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AIRCRAFT ELECTRICAL SYSTEM Date : 8/8/17

(Subject Code AAB30403)
Malaysian Institute of Aviation
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Technology

Aircraft Electrical Systems

Chapter 2
Sources of Aircraft Power
- Generators
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AIRCRAFT POWER REQUIREMENTS

 The aircraft electrical system provides electrical
power to the onboard aircraft electrical and avionic
equipment .
 Configuration of the electrical system and the type
of power it provides is dependent on the size and
category of the aircraft .
 Light, single-engine aircraft:
 Engine-driven DC generator or DC alternator
 Require inverter for the AC voltage requirements.
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 Medium size aircraft have a much greater electrical

load than smaller aircraft, they employ 28-volt
instead of 14-volt systems.
 Higher voltage results in a lower current requirement for a
given load.
 Smaller cable size and less weight.
 Require inverter for the AC voltage requirements.
 Some medium size aircraft uses wild frequency AC
generator as supplementary power supply to the DC
generators.
 115 Volts at about 370 to 430 Hz frequency range.
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 Example on a plane like the ATR 72, it is indeed referred to

as AC Wild.
It is used for heating the windshield, propellers, and probes.
Among other systems that don't require regulated AC.
 Usually Freq Wild AC
Generators are fitted on
Turbo-Props (DHC-8
100/200/300, DHC-8
400, ATR42/72, F27
and FH227 - reduced
weight, no need for
CSD.
 Rectified by TRUs for
DC Power and then that
goes through Inverters
for 115VAC 400Hz
supply for
Instruments/Avionics.
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In larger, multi-engine aircraft, DC generators are

replaced with AC generators, which are more efficient
and lighter in weight.
 Generate 115-volt power at 400 Hz.
 High voltage allows to use smaller cable – less weight.
 High-frequency require less iron in transformer cores and
armatures – less weight.
 Require TRU (Transformer Rectifier Unit) for the DC
voltage requirements.
 Require Inverter for AC voltage requirement.
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DC Generator
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 The AC is converted into direct current (DC) by a

switching system known as a commutator.
 A commutator is basically two half-cylinders and is
connected to the external circuit through stationary
brushes.
 As the loop rotate, the commutator allows one brush
to contact with the conductor that moves downward
and the other brush in contact with the conductor
that moves upward as ‘B’ and ‘D’. This commutator
action produces pulsating DC voltage that varies
from zero to maximum twice in one revolution.
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 To reduce the ripple of DC

voltage, more loops are added.
 Increase in loops:
 will increase the number of
commutator segments.
 will smoothen the ripples and
generate enough DC power
supply.
 does not increase the maximum
value of the generated voltage.

 The value of the generated voltage can be increased by

increasing the number of turns in each loop.
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DC GENERATOR COMPONENTS
Field frame or Yoke
Commutator End Frames and Drive End Frames.
Field Poles or Shoes
Field Coils or Windings
Brushes
The Armature Assembly
 The shaft
 The iron core
 Armature or output winding
 Commutator
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DC GENERATOR COMPONENTS
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Factors Affecting DC Generators Performance

 Heat
 Caused by high current flow and flux changes.
 Dissipated by ram air.

 Generator Armature Seizure

 Jamming of generator’s armature rotation due to bearing failure.
 ‘Quill drive’ with weak point will break to prevent damage to the
generator and gearbox.

 Internal Voltage Drop

 Caused by internal resistance of the generator.
 Voltage regulator keeps output voltage constant under all load.
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Factors Affecting DC Generators Performance (cont’d)

 Reactance Voltage
 Caused by changing current direction at the brush.
 Interpoles windings.

 Armature Reaction
 Distortion of the main field caused by the interaction between the main field
and the armature field produced when current flow in the armature windings.
 Compensating Windings
 Interpoles Auxiliary Windings
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DC GENERATOR MAINTENANCE
 To keep the generator in good working order
 Carried out as specified in the aircraft maintenance schedule
 Overhaul is often accomplished at the same time as engine overhaul
thus minimize aircraft down time
 Carried out in accordance with CMM.
 Routine Inspection and Servicing:
 Inspect for security of mounting
 Inspect mounting flange for oil leaks
 Inspect electrical connections for cleanliness and security of
attachments
 Inspect area around the commutator and brush assemblies for any
solder particles. Loose solder particles indicate generator has
overheated
 Use compressed air to blow out accumulated dust around the
brushes and commutator
 Inspect brushes for wear and freedom of movement
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Example how to "flash" a small DC generator when

output is lost due to loss of excitation (sometimes
referred to as "flashing the exciter field”).
Residual magnetism in the generator exciter field allows the
generator to build up voltage during start-up.
This magnetism is sometimes lost due to shelf time or improper
operation, among other reasons.

To restore the small amount of residual magnetism necessary to

begin voltage build-up, connect a 12/24 volt battery to the exciter
field while the generator is at rest, as follows:

Remove exciter field leads F+ and F- from the voltage regulator.

CAUTION:
Failure to remove the field leads from the regulator during flashing
procedures may destroy the regulator.
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 Measure the exciter field resistance from the F+ to the F-

lead. You should be able to read some resistance as you are
measuring a continuous winding.
 An infinite resistance reading would indicate an open in the
exciter field.
 Also check to be sure there is no path to ground.
 Connect F+ to the positive pole of the battery.
 Hold the F- lead by the insulated portion of the lead wire,
touch F- to the negative pole of the battery for about 5 to 10
seconds, then remove.
 Reconnect F+ and F- to the regulator.
 Repeat the procedure if the generator fails to build voltage. 
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Another example of flashing the exciter field

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AC Generator
 Main electrical power source in larger aircraft
 Two major components of aircraft generator.
 Rotor
 Stator
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Three basic types of ac generator:

Permanent Magnet Generator.

 Rotor is permanent magnet
 Commonly used as the first stage of brushless generator.
Rotating Armature Generator.
 Same construction as DC generator except the
commutator is replaced with slip rings.
 Output is taken out through slip rings (2 or 4) and carbon
brushes.
 Current is passed through the stator winding to provide
field excitation. - limited output.
 Output frequency, f=Np/60 where N is rotation speed and
p is pair of poles.
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 Rotating Field Generator

 Armature stationary and magnetic field rotates
 Used almost universally in aircraft systems
 Only two slip rings and carbon brush requires to power
the rotating field.
 Output can be 3 phase connected in Wye connection
or Delta connection.
 Normal output is 115/200Volts 3 phase connected in
Wye connection.
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 Brushless Generator
 Mostly used as aircraft AC generators.
 Basically it is three generators in one as shown in the
next figure.
 Very minimum maintenance due to no brushes and slip
rings.
 Better power to weight ratio.
 Generator Control Unit (GCU) controls the output voltage,
current and frequency.
 Maintenance
 Very little maintenance required for AC generators.
 They are normally treated as an “on condition” item.
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Starter Generator
 It is basically a DC generator that can be used as
starter motor.
 When used as starter, the battery power is
connected to the starter-gen. It will become a motor
and crank the engine.
 At certain speed, the battery supply is removed and
the starter-gen will be driven by the engine and
become a generator.
 Generator control unit (GCU) control this transition
smoothly.
 Maintenance of starter-gen is similar to DC
genarator.
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DC Alternator
 An AC generator with built in full wave rectifier unit.
 Internally, it is a rotating field AC generator.
 Two carbon brush and slip rings are required to provide
power to the rotating field.
 Excitation power is provided by the aircraft battery.
 The AC voltage from the stator windings are fed to built-in
full wave rectifier. Output of the rectifier is used to power
the aircraft and charge the aircraft battery as shown in the
following figure.
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Inverter
 Device for converting direct current into alternating current at
the frequency and voltage required for particular purposes
 On large aircraft, inverters are typically used for emergency
situations only. It convert battery power to AC during total
power failure.
 On aircraft with DC generators, inverter is occupied full time
to convert the DC to AC. The AC power is required by some
instruments.
 There are two basic types of inverters, rotary and static
 Modern aircraft employ static inverters because of their
reliability, efficiency, and weight savings over rotary inverters
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Rotary Inverter
That is, a constant‑speed motor was employed to
drive an alternator that was designed to produce
the particular type of power required as shown in
the next figure.
High maintenance due to many moving parts.
Low power to weight ratio.
Less Efficient and noisy.
Output voltage tend to reduce at high load.
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Static Inverter
 Solid‑state inverter with no moving parts as shown in the
next figure.
 Higher power to weight ratio.
 Stable output voltage at different loads.
 Minimum maintenance since no moving parts.
 Short warm up time
 Quiet operation
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Transformer Rectifier Unit (TRU)

 Used to convert ac power to dc power
 Consists of transformer and rectifier
 Transformer step the voltage down while the rectifier convert
it to dc current.
 In majority of aircraft, TRUs are their main dc power source.
 There are single phase rectifier or three phase rectifier.
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As shown below, single phase full wave rectification

produces an output at twice the original frequency but
the ac content or ripple has been reduced
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The next figure shows a full wave rectification of a three phase

supply. We can see that the ripple has reduced a lot and the
frequency is six time the supply.
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Maintenance
Ensure TRU has adequate cooling, ducts not
blocked
Ensure cooling air flow in the right direction.
Check that electrical connections are secured.
Functional test the overheat circuit.
Functional test the TRU
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Wassalam