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  #1  
Old 04-11-2016, 11:44 AM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
Default IO-540 D4A5 install of FS1-14B

Has anyone installed the rear mount plane power alternator, FS1-14B, on the current Lycoming engine sold through Vans, the YIO-540 D4A5?
Thanks, Mike
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  #2  
Old 04-11-2016, 01:34 PM
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NovaBandit NovaBandit is offline
 
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Yup. I have the FS1-14B, and I know of at least one other RV10 with it. Both of us have it on the stock Van's new IO-540. Very tight to the oil filter, but no issues.
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  #3  
Old 04-11-2016, 10:28 PM
WrightsRV7 WrightsRV7 is offline
 
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Location: Hurricane Utah
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Default great news, thanks

Thanks Ed, good to hear that from two now, so heading down that road for sure. It will be my only and primary, a bit different than most are doing. Amazing what you can do with 5-10 amps in todays avionics and lighting world...
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Old 04-12-2016, 08:45 AM
woxofswa woxofswa is offline
 
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The big concern I would have is not just running those 5-10 amps, but running them at the same time as charging the battery after start which I believe you want to accomplish as quickly and efficiently as possible.

There's tenacity in capacity
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  #5  
Old 04-12-2016, 09:54 AM
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Bluelabel Bluelabel is offline
 
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I have the C4B5 which I believe is physically identical, as Ed says, it firs, it's gonna make the oil filter tighter to get to, but. Is what it is.
I also, have the. Plane Power 70amp alternator as my main. With a fully electronic plane, I erred on the side of caution. Couldn't hurt to have a few extra electrons running around.
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  #6  
Old 04-12-2016, 10:27 AM
TFeeney TFeeney is offline
 
Join Date: Mar 2014
Location: Floyds Knobs, IN
Posts: 174
Default Help with the jargon!

So guys, I've admittedly not researched the options here so the C4B5 might as well be R2D2.

But my question is more from a system perspective -
What makes the rear mount plane power alternator (FS1-14B) so desirable that you'd put up with an apparent maintenance headache? Is this just because of the IO-540 D4A5?
I'm curious of the pros/cons.

I'm not far from these decisions in my build, so I'd like to make a note for the future.
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  #7  
Old 04-12-2016, 10:42 AM
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Auburntsts Auburntsts is offline
 
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Location: Tampa, FL
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Quote:
Originally Posted by TFeeney View Post
So guys, I've admittedly not researched the options here so the C4B5 might as well be R2D2.

But my question is more from a system perspective -
What makes the rear mount plane power alternator (FS1-14B) so desirable that you'd put up with an apparent maintenance headache? Is this just because of the IO-540 D4A5?
I'm curious of the pros/cons.

I'm not far from these decisions in my build, so I'd like to make a note for the future.
I believe that most that are mounting an alternator on the vacuum pad, be it a PlanePower or B&C, are doing so as a backup alternator to a primary, belt driven unit -- that's what I did (primary is a 70 amp unit with a FS1-14 as a backup).

The discussion about the differences between engine models is simply one of adequate clearance as there tends to be slight differences in the external location of bolt holes and other features could possibly induce inference with an accessory in one model but not the next. Case in point, I have a C4B5 and had to modify the stock baffle kit designed for the D4A5 in a couple of places to get it to work. Internally the C4B5 and D4A5 are the same--both will produce 260HP at 2700RPM.
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Last edited by Auburntsts : 04-12-2016 at 11:03 AM.
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  #8  
Old 04-12-2016, 12:24 PM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
Default amp draw after start..

It is a good point after start, the draw can be significant. I have always hooked my amp meter to measure current going to the battery versus total alternator out put (bat + accessories). Albeit a smaller battery/engine in the 7 (O-360/PC680), the amps to the battery after a start stayed well under 10 and usually for just a min or two max were they above 5 amps. Of course one good hot day in the Mojave desert with an engine hot-start....there may be a lot more amps going to the bigger battery If this was an irreversible decision I would not think twice about installing both up front. All of your thoughts/advice are well taken and I appreciate them.
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  #9  
Old 04-12-2016, 01:44 PM
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bill@fusion4.net bill@fusion4.net is offline
 
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Location: Suwanee, GA
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Quote:
Originally Posted by WrightsRV7 View Post
Thanks Ed, good to hear that from two now, so heading down that road for sure. It will be my only and primary, a bit different than most are doing. Amazing what you can do with 5-10 amps in todays avionics and lighting world...
I also have that setup. No problems. Tight, but no problems.
I have the 60amp and the 30 as my backup. With everything but heated pitot tube on I come in at 18 amps. (3 screen G3x, 650, VPX....)
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  #10  
Old 04-12-2016, 02:08 PM
GTWreck GTWreck is offline
 
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Location: Locust Grove, GA
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Can someone post a picture of their FS-14 clearance with respect to the oil filter?
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