- Joined
- Jul 17, 2019
- Messages
- 1,802
- Location
- Chicago suburbs
- Display Name
Display name:
The Little Arrow That Could
Back again to learn from the PoA brain trust ![Smile :) :)](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
First, here's my ammeter gauge:
![1718137084006.png 1718137084006.png](https://www.pilotsofamerica.com/community/data/attachments/122/122150-dd35bdb1aac737f3375437b77aaa2e7a.jpg)
Normally it's at 35A upon start and fades to ~10A after <1min. Yesterday it stayed at 35A after startup; first time I've seen that. I decided to stay in the pattern and keep a close eye on it. After retracting gear on initial takeoff it settled back to 35A. Sometime in the next 60 seconds it dropped to zero. No breakers blown. I verified it wasn't a low reading: it was 0. Adding load did nothing to the instrument. Landed, taxi'd it back, stayed at 0 the whole time.
This morning I start it up - surprisingly it reads 35A and then fades to about 25-30A on my taxi over to the A&P. Better than yday but still high. I add/subtract load to verify the gauge is actually responding to load.
I explain the issue to my A&P before heading back to work. They started it then sent me a picture showing it's at normal levels.
![1718137213418.png 1718137213418.png](https://www.pilotsofamerica.com/community/data/attachments/122/122151-9e7fed70d5d459c700c3d954df9305b4.jpg)
The current working thesis by the A&P is that a stuck starter could be the cause. My starter is a freshly overhauled unit purchased 2 months ago. I believe my starter solenoid is factory original from 52y ago. A grounding issue is also flagged a potential culprit. We're checking the wiring to rule that out.
My questions to the electro-mechanically inclined:
(1) A stuck starter explains the high current draw, but I don't understand how that would cause the alternator to stop generating any power in flight without blowing a breaker?
(2) If it's a grounding issue, same question. I can see how it'd have a high current draw but I don't see how that could cause the alternator to stop generating any power in flight without blowing any breakers?
(3) Since no breakers popped during y'days flight. What could cause the alternator to start generating power again today? I know "turning it off then back on again" is a common fix for electronics.. But given the wiring diagram I'm not sure what would have "reset" btw yday and today?
First, here's my ammeter gauge:
![1718137084006.png 1718137084006.png](https://www.pilotsofamerica.com/community/data/attachments/122/122150-dd35bdb1aac737f3375437b77aaa2e7a.jpg)
Normally it's at 35A upon start and fades to ~10A after <1min. Yesterday it stayed at 35A after startup; first time I've seen that. I decided to stay in the pattern and keep a close eye on it. After retracting gear on initial takeoff it settled back to 35A. Sometime in the next 60 seconds it dropped to zero. No breakers blown. I verified it wasn't a low reading: it was 0. Adding load did nothing to the instrument. Landed, taxi'd it back, stayed at 0 the whole time.
This morning I start it up - surprisingly it reads 35A and then fades to about 25-30A on my taxi over to the A&P. Better than yday but still high. I add/subtract load to verify the gauge is actually responding to load.
I explain the issue to my A&P before heading back to work. They started it then sent me a picture showing it's at normal levels.
![1718137213418.png 1718137213418.png](https://www.pilotsofamerica.com/community/data/attachments/122/122151-9e7fed70d5d459c700c3d954df9305b4.jpg)
The current working thesis by the A&P is that a stuck starter could be the cause. My starter is a freshly overhauled unit purchased 2 months ago. I believe my starter solenoid is factory original from 52y ago. A grounding issue is also flagged a potential culprit. We're checking the wiring to rule that out.
My questions to the electro-mechanically inclined:
(1) A stuck starter explains the high current draw, but I don't understand how that would cause the alternator to stop generating any power in flight without blowing a breaker?
(2) If it's a grounding issue, same question. I can see how it'd have a high current draw but I don't see how that could cause the alternator to stop generating any power in flight without blowing any breakers?
(3) Since no breakers popped during y'days flight. What could cause the alternator to start generating power again today? I know "turning it off then back on again" is a common fix for electronics.. But given the wiring diagram I'm not sure what would have "reset" btw yday and today?