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  #11  
Old 04-14-2015, 01:48 PM
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macrafic macrafic is offline
 
Join Date: May 2006
Location: Rochester, MN
Posts: 420
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Quote:
Originally Posted by douglassmt View Post
I have the 60 amp plane power on my IO-540, normal location. I have the FS1-14 on the vacuum pad. Mounts easy, doesn't conflict with anything (I have the straight oil filter mount, not the 90). I have mine connected, per VPX recommendation, such that both alternators will not be on at the same time. That allows the VPX to detect a drop in amps, notifying me to switch to the 30 amp backup. By the way, unless I have a bunch of lights on or heated pitot, my normal amp draw in flight is less than 30 amps, so I can pretty easily fly VFR on the backup alone.

A note: if you connect it like this, you don't want the FS1-14, which produces 13.6V, you want the FS1-14b which puts out 14.2V. The FS1-14 is designed to be a traditional backup in which it runs in the background all the time but doesn't put out amps unless the voltage drops below 13.6, then it kicks in. It's not a huge deal, but I figured it out after I installed mine.
Douglas, once you found out about the difference between the 14 and 14B, what did you do? Change the 14 for the 14B? Leave things the way they were configured? Change the configuration? I am at the same place, and have already bought the 14. Wondering the best way to go here. Thanks.
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  #12  
Old 04-14-2015, 01:55 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 macrafic View Post
Douglas, once you found out about the difference between the 14 and 14B, what did you do? Change the 14 for the 14B? Leave things the way they were configured? Change the configuration? I am at the same place, and have already bought the 14. Wondering the best way to go here. Thanks.
I also have this setup. With the 14. It is not a problem, it just has a slightly lower voltage.
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  #13  
Old 04-20-2015, 04:48 PM
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MauleDriver MauleDriver is offline
 
Join Date: Aug 2006
Location: Lake Ridge Aero Park - Durham NC
Posts: 199
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Quote:
Originally Posted by Aiki_Aviator View Post
a) what alternator did you use
b) how did you mount it
c) were there any mounting issues (i.e. Oil filter access, restrictions etc..)
d) anything else I/we should know

It is the same old adage, "you don't know what you don't know"

Thanks in advance.
There are many ways to skin this cat....

I have the B&C 40 amp and the SD-20

The SD-20 is on the vacuum pad - it's straightforward except for the 4th nut. After some asking around I noted that Snap-on sells a cut down crows foot wrench specifically for that nut (around $30).

I have an Aeroelectric Z-14 with 2 batts, 2 alts and dual buses. I love the symmetry and the robustness both in the air and on the ground. Everything is hooked together for starts, otherwise I run the buses as 2 separate systems.

My only regret is not replacing the light weight starter on the engine. Waiting for it to fail.

Bill "I love the Bahamas" Watson
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  #14  
Old 04-20-2015, 07:29 PM
jakej jakej is offline
 
Join Date: Aug 2005
Location: Adelaide, Australia
Posts: 129
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Hey Guys

Re the lower voltage (FS1 -14) Plane Power Alternator.

If you want it to have the higher output of the FS1-14B then just buy the 14B regulator & change it out, simple as that Hope this helps for those with the VP-X system.

Jake J
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  #15  
Old 04-20-2015, 09:35 PM
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dmaib dmaib is offline
 
Join Date: Jan 2006
Location: New Smyrna Beach, FL
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I have a National Airparts 70 amp and the SD-20 on the vacuum pad. My engine is an IO-540-C4B5 and I tried every combination of angled adapters and extensions I could find from B&C and another vendor that I cannot remember right now. Tempest maybe?? Anyway, I could not make it work, so I installed the Air Wolf remote oil filter on the lower RH firewall and all is well. I suspect this may be a C4B5 issue, since lots of other builders seem to make the SD-20 fit with oil filter adapters and extensions. I really like the clean and easy oil filter changes with the Air Wolf setup.
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  #16  
Old 04-20-2015, 11:19 PM
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Bluelabel Bluelabel is offline
 
Join Date: Aug 2013
Location: San Diego, Ca
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Default Plane power fits

I have a BPE C4B5. The FS-14B was no problem to install. It has internal voltage reg, puts out 14.2(I believe) and with no adapters for the oil filter it went on in 3 minutes.
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  #17  
Old 04-10-2016, 09:14 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 plane power FS1-14B on the new engines coming out of Lycoming (through Vans) as is? Appreciate hearing about any validation or not of this combo.
Cheers, Mike
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  #18  
Old 04-11-2016, 12:07 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
Has anyone installed the plane power FS1-14B on the new engines coming out of Lycoming (through Vans) as is? Appreciate hearing about any validation or not of this combo.
Cheers, Mike
Yep. Vans Lycoming, FS1-14. No problems. Works.
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  #19  
Old 04-11-2016, 01:18 PM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 156
Default Thanks Bill!

Good to hear and thank you for taking the time to post/reply. few months to go before we go "wheels up", always nice to hear about another 10 going airborne. Cheers, Mike
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  #20  
Old 04-13-2016, 10:44 AM
douglassmt douglassmt is offline
 
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Location: Missoula, MT
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Default Mine

I replied earlier to this thread and just noticed someone asked what I did once I figured out my FS-14 only produced 13+ V. I sent it back to Plane Power and they converted it to the FS-14b for me and I've been happy ever since. However, I'm working on and RV-7 with the same vacuum pad and the owner wants to have the backup alternator. The way his system is wired, I'll probably install the 13+V FS-14 with it's own 30-amp fuse, but "t" it to the main buss along with the main 60-amp alternator. They'll both be "on" when the alternator switch is on. If the main alternator fails, the voltage would drop below 14, a warning would sound to notify the pilot of the failure, but the FS-14 would kick in at 13+V and run the system just fine. I haven't done this yet but am planning on it after it's flying for him.
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