Aircraft Electrical and Ignition System

PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY

AIRCRAFT MAINTENANCE TECHNOLOGY
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Lecture Module 01: General laboratory standard and
safety practices of handling electrical and ignition system
LECTURE
MODULE 01:
GENERAL LABORATORY STANDARD SAFETY
AND PRACTICES OF HANDLING ELECTRICAL
AND IGNITION SYSTEM
AIRCRAFT ELECTRICAL
AND IGNITION SYSTEM
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Prepared by:
REGIL R. BABIERA, MEAM
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TABLE OF CONTENTS
Re
Title Pa
f. ge
no
BASIC SYSTEM FEATURES 1 5
BASIC ELECTRICAL SYSTEM 1 7
INSPECTION AND MAINTENANCE 1 8
OWNER PERFORMED ELECTRICAL SYSTEM 1 9
MAINTENANCE
BATTERY MAINTENANCE 1 10
ELECTRICAL SYSTEM FOR LIGHT AIRCRAFT 2 13
NTSB AND FAA REVIEW 2 15
TYPICAL TYPES OF PROBLEM
2 16
TYPICAL GENERAL AVIATION AIRCRAFT
2 17
ELECTRICAL SYSTEMS
MAINTENANCE AND INFLIGHT DECISION MAKING
2 20
TURBINE IGNITION SYSTEM OVERVIEW
3 23
ACTIVITY
28
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TABLE OF REFERENCES
References No.
fhttp://www.pilotfriend.com/training/flight_training/tech/elec.htm 1
https://www.aviationsafetymagazine.com/features/electrical-systems 2
https://www.aviationpros.com/engines-components/article/10388903/turbine-
ignition-maintenance
TIMEFRAME:
You should be able to complete this module including all the
self- assessments, research works, assignments, and other
performance tasks within 2.62 hrs.
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This module discusses the general standard practices prescribe by the authority on
how to perform safety handling laboratory shops and equipment focus in electrical and
ignition systems and to introduce the laboratory rules and regulations
LEARNING OUTCOMES
Course Learning Outcome Module Learning Outcome Topic Learning Outcome

CLO 1. Demonstrate the MLO 1. Demonstrate the TLO 1 General laboratory
general safety rules while precaution of handling safety and practices handling
on/or performing during electrical system electrical and ignitions
system
shop activity. MLO 2. Discuss the dirty
dozen acting on aircraft
CLO 5. Apply the basic during duties and
maintenance practices based responsibilities of the
on prescribed manuals. personnel conducting
electrical services in the
aircraft.
CLO 8. Justifies and proposes
ideas for the improvement of
every aviation personnel
safety regarding on the
current status of the aviation
industry in our country.
As an introductory activity, you are encouraged to watch a short video entitled

“Human factors in maintenance a vision for aviation safety”, using the following You
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Tube link: https://www.youtube.com/watch?v=YVKG1lqssF0. This short video will tell

you to how to perform in aviation industry with professional and aware in performing
a task inside the aviation industry.
DISCUSSION:
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Our Ground school and training and some quality time with your aircraft’s
reference materials will inform you on what electrical components your
aircraft carries and what emergency procedures, if any, are recommended
when something fails. Those materials often are heavy on procedures and
light on what options may exist. A better understanding of electrical
systems and their components can help you find problems during
scheduled and preflight inspections, as well as fix things when they break.
Basic System Features

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Aboard most personal aircraft, it’s important to separate the engine’s

ignition system from the rest of the electrical system. The typical personal
aircraft has a piston engine running on magnetos, which generate and
coordinate the energy flowing to spark plugs. Once it’s running, its
electrical operation is self-contained and does not depend on the same
system used to start it.
Most general aviation aircraft operate with either a 12- or 24-volt DC

system; 12 volts is more common among aircraft built before the 1980s.
The basic components include a storage battery of the proper voltage
supplying power for engine starting and emergency power. An engine-
driven alternator or generator, plus a voltage regulator, is the primary
source of electrical power. A master switch and electrical wiring connect to
one or more bus bars, circuit breakers and switches supplying power to
individual loads for lighting, electronics including navigation and
communication radios but also primary flight instruments, pitot heat,
autopilot, electric flap and retractable landing gear motors and engine
starters, etc.
After completing a prestart checklist, ensuring that all switches and engine
controls are in the correct position for engine start, the master switch is
energized and current flows to the bus bar. When the starter is engaged, a
low current flow through the starter relay energizes a heavy contact switch
within the relay, allowing high current flow to the starter motor. As the
engine starts, releasing the start switch de-energizes the starter motor,
allowing it to disconnect and de-accelerate while the engine settles into a
power setting commensurate with its controls.
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Once the engine is above a certain speed, the alternator or generator

supplies primary electrical power. Dedicated electrical circuitry regulates
and protects the generator or alternator from overvoltage, reverse current
and excessive current draw above maximum rated output. The ammeter
should be monitored to identify unusual charge or discharge rates. A
continuous discharge with no charge shown at high engine rpm with an
electrical load applied is a good indication that the alternator/generator has
failed. Check that the alternator switch is in the “on” position and if that
doesn’t correct the problem, maintenance is required.
During cruise flight, it is important to include the ammeter in your normal

scan, noting any trouble such as a high rate of discharge. Consideration
should be given to the installation of a voltmeter or a low voltage warning
light to alert the pilot of an abnormal voltage condition if your aircraft is
not so equipped. Normal system voltage with engine operating in cruise
flight (12-volt system) should be between 13.5 and 14.5 volts, depending
on the outside air temperature. Static open circuit voltage without the
generator/alternator charging the battery should be around 12.9 volts at
standard temperature, indicating a fully charged battery.
Electrical System Basics

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Electricity, simply put, is the flow of electric current in the form of free
electrons moving along a conductor. The free electrons transfer from one
atom to the next but do not physically travel. The more free electrons a
material has, as in the case of larger diameter wire, the better it conducts.
Direct Current
An electric current flowing in a constant direction, having a magnitude that

does not vary or varies only slightly.
Alternating current
A flow of electric charge that undergoes periodic reversal in direction.
Voltage
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A unit of pressure that is applied to the electrons to cause them to flow

and can be measured as the difference in electric potential between two
points in space.
Amperage
The term amperage describes a flow rate of electric current. This electric
current value is measured as a specific number of electrons flowing past a
point and is expressed as amperage.
Ohm
A material’s opposition or resistance to the flow of electric current is

measured in ohms. There are three principal factors that determine the
amount of resistance: size of the conductor, material the conductor is
made of and the temperature of the material.
Relay
An electromechanical switch operated by a flow of electricity in one circuit

that controls the high current flow of electricity in another circuit.
Inspection and Maintenance
According to the FAA Advisory Circular 43.13-1B, Acceptable Methods,

Techniques, and Practices-Aircraft Inspection and Repair —the essential
resource for anyone working on an aircraft—”The satisfactory performance
of an aircraft is dependent upon continued reliability of the electrical
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system. Damaged wiring or equipment in an aircraft no matter how minor

it may appear to be, cannot be tolerated. Reliability of the system is
proportional to the amount of maintenance received and the knowledge of
those who perform such maintenance.”
While inflight electrical failures and fires are somewhat rare, factors
affecting system reliability often reveal themselves on electrical wiring and
components. This includes corrosion, broken wires, damaged insulation
from heat or fluids (motor oil, hydraulic fluid or fuel) and abrasion.
Electro/mechanical devices such as relays, switches and circuit breakers
can fail due to frequent or infrequent use, age or improper voltage/current.
Repairs to aircraft electrical components such as alternators must be
accomplished according to approved procedures.
While aircraft alternators resemble automotive or marine units, the repair

parts for an aircraft component must be FAA approved for the exact
application. Unapproved slip rings or brushes may fit and work for a short
time, but when high loads are applied at altitude, an alternator may fail
just when you need it the most.
Owner-Performed Electrical System Maintenance
As an aircraft owner, there are a few electrical system items that can be
repaired or replaced as preventive maintenance by a private pilot. Most
electrical repairs, however, are required to be accomplished by a licensed
mechanic.
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Aircraft battery servicing and replacement, repairing landing light circuits,

replacing lenses, reflectors and bulbs in position and landing lights are
approved as preventive maintenance items. While repair or replacement of
these items may seem like a simple task, your aircraft’s maintenance
manual may specify a mandatory procedure or instruction. Always
deactivate the electrical system prior to maintenance by disconnecting the
battery.
Old wiring like the corroded electrical cable shown at top right can be
cleaned up and reassembled with new hardware. Sometimes, it’s smarter
to replace wiring like these aluminum cables with new copper.
Insulating boots can’t be effective if they’re not properly installed, as

depicted in the middle image at right. To minimize corrosion in and near
the battery box, disconnect and remove the battery before servicing.
At bottom, even something simple like replacing a landing light can become
complicated if it’s mounted in a cowling like the one shown at bottom. It
may not be feasible to replace without removing the cowling—maybe a
two-person job—when there’s no external access.
Battery Maintenance
Aircraft batteries are an integral part of the electrical system and must be
properly maintained and checked on a regular basis. While there have been
several advances in storage battery technologies in recent years, the basic
lead-acid battery is still prevalent in most general aviation applications, and
we’ll confine this discussion to them.
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As their description implies, lead-acid batteries contain poisonous, corrosive

materials and proper safety precautions such as eye and skin protection
must be utilized. During use or charging, these batteries give off a
flammable gas which must not be allowed to collect in the aircraft or in an
enclosed area. Aircraft are designed with an enclosed battery box
containing inlet and outlet air vents to discharge gas and acid overboard.
These vents must be kept open, and the battery box must be closed for
this safety feature to work. When servicing a battery, there can be a
danger of a fire or explosion when a short circuit occurs between the
positive and negative terminal of a battery.
Occasionally batteries become discharged and when this happens, it is

usually at a time when the pilot is in a hurry and has a schedule to keep or
the weather is other than desirable. There have been several unfortunate
accidents in past years with improper procedures (hand-propping or jump-
starting) used to start an aircraft with a dead battery. The proper
procedure to correct a dead battery problem is to remove and replace the
battery with a serviceable unit or recharge the battery at a low rate of
charge out of the aircraft. Once it’s charged, capacity test it and if it tests a
good, then reinstall it.
The two important functions of a storage battery are to start the engine
and the ability to utilize the battery as a backup power source in case of a
generator or alternator failure. Hand-propping or jump-starting a dead
battery and betting the normal charging system will restore it is not smart
airmanship. There’s a reason the battery is discharged, one the aircraft’s
system likely can’t handle.
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An extended, excessive charge from a generator/alternator will further

damage an aircraft battery and cause an explosion or a fire. Unlike
automotive batteries, an aircraft battery uses much thinner, lighter
materials to reduce weight, and they can be damaged by excessive
charging. While an open circuit voltage check can be used to a battery’s
status, the only way to determine its actual capacity is to perform a
capacity or load test. Instructions for continued airworthiness from at least
one manufacturer (Concorde) recommends an annual capacity check.
Passing such a check is the only way to determine whether the battery will
continue to provide expected service.
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Dead Battery
Some aircraft are equipped with an optional ground service plug allowing
for the use of an external battery or power source to assist in cold-weather
starting or doing maintenance on the aircraft without using the aircraft’s
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battery. It also can be used to jump-start a dead battery, but it’s usually a
really bad idea to take off with a dead battery.
The instructions for using a ground service plug for the specific aircraft
should be read and understood before plugging anything into it. Some
models do not allow electrical power from the service plug to energize the
electronic equipment, protecting them from possible damage. Some do.
Ensure that the ground service power source is correct for the aircraft (i.e.,
12- or 24-volt system) as incorrect voltage may damage electrical
components.
Lessons learned
It’s important to know your aircraft systems, and to read and understand
the various reference materials, especially when it comes to abnormal and
emergency situations. In the case of a total electrical failure, portable
devices such as a GPS or handheld com radio—or maybe a cell phone with
the phone numbers of flight service or air traffic control—will come in
extremely handy.
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Electrical system for Light Aircraft
Most small aircraft are equipped with a 28 volt direct current electrical
system. The system is powered by an Alternator which drives the electrical
devices and stores energy in the battery.
The Master Switch (labelled MS) causes the electrical system to connect
the electrical buses and devices to the battery. The battery provides the
power to crank the starter. Once the engine is running, power is supplied
by the alternator and the battery is recharged.
Numerous circuit breakers feed off the Primary Electrical Bus, and provide
individual circuits to power the electrical devices. Although the
arrangement will vary from one make and model aircraft to another, the
basic principles are the same. By providing numerous circuit breakers and
dividing the electrical load into several different circuits, a malfunction in
one system can be turned off without adversely affecting the other circuits.
The breakers will be labelled as to their general use, and the amperage will
be marked on the face of the breaker push button. On older model aircraft,
fuses are used instead of circuit breakers.
Usually an alternator light is located on the instrument panel to provide a
means for the pilot to determine alternator is providing power to the
system. In addition, an ammeter on the instrument panel can determine
the general health of the electrical system. After the battery is used for
starting, a considerable “charge” should be shown, indicating that the
alternator is replenishing the power drained from the battery during engine
cranking. If the indicator shows zero while electronic equipment is ON,
failure of the alternator to charge the battery is indicated.
A second bus is provided to power the electronic and avionics equipment.
This bus is connected to the Primary Bus via the Avionics Switch. This
switch should not be turned on until the engine is started to prevent the
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possibility of high voltage transient currents resulting from engine starting

from feeding into sensitive electronic equipment. The pilot should also turn
this switch OFF prior to engine shut-down for the same reason.
Prior to start-up the pilot should check the status of all circuit breakers as a
part of the pre-flight check. A “tripped” breaker will project out farther
from the control panel than does a properly functioning breaker. Pushing
the breaker in will reset it to it’s normal operating position. If it pops out
again, there is a malfunction in the circuit which it feeds, and repair should
be made prior to flight.
The pilot should turn on the master switch during the walk-around pre-
flight inspection to insure that the rotating beacon and strobe lights (If
present) are functioning. If all or part of the flight is to occur at night, the
navigation lights, instrument panel lights, taxi and landing lights should
also be checked for proper operation.
Generators and Alternators:
Recently two people I work with had an electrical problem in a light twin.
Fortunately the electrical failure happened in day VFR conditions and the
aircraft had two pilots onboard. The benefits of being day VFR and having
two pilots on board cannot be over emphasized. Although a single pilot
could have safely handled the problem, being able to share the workload
with someone else makes any problem easier to handle.
With two pilots working the problem and being in visual meteorological
conditions, it was easy for one pilot to fly the aircraft while the other pilot
ran the appropriate pilot operating handbook electrical checklist. They were
able to return to their home airport without incident. They were landing at
an airport with a relatively short runway where they wanted to use flaps.
Once they had the runway made, they were able to lower the electrically
operated flaps using battery power without any problem. They had left the
gear down when they discovered the problem after takeoff from a nearby
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airport to minimize the electrical drain on the battery. If the electrical

system had to fail, it chose the best possible time to fail. Some pilots aren't
so lucky.
NTSB and FAA review
A cursory Internet review of the National Transportation Safety Board's
(NTSB) and Federal Aviation Administration's (FAA) accident and incident
data bank produced some interesting reading. First, we want to
acknowledge that accidents have occurred as a result of electrical problems
in flight. We want to emphasize that a serious electrical problem under the
worst circumstance can be a potential killer. One such bad situation could
be a total electrical failure in a complex, high performance aircraft on a
dark and stormy night in instrument meteorological weather conditions
over hostile terrain on an instrument flight plan with only one pilot aboard.
A pilot who has worked all day, and who is now fatigued trying to get
home. Now if you really wanted to make this a difficult situation, add in
some snow or freezing rain and the risk factor would go sky high. In such a
situation, what would you do? Fortunately, most electrical failures aren't
this serious.
Although we are discussing general aviation aircraft, history has shown that
modern air carrier aircraft can crash under such conditions the same as
your typical general aviation aircraft can. We want to emphasize that these
kinds of problems can be very serious especially for the unprepared
regardless of the type of equipment being flown.
However, our non-scientific look at a handful of general aviation electrical
related problems that made the NTSB or FAA incident or accident reports
were more typical. In many cases the damage to the aircraft was minor or
none. The same was true of injury to pilot or passengers.
Typical types of problems

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A review of some of the general aviation reports seems to indicate that

pilot error in responding to the situation caused more of a problem than
the electrical problem. Because many of the reports had little or no
damage reported, the narrative of the reports were very brief without a lot
of details. For example, one report about a Cessna 182 stated, "Electrical
problem. Overran runway returning. Alternator field wire loose. Struck rwy
light." The airport conditions were day VFR. Although no damage was
reported, could the private pilot have handled the situation better? We
don't know. But the report begs the question of why did the pilot hit the
runway light in day, VFR conditions?
The following incident is even more common. The narrative said the air taxi
"departed alternators off. Drained batteries. Used manual gear. Not locked
down. Folded landing."
Another report said, "Alternator failed en route. Diverted. In confusion
landed gear up." Again, minor damage was done to the aircraft. The
question is why did the pilot, a commercial pilot and flight instructor, land
gear up?
Another pilot while descending from altitude did a "long cruise descent with
the engines at a very low power output. He said he was unaware that the
aircraft had generators instead of alternators, and that the engine speed he
was using for the descent was below the speed required to keep the
battery charged." After landing and discharging his passenger, the
commercial pilot and flight instructor discovered the aircraft's battery was
too low to start the aircraft. The pilot set the brakes and handpropped the
twin's right engine. He then tried to use the operating engine to produce
enough electrical power to start the twin's left engine. When that idea
failed, the pilot got out of the aircraft and tried to handprop the left engine.
When the left engine started and went to a high power setting before the
pilot could get back into the aircraft, the twin went out of control and
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started turning in circles eventually striking a fence and a tree with

substantial damage to the aircraft. The report listed a probable cause of
the incident as, "The pilot's failure to ensure the aircraft was secured prior
to attempting an engine start by handpropping."
To handprop or not to handprop
A good recommendation for anyone attempting to start an engine by
handpropping it is that a qualified, trained pilot, knowledgeable in
handpropping techniques, be in the pilot's seat to safely operate and
control the aircraft. Although people have handpropped aircraft engines for
decades, it is not without risk. Only trained people should attempt to hand
prop an aircraft because handpropping can be dangerous. A rotating prop
has the potential to inflict serious or deadly injuries to those who make a
mistake while handpropping an aircraft. Of course, the safest option is to
have the aircraft's battery replaced or charged and avoid the handpropping
completely for those aircraft with an electrical system.
Lack of aircraft system knowledge and stress
In another case there were reasons to suspect a low voltage situation
before the flight departed. There had also been a previous electrical
discrepancy reported. Then while preparing to land at night, the electrical
system failed and the aircraft hit trees during the landing. Later it was
discovered that a wire had broken.
A common thread in several incidents was the failure of retractable landing
gear aircraft to land with all of their wheels down and locked. In some
cases because of distraction or stress, the pilot failed to extend the gear. In
others, the manual gear extension procedure was not done properly.
Adding to the problem is the fact that in a complete electrical failure, for
those aircraft with landing gear indicator lights, the lights probably will not
be working. Without the lights, the pilot may not realize the gear is not
down or not down and locked properly. Adding to the problem is the fact
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that most retractable gear aircraft have generally high performance and
therefore require more pilot attention to fly them.
Typical general aviation aircraft electrical systems
Since aircraft electrical problems can occur at any time, we want to review
the major differences between aircraft electrical systems in your typical
general aviation aircraft.
For our readers with little knowledge of aircraft electrical systems, we
want to provide a very brief discussion on your typical general aviation
(GA) aircraft's electrical system. First, modern piston-powered GA aircraft
have two totally separate electrical systems. One engine-driven, self-
contained system provides the electrical power for the ignition system
needed to keep the engine running once it starts. This system is based
upon a self-contained magneto electrical generating system that can keep
the engine running whether or not the aircraft has any other type of
electrical system onboard. For those not familiar with a typical general
aviation piston-powered aircraft, you can compare such an engine's
electrical ignition system to that of a typical gasoline powered lawn mower.
Although it has a much simpler kind of magneto system, the lawn mower,
once you start it by pulling on its starting rope, will continue to run until it
is out of gas or it is shut off. The same concept is true of most small GA
aircraft engines.
This is why older aircraft such as the classic Piper Cub can fly without any
other onboard electrical system. To start a Cub, just like a gas lawn
mower, the J-3's engine must be rotated fast enough to start running.
Someone normally does this by rapidly turning the propeller until the
engine starts. Hence the term, "handpropping."
The fact that a piston-powered aircraft can be started by rapidly turning its
propeller when the magneto switch is turned on and the fuel is on is why
anyone working or standing around a propeller is always warned to stay
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out of the propeller's arc when handling or turning the propeller. The
engine could inadvertently start and the rotating propeller could injure or
kill anyone within its rotational plane. Although the magneto switch in the
off-position is designed to prevent the engine from starting by grounding
the output of the magneto, a defective switch or a loose magneto
grounding wire could allow the engine to inadvertently start if the propeller
is turned rapidly enough and there is enough fuel for the engine to start.
Magneto systems
Although the magneto system can pose a potential safety problem for
those turning the propeller, its biggest advantage is that it provides an
independent electrical system to keep the aircraft running until the
magneto system itself fails or the fuel is exhausted or the engine stops
running. To reduce the probability of a magneto failure, modern piston
engines have dual or two separate magneto systems firing two separate
spark plugs in each cylinder. Although both systems are normally used
together, in the case of a magneto failure, one system is adequate to fly
the aircraft to an airport where repairs can be made to the broken system.
The important thing to remember is that a piston-powered aircraft engine
does not need an alternator- or generator-based electrical system or
battery to fly. This is an important safety point. As part of your preflight
briefing to your passengers, you may want to remind your non-aviator
passengers that if they hear you say, "We have lost our electrical system,"
the aircraft will continue to safely fly and not fall out of the sky. This
briefing is not required in those aircraft without an electrical system
onboard. Better yet, use your preflight check as a way to educate your
passengers about how your aircraft operates and important safety issues
such as propeller safety.
We may have a problem communicating and navigating. But there are safe
operating FAA rules for that eventuality too. If you are in VFR conditions,
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you stay in them. If you are in IFR conditions, you follow the rules outlined
in FAR §91.185. So read on.
Then why have an alternator or generator and battery in an aircraft. There
are many reasons. The most important is pilots are like the drivers of the
early automobiles. Most pilots don't want to hand start (commonly called
handpropping) their engine. It is potentially dangerous, and it is nasty to
do in the rain or snow. It is also nice, but not required, to have two
qualified people to do it. One trained person doing the handpropping and
one in the aircraft operating the controls (preferably another pilot). So like
automobiles, GA aircraft started being manufactured with electrical starters
in them.
The generator
This required not only a starter, but some means of powering it. All of
which lead to the need for some type of battery to provide the necessary
stored electrical power, a means of keeping the battery fully charged, and
a means of regulating the charging process. Voila, the first aircraft
electrical system based upon a battery, a generator, and the all important
electrical starter.
Once you had an electrical system, it was easy to add all of the radios,
navigational, and electrical equipment we now have in modern aircraft.
But generators have a slight problem. They like a minimum rotational
speed to produce a specified amount of electrical power. Too slow a speed
and the output drops. If you want to make sure the battery is being
charged, you have to operate the engine faster. This is normally not a
problem in flight, but if you are number 25 waiting for takeoff, it can
become a problem on the ground. Or like the pilot listed in one of the
accident/incident reports who noted how his long, low-powered glide
caused him problems with his generator equipped aircraft. Generators are
also somewhat heavier than what has replaced most of them: The
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Alternator.
The alternator
Enter the alternator; a different way to make power. Again, like in cars, as
electronics and technology advanced, so did the way to produce power.
Today, instead of a generator, cars and new aircraft normally have
alternators in them. The main benefit of the alternator is that it can
produce a specified amount of power at a much lower rotational speed
than a generator.
An alternator also operates differently. It produces alternating current that
is then rectified or converted into direct current for use in most piston-
powered GA aircraft. An alternator is normally lighter in weight than a
comparable generator. All of which provides important advantages to the
aircraft manufacturer and pilot. Better output at lower revolutions per
minute at a lesser weight not only improves efficiency, but it also improves
the useful load of the aircraft by a small amount.
Maintenance and inflight decision making

So how do you know which one is in your aircraft? The best way is to read
the pilot's operating handbook. Reading the handbook does several
important things. First it allows you to hanger fly with the best of pilots.
You can also join any argument about the type of electrical system in your
aircraft. Plus when you have a problem you can talk intelligently with your
maintenance technician.
But the most important reason for reading your operating manual or
aircraft flight manual (AFM) is to learn how to identify and possibly handle
any electrical problem in flight.
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Electrical problems need to be handled correctly and promptly because

they could cause an onboard electrical fire, damage other electrical gear, or
cause problems with other systems.
Another reason is once you understand the electrical system in your
aircraft or the aircraft you fly, you can make important decisions about
what you are going to do in case you have a generator or alternator
failure.
For example, by knowing and understanding your electrical system, you
may decide to continue your flight by turning off non-critical electrical
items such as your second radio and other redundant electrical gear or
start looking for the nearest airport to land.
Equally important is knowing critical flight data such as what to do if you
have electrically operated flaps or gear. More than one pilot has put him-
or herself in a "box" with no way out by making the wrong decision during
a "minor" incident or problem. Putting electrically operated flaps down
early and not having the electrical power to raise them may mean having
to fly with increased drag or minimal lift during a go around or while having
to divert to another airport. The same may be said of electrically operated
landing gear. Although in some aircraft the increased drag produced by the
lowered landing gear may be worth the drag penalty considering the
potential problems later of having to either manually lower them or
forgetting to lower them. Or if the pilot is in the clouds, the pilot may
decide that being able to talk and navigate is the most important use of
any remaining battery power.
Because each flight is unique and the needs of each pilot is unique, it is
hard to say which electrical devices should remain on and which devices
should be turned off. This is why it is important that each pilot review his
or her aircraft's electrical system and know and understand it to the point
where the pilot can make the best decision about the aircraft's electrical
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system before the loss of the generator (or is it an alternator?) becomes

critical to flight safety. Knowledge is power (pun intended). And if your
aircraft has electrically operated retractable landing gear? Please remember
that you still have to lower the gear before your next landing, so you just
may want to review your aircraft's emergency gear operating procedure
before your next takeoff.
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Turbine Ignition Maintenance
Most aircraft engines rely on an electrical ignition system to create a spark,

which in turn initiates or continues the engine's combustion process. Many
laypersons and technicians are familiar with ignition systems used on
internal combustion engines for automobiles and general aviation aircraft;
however, ignition systems for gas turbine engines are probably the least
understood and discussed. of all ignition systems. Compared to automotive
systems, the spark discharge of a turbine ignition system is much larger,
and, in some cases, the spark is over 100 times more powerful than the
spark in an automobile engine.
The function of gas turbine ignition systems is to convert energy from

some source to a high intensity electrical discharge (i.e., sparks). One good
spark will initiate combustion of the fuel/air mixture in a turbine engine's
combustor, however, several sparks are usually provided to ensure fast and
reliable engine starts. Once the turbine engine is lit, the ignition system's
job is finished unless the engine needs to be relit during an in-flight
shutdown, or until the next operational cycle of the aircraft's turbine main
engines or auxiliary power unit (APU) begins again.
Although the basic elements of every gas turbine ignition system are the
same, even the sophisticated observer has trouble delineating amongst the
various types. Actual performance, design, types and the physical
appearances of most turbine-powered aircraft ignition systems differ from
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application to application. Engine operational requirements, combustor

designs and performance parameters, operating environments, mounting
considerations, FAA requirements, and differing design philosophies
associated with providing reliable ignition are just a few of the reasons for
the many models of turbine engine ignition systems in service today.
Though more reliable, today's turbine ignition systems are also more
complex, requiring that aircraft technicians possess a higher degree of
knowledge and understanding of turbine ignition system theory. Familiarity
with a few basics will enable technicians to develop proper insight into
standard operation, troubleshooting, and maintenance practices.
Turbine Ignition Systems Overview

The typical gas turbine engine ignition system consists of an exciter or
exciters, an ignition lead or set of ignition leads, and an igniter plug or set
of igniter plugs. Furthermore, the different types of ignition systems can be
broken down into two categories: low-tension ignition systems and high-
tension ignition systems.
The heart of every turbine ignition system —both high and low tension —
is the exciter, an engine- or airframe-mounted hermetically-sealed electrical
box. The exciter uses input power from an airframe electrical bus or an
engine-mounted generator to convert relatively low voltage to more
useable, high-voltage energy pulses that fire an igniter plug and in turn
DEAPRTMENT
ignite the fuel/air mixture. In order to deliver a high-energy discharge

given the relatively low input power, a capacitor is charged up, and then all
of the energy stored in the capacitor is released at once.
Conventional exciters use a spark gap as a switch to discharge the

capacitor after it reaches a predetermined voltage level. An alternative to
the older yet ever popular spark-gap-switch technology is the solid-state
exciter. Invented and patented by Unison Industries, a solid-state exciter
uses an electronic solid-state switch to regulate the energy discharge from
the storage capacitor, resulting in precise control of discharge voltage,
energy, and spark rate. For instance, a solid-state exciter can be designed
to deliver a high spark rate during the engine starting cycle, then to reset
itself to a lower spark rate during normal engine operation. This multi-
mode capability ensures that sufficient energy is delivered to the air/fuel
mixture to start the engine, and reduces wear and tear of the igniter plugs
during normal engine operation.
After the spark gap or solid-state switch releases electrical energy from the
storage capacitor, additional output circuitry in the exciter transforms the
electrical energy into a discharge waveform. The exciter discharge is
conducted through the ignition lead to the igniter plug where a spark is
created that ignites the fuel/air mixture. Because engine combustor designs
vary greatly, exciter discharge circuitry can be very complex. Depending on
the application, exciter discharge voltages can range from 2,000 volts to
over 20,000 volts, discharge current can be unidirectional or oscillatory,
and even the shape of the discharge waveform can be modified and
controlled.
DEAPRTMENT
High- and Low-Tension Ignition Systems

High-tension systems capable of delivering more than 8,000 volts per spark
are used with surface-gap igniter plugs on most large commercial aircraft.
This type of ignition system has the advantage of surface-gap igniter plug
that naturally ceases to fire at high combustor pressures thereby reducing
igniter tip erosion. Although the service life of high-tension igniter plugs
can be as long as 3,500 engine hours, there is a size and weight trade off
required to generate and deliver the firestorm of voltage a high-tension
ignition system is capable of transferring. For this reason, some engine
manufacturers prefer lighter and smaller low-tension ignition systems.
Low-tension ignition systems — deliver less than 8,000 volts to the engine's
combustor. While there is the benefit of lighter weight and relatively
compact size, the voltage produced by these systems is usually not
adequate to ionize a normal surface-gap igniter plug, there-fore,
semiconductor plug technology is required. These plugs use a
semiconductor material to initiate ionization between the igniter plug tip
electrodes, resulting in the formation of a spark at a much lower voltage
than in a non-semiconductor igniter plug. Low-tension igniter plugs
typically do not quench at high combustion pressures requiring the pilot or
the digital engine control to turn the ignition system off to prevent
premature igniter plug wear. Typical low-tension igniter plug life is normally
less than 500 hours.
Troubleshooting Turbine Ignition

Procedures for troubleshooting an ignition system on-wing are as variable
DEAPRTMENT
as aircraft engines themselves. Some OEM manufacturers offer on-wing

test equipment that prevents unnecessary removal and recertification of
healthy ignition systems, nonetheless, several of the following techniques
are reliable procedures that should be incorporated into the technician's
repertoire. Both high- and low-tension ignition systems should be
discharged prior to routine inspection of any ignition system component.
Most exciters incorporate a bleed-down resistor that will quickly dissipate
any residual energy stored in the capacitor, but, as a second fail-safe, it is
best to power down the system for a minimum of three minutes before
beginning any system checks. Typically, it is not necessary to ground the
system prior to performingcomponent inspections; however, such
information should be verified against the most current version of an
engine's component maintenance manual.
Although an audible check of the ignition system will not provide concrete
substantiation of the condition of its components, this type of assessment
can serve as a rudimentary tool in determining the likelihood of an ignition
system malfunction. Unfortunately, a well-trained ear is necessary to
distinguish the sound of a healthy ignition system from a functioning
system that requires repair. Fully operational high- and low-tension igniter
plugs are characterized by a snapping sound that is audible through an
aircraft's exhaust duct.
The majority of engines are equipped with two plugs, and some dual-
channel exciters fire these plugs simultaneously. As a result, it is possible
to confuse the snapping sound of one operational plug for a healthy
system though the second circuit is inoperable. If the igniter plugs fail to
fire altogether, input power to the exciter should be verified using a digital
multimeter. Most exciter data plates display input voltage, ampere
DEAPRTMENT
requirements, and input connector polarity; however, an engine's

maintenance manual is the most reliable source of specific data related to
input power configuration. If the circuit breaker trips each time the ignition
system is turned on, it is likely that the exciter has shorted and is drawing
excessive current, or the airframe wiring harness has shorted to ground.
Igniter Plugs
Igniter plug inspections consist of a simple distance measurement from the

plug shell to the center electrode. The amount of shell material necessary
to survive between scheduled inspection periods is determined by the
engine and plug manufacturers respectively, and will vary from engine to
engine. When this gap limit is reached, the plug should be replaced.
Consideration of unusual flight conditions should influence recommended
plug replacement schedules as well. For example, frequent, short flights
resulting in a higher percentage of exciter "on-time" relative to total engine
hours may considerably shorten the expected life of a plug. In this
instance, replacement of plugs —even those that pass visual and electrical
scrutiny — should be determined by the technician. Many plug
manufacturers offer tools and gages to help determine plug serviceability.
There is little variation in inspection and maintenance procedures between

high- and low-tension plugs; however, one difference needs to be noted —
low-tension plugs operate most effectively when trace amounts of carbon
are allowed to remain on the plug's firing tip. Carbon residue deposited on
the tip of the plug during the combustion process
sh ould not be removed during normal cleaning procedure.
DEAPRTMENT
Ignition Leads
Ignition leads require little maintenance and can typically be counted on to

last through engine TBO. However, indications of arcing or flashover at the
ignition lead connectors can typically be ttributed to trace amounts of
grease or dirt in the exciter and igniter plug terminal wells. These areas
must be clean before installing the ignition lead. A worn environmental seal
on the lead, or an igniter plug with a breached seal, can also cause
contamination of the igniter terminal well. Residual amounts of moisture,
dirt, and other contaminants will ground an other-wise faultless ignition
system. Clean-ing the output terminal wells of the exciter and the lead is
paramount to proper ignition system performance, and usually requires
little more than a lint-free cloth, and an appropriate cleaning solvent.
Flashover in the mating area of the ignition lead and the igniter plug will
virtually guarantee the replacement of mating components. Inspect all
connectors, paying close attention to the terminal well where the lead and
plug couple. Likewise, the high-voltage discharge created by the ignition
system will combine with high operating temperatures and eventu-ally
compromise the integrity of the environmental seal — typically con-structed
of a silicon compound — allowing moisture and other contami-nants to
invade the terminal well. Replacement of the seal at every en-gine
overhaul will reduce the likeli-hood of arcing, subsequent electrical failure,
and costly replacement of the lead and plug. In more severe applications,
seal replacement is required more frequently.
DEAPRTMENT
Visually inspect leads for obvious signs of carbon tracking on the in-
sulators, indicative of a high-voltage flashover. Physical damage to the
braided conduit assemblies is not permissible either. The metal braiding —
an important part of the igni-tion system electrical circuit — provides
protection to other engine and aircraft systems from electromagnetic
interference, and is vital to the ef-ficient transfer of power from exciter to
plug. Metal braiding containing more than four or five broken strands
mandates replacement of the igni-tion lead. For field repair of ignition
leads, repair kits can be purchased from lead manufacturers.
Performing periodic maintenance on an ignition system is essential to the

overall flightworthiness of any aircraft. With periodic inspection and use of
OEM manufacturer new and overhauled units and spare parts, maintenance
costs and departure de-lays will be minimized.
DEAPRTMENT
Activity (Lecture)
Search any type of error, incident or accident while performing an electrical and ignition
system in the field of aviation due to the poor performance (Group yourself into 3 or you
may perform it individually and present here in flexible learning task)
DEAPRTMENT
Rubrics:
CONTENT (70%)
KNOWLEDGE ON THE TOPIC C1 35
INFORMATION BASED ON TECHNICAL C2 25

MANUALS/JOURNALS/BOOKS
QUALITY OF INFORMATION C3 10
70

FORMAT (30%)
FORMAT BASED ON THE GIVEN F1 5

INSTRUCTIONS
GRAMMAR, USAGE, SPELLING F2 5
WORD COUNT& QUALITY OF F3 20

WRITING
30
100
DEAPRTMENT
HONESTY CLAUSE
My Signature below constitutes my pledge that all of the writing is my own work,
With the exception of those portions which are properly documented
__________________ _____________________
Student Name and Signature Parent / Guardian Signature

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PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

Course Learning Outcome Module Learning Outcome Topic Learning Outcome

As an introductory activity, you are encouraged to watch a short video entitled

Tube link: https://www.youtube.com/watch?v=YVKG1lqssF0. This short video will tell

Basic System Features

Aboard most personal aircraft, it’s important to separate the engine’s

Most general aviation aircraft operate with either a 12- or 24-volt DC

Once the engine is above a certain speed, the alternator or generator

During cruise flight, it is important to include the ammeter in your normal

Electrical System Basics

An electric current flowing in a constant direction, having a magnitude that

A flow of electric charge that undergoes periodic reversal in direction.

A unit of pressure that is applied to the electrons to cause them to flow

A material’s opposition or resistance to the flow of electric current is

An electromechanical switch operated by a flow of electricity in one circuit

Inspection and Maintenance

According to the FAA Advisory Circular 43.13-1B, Acceptable Methods,

system. Damaged wiring or equipment in an aircraft no matter how minor

While aircraft alternators resemble automotive or marine units, the repair

Owner-Performed Electrical System Maintenance

Aircraft battery servicing and replacement, repairing landing light circuits,

Insulating boots can’t be effective if they’re not properly installed, as

As their description implies, lead-acid batteries contain poisonous, corrosive

Occasionally batteries become discharged and when this happens, it is

An extended, excessive charge from a generator/alternator will further

Electrical system for Light Aircraft

possibility of high voltage transient currents resulting from engine starting

airport to minimize the electrical drain on the battery. If the electrical

Typical types of problems

A review of some of the general aviation reports seems to indicate that

started turning in circles eventually striking a fence and a tree with

Maintenance and inflight decision making

Electrical problems need to be handled correctly and promptly because

system before the loss of the generator (or is it an alternator?) becomes

Turbine Ignition Maintenance

Most aircraft engines rely on an electrical ignition system to create a spark,

The function of gas turbine ignition systems is to convert energy from

application to application. Engine operational requirements, combustor

Turbine Ignition Systems Overview

ignite the fuel/air mixture. In order to deliver a high-energy discharge

Conventional exciters use a spark gap as a switch to discharge the

High- and Low-Tension Ignition Systems

Troubleshooting Turbine Ignition

as aircraft engines themselves. Some OEM manufacturers offer on-wing

requirements, and input connector polarity; however, an engine's

Igniter plug inspections consist of a simple distance measurement from the

There is little variation in inspection and maintenance procedures between

Ignition leads require little maintenance and can typically be counted on to

Performing periodic maintenance on an ignition system is essential to the

INFORMATION BASED ON TECHNICAL C2 25

FORMAT BASED ON THE GIVEN F1 5

GRAMMAR, USAGE, SPELLING F2 5

WORD COUNT& QUALITY OF F3 20

Student Name and Signature Parent / Guardian Signature

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