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04-11-2016, 11:44 AM
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Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
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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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04-11-2016, 01:34 PM
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Join Date: Feb 2011
Location: Hastings, MN
Posts: 582
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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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Ed Kranz
RV-10 N829EC - Flying
First Flight: 8/29/15
KSGS - Fleming Field, South Saint Paul, Minnesota
YouTube.com/GoodPlaneLiving -- Build Timelapse and Travel Videos . . GoodPlaneLiving.com -- Build and Travel Blog
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04-11-2016, 10:28 PM
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Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
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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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04-12-2016, 08:45 AM
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Join Date: Sep 2007
Location: Mesa Arizona
Posts: 608
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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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Myron Nelson
Mesa, AZ
RV-10 N24EV
KITPLANES Contributing Editor
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04-12-2016, 09:54 AM
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Join Date: Aug 2013
Location: San Diego, Ca
Posts: 431
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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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John Walker
RV-10 N265WD
"Miss Whiskey Delta"
BPE IO-540, FULL EFII
KMYF, San Diego, Ca.
KEOS, Neosho, MO
Crew Chief
Grove Aero Super Legacy Reno Racer,
twin turbo, IO-540,
full EFII management system!
Race Coordinator STOL Drag coming to Reno, 2019
"so I got that going for me... which is nice."
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04-12-2016, 10:27 AM
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Join Date: Mar 2014
Location: Floyds Knobs, IN
Posts: 174
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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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RV10
QB Wings done
Fuselage done
Systems and electrical...
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04-12-2016, 10:42 AM
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Join Date: Jan 2005
Location: Tampa, FL
Posts: 2,861
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Quote:
Originally Posted by TFeeney
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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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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Todd "I drink and know things" Stovall
PP ASEL-IA
RV-10 N728TT - Flying!
WAR EAGLE!
Last edited by Auburntsts : 04-12-2016 at 11:03 AM.
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04-12-2016, 12:24 PM
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Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
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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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04-12-2016, 01:44 PM
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Join Date: Feb 2011
Location: Suwanee, GA
Posts: 415
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Quote:
Originally Posted by WrightsRV7
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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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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04-12-2016, 02:08 PM
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Join Date: Sep 2006
Location: Locust Grove, GA
Posts: 97
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Can someone post a picture of their FS-14 clearance with respect to the oil filter?
__________________
Aaron Sims
RV-10 (2015 Bronze Lindy)
RV-6A (sold)
Home Field: Mallards Landing (GA04)
Locust Grove, GA
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