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2 Floors Large Rooms 1/3 Library Small Personal Areas And Pool The Basements: A Shop, Darkness Ultra-violet and Mud, A Catapult The Lake The Land The Lane The Landscape Of A Place Of Escape This House Has Fallen And. So I Have. Why Do They Want It?

Something Learned About the Manufacturing of Something Needed for Rebuilding Something
Food For Alot of Thought

The Generators Starters Motors And Their Various Types Of Designs

During the late 1970 I worked for a company that amoung other things sold surplus aircraft starters and generators either rebuilt "as is" or as capstons, wenches, generator and welder generators. The engine generator starters they different then the starters and generators on the cars I had worked on. The capstons were made from pre WW II starters, I was told to take them apart and give the bendix section to the welder to have a shaft welded in place of the bendix. I had to remove the part for engaging the bendix and put it back together. Put on a bracket for mounting the it and then put on the capston head. The design had a bendix, a set of clutches, flywheel, The flywheel could be cranked up to speed by hand or the small motor. The flywheel kept the peak power low and so the peak amp load low. These types how and why questions was how I filled time while doing the work. This would of course lead to more refinement of my own designs. I worked on 120 volt AC 400 cycle aircraft generators because they use 400 cycles they require smaller transformers. The large units were the 200 Amp and 400 Amp starter/Generators.

The 400 Amp Aircraft Starter/Generators

Along with the normal knowledge on the subject I had in my library a book on how to determine the cause of a jet plane crash and books on jet engine design. The 400 Amp Starter/Generator was used on jet engines. The differences in this case were many and would take a lot time and thought to uncover all the reasons how and why. They were ease of removal and installing for inspection or repair, only few thousand were going to be made and survival of as much of any parts as possible. Whether it was from crash or malfunction. I rebuild well over 200 of the 24 volt 400 Amp DC jet engine generator starters for use as welders. There peak voltage is around 40 volts, which is high enough for striking an arc. I bought one for my own use and as a reference.

Not pictured but important is the use of 2 brushes. The commutator parts the pictured in orange are removable. This would allow commutator to be replaced by that was non -serviceable for any other reason. The tall single orange bar is the end view. The black dot is a hole where the wires from the armature are soldiered to. This keeps the amount of flexible wire unsupported to a minimum. The dark gray rectangle is the nut that will hold the commutator bars in place. The 2 tone piece is the ring that is holding the bars in place in the last picture. They set with insulative material around the shaft and between each bar as in the second picture. The ring is then placed around them and the nut tightened down and the commutator must be put on a lathe to make sure that it is round or true. This is now ready for use. This is a very good rebuildable design. Which is why I bought on and drew some plans using it till I progressed beyond it's use.

The following is the most important.

The shaft pictured above is the shaft of the same generator only now it includes the second shaft down the middle. This shaft runs the entire length of the generator. This is the one of the most important features as far as survivability that are different about this military aircraft. generator by the use of the second shaft down the middle. This second shaft had not pictured first a friction clutch and the gear that it would get is power from the jet from. The generator / starter had bracket locked on to the drive that bolted to the jet engine. This allowed for quick removal of the generator for inspection or replacement. This bracket was of lighter construction the generator itself. This would absorb vibration and shock. Both of these features meant that the generator was insolated from damage. The shaft encases where the jet engine might stop suddenly because of damage (ingestion of something, bearing failure in the jet engine or any other possible reason). The two together offered protection in the cases vibrations, too many G force from impact with the ground (as a landing gear up landing of a landing gear collapse), or explosions.

This design was useable because the armature and the commutator where used to provide the rigidity to the part not relying solely of the rigidity of the shaft. These are all features that at first thought seemed odd to me. Because I did not know why they were doing it that way. The stator was removable by screws that came through the casing and could be replaced as a unit or in sections. The brushes and the backend bearing were on a separate part from the case. The front bearing was in a separate front-end cap. If the bearings or the brushes overheated or the brushes started arcing the damaged could be replace part by part as needed.


This is a diagram or picture of what the one of the steam catapult engines would have looked like. This is not to scale. The design is to give a constant acceleration as possible to the plane. The tank and the valve are in black. The gray part is the cross member and pin. The springs are pictured in red. As the steam pressure goes down the valve moves further into the tank, the opening then gets larger. The energy expended should be calculated and course metal mess added to make sure the energy left in the steam is enough to keep it superheated. This is a good design if you are just going to use the catapult once.

Bob L. Petersen

I did not buy this book I was most likely one of the books left in apartments by student who dropped out of the tech school. The some of others that came by that way was a books on welding and refrigeration.

Bob Petersen