’m guessing it was 2 AMU for the alternator + install.
 
100hrs on a Plane Power alternator so far and knock on wood, it’s been great!
 
Morgan3820 said:
I am having a hard time keeping the original Chrysler alternator functional. Only got 38 hours between the last repairs. Aerotech is making some comment that the case is worn and not to spec.
Has anybody had any luck with plane power replacement alternators? I understand that not all of them are repairable. But if it doesn’t break for 2000 hours I really don’t care.
Click to expand...
I have seen a lot of screwed up alternator "repairs." Many times, it's too much grease in the rear bearing of the Ford-type alternator, and that grease gets out and onto the slip rings and brushes and forms a resistive sludge that limits field current and therefore alternator output.

I don't believe any alternator that uses brushes (and Plane Power does) will go 2000 hours. These things spin much faster in airplanes than they do in cars, and that speed wears the brushes much faster.
 
mandm said:
I’ve noticed that my strobes surge the amp output, I’m not sure if these are old style ones and new LED ones (if that’s an option?) would be better or what, but I use strobes very selectively. I have a very bright LED beacon. I use my landing light only for t/o and landing. When keeping things on all the time, things get hot and breakers start popping, well at least that’s why I got a new alternator and my mechanic said not to overload the system.
Click to expand...
Those strobes that surge the output: are they the zenon flash-tube type (like a camera flash), very short and brilliant flash, or are they the incandescent type that flashes on and off slowly, not so bright and a longer rise and fall to the light?

The zenon type draws about two amps. The incandescent type draws ten amps. Big difference. LEDs are far better, low current, plenty bright.

LED landing lights will also reduce the load enormously, and last many times longer. The typical incandescent landing lamp is good for maybe 25 hours, if it isn't violently vibrated like they were in the Cessna cowls of the '70s and '80s. An LED lamp will last thousands of hours. Yeah, it costs more, but it's there when you need it, and if you're paying for someone to replace it, you get away from that labor cost.
 
I've owned several of these alternators and installed more of them. They are a great, reliable replacement for the original alternators, but do have some minor drawbacks. The installation documentation for the voltage regulators and alternator conversions is poor at best, and the bracketry often needs some engineering help. Depending on the skill level of the installing mechanic, the outcome may vary.

I prefer the B&C alternators on the aircraft that they're approved for, but Plane Power would be my go to alternator for the ones that I can't put a B&C on.
 
We have about 14 years and 1400 hours on a PP alternator.

The only issue we've had is with the mounting bracket, which needs to be set at maximum extension for our belt to be tight. This has resulted in needing to replace the belt a bit more often than desirable (every 2-3 years), because small amount of belt wear results in it being too loose. This is on a 182Q.
 
Dan Thomas said:
I have seen a lot of screwed up alternator "repairs." Many times, it's too much grease in the rear bearing of the Ford-type alternator, and that grease gets out and onto the slip rings and brushes and forms a resistive sludge that limits field current and therefore alternator output.

I don't believe any alternator that uses brushes (and Plane Power does) will go 2000 hours. These things spin much faster in airplanes than they do in cars, and that speed wears the brushes much faster.
Click to expand...

Edit: Let me add a couple of selections from a Plane Power installation and Maintenance manual:

upload_2022-12-12_12-7-6.png

upload_2022-12-12_12-8-5.png


The mechanic or shop that installed the alternator should be giving the owner all the paperwork that came with it, including the manuals. Note the statements in the Airworthiness Limitations. This stuff is not optional. The inspection section specifies the necessary maintenance that must be done if you don't want a failure at an inconvenient time. Brushes wear out in any brush-type alternator, and the Plane Power units are no different. Most owners will blissfully keep flying until the thing quits and trashes itself because it wasn't cared for. That's the fault of mechanics who don't bother to educate the owners.
 
Jeff Oslick said:
We have about 14 years and 1400 hours on a PP alternator.

The only issue we've had is with the mounting bracket, which needs to be set at maximum extension for our belt to be tight. This has resulted in needing to replace the belt a bit more often than desirable (every 2-3 years), because small amount of belt wear results in it being too loose. This is on a 182Q.
Click to expand...
You can get shorter belts.
 
Have had great luck with the PP alternator in the past.
 
Jeff Oslick said:
We are aware of that, but the legality of using them could be questionable.
Click to expand...
FYI: the belt is determined by the airframe/engine model reference and there can be different belt lengths by S/N splits within the same model. So there is a chance you have the wrong belt length installed or the wrong bracket installed by aircraft S/N. Regardless, going to a shorter belt is a matter of a simple minor alteration if so desired.
 
Dan Thomas said:
Those strobes that surge the output: are they the zenon flash-tube type (like a camera flash), very short and brilliant flash, or are they the incandescent type that flashes on and off slowly, not so bright and a longer rise and fall to the light?

The zenon type draws about two amps. The incandescent type draws ten amps. Big difference. LEDs are far better, low current, plenty bright.

LED landing lights will also reduce the load enormously, and last many times longer. The typical incandescent landing lamp is good for maybe 25 hours, if it isn't violently vibrated like they were in the Cessna cowls of the '70s and '80s. An LED lamp will last thousands of hours. Yeah, it costs more, but it's there when you need it, and if you're paying for someone to replace it, you get away from that labor cost.
Click to expand...

I would say similar to the camera flash, it doesn’t crazily increase amps but it is noticeable on the amp meter. Personally I don’t like surging power shown on my amp meter, but maybe it’s fine and I should calm down. Hehe.
 
mandm said:
I would say similar to the camera flash, it doesn’t crazily increase amps but it is noticeable on the amp meter. Personally I don’t like surging power shown on my amp meter, but maybe it’s fine and I should calm down. Hehe.
Click to expand...

Many of the Pipers have a load meter, not an ammeter. The wiggling load meter needle is normal, because the load is increasing when the strobe power supply is charging.
 
Many Lycoming Alternator U- shaped Attach Brackets are not symmetrical.
Often turning them around will tighten/loosen belts.

i thought I saw some doc on how to identify.
 
Magman said:
Many Lycoming Alternator U- shaped Attach Brackets are not symmetrical.
Often turning them around will tighten/loosen belts.

i thought I saw some doc on how to identify.
Click to expand...
This was on a 182Q, which has the Continental O-470 with the mount at the left rear of the engine.

That belt comes real close to a fuel fitting on the fuel pump, and if the alternator swings too far out and down it can bring that belt into contact with that fitting and wear through it. I caught one doing that on a 180 with a Plane Power conversion.
 
mondtster said:
Many of the Pipers have a load meter, not an ammeter. The wiggling load meter needle is normal, because the load is increasing when the strobe power supply is charging.
Click to expand...

Yeah that’s what I mean, does it matter if strobes are on for hours at a time? For either the electrical, strobe or alternator?
 
mandm said:
Yeah that’s what I mean, does it matter if strobes are on for hours at a time? For either the electrical, strobe or alternator?
Click to expand...

It shouldn't matter if they're left on indefinitely or not. Strobe lights and their power supply don't consume enough power to be of concern in a properly functioning electrical system.

Reading your other post about overloading the electrical system makes me suspicious that you have another problem that hasn't been fully fixed.
 
mondtster said:
It shouldn't matter if they're left on indefinitely or not. Strobe lights and their power supply don't consume enough power to be of concern in a properly functioning electrical system.

Reading your other post about overloading the electrical system makes me suspicious that you have another problem that hasn't been fully fixed.
Click to expand...

I haven’t had any issues since I had the new alternator, but my mechanic advised me not to run too many things and I followed his advice and haven’t run into any issues. Not saying if I put everything on that I have problems either (still works fine) but just my practice to use what’s needed.
 
There are no airworthiness limitations for the PP alternator. Posted actions are Mfg recommendations..
 

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Here’s the referenced log..
 

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I’m a little confused. ( Situation normal)

OP did not state type aircraft. Oslick said 182Q?

The PP alts I’ve put in replaced Generators.

There is a little more work with these as the wire to the bus must be upgraded
to be legal.

At least I learned that on some Cessnas a part of the bus will drop down.

Soldering under the panel sucks!

All happy though.
 
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