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If I followed your posts correctly, the last corrective action was repairing
a corroded wire and that seems to have solved the problem, is that correct? Disclaimer: I am not an A&P. I am a part of every repair decision made to my plane. I respect and trust my mechanic. He does good work and is well respected by a lot of people. But I know that I am but one, thankfully infrequent customer and he has other distractions. If the explanation doesn't make sense to me, the repair doesn't get done until it does. It's a classroom for me and I want to learn. If I go along with a goose chase, I consider it as much my fault as my mechanic's. Sometimes, a goose chase is the only approach. Sometimes it's the easiest. Rarely is it the cheapest. As long as I go into it eyes wide open, I'll accept the consequences. The sequence of your events don't seem right. It throws a belt. The theory is that crankshaft vibrations are causing it. That seems like the least likely cause but, OK. Replace the belt. It gets thrown again. Why does the diagnosis now change to be regulators and alternators. That seems to indicate wild guessing - and, in fact - fickle, wild guessing. Unless you threw him the keys and said something like, "I don't care what it costs, just fix the problem," you deserve a break. My mech usually splits the labor cost of goose chases until we catch the goose. If he declares the problem but then has to re-fix and re-fix, he bites the bullet. If this is your regular mechanic and you don't want to cause a scene, just remind him of it over the next couple of repairs and see if you can coax some good will out of him. ------------------------------- Travis Lake N3094P PWK "Viperdoc" wrote in message ... It is belt driven off the accessory case. One possible explanation was a sticking crankshaft counterweight. However, the engine has not shown any indications of vibrations, such as smoking rivets, cracked baffling, etc. However, until the new belt was installed, there had never been any problems with the electrical systems. I suspect, but will never be able to prove, was that the belt was either not tightened enough when changed, or the field wire was knocked loose or kinked, causing the alternator to run intermittently. On inspection after the fact today, it was corroded. My standing there watching would not have made any difference- there would have been no way to tell if the wire was broken, and short of taking the wrench and tightening the alternator myself there was no way I could tell if it was loose. I ran the plane for nearly an hour after the work today, with none of the same indications, including under a heavy electrical load with lights, etc in relatively high IMC. Hopefully, it'll be back to where it was prior to the inspection. |
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