Alternator Jabiru 3300 (120 HP) engine - Zenith Aircraft Builders and Flyers2024-03-28T17:59:05Zhttps://zenith.aero/forum/topics/alternator-jabiru-3300-120-hp-engine?commentId=2606393%3AComment%3A689063&feed=yes&xn_auth=noSame happened to my new gen 4…tag:zenith.aero,2021-08-04:2606393:Comment:8437932021-08-04T03:39:31.157ZMark Ertzhttps://zenith.aero/profile/MarkErtz
<p>Same happened to my new gen 4. What does new stator cost? What is cause of failure in your opinion?</p>
<p>Same happened to my new gen 4. What does new stator cost? What is cause of failure in your opinion?</p> disconnect the AC stator wire…tag:zenith.aero,2019-08-21:2606393:Comment:6890632019-08-21T09:24:41.242ZRalph Sansonhttps://zenith.aero/profile/RalphSanson
<p>disconnect the AC stator wires from the regulator, if the connection is burnt repair with crimp joint or solder.</p>
<p>otherwise, measure resistance of the wires to ground, there should be no connection. if there is, you have a winding to frame short.</p>
<p>put AC voltmeter across wires, run engine, voltage should be 25 to 50 Volts. (there are two wiring configurations, so the voltage depends.) low voltage could be shorted turns.</p>
<p>If you can see the coils on the stator, and some are…</p>
<p>disconnect the AC stator wires from the regulator, if the connection is burnt repair with crimp joint or solder.</p>
<p>otherwise, measure resistance of the wires to ground, there should be no connection. if there is, you have a winding to frame short.</p>
<p>put AC voltmeter across wires, run engine, voltage should be 25 to 50 Volts. (there are two wiring configurations, so the voltage depends.) low voltage could be shorted turns.</p>
<p>If you can see the coils on the stator, and some are dark colour, suspect shorted turns.</p>
<p>The stator can be rewound.</p>
<p>There is also possibility of magnets loosing strength or rotor / stator scraping to look for. or regulator failure.</p> Hey Guy's,
Thanks for everyon…tag:zenith.aero,2019-08-21:2606393:Comment:6887752019-08-21T00:04:17.676ZMark Moorehttps://zenith.aero/profile/MarkMoore
<p>Hey Guy's,</p>
<p>Thanks for everyone's input regarding this issue, but we tracked down what the problem was it was not the Stator, it was the leads running into the voltage regulator from the Stator, one of them had shorted out, this was stopping the Battery from re charging. I have replaced all the connectors in the Voltage Regulator. Everything is running fine now.</p>
<p>Thanks again everyone.</p>
<p>Cheers</p>
<p>Mark</p>
<p>Hey Guy's,</p>
<p>Thanks for everyone's input regarding this issue, but we tracked down what the problem was it was not the Stator, it was the leads running into the voltage regulator from the Stator, one of them had shorted out, this was stopping the Battery from re charging. I have replaced all the connectors in the Voltage Regulator. Everything is running fine now.</p>
<p>Thanks again everyone.</p>
<p>Cheers</p>
<p>Mark</p> So Mike, if they have to repl…tag:zenith.aero,2019-08-15:2606393:Comment:6882162019-08-15T21:29:56.495ZMark Moorehttps://zenith.aero/profile/MarkMoore
<p>So Mike, if they have to replace the Stator, do they replace the whole thing (Stator), or do they just replace the coil on the Stator and return it?</p>
<p>Cheers</p>
<p>Mark</p>
<p>So Mike, if they have to replace the Stator, do they replace the whole thing (Stator), or do they just replace the coil on the Stator and return it?</p>
<p>Cheers</p>
<p>Mark</p> Hi John,
Thanks for your inpu…tag:zenith.aero,2019-08-15:2606393:Comment:6880142019-08-15T21:27:18.298ZMark Moorehttps://zenith.aero/profile/MarkMoore
<p>Hi John,</p>
<p>Thanks for your input, I run at 3000 rpm on take-off then back to 2600 rpm for normal cruise.</p>
<p>Cheers</p>
<p>Mark</p>
<p>Hi John,</p>
<p>Thanks for your input, I run at 3000 rpm on take-off then back to 2600 rpm for normal cruise.</p>
<p>Cheers</p>
<p>Mark</p> Mine's 33A 2427 - it was buil…tag:zenith.aero,2019-08-15:2606393:Comment:6883162019-08-15T20:43:11.141ZJohn Austinhttps://zenith.aero/profile/JohnLAustin
<p>Mine's 33A 2427 - it was built in the transition from the "2nd generation" engine to the "3rd generation" engine - so it's a "late hydraulic" engine but with external oil lines deleted and replaced with fully internal oil circulation with hollow push rods, bigger cooling fins, and bigger crank bolts and through-bolts. However, it does not have the pistons with recesses to prevent hitting a stuck valve or the roller cam that the fully-3rd gen engines have.</p>
<p></p>
<p>John</p>
<p>Mine's 33A 2427 - it was built in the transition from the "2nd generation" engine to the "3rd generation" engine - so it's a "late hydraulic" engine but with external oil lines deleted and replaced with fully internal oil circulation with hollow push rods, bigger cooling fins, and bigger crank bolts and through-bolts. However, it does not have the pistons with recesses to prevent hitting a stuck valve or the roller cam that the fully-3rd gen engines have.</p>
<p></p>
<p>John</p> The maintenance manual says t…tag:zenith.aero,2019-08-15:2606393:Comment:6880132019-08-15T20:36:01.940ZJohn Austinhttps://zenith.aero/profile/JohnLAustin
<p>The maintenance manual says the spec for the alternator lead resistance is 0.4 - 1.1 Ohms.</p>
<p></p>
<p>John</p>
<p>The maintenance manual says the spec for the alternator lead resistance is 0.4 - 1.1 Ohms.</p>
<p></p>
<p>John</p> I don't know if Jab publishes…tag:zenith.aero,2019-08-15:2606393:Comment:6883152019-08-15T20:34:50.245ZJohn Austinhttps://zenith.aero/profile/JohnLAustin
<p>I don't know if Jab publishes a spec, but what I've always seen on forums, etc., is that the engine typically produces charging current "at about 1800-1900 rpm." It really doesn't matter, as it's a rare situation that the engine would be operated in the 1400-1900 range for any length of time so as to allow depletion of the battery. Typically, one is only within that reduced rpm range for a brief period during take-off and perhaps a few minutes at best on a long, slow descent - it's…</p>
<p>I don't know if Jab publishes a spec, but what I've always seen on forums, etc., is that the engine typically produces charging current "at about 1800-1900 rpm." It really doesn't matter, as it's a rare situation that the engine would be operated in the 1400-1900 range for any length of time so as to allow depletion of the battery. Typically, one is only within that reduced rpm range for a brief period during take-off and perhaps a few minutes at best on a long, slow descent - it's certainly never been an issue for me.</p>
<p></p>
<p>John</p> S/N: 33A1038
What about your…tag:zenith.aero,2019-08-15:2606393:Comment:6882152019-08-15T20:34:10.286ZMike Chekalhttps://zenith.aero/profile/MikeCHekal
<p>S/N: 33A1038</p>
<p></p>
<p>What about yours?</p>
<p>S/N: 33A1038</p>
<p></p>
<p>What about yours?</p> Out of curiosity, Mike, what'…tag:zenith.aero,2019-08-15:2606393:Comment:6882142019-08-15T20:18:34.753ZJohn Austinhttps://zenith.aero/profile/JohnLAustin
<p>Out of curiosity, Mike, what's the serial number of your engine?</p>
<p></p>
<p>John</p>
<p>Out of curiosity, Mike, what's the serial number of your engine?</p>
<p></p>
<p>John</p>