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Dual alternators

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dj_theis

Joined: 28 Aug 2017
Posts: 56
Location: Minnesota

Posted: Thu Jun 17, 2021 4:50 am Post subject: Dual alternators

I have a somewhat academic question regarding design and operation of a dual alternator system.  Iâ€™ve imagined, but never tested, that running two alternators that are feeding a single battery bus would be dominated by current from one of the alternators. 

My reasoning is that regardless of how closely the charge systems are matched, small variations would result in a slightly higher output voltage on one of them.  This would then result in an even lower output from the lower voltage output charge system, which would reduce its current contribution.



If the above assumptions are accurate, how would it change if the two alternators shared a single regulator? (Iâ€™m not advocating this arrangement)



Would the result change If the two alternators were PMA units, mechanically tied together and producing a sin wave â€œin phase.â€



WRT the dual PMA arrangement, Bob had advocated a center tap to ground with a tie point between the two PMA stators.  This arrangement (I believe) separates the current load exactly in half between the two sides.



One final question Iâ€™ve wondered about.  How do twin engine planes with two alternators manage (my assumed) tendency for two alternators in parallel quickly relying on the larger voltage out unit for most of the current?



Dan Theis.

_________________
Dan Theis
Scratch building Sonex #1362
Still working on the Revmaster Alternator improvement

nuckolls.bob(at)aeroelect
Guest

Posted: Thu Jun 17, 2021 9:22 am Post subject: Dual alternators

I've imagined, but never tested, that running two alternators that

  are feeding a single battery bus would be dominated by current from

  one of the alternators.



  My reasoning is that regardless of how closely the charge systems

  are matched, small variations would result in a slightly higher

  output voltage on one of them.  This would then result in an even

  lower output from the lower voltage output charge system,

  which would reduce its current contribution.



      Yes, until system loads exceeded the capacity

      of the alternator with the higher set-point. The

      bus voltage sags allowing the lower set-point

      alternator to wake up and begin to support the

      load.



      This is what happens with a B&C standby alternator

      system. #2 alternator is set to some lower-than-nominal

      regulation voltage. Should the #1 alternator quit,

      voltage sags and #2 wakes up. Similarly, should the

      #1 alternator suffer an open winding with subsequent

      loss of capacity, the voltage might sag and again,

      #2 steps in to take up the slack.



      In both cases, #1 alternator is running maxed out

      whether by reason of total system loads =or= loss

      of capacity.



 If the above assumptions are accurate, how would it change if

 the two alternators shared a single regulator? (Iâ€™m not advocating

 this arrangement)



      Cessna 336/337 Models do just that. Beech Barons too.

      There is a switch for bringing a second regulator into

      service should the first one fail. This philosophy

      does produce a system whereby the two alternator

      ammeters track each other fairly closely . . . in

      my not so humble opinion, a totally misguided practice

      to keep pilot's 'happy'.



      There is no practical NEED for balancing the

      loads on two alternators assuming (1) either

      alternator can carry 100% of ships loads

      with (2) demonstrated adequacy of cooling.



      This shade-tree 'paralleling' scheme creates

      single points of failure for both alternators.

      How this got past in-house DERs is a mystery

      to me . . . how the FAA bought it is a . . .

      well . . .  I won't go there.



 Would the result change If the two alternators were PMA units,

 mechanically tied together and producing a sin wave 'in-phase.'



      The engines cannot be synchronized that tightly.



 One final question I've wondered about.  How do twin engine planes

 with two alternators manage (my assumed) tendency for two alternators

 in parallel quickly relying on the larger voltage out unit for most

 of the current?



     They parallel fields on a single regulator.



     I designed a true paralleling regulator proposal for Cessna on

     the 303 Crusader program thinking that there was a HUGH after market

     opportunity to put the system on new and fielded Barons and Skymasters.

     I don't know how the Cessna West was wiring their airplanes.



     In any case, Cessna East didn't bite on the idea so I

     was never funded to pursue the design. Twin Generators on

     earlier Cessna and Beech models WERE fitted with paralleling

     regulators which DID NOT compromise independence of the

     two system. Turbine twins have always enjoyed that design

     philosophy.



     Here is a sketch on a generator paralleling system

     on a Beech Model 18 I think . . . but typical of

     all dual generator twins of the era.



  http://aeroelectric.com/Pictures/Schematics/Parallel_Aircraft_Generators.jpg 



     This design uses voltage drop in the generator's

     compensation windings as a current shunt. Any difference

     in those two voltages biases the voltage sense windings

     to depress excitation to the generator with the higher

     load while elevating excitation on the lighter loaded

     machine . . . pretty slick.



 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

barp99(at)gmail.com
Guest

Posted: Thu Jun 17, 2021 2:01 pm Post subject: Dual alternators

Bob, in the Beech paralleling schematic below, what is the symbol in     the reg comprising the 6 parallel lines with the arrow through it,     in series with the shunt field? 

     

     Brian Phillips

     

     On 18/06/2021 3:21 am, Robert L.       Nuckolls, III wrote:

     

      	  Quote: 	
		                 I've imagined, but never tested, that running two         alternators that

          are feeding a single battery bus would be dominated by current         from

          one of the alternators.

         

          My reasoning is that regardless of how closely the charge         systems

          are matched, small variations would result in a slightly         higher

          output voltage on one of them.  This would then result in an         even

          lower output from the lower voltage output charge system,

          which would reduce its current contribution.

         

              Yes, until system loads exceeded the         capacity

              of the alternator with the higher set-point.         The

              bus voltage sags allowing the lower         set-point

              alternator to wake up and begin to support         the

              load.

         

              This is what happens with a B&C standby         alternator

              system. #2 alternator is set to some         lower-than-nominal

              regulation voltage. Should the #1 alternator         quit,

              voltage sags and #2 wakes up. Similarly, should         the

              #1 alternator suffer an open winding with         subsequent

              loss of capacity, the voltage might sag and         again,

              #2 steps in to take up the slack.

         

              In both cases, #1 alternator is running maxed         out

              whether by reason of total system loads =or=         loss

              of capacity.

         

         If the above assumptions are accurate, how would it change if

         the two alternators shared a single regulator? (Iâ€™m not         advocating

         this arrangement)

         

              Cessna 336/337 Models do just that. Beech Barons         too.

              There is a switch for bringing a second         regulator into

              service should the first one fail. This         philosophy

              does produce a system whereby the two         alternator

              ammeters track each other fairly closely . . .         in

              my not so humble opinion, a totally misguided         practice

              to keep pilot's 'happy'.

         

              There is no practical NEED for balancing         the

              loads on two alternators assuming (1)         either

              alternator can carry 100% of ships loads

              with (2) demonstrated adequacy of         cooling.

         

              This shade-tree 'paralleling' scheme         creates

              single points of failure for both         alternators.

              How this got past in-house DERs is a         mystery

              to me . . . how the FAA bought it is a . .         .

              well . . .  I won't go there.

         

         Would the result change If the two alternators were PMA units,

         mechanically tied together and producing a sin wave 'in-phase.'

         

              The engines cannot be synchronized that         tightly.

         

         One final question I've wondered about.  How do twin engine         planes

         with two alternators manage (my assumed) tendency for two         alternators

         in parallel quickly relying on the larger voltage out unit for         most

         of the current?

         

             They parallel fields on a single regulator.

         

             I designed a true paralleling regulator proposal for         Cessna on

             the 303 Crusader program thinking that there was a         HUGH after market

             opportunity to put the system on new and fielded         Barons and Skymasters.

             I don't know how the Cessna West was wiring their         airplanes.

         

             In any case, Cessna East didn't bite on the idea so         I

             was never funded to pursue the design. Twin Generators         on

             earlier Cessna and Beech models WERE fitted with         paralleling

             regulators which DID NOT compromise independence of         the

             two system. Turbine twins have always enjoyed that         design

             philosophy.

         

             Here is a sketch on a generator paralleling         system

             on a Beech Model 18 I think . . . but typical of

             all dual generator twins of the era.

         

          http://aeroelectric.com/Pictures/Schematics/Parallel_Aircraft_Generators.jpg         

         

             This design uses voltage drop in the generator's

             compensation windings as a current shunt. Any         difference

             in those two voltages biases the voltage sense         windings

             to depress excitation to the generator with the         higher

             load while elevating excitation on the lighter         loaded

             machine . . . pretty slick.

         

                

             Bob . . .

           

             Un impeachable logic: George Carlin asked, "If black           boxes

             survive crashes, why don't they make the whole airplane

             out of that stuff?"

nuckolls.bob(at)aeroelect
Guest

Posted: Thu Jun 17, 2021 5:34 pm Post subject: Dual alternators

At 05:00 PM 6/17/2021, you wrote:

  	  Quote: 	
		  Bob, in the Beech paralleling schematic below, what is the symbol in the reg comprising the 6 parallel lines with the arrow through it, in series with the shunt field? 



 Brian Phillips 	


   That is a carbon pile, variable resistor. Simply a stack

   of carbon disks whose series resistance is a function 

   of compression force. A very common, high current analog

   for a rheostat. Here's a carbon pile regulator in the

   flesh . . .



  http://aeroelectric.com/Pictures/Regulators/Carbon_Pile_1a.jpg



   No transistors, no modern plastics, no software.

   One of many fine examples of engineering dexterity

   on the part of those who did not have our box

   of tinker-toys to work with.



 

 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

gliderjohn(at)yahoo.com
Guest

Posted: Thu Jun 17, 2021 5:58 pm Post subject: Dual alternators

Also helped a generation of pilots learn the habit of checking voltmeters in their pre-liftoff gauges check. You only need to smell batteries boiling as you climb into a 200â€™ overcast over one time to learn.             

                                                                                        On Thursday, June 17, 2021, 06:45:39 PM PDT, Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com> wrote:                

                



                



                At 05:00 PM 6/17/2021, you wrote:

 	  Quote: 	
		  Bob, in the Beech parallelingschematic below, what is the symbol in the reg comprising the 6 parallellines with the arrow through it, in series with the shunt field?



Brian Phillips 	


  That is a carbon pile, variable resistor. Simply a stack

  of carbon disks whose series resistance is a function 

  of compression force. A very common, high current analog

  for a rheostat. Here's a carbon pile regulator in the

  flesh . . .



http://aeroelectric.com/Pictures/Regulators/Carbon_Pile_1a.jpg



  No transistors, no modern plastics, no software.

  One of many fine examples of engineering dexterity

  on the part of those who did not have our box

  of tinker-toys to work with.



   Bob . . .



  Un impeachable logic: George Carlin asked, "If blackboxes

  survive crashes, why don't they make the whole airplane

  out of that stuff?"

barp99(at)gmail.com
Guest

Posted: Thu Jun 17, 2021 6:33 pm Post subject: Dual alternators

On 18/06/2021 11:33 am, Robert L.       Nuckolls, III wrote:

     

      	  Quote: 	
		                At 05:00 PM 6/17/2021, you wrote:

               	  Quote: 	
		  Bob,           in the Beech paralleling           schematic below, what is the symbol in the reg comprising the           6 parallel           lines with the arrow through it, in series with the shunt           field?           

           

           Brian Phillips 	
       

         That is a carbon pile, variable resistor. Simply a stack

         of carbon disks whose series resistance is a function 

         of compression force. A very common, high current analog

         for a rheostat. Here's a carbon pile regulator in the

         flesh . . .

       

                http://aeroelectric.com/Pictures/Regulators/Carbon_Pile_1a.jpg

       

         No transistors, no modern plastics, no software.

         One of many fine examples of engineering dexterity

         on the part of those who did not have our box

         of tinker-toys to work with.

       

       

                

             Bob . . .

             

               Un impeachable logic: George Carlin asked, "If black             boxes

               survive crashes, why don't they make the whole airplane

               out of that stuff?"

                  	
     

     Thanks Bob, now that is amazing engineering, zero PN junctions, must     be near bulletproof. 

     Cheers,

     Brian.

Peter(at)sportingaero.com
Guest

Posted: Fri Jun 18, 2021 11:49 am Post subject: Dual alternators

In Diamond twins one regulator is the master and has the job of balancing the alternators.

Iâ€™m not actually sure how it achieves that, but works well most of the time.

The regulators are provided by the engine mfrs (Continental or Austro).

The G1000 instrumentation systems use hall effect sensors to detect the output of each alternator.

The regulators use a different sensor to do their job.

Can result in the G1000 saying the loads are unbalanced, which makes pilots unhappy â€“ although voltage is always good.

I have spent a lot of time troubleshooting, reloading G1000 software and other stuff to cure what seems to be an imaginary problem.

Peter

 

From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list-server(at)matronics.com> On Behalf Of Robert L. Nuckolls, III

Sent: 17 June 2021 18:21

To: aeroelectric-list(at)matronics.com

Subject: Re: Dual alternators

 

 I've imagined, but never tested, that running two alternators that

 are feeding a single battery bus would be dominated by current from

 one of the alternators.



 My reasoning is that regardless of how closely the charge systems

 are matched, small variations would result in a slightly higher

 output voltage on one of them.  This would then result in an even

 lower output from the lower voltage output charge system,

 which would reduce its current contribution.



     Yes, until system loads exceeded the capacity

     of the alternator with the higher set-point. The

     bus voltage sags allowing the lower set-point

     alternator to wake up and begin to support the

     load.



     This is what happens with a B&C standby alternator

     system. #2 alternator is set to some lower-than-nominal

     regulation voltage. Should the #1 alternator quit,

     voltage sags and #2 wakes up. Similarly, should the

     #1 alternator suffer an open winding with subsequent

     loss of capacity, the voltage might sag and again,

     #2 steps in to take up the slack.



     In both cases, #1 alternator is running maxed out

     whether by reason of total system loads =or= loss

     of capacity.



If the above assumptions are accurate, how would it change if

the two alternators shared a single regulator? (IÃ¢â‚¬â„¢m not advocating

this arrangement)



     Cessna 336/337 Models do just that. Beech Barons too.

     There is a switch for bringing a second regulator into

     service should the first one fail. This philosophy

     does produce a system whereby the two alternator

     ammeters track each other fairly closely . . . in

     my not so humble opinion, a totally misguided practice

     to keep pilot's 'happy'.



     There is no practical NEED for balancing the

     loads on two alternators assuming (1) either

     alternator can carry 100% of ships loads

     with (2) demonstrated adequacy of cooling.



     This shade-tree 'paralleling' scheme creates

     single points of failure for both alternators.

     How this got past in-house DERs is a mystery

     to me . . . how the FAA bought it is a . . .

     well . . .  I won't go there.



Would the result change If the two alternators were PMA units,

mechanically tied together and producing a sin wave 'in-phase.'



     The engines cannot be synchronized that tightly.



One final question I've wondered about.  How do twin engine planes

with two alternators manage (my assumed) tendency for two alternators

in parallel quickly relying on the larger voltage out unit for most

of the current?



    They parallel fields on a single regulator.



    I designed a true paralleling regulator proposal for Cessna on

    the 303 Crusader program thinking that there was a HUGH after market

    opportunity to put the system on new and fielded Barons and Skymasters.

    I don't know how the Cessna West was wiring their airplanes.



    In any case, Cessna East didn't bite on the idea so I

    was never funded to pursue the design. Twin Generators on

    earlier Cessna and Beech models WERE fitted with paralleling

    regulators which DID NOT compromise independence of the

    two system. Turbine twins have always enjoyed that design

    philosophy.



    Here is a sketch on a generator paralleling system

    on a Beech Model 18 I think . . . but typical of

    all dual generator twins of the era.



http://aeroelectric.com/Pictures/Schematics/Parallel_Aircraft_Generators.jpg 



    This design uses voltage drop in the generator's

    compensation windings as a current shunt. Any difference

    in those two voltages biases the voltage sense windings

    to depress excitation to the generator with the higher

    load while elevating excitation on the lighter loaded

    machine . . . pretty slick.



  Bob . . .



  Un impeachable logic: George Carlin asked, "If black boxes

  survive crashes, why don't they make the whole airplane

  out of that stuff?"

nuckolls.bob(at)aeroelect
Guest

Posted: Fri Jun 18, 2021 12:27 pm Post subject: Dual alternators

 	  Quote: 	
		  

 Thanks Bob, now that is amazing engineering, zero PN junctions, must be near bulletproof. 

 Cheers,

 Brian. 	


    Pretty close. If memory serves, some versions of

    these regulators came with field remover/refurbish/

    replace manuals. They're stone simple in their

    physics of operation and very repairable as long

    as they were not abused.



 

 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Fri Jun 18, 2021 1:12 pm Post subject: Dual alternators

I was under the impression that the Diamond twins either had Austro 

(originally Thielert) diesel engines or Lycoming avgas engines. Where 

did Continental come in?



On 6/18/2021 12:48 PM, Peter Pengilly wrote:

 	  Quote: 	
		   In Diamond twins one regulator is the master and has the job of 

 balancing the alternators.

 

 Iâ€™m not actually sure how it achieves that, but works well most of the time.

 

 The regulators are provided by the engine mfrs (Continental or Austro).

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

nuckolls.bob(at)aeroelect
Guest

Posted: Fri Jun 18, 2021 8:34 pm Post subject: Dual alternators

At 02:48 PM 6/18/2021, you wrote:



  	  Quote: 	
		  In Diamond twins one regulator is the master and has the job of balancing the alternators.



 Iâ€™m not actually sure how it achieves that, but works well most of the time. 	


   Is there a .pdf of the alternator wiring you could

   share? Sounds like an interesting system I'd like

   to understand.



 

 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

Peter(at)sportingaero.com
Guest

Posted: Sat Jun 19, 2021 4:06 am Post subject: Dual alternators

The whole AMM is downloadable and is in ATA100 format.

 

DA42 with Continental engines http://support.diamond-air.at/fileadmin/uploads/files/after_sales_support/DA42_Twin_Star/Airplane_Maintenance_Manual/Basic_Manual/70201-DA42-AMM-r4.pdf

See page 24-30-00 (pdf p 567) and on. Wiring diagrams Ch 92, p2077 & on

DA42 with Austro engines http://support.diamond-air.at/fileadmin/uploads/files/after_sales_support/DA42_New_Generation/Airplane_Maintenance_Manual/Basic_Manual/70215-DA42-NG-AMM-r4.pdf

See page 613

DA62 (Austro) http://support.diamond-air.at/fileadmin/uploads/files/after_sales_support/DA62/Airplane_Maintenance_Manual/Basic_Manual/70225-r1-complete.pdf

pdf p 525

None of these is very specific. I will look in the engine manuals next week.

 

From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list-server(at)matronics.com> On Behalf Of Robert L. Nuckolls, III

Sent: 18 June 2021 21:28

To: aeroelectric-list(at)matronics.com

Subject: RE: Dual alternators

 

At 02:48 PM 6/18/2021, you wrote:

 	  Quote: 	
		  

In Diamond twins one regulator is the master and has the job of balancing the alternators.



IÃ¢â‚¬â„¢m not actually sure how it achieves that, but works well most of the time. 	




  Is there a .pdf of the alternator wiring you could

  share? Sounds like an interesting system I'd like

  to understand.





  Bob . . .



  Un impeachable logic: George Carlin asked, "If black boxes

  survive crashes, why don't they make the whole airplane

  out of that stuff?"

nuckolls.bob(at)aeroelect
Guest

Posted: Sat Jun 19, 2021 9:02 am Post subject: Dual alternators

At 07:05 AM 6/19/2021, you wrote:



  	  Quote: 	
		  The whole AMM is downloadable and is in ATA100 format.



  

 	


   snip



  	  Quote: 	
		  None of these is very specific. I will look in the engine manuals next week.

 	


   You got that right! It's been a long time since

   I did an ATA100 manual. I was still at Electro-Mech

   so this would have been about 1980. I got 'dinged'

   for 'too complex', Symptom/Cause/Fix trouble shooting

   charts. I can see that the authors of these manuals

   were not at risk for similar debasement!



   Found a schematic for the left alternator where

   the regulator appears to be a paralleling regulator;

   data from sensors on both alternators is supplied

   to the regulator. Didn't find anything on how the

   right alternator differed.



   Man! That's a really 'busy' electrical system.

   It would be interesting to see the wiring diagrams.



 

 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

peter(at)sportingaero.com
Guest

Posted: Sat Jun 19, 2021 12:39 pm Post subject: Dual alternators

I think the right side regulator is the same box but the current sensor is driven from the LH box, will confirm on Monday.

Wiring diagrams are in Ch92 at the end of the book.

Peter

 

From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list-server(at)matronics.com> On Behalf Of Robert L. Nuckolls, III

Sent: 19 June 2021 18:02

To: aeroelectric-list(at)matronics.com

Subject: RE: Dual alternators

 

At 07:05 AM 6/19/2021, you wrote:

 	  Quote: 	
		  

The whole AMM is downloadable and is in ATA100 format.



 	




  snip

 	  Quote: 	
		  

None of these is very specific. I will look in the engine manuals next week. 	




  You got that right! It's been a long time since

  I did an ATA100 manual. I was still at Electro-Mech

  so this would have been about 1980. I got 'dinged'

  for 'too complex', Symptom/Cause/Fix trouble shooting

  charts. I can see that the authors of these manuals

  were not at risk for similar debasement!



  Found a schematic for the left alternator where

  the regulator appears to be a paralleling regulator;

  data from sensors on both alternators is supplied

  to the regulator. Didn't find anything on how the

  right alternator differed.



  Man! That's a really 'busy' electrical system.

  It would be interesting to see the wiring diagrams.





  Bob . . .



  Un impeachable logic: George Carlin asked, "If black boxes

  survive crashes, why don't they make the whole airplane

  out of that stuff?"

nuckolls.bob(at)aeroelect
Guest

Posted: Sat Jun 19, 2021 12:57 pm Post subject: Dual alternators

 	  Quote: 	
		  

   Man! That's a really 'busy' electrical system.

   It would be interesting to see the wiring diagrams. 	


   Found them. It will take a bit to sift out

   the features of interest . . .



 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

nuckolls.bob(at)aeroelect
Guest

Posted: Sat Jun 19, 2021 1:17 pm Post subject: Dual alternators

At 03:38 PM 6/19/2021, you wrote:



  	  Quote: 	
		  I think the right side regulator is the same box but the current sensor is driven from the LH box, will confirm on Monday.



 Wiring diagrams are in Ch92 at the end of the book. 	


   Yup . . . found 'em. I think this paralleling system is

   of the same genre' as that I proposed to Cessna for

   the C303. Only one regulator is fitted with paralleling

   smarts. The other is a plain vanilla stand-alone

   device.



   Stand alone regulator is set for 'nominal' bus

   voltage, say 28.5V.



   Second regulator watches current from each

   alternator and adjusts its own output to

   match it's partner with the stand-alone

   system.



   The paralleling circuit steering authority is limited

   to about plus/minus 0.5V.  Setup says adjust each

   system independently for nominal set-point. Then

   operate normally as a dual system.



   Both systems retain their redundancy independence

   with limited but adequate ability to run in

   lockstep with each other.



   I thought it would work pretty good . . . never

   had a chance to explore it in working hardware.

   Today we would enjoy the benefits of hall-effect

   sensors for current monitoring . . . back then

   I had to look at shunts with a rather energetic

   hat-dance to resolve alternator current signals

   from the bus common mode noise.



 

   Bob . . .



   Un impeachable logic: George Carlin asked, "If black boxes

   survive crashes, why don't they make the whole airplane

   out of that stuff?"

neal.george(at)gmail.com
Guest

Posted: Sun Jun 20, 2021 3:09 am Post subject: Dual alternators

Continental bought Thielert several yers agoâ€¦



Neal George

On Jun 18, 2021, at 4:11 PM, Kelly McMullen <kellym(at)aviating.com> wrote:






I was under the impression that the Diamond twins either had Austro (originally Thielert) diesel engines or Lycoming avgas engines. Where did Continental come in?

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Sun Jun 20, 2021 7:18 am Post subject: Dual alternators

OK, so it is just the original diesel engine, not a TCM gas engine.



On 6/20/2021 4:08 AM, Neal George wrote:

 	  Quote: 	
		   

 

 Continental bought Thielert several yers agoâ€¦

 

 Neal George

 

 

 On Jun 18, 2021, at 4:11 PM, Kelly McMullen <kellym(at)aviating.com> wrote:

 

 

 

 I was under the impression that the Diamond twins either had Austro (originally Thielert) diesel engines or Lycoming avgas engines. Where did Continental come in?

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

Peter(at)sportingaero.com
Guest

Posted: Sun Jun 20, 2021 12:35 pm Post subject: Dual alternators

Continental (Thielert/Technify) and Austro are different companies and make different engines, although their main engines are both based on a Mercedes 2.0 litre.

Diamonds are now only available with Austro engines (except the DA50 which has 300hp Continental diesel), in the past they have been available with Continentals and with Lycomings - may still be sold in US/Canada with Lycs. 



Peter



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