The enable harness for the AL12-EI60 and ER14-50 Plane Power alternators is part number 11-1010.

The Plane Power AL12-EI60 series alternator regulator is factory set to 14.2+/- .3 volts.

The brush block/regulator assembly used in the Plane Power C14-50, EX14-50 and AL12-EI60 alternator is part number 11-1043.

The brush block assembly used in the Plane Power AL12 and AL24 series alternators is part number 10-1020.

The brush block assembly used in the Plane Power ALT-FLX, C14-100 or C28-150 alternators is part number 15-5005.

The brush block assembly used in the Plane Power ER14-50 alternator is part number 11-1013.

The brush block/regulator assembly used in the AL12-RI70 Plane Power alternator is part number 99-1042.

The R1224 and the R1224B voltage regulators are the same electrically. The only difference is the size of the base.

The “S” designation indicates a “slim” version of the alternator which basically means there is no factory installed debris shield or cooling tube.

The FS1-14 internal, non-adjustable regulator is set at 13.6+/- .2 volts. This alternator would be used as a back-up to an AL12-EI60 main alternator kit and would come online automatically if system voltage drops below 13.6 volts as in a failure of the main alternator.

The FS1-14B internal, non-adjustable regulator is set at 14.2+/- .2 volts and can be used as a stand-alone alternator system for aircraft wanting the lightest weight and using minimum equipment.

Because both alternators are driven from a slower accessory pad drive, these alternators will not produce output to support load until they reach approximately 2000 engine rpm. Perfect for a back-up system should the main alternator be lost in flight but limited as a stand-alone system as any installed equipment would be running off the battery during taxi and landing configurations.

The enable harness assembly for the Plane Power AL12-EI70/B alternator is part number 99-5097.

The front seal used on most of the gear drive, Permold style alternators is part number XA-1026.

The Plane Power warning light is a 100 milliamp bulb. If an incorrect bulb is used, the light may not come on or it may "glow in the dark". 

The tool kit consists of a zinc-coated coupling spanner wrench and unique coupling gear socket with steel housing and aluminum gear engagement, designed to protect the steel coupling gear from damage during maintenance. Together, these tools allow the coupling to be held in place (mounted on the alternator or free-standing) while the coupling gear slippage is checked with a calibrated 3/8” torque wrench (as specified in the engine maintenance manual).

The coupling provides a shear point, protecting the engine from damage should the alternator fail. However, it is imperative that the coupling be installed properly and inspected every 500 hours or any time that the alternator is removed from the aircraft. This critical component has been the subject of several Service Bulletins (SBs) and Special Airworthiness Information Bulletins (SAIBs) because an out-of-tolerance or improperly installed coupling can lead to catastrophic engine failure. The lack of specialized tools to perform these tasks has made compliance difficult for many shops, increasing the risk that these critical inspections are not being performed in the field. In addition, alternator coupling slippage is a frequent cause of low alternator output. Without the tools to properly inspect the coupling, these failures are often misdiagnosed as a failure of the alternator, resulting in wasted time and money for both shops and owners.

They are sold in pairs and are one position per price. 

No, they will only include the bushing. All mounting hardware will need to be purchased seperately.

Yes, the hole for the grouding strap is drilled and tapped, ready for strap installation as necessary. 

Typically, you will feel unusual vibrations when you start your aircraft's engine, accompanied by loud clanking and banging from the engine bay. 

The fittings are covered with a special cadmium plating with a phosphate coating. The coating provides the best possible corrosion protection for use with magnesium brake castings in a wet environment. The white deposits are phosphate crystals that form from a phosphate sealing process which helps prevent corrosion when installed in magnesium alloy. The white deposits are not corrosion and will not harm the installation. If needed to reduce tightness during installation, the crystals can be softened using plain hot water and a tooth brush. Use the required thread sealants as specified by the appropriate aircraft service manuals.