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#31
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UPDATE Starter question
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#32
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#33
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UPDATE Starter question
A Lieberma writes:
David Lesher wrote in news:epoqih$kks$1 : The "no crank" you experienced means insufficient voltage at the starter innards. Its cause could be: discharged/bad battery [low source voltage] or bad connections -- be they at the battery terminals, the starter cables, the solenoid, or inside the starter. One thing for sure David, New battery, I am sure my A&P cleaned the battery connections and I am pretty sure he would have inspected the connections so that will be ruling out any further issues should I have any. Then further troubleshooting is needed. Another poster suggested that contactors may be the culprit. It's a good suspect. (There are two basic approaches to troubleshooting. One is to methodically go step by step, testing as you go...until you find the anomaly. The other is jumping to a specific villain, and testing it first. An expert is the guy who knows how to balance these two. He may try the second, and then go back to the first when stuck.) -- A host is a host from coast to & no one will talk to a host that's close........[v].(301) 56-LINUX Unless the host (that isn't close).........................pob 1433 is busy, hung or dead....................................20915-1433 |
#34
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UPDATE Starter question
David Lesher wrote in
: (There are two basic approaches to troubleshooting. One is to methodically go step by step, testing as you go...until you find the anomaly. The other is jumping to a specific villain, and testing it first. An expert is the guy who knows how to balance these two. He may try the second, and then go back to the first when stuck.) Manowar do I agree with the second paragraph 'specially when it's electrical in nature and intermittent. I flew today, no problems whatsoever noted. Not so say a problem doesn't exist, but engine ran smooth, started on one swing of the prop. Couldn't even go to the practice area, but that wasn't a mechanical issue, icing at 2000 feet was the problem. Allen |
#35
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UPDATE Starter question
On Jan 31, 6:53 pm, john smith wrote:
In article .com, wrote: Any contactor has a coil, the starter has several coils, and the alternator has a field coil. All coils create a sharp voltage spike when the current is cut off. Switching the master off, the alternator off, or releasing the start switch all create that spike (I've measured the master contactor's spike at 600 volts) and those expensive radios aren't all built to put up with it, especially considering that the spike creates an electron flow in the wrong direction through the bus. That's why many aircraft have an avionics master switch (that has no coil involved). The rest should have the radios shut off before shutdown. Coils (inductors) are current storage devices. Capacitors are voltage storage devices. As if current and voltage were independent of each other? The coil will produce a surge of current, which has a specific pressure that we call voltage. You can't have current flow without voltage; any flow (amperage) requires pressure (voltage) to drive it. Just like water in a hose. The magneto produces a pressure upward of 20,000 volts. It does this using a pair of coils and a switch (points). Your automobile's ignition system probably produces 40,000 volts, again using paired coils. Both of those systems have a primary coil that produces the current surge (which has a voltage spike) when its current flow is interrupted, and the collapsing magnetic field produces the huge spike in the secondary coil for use at the spark plug. The argument re current vs. voltage is a little like Bernoulli's vs. Newton's theories of lift. They're both right, but they address different aspects of the phenomenon. Dan |
#36
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#37
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UPDATE Starter question
On Feb 1, 8:55 am, Tauno Voipio wrote:
wrote: On Jan 31, 6:53 pm, john smith wrote: In article .com, wrote: Coils (inductors) are current storage devices. Capacitors are voltage storage devices. As if current and voltage were independent of each other? The coil will produce a surge of current, which has a specific pressure that we call voltage. You can't have current flow without voltage; any flow (amperage) requires pressure (voltage) to drive it. Just like water in a hose. It seems that you need some basic physics repeat training. The quote above about storage is correct for capacitances and inductances. An inductance converts current changes into voltage changes in such a way that it opposes the original current changes, that is, an inductance smoothes current flow at the expense of voltage changes. A capacitance converts voltage changes into current changes in such a way that it opposes the original voltage change, that is, a capacitance smoothes a voltage at the expense of current changes. The magneto produces a pressure upward of 20,000 volts. It does this using a pair of coils and a switch (points). Your automobile's ignition system probably produces 40,000 volts, again using paired coils. Both of those systems have a primary coil that produces the current surge (which has a voltage spike) when its current flow is interrupted, and the collapsing magnetic field produces the huge spike in the secondary coil for use at the spark plug. The voltage from a magneto (or a simple spark coil) comes from two sources: - the abrupt break of the current in the primary winding of the coil. It creates a voltage spike to (in vain) keep the current smooth. - the transformation ratio of the primary to the secondary winding in the coil. A magneto works in the same way as a spark coil, but the initial current is created by a generator action of the moving magnet. So tell me where I was wrong. Dan |
#38
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#39
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Starter question
: Get a voltmeter and use the troubleshooting procedure outlined here... : : http://www.skytecair.com/images/Troubleshooting : %20Diagram_5.0.pdf The URL is mangled, but http://www.skytecair.com/Troubleshooting.htm gets you there. That's an excellent guide. Note they talk in #3 about measuring the difference between two terminals ***while under load.**** When not loaded, all will look fine... I'll add a few things. a) Watch out for the prop. b) In the steps showing you measuring at a terminal; there are THREE places to measu 1) The terminal bolt 2) The lug 3) The wire itself Assuming they are one & the same is a bad idea. If the lug-bolt connection is dirty, 1&2 will be different voltages UNDER LOAD. If the lug is not well-connected to the wire.... That's especially an issue with aluminum wire... Do not forget the grounds!! The battery ground, the engine-frame ground.... all those matter.. You can also diagnose bad starter connections another way -- feel. After the slow/failed crank, carefully feel each connection mentioned. The bad one will be hot, and may be HOT. The advantage to this is it is done after cranking, not while. -- A host is a host from coast to & no one will talk to a host that's close........[v].(301) 56-LINUX Unless the host (that isn't close).........................pob 1433 is busy, hung or dead....................................20915-1433 |
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