B&C Alternator

[jkvincent]

...anyone familiar with this B&C alternator, I've got a hangar neighbor with a "small block" Continental that wants more amps,
I have an alternator on my C-85-12 and I want less weight. I figure my regulator, alternator (and adapter)has to weight
...what?...10 or 12 lbs?
We're thinkin' an even trade.
can I put this on my Champ? would this be a 337? any pros & cons?
thanks, Jim

[Mnflyer]

Hi Jim, I've looked at that alternator and thought it would be great, but it would require a 337 and a field approval. So it would be best to talk it over with your IA and the local FISDO office to see what their thoughts are. Or does he have it on a normal certificated aircraft/engine if so he must have a 337 then you could use that as a guide.

[Dusty]

Those are FABULOUS little alternators. They are regularly approved (here, anyway). Go for it, if you don't have a huge electrical load.

[jkvincent]

does he have it on a normal certificated aircraft/engine

...no luck there Mn, it's presently on a TailWind (experimental).

but it would require a 337 and a field approval

I was under the impression (because I don't know) that a person would do a 337 or field approval,
....would they both be required??
thanks, Jim

[CptKelly]

If anybody out there has gotten a field approval to install one of these alternators, I would PAY to get a copy of it.
I called B&C a while back, and they said it was only for experimental planes, and no stc was in the works. Sure would be a natural for a LSA like a Champ.

Mike

[Dusty]

CapnK: I have one for a C-90 Tcart laying around somewhere - I'll see if I can dig it out. If I can find it and you absolutely feel compelled to pay, make a donation to this site. I certainly would not take your money for sharing something like that!

Jim - I believe filing a 337 is PART OF a field approval.

[Mnflyer]

Hi Jim, FAA form 337 is the paper work form that is used for major alterations and (major repairs) whether it be via an STC or a field approval. A modification that has an STC is basically preapproved and a 337 is used to add the mod to the aircrafts permanent record. When there is no STC then an A&P can install the mod write it up on the 337 form have an IA approve it and it is then submitted to the local FISDO office, then one of their mantinance inspectors looks it over and if they feel it will not cause a safety issue they will approve the installation (thus the term field approval).
Having a copy of a previous approval is a big plus as the FISDO can then see that it has been done and everything is working safely.
The form 337 is also required when ever a major repair is completed.

[marklamon]

Hi Jim, FAA form 337 is the paper work form that is used for major alterations whether it be via an STC or a field approval. A modification that has an STC is basically preapproved and a 337 is used to add the mod to the aircrafts permanent record. When there is no STC then an A&P can install the mod write it up on the 337 form have an IA approve it and it is then submitted to the local FISDO office, then one of their mantinance inspectors looks it over and if they feel it will not cause a safety issue they will approve the installation (thus the term field approval).
Having a copy of a previous approval is a big plus as the FISDO can then see that it has been done and everything is working safely.

All 337's now go to the 337 "task force" in Oklahoma City. I think that they are hoping to provide more standardization. I have heard that they are getting better at researching to see if there is a STC holder for mods.

[Classicaero]

Hi Jim, FAA form 337 is the paper work form that is used for major alterations and (major repairs) whether it be via an STC or a field approval. A modification that has an STC is basically preapproved and a 337 is used to add the mod to the aircrafts permanent record. When there is no STC then an A&P can install the mod write it up on the 337 form have an IA approve it and it is then submitted to the local FISDO office, then one of their mantinance inspectors looks it over and if they feel it will not cause a safety issue they will approve the installation (thus the term field approval).
Having a copy of a previous approval is a big plus as the FISDO can then see that it has been done and everything is working safely.
The form 337 is also required when ever a major repair is completed.

Actually the proper process is to consult with the FSDO BEFORE installing anything on the airplane. From that consultation the FAA FSDO will enter a stamp in block 3 of a form 337 which authorizes any A&P to complete the modification pursuant to the data agreed, and depicted on the back of that form.

When that work is done, An IA may certify the conformity of the aircraft to that data, and return the airplane to service with his signature.

Having done that, he usually returns a copy of the completed 337 to the approving FAA inspector, AND files the 337 in Oklahoma city directly (preferred), or via the local FSDO (now discouraged), where it becomes part of the aircraft records file available on CD. The ORIGINAL 337 should be given to the owner for the aircraft maintenance records.

[Classicaero]

...anyone familiar with this B&C alternator, I've got a hangar neighbor with a "small block" Continental that wants more amps,
I have an alternator on my C-85-12 and I want less weight. I figure my regulator, alternator (and adapter)has to weight
...what?...10 or 12 lbs?
We're thinkin' an even trade.
can I put this on my Champ? would this be a 337? any pros & cons?
thanks, Jim

I have installed several of these units on field approvals during the early 1990's. The 200g is a single phase (10-12AMO) early design of the BC433 which is a 3 phase 30AMP unit. The BC433 weighs 2.1 pounds more, with triple the output, in virtually the same size/area.

The cost of certification for either unit is about the same, so an STC for the 10A unit was not considered, however the 30 A unit is much more utilitarian, and capable of operating virtually all electrical systems, while having great reserves available. It was selected for STC because of it more universal utility.

We would suggest you accept the 2# weight penalty and use the 30 A unit in order to get the benefit of the STC.

FWIW, your existing regulator, generator, and wiring weighs either 18# or 21# depending on the amperage output.

[jkvincent]

Doug, ...thanks for the reply but that post was 2 years ago.
I was only interested in the 200G because it was an even swap.
Thanks again, Jim

while we're at it, what is the total wt. (installed) of the BC433 ?

[Classicaero]

Doug, ...thanks for the reply but that post was 2 years ago.
I was only interested in the 200G because it was an even swap.
Thanks again, Jim

while we're at it, what is the total wt. (installed) of the BC433 ?

I realize it was old, but others just joining the forum might be interested in the materials / history.

The BC433 is a 6.1# dynamo including the regulator and associated wires- producing 30Amps. Its really amazing.

During the certification tests I left the heat on when it was supposed to cycle off. We Over-ran the target under cowl temps test (on a bench) by nearly 50 degrees C (to 360 F) while it was running and outputting 30A. It never missed a beat, and all the internal temps recovered nicely during the next phase.

Doug

[joea]

Doug,

I am one of those "others" so to speak. Will this alternator fit on a C-145-2? This engine is really a C-85-12/C-90 with two extra cylinders added.

The generator on the Sedan is a 35 amp unit but sure does not act like its putting out anywhere near that output. As well it does not work until you really get the RPM's up there (typical genny) and that does not help.

If this might work on this engine might be interested.

Thx,

Joe A

[Classicaero]

Doug,

I am one of those "others" so to speak. Will this alternator fit on a C-145-2? This engine is really a C-85-12/C-90 with two extra cylinders added.

The generator on the Sedan is a 35 amp unit but sure does not act like its putting out anywhere near that output. As well it does not work until you really get the RPM's up there (typical genny) and that does not help.

If this might work on this engine might be interested.

Thx,

Joe A

It is already in operation on at least two C145/ O300 engines. Those are on the STC, as is the sedan.

[joea]

Doug,

Just emailed you for more info on this application.

Thx,

Joe