Avionics News August 2015 - 32

UPGRADING THE ELECTRICAL SYSTEM
Continued from page 31

benefit of simplicity. They tend to draw more current when
starting engines, however, and that can be a rub. Starters
using electromagnetic windings are more complicated while
producing more cranking power with a lower current draw.
Multiple approved starter alternatives exist for virtually
every flat four- and six-cylinder, some flat-eights and some
radial engines. The owner should understand the strengths
and shortcomings of the options available. Significant price
variations exist; the best option may not be the most-affordable
- but may offer better longevity.
The weight savings can run from a couple of pounds into
the low teens, depending on the aircraft and engine. But every
pound saved counts.
ALTERNATIVES TO GENERATORS ... AND
ALTERNATOR ALTERNATIVES
Conversion kits STC'd for a huge assortment of aircraft
models makes shopping this upgrade a target-ripe activity -
with some variations within that scope. Experimental aircraft
enjoy broad latitude in their choices.
Shop owners and experienced technicians tend to advise
owners to stick with aircraft-grade alternators, versus options
based on automotive equipment. Part of that preference
grows out of retaining compatibility with the controller -
something we address next - and partly because of their
belief in the higher quality of aircraft-grade equipment.
Working with an external voltage controller removes
from the alternator an additional source of heat and possible
failure mode, since the regulator components are more
subject to heat and vibration if integral to the alternator.
Many shops recommended installing alternators capable
of handling about 20 percent more load than the aircraft's
current system total; so if the aircraft systems - radios, lights,
instruments ... everything but the starter - requires 25 amps,
go for at least 40; if the max load is 40, go for 60 amps.
With the ongoing growth in glass cockpit systems and
equipment mandates looming, installing extra capacity
during an upgrade can help avoid the need to further upgrade
later.
Belt-driven and gear-driven options exist, both boss- and
case-mounted. This is another component upgrade that
brings a weight savings that can run toward 10 pounds for
the common CAR 3/Part 23 piston aircraft.
SYSTEM REGULATORS:
CONTROL, PROTECTION AND MORE
The old Bendix and Prestolite voltage regulators may
have been sturdy and durable, but they also required periodic
adjustment - and weren't exactly the most sensitive way to
32

avionics news

*

august

2015

control the output of a generator or alternator.
Charging level is the limit of their capabilities. Control the
output level of the generating device to handle demand, and
keep the starter battery topped off. They weighed a pound
or more heavier than today's modern solid-state system
controllers.
Owners seem to especially appreciate the extra capabilities
of today's controllers - capabilities such as integral
overvoltage protection, ground-fault protection, and the
cockpit indicator-light circuit commonly integrated into
modern alternator-controller circuits.
Among the easiest of components to replace, the mostcomplex element of updating these is the need to mount
the warning light in the panel and wire that light to the
appropriate contact on the new regulator.
Owners appreciate the light's function, to alert the pilot
that the alternator is offline for whatever reason - alternator
failure to the overvoltage trip activating. A side benefit is the
light flashing at the pilot when the engine stops, an alert to
open the master switch.
Many pilots have been saved from finding a dead battery
thanks to the helpful, annoying blinking.
The weight of these modern controllers barely tops a
couple of ounces - saving 16 to 18 ounces over the old
electromechanical original-equipment controllers.
Further, new-technology charging-system controllers
aren't solely for aircraft moving to alternators from
generators. Aircraft already alternator-equipped can often
replace either an older electromechanical controller or a
more-modern solid-state controller with a newer version
that brings more protection and capabilities - such as the
overvoltage trip and warning light, where the old system
lacked these benefits.
BATTERY OF OPTIONS: GETTING THE LEAD OUT
One major battery company last year shut down its wetcell lead-acid battery production. Between environmental
rules, shipping restrictions and fading demand, the old
standard is fading from use in aviation.
Owners and operators should know that approved options
available deliver more power in smaller, lighter packages,
packages that require virtually no maintenance between
annual checks.
The popularity prize of recent years goes to the sealed,
recombinant-gas battery, an advance from the wet-cell leadacid battery. Fiberglass mats between the plates help stabilize
the anodes and cathode plates, allowing them to be thinner
and more numerous.
That approach allows them to produce more power from a
smaller space - and at a lighter weight.
The special valving that allows these batteries to remain
sealed mostly eliminates all but the most-basic battery



Table of Contents for the Digital Edition of Avionics News August 2015

Avionics News August 2015 - Intro
Avionics News August 2015 - Cover1
Avionics News August 2015 - Cover2
Avionics News August 2015 - 1
Avionics News August 2015 - 2
Avionics News August 2015 - 3
Avionics News August 2015 - 4
Avionics News August 2015 - 5
Avionics News August 2015 - 6
Avionics News August 2015 - 7
Avionics News August 2015 - 8
Avionics News August 2015 - 9
Avionics News August 2015 - 10
Avionics News August 2015 - 11
Avionics News August 2015 - 12
Avionics News August 2015 - 13
Avionics News August 2015 - 14
Avionics News August 2015 - 15
Avionics News August 2015 - 16
Avionics News August 2015 - 17
Avionics News August 2015 - 18
Avionics News August 2015 - 19
Avionics News August 2015 - 20
Avionics News August 2015 - 21
Avionics News August 2015 - 22
Avionics News August 2015 - 23
Avionics News August 2015 - 24
Avionics News August 2015 - 25
Avionics News August 2015 - 26
Avionics News August 2015 - 27
Avionics News August 2015 - 28
Avionics News August 2015 - 29
Avionics News August 2015 - 30
Avionics News August 2015 - 31
Avionics News August 2015 - 32
Avionics News August 2015 - 33
Avionics News August 2015 - 34
Avionics News August 2015 - 35
Avionics News August 2015 - 36
Avionics News August 2015 - 37
Avionics News August 2015 - 38
Avionics News August 2015 - 39
Avionics News August 2015 - 40
Avionics News August 2015 - 41
Avionics News August 2015 - 42
Avionics News August 2015 - 43
Avionics News August 2015 - 44
Avionics News August 2015 - 45
Avionics News August 2015 - 46
Avionics News August 2015 - 47
Avionics News August 2015 - 48
Avionics News August 2015 - 49
Avionics News August 2015 - 50
Avionics News August 2015 - 51
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Avionics News August 2015 - 53
Avionics News August 2015 - 54
Avionics News August 2015 - 55
Avionics News August 2015 - 56
Avionics News August 2015 - 57
Avionics News August 2015 - 58
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Avionics News August 2015 - 60
Avionics News August 2015 - 61
Avionics News August 2015 - 62
Avionics News August 2015 - 63
Avionics News August 2015 - 64
Avionics News August 2015 - 65
Avionics News August 2015 - 66
Avionics News August 2015 - 67
Avionics News August 2015 - 68
Avionics News August 2015 - 69
Avionics News August 2015 - 70
Avionics News August 2015 - 71
Avionics News August 2015 - 72
Avionics News August 2015 - Cover3
Avionics News August 2015 - Cover4
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