A/C

ELECTRICAL
SYSTEMS
1
 GENERATORS
A generator is any piece of equipment that converts mechanical
energy into electrical energy by electromagnetic induction.

1- Current flow induced into a coil by magnetic flux lines is seen

on a galvanometer.
2-When a conductor is moved through a magnetic field, an
electromotive force (EMF) is induced into the conductor.
3-The strength of the induced current depends on both the
strength of the magnetic field and the speed at which the lines
of flux are cut. 2
The left-hand rule for generator:
1-The index finger points in the direction of magnetic flux
2- Thumb indicates the conductors direction
3- Second finger indicates direction of induced EMF

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In a simple generator
1- The magnets are called pole pieces
2- The loop of wire is called the armature.
3- The end of the loop is a slip ring, on which a set
of brushes rides, to complete a circuit through a
load
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The output of an elementary generator is
represented by the sine curve, as a loop
rotates 360 degrees through the lines of
magnetic flux.
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1-The variation in DC voltage is called ripple, and
is reduced by adding more loops.
2-As the number of armature loops increases,
the number of commutator segments must
also increase.
3-increasing the number of turns in each loop
does increase the voltage value.

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Increasing the number of loops in an armature reduces the
magnitude of the ripple in DC voltage.
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The major parts of a DC generator include :
1-the field frame . 2-rotating armature .
3-commutator. 4- brush assembly.
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 Tow pole shoes Four pole shoes

field coil The magnetizing force inside a generator

is produced by an electromagnet consisting of
a wire coil. a core
called a field pole, or shoe .

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Field coils are form fitted around the pole shoes and are
connected in such a manner that the north and south poles
are in alternate polarity order
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The armature assembly consists of:
1-the armature coils 2- the commutator 3-
other associated mechanical parts.
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1-The commutator is located at one end of the armature.
2-consists of wedge-shaped segments of hard-drawn copper.
3-Each segment is insulated from the other by a thin sheet of
mica. 21
 Lap winding connects one end of two coils to each commutator
segment, and the other ends of these coils to adjacent segments.

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Brushes:
1-act as the electrical contact between armature coils
and an external circuit.
2-aflexible braided-copper conductor called a pig-tail.
3-The brushes are made of high grade carbon.
4-Low spring tension can result in brush arcing.
5-Oil or grease must never be 'used on a commutator.
6-extreme care must be used when cleaning a
commutator to avoid marring or scratching its
surface.

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TYPES OF DC GENERATORS:
1- SERIES-WOUND
-The field winding of a series-wound generator is connected
in series with the external load circuit.
- few turns of large wire because they must carry the full
load current.
- poor voltage regulation 26
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2-SHUNT-WOUND
- A generator having a field winding connected
in parallel with the external circuit is called a
shunt-wound generator.
- The field coils in a shunt-wound generator
contain many turns of small wire.
Output voltage = Induced voltage –Voltage drop

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3-COMPOUND-WOUND
 A compound-wound generator combines a
series winding and a shunt winding so that
characteristics of each are used.
Flat- compound generator is one in which the
no-load and full-load voltages have the same
value.
under-compound generator has a full-load
voltage less than the no-load voltage.
over-compound generator has a full ­load
voltage higher than the no-load voltage.
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STARTER GENERATORS
 -saves appreciably in weight.
 -starter generator consists of at least two sets
of windings and one armature winding.
 -When acting as a starter a high current flows
through both sets of field windings and the
armature to produce the torque required to
start the engine.

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ARMATURE REACTION
-Distortion of the main fields by the armature fields.
The bad effects of armature reaction:
1-the commutator becomes pitted. 2-
the wear on the brushes becomes excessive. 3-the
output of the generator is reduced.
To correct this condition:
1- by moving the brushes forward in the direction of
rotation This operation is called shifting the brushes
to the neutral plane
2- inter­poles.

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• This generator has four poles and four
interpoles. The interpoles are used to counter
the effect of armature reaction.
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GENERATOR RATINGS
 A generator is rated according to its power output.
 Amperes/Volts.
 A generator's rating and performance data are
stamped on the name plate attached to the
generator.
GENERATOR TERMINALS
 B terminal-----positive armature lead.
 E terminal-----negative armature lead.

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GENERATOR VOLTAGE REGULATION
- Used to regulate / sense the output voltage of
generator.
- Types of voltage regulators:
1-Vibrating-types.
2-Three- unit regulator.
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3-Carbon –pile voltage regulator.
• A voltage regulator contains three coils: a voltage regulator coil, a
current Limiter coil, and a reverse current cutout coil.
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A carbon pile voltage regulator
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DC GENERATOR SERVICE AND MAINTENANCE
The lOO-hour and annual inspection of a generator should include
the following items:
1-Inspect the generator for security of mounting; check the mounting flange
for cracks and loose mounting bolts.
2-Inspect the mounting flange area for oil leaks.
3-Inspect the generator electrical connections for cleanliness and security of
attachment.
4-Remove the band covering the brushes and commutator. Use compressed
air to blowout accumulated dust. Inspect the brushes for wear, and freedom
of movement. Check tension of the brush springs, using a spring scale.
5-Inspect commutator for cleanliness, wear, and pitting.
6-Inspect the area around the commutator, and brush assemblies for any
solder particles. The presence of solder indicates that the generator has
overheated and melted the solder attaching the armature coils to the risers.
When this happens, an open is created in the armature

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GENERATOR OVERHAUL
The step involved in the overhaul of a generator are :
1-disassembly.
 the manufacturer's overhaul manual.
 Specialized tools are used.
2-cleaning.
 Using the wrong solvent could remove the lacquer-type
insulation used on field coils and armatures, resulting in
short circuits after the generator is reassembled.
3-inspection and repair.
 A growler is used to test the armature of a DC generator for
open circuits.
 110-volt test lamp.

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A growler is used to test the armature of a DC
generator for open circuits 41
When a short exists in the armature windings, the hacksaw blade
vibrates vigorously
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When a ground exists between the windings and the armature core, the
test light illuminates. This test may also be accomplished using an
ohmmeter. 43
4-reassembly.
5-testing.
Operational testing of generators is
accomplished on test benches built for that
purpose.
GENERATOR SYSTEMS
the allowable voltage drop in the main power
wires coming off the generator to the bus bar
is 2 percent of the regulated voltage when the
generator is producing its rated current.

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 ALTERNATORS

 There are two types of alternators used in

today's aircraft: the DC alternator and the AC
alternator.
Advantages of A.C alternators:
1- producing a great deal of power.
2- smaller conductors.
3- weight savings.

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 DC ALTERNATORS

The primary components of an alternator include : 1-the

rotor. 2- the stator. 3- the rectifier. 4-the
brush assembly.

 They produce AC that is then converted to DC .

 The magnetic poles rotate and induce voltage into a fixed or

stationary winding.

 Rectified by six solid-state diodes instead of a commutator.

 Brushes bring a varying direct current into the field from the DC
exciter and the voltage regulator.
 The load current is induced into stationary stator coils.
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D.C alternator –Rotor and stator
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RECTIFIERS
The three-phase full-wave rectifier in an alternator is made up of six
heavy-duty silicon diodes

NOTE:
Because an alternator has several field poles and
the large number of stator windings, most
alternators produce their rated output at a
relatively low rpm.

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A.C convert into D.C
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BRUSH ASSEMBLY
The brush assembly in an alternator consists
of:
1-Two brushes.
2-Two brush springs.
3-Brush holders.
Note: The brushes in an alternator supply
current to the field coils.

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ALTERNATOR CONTROLS
1- The voltage produced by an alternator is controlled
by varying the DC field current.
2-No need for a reverse-current cutout relay.
Since an alternator uses solid-state diodes for
rectification.
3- No need for a current limiter.
since the alternator field is excited by the system bus
with a limited voltage, there is no way an alternator
can yield enough current to burn itself out.

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Solid-state voltage regulator
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 DC ALTERNATOR SERVICE AND MAINTENANCE
There are basically two problems that prevent an alternator from
producing electrical power.
1-shorted or open diode in the rectifying
circuit.
2-an open circuit in the field.
Note: Since the diodes in an alternator are connected in parallel,
an open diode cannot be detected with an ohmmeter.

3-Never flash the field or polarize an alternator.

Since alternators receive their field current from the aircraft
bus and do not rely on residual magnetism to be started

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 AC ALTERNATORS
Alternating current has the advantage over
direct current :
1-AC voltage is easily stepped up or down.
2-AC carries current a long distance.
3-AC is conducted through relatively small
wires.
4- weight savings.

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 TYPES OF AC ALTERNATORS
1-Single-phase alternator.
2-Two-phase alternator.
3-Three-phase alternator.
Note: Still another means of classifying
alternators is to distinguish between the type of
stator and rotor used:
1-The revolving-armature type(as AC generator)
2-The revolving-field type.

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Single- phase alternator 57
Three- phase alternator 58
Revolving-field alternator 59
A brushless alternator
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BRUSHLESS ALTERNATORS
In a brushless alternator there are actually three
generators: 1-
The permanent magnet generator. 2
-The exciter generator. 3-
the main generator.
NOTE:
very efficient at high altitudes where brush
arcing is often a problem.

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brushless alternators:
1-Utilize a permanent magnet.
2-There is no need to flash the field.
3-Use of a permanent magnet eliminates the
need to carry current to a rotating assembly
through brushes.
ALTERNATOR RATINGS
kilo-volt amperes, or KVA

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CSD(CONSTANT SPEED DRIVE)

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FREQUENCY
The AC frequency produced by an AC
generator is determined by the number of
poles and the speed of the rotor.

F=P/2×PN/60=PN/120
constant-speed drive unit, or CSD: To provide
a constant frequency as engine speed varies
and to maintain a uniform frequency between
multiple generators.

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BATTERIES
 Batteries
a device that is composed of two or more
cells, used to convert chemical energy
into electrical energy.
secondary cells (rechargeable):
A- lead acid batteries B-nickel cadmium
batteries
 Secondary cells
A- lead acid batteries:
The most commonly used type in a/c
Consist of 6 or 12 cells, each cell give 2.1 volt
Each cell consist of a series of +ve & -ve plates
+ve plate made from grid of lead & antimony filled with lead peroxide(pbO2)
-ve plate made from grid filled with spongy lead(Pb)
+ve & -ve plates interlaced between each other
Electrolyte made from sulfuric acid and water
Battery case made from hard rubber with individual compartment for each
cell
Each cell have holes and covers to provide access to cells for servicing and
inspection.
 Chemical changes during discharge
When a conductor is connected between +ve & -ve terminals,
electrons flow from –ve to +ve plates.
As electrons leave –ve plates, +ve ions(+Pb) forms and attract
sulfate(-SO4) ions from sulfuric acid(H2SO4-electrolyte) , to form
lead sulfate(PbSO4) on –ve plate.
Electrons that arrive at the +ve plate, will drive oxygen out from
lead peroxide(PbO2) into the electrolyte, this oxygen combines
with hydrogen(H2) that has lost sulfate(SO4) to become
water(H2O).
The +ve lead ions that are left on the +ve plate (+Pb), attract
sulfate(SO4) from electrolyte and become lead sulfate(PbSO4)
 Chemical changes during charge
recharged using direct current of proper voltage.
When +ve plates are connected to +ve terminal of the source,
electrons are drawn from +ve plates and forced onto the -ve plates
Electrons arrive at the –ve plates drive the –ve sulfate ions(-SO4) out
of the lead sulfate(PbSO4) back into the electrolyte to combine with
hydrogen to form sulfuric acid(H2SO4) again.
When electrons leave the +ve plates, they left behind(+Pb), this(+Pb)
will attract oxygen from water to form lead peroxide(PbO2) again.
When the battery is fully charged, the electrolyte becomes a high
concentration of sulfuric acid(H2SO4)(30%)
During charging process, hydrogen gas is released from electrolyte
and bubbles to the surface
Chemical changes during charge & discharge
 Lead acid battery condition of charge

• Since the concentration of acid in the electrolyte change

as the battery is used, specific gravity of electrolyte can
give good indication of state of charge of battery.
• Specific gravity: is the ratio of the weight of a given
volume of material to the same volume of water
• Electrolyte is 30% acid, 70% water, this result in specific
gravity between 1.275 to 1.300 at a temperature 80
degrees Fahrenheit for a fully charged battery.
 Battery testing
• Hydrometer is used to test specific gravity, it measures
the depth a float sinks in a sample of electrolyte.
• The more dense the liquid the higher the specific
gravity, the lower the float sinks
• Temperature of electrolyte effect specific gravity, it is
less dense as the temperature increase.
• 80 degrees F is the reference, if temperature is other
than 80, a correction must be applied
hydrometer
 Battery rating
• When a load is placed on a battery active material convert to
lead sulfate that will cause internal resistance to increase and
voltage output drops
• How to calculate internal resistance?
Lead acid battery With 12 cell(2.1 v each)(25.2volt), if it delivers 5
amps to a load have a resistance of 3 ohms (5*3=15volt only)
find internal resistance
5 amp*3 ohms= 15 volt.
But battery should delivers 25.2 volt(12*2.1)
25.2v- 15v= 10.2volt lost
E=IR so 10.2= 5amp*R
R (internal resistance) = 10.2/5amp= 2.04 ohms
 Battery capacity
Is the ability to produce a given amount of current in a specified time.
Measured in ampere-hour
One ampere-hour is the same as ½ ampere in two hours or two
amperes for half hour
Capacity is effect by :
1.Amount of active material
2.Plate area
3.Quantity of electrolyte
4.Temperature
Increase of one of them will increase capacity
(Decrease in temperature will decrease capacity)
 Five hour discharge
• The standard rate to specify the capacity of a battery is
the five hour discharge.
• Example: a battery that supply 25 amps- hour its
capacity increase if it discharge in 5 amp in 5 hours
• Also the capacity decrease if the battery is discharged
at higher rate
• If 25amps-hour battery applied to a load of 50 amp it
should discharge in 30 minutes but it is discharged in
20 minutes
• This is due to heat, sulfating of the plates.
Battery discharge rate
 Cell test
we can get good indication of cell behavior under load
First verify the electrolyte is at proper level.
Then apply a heavy load to the battery for 3 seconds (cranking
the engine)
Turn the landing lights on (to draw 10 amps)
measure the voltage of each cell, fully charged cell should have
a volt of 1.95, all cells should be within 0.05 volt of each other
If some cells are below 1.95 volt, but all within 0.05 volt of each
other then the cells are in good condition.
If any cell read higher than 1.95 volt and there is more than
0.05 volt difference between them then there is a defective
cell in battery
batteries
 Servicing & charging of lead acid battery
The battery should always kept clean and all terminals
tight and free of corrosion
How to remove corrosion?
Scrub the battery with soft bristle brush and sodium
bicarbonate(baking soda)and water
Rinse them with clean water and dry thoroughly
Coat terminals with petroleum jelly or grease
Keep the electrolyte level just cover most the plates
(batteries have indicator to show the correct level) fig3-77
Always add distilled water, never add acid, unless the
battery is spilled.
Level indicator
 BATTERY CHARGERS
• Batteries are charged by passing direct current
in a direction opposite to that of the discharge
current.
• But because of battery internal resistance,
voltage of external charging source must be
greater than the open-circuit voltage
• Ex: 12 cell battery gives 25.2 volt, so it well be
charged by 28 volt
 Methods of battery charging
Batteries are charged by:

1- constant current charging

2- constant voltage charging

 Constant current charging
The most effective way to charge a battery.
The amount of ampere-hour used to charge the battery is 7% of
the battery ampere hour rating
Ex: if we are charging a 40 ampere hour battery then it should
be charged by 2.8 ampere
(40 amp-hour*.07= 2.8 amps)
* As battery begins to charge, the no load voltage increases,
therefore, the voltage during constant current must be varied in
order to maintain a constant current through out the charge.
*Therefore a constant current charger requires more time to
complete and additional attention.
 2- constant-voltage charging
The generator in a/c charges the battery in constant voltage
method.
The state of charge of the battery determines the amount of
current that flows into the battery.
Ex: the low voltage of a discharge battery allows a large amount of
current to flow when charge first begins
Charging the battery in shop by this method is often used, but
when the charger is first connected it will over heat the battery, so
care must be taken
Constant voltage charging does not fully charge a battery
You can connect several batteries by constant voltage through
connecting them in parallel
 Charging precautions
1- always charge a battery in a well ventilated places isolated
from sparks, due to gaseous hydrogen and oxygen released
by battery during charging.
2- Always turn off battery charger before connecting charging
leads to prevent sparks from battery.
3- When removing battery from a/c, disconnect –ve lead first
to prevent sparks from battery
4- When installing battery always connect the +ve lead first(-
ve lead last)
5- Always wear eye and hand protection to prevent
electrolyte from burning skin
B- Nickel cadmium cell
 2-Nickel-cadmium battery
Turbine engine require high current to start, using lead acid
batteries for starting cause an increase in battery internal
resistance, that will cause large voltage drop
Nickel cadmium batteries voltage remains constant during start,
due to its low internal resistance, so it allows high charging rate
without damage
but this low internal resistance could cause battery temperature
to increase rapidly which might cause battery to break down
and become short circuit that allow an increase in current flow
and more heat created and thermal runaway occurs
Cell separator materials are used to prevent battery thermal
runaway.
Thermal runaway
 Nickel cadmium battery construction
Made from individual removable cells.
+ve plates made from porous nickel mesh, this mesh is
impregnated with nickel hydroxide
-ve plates porous cadmium mesh, impregnated with cadmium
hydroxide
Separators made from transparent nylon or cellophane to
prevent the plates from touching each other inside each cell
All are assembled into a polystyrene or nylon sealed case
Electrolyte is 30% potassium hydroxide and 70% distilled
water(specific gravity from 1.24 to 1.30 at room temp).
Each cell produce from 1.55 to 1.8 volt
9-10 cells are used in 12 volt a/c battery
19-20 cells to produce 24 volt a/c battery.
 Chemical changes during discharge
During discharge metallic cadmium on –ve plates combines
with hydroxide ions in the electrolyte to become cadmium
hydroxide this will cause electrons to flow towards the –ve
terminal of the battery
At the same time hydroxide ions leave the +ve plates and go to
the electrolyte solution, this allows the electrolyte solution to
remain about the same
Specific gravity in batteries do not indicate battery state of
charge
However as the battery discharged, some of the electrolyte is
absorbed by the plates, so electrolyte level is lowest when the
nickel cadmium battery is completely discharged.
 Chemical changes during charge
During charging, current flows into nickel-cadmium battery,
oxygen is driven from cadmium oxide on the –ve plates
leaving metallic cadmium.
The nickel hydroxide on the +ve plates accept some of the
released oxygen to become more oxidized, this process
continues until all oxygen is removed from –ve plates.
If charging continues, gassing occurs in the cells
During charging cycle, electrolyte is driven from the +ve & -ve
plates, so electrolyte is at its highest level immediately after
charging cycle is complete
So electrolyte level is checked and water added only when the
battery is fully charged
 Cell imbalance
Because the –ve plate controls the cell voltage
characteristics during charge, coupled with the lower
charge efficiency in the +ve plates , will result in what is
known as cell imbalance
Constant voltage charging is unable to recognize this
condition( voltage appears normal and the battery appears
fully charge)
As the battery is charged by constant voltage way, the
imbalance condition becomes worse
Finally battery capacity reduced to the point where there in
not enough power to crank the engine
 Cont….. Cell imbalance
• Methods followed to reduce cell imbalanced:
• 1- pulse charging system
• 2- constant voltage charging then prior to full
charge, using constant current charging(10%
percent of battery ampere-hour capacity
 Servicing nickel-cadmium battery
Separate facilities for servicing nickel cadmium & lead acid batteries,
since both batteries can be contaminated by fumes from each other
Be careful when handling nickel cadmium electrolyte, because it can
burn your skin, or cause severe injury if gets into your eyes
Every nickel cadmium battery should have a service record, to record
all work on battery
If the electrolyte level is too high, or if the battery is charged too fast,
white powder will form
Battery cleaning: by scrubbing the top of the cells with a nylon or
nonmetallic bristle brush, then dry the battery thoroughly by
compressed air.
White powder
Testing battery for short cell
 Testing for short
When nickel cadmium battery start losing its charge,
this means that internal short circuits had occurred
between the cells
How to find short circuit?
Use a millimeter and connect its terminal between the
+ve terminal of the battery and the case
If there was more than 100 milliamps leakage, the
battery should be disassembled and cleaned thoroughly.
 improperly torqued nuts, can cause overheating and
burned hardware
 Determining the actual condition of nickel
cadmium battery

• Charge the battery using 5 hour rate.

• Immediately measure the level of electrolyte, since Ni-cad
plates absorb electrolyte as battery discharges or when it
sits for long time.
• Discharge the battery at a specified rate, then measure its
amp-hour capacity, if it was less than it should be, it is an
indication that an imbalance exist
• Cells must be equalized through a process known deep-
cycling
 servicing
• Heat or burn marks on nuts & contacts indicates
that the hardware was torqued improperly.
• To test battery always fully charge it using 5 hour
rate, then check level of electrolyte.
• Discharged the battery at a specified rate then
check its ampere-hour capacity, if the capacity is
less than it should be , this will be an indication
that an imbalance condition has occurred, so a
process known deep cycle is required.
 Deep cycle
1- discharge it at a rate lower than that used for capacity test
2- when the cell voltage is 0.2 volt per cell, used straps(shorting
straps) to completely discharge them from 3 to 8 hours
(equalization).
3- Charge the battery either using constant volt or current
method (over charge it to 140 percent of its amp-hour capacity)
4- Monitor the battery during charge, then measure individual
cell volt, the manufacturer specifies a max. differential between
cells, if one of the cells exceed the specifications, it must be
removed.
Battery manufacturers specify max. number of cell that can be
replaced before the battery can be retired
Deep cycle
Battery charger
 Compare between lead acid & nickel
cadmium battery

Lead acid Nickel cadmium

Internal resistance High internal Low internal
resistance resistance
Volt per cell 2.1v per cell 1.55- 1.80v per cell
Type of engine used Reciprocating Turbine engine
for engine
Type of electrolyte 30% sulfuric acid 30% potassium
70% water hydroxide 70%
water
AIRCRAFT ELECTRICAL CIRCUITS

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 SMALL SINGLE-ENGINE AIRCRAFT

BATTERY CIRCUIT

 Small aircraft typically use lead-acid batteries

rated at either 12 or 24 volt
 Use a negative-ground, single-wire system.
 This allows electrical components to be
connected to the structure for a return path to
the battery to complete a closed circuit
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 Benefits for grounding in this manner include
1-The reduced chance of developing radio
frequency interference (RFI) by having fewer
wires that can emit RFI energy.
2- Also a lighter weight system from the reduced
amount of wire required in the system.
 Most composite materials are non-conductive
so a two-wire electrical system must be used.
 A solenoid as a contactor, to remotely control
a large current source with a small conductor
and switch.
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 A clipping diode is installed across the coil of
the solenoid to eliminate spikes of voltage
that are induced when the master switch is
opened and the magnetic field from the coil
collapses
 The starter solenoid allows for remotely
controlling the circuit with a relatively small
wire from the starter switch to the solenoid
coil.

109
BATTERY CIRCUIT

110
GENERATOR CIRCUIT
An aircraft generator or alternator is the primary
source of electrical energy.
It must have sufficient capacity to :
1-Supply all of the electrical loads
2-keep the battery fully charged.
use a current limiter in the generator control to limit
the current the generator can produce.
 For aircraft that typically use a DC alternator, a circuit
breaker is used to limit the current.

111
GENERATOR CIRCUIT

112
 An ammeter installed in battery positive lead.
An ammeter installed in these positions can
show the charge or discharge rate of the
battery.
 Aloadmeter is provided to monitor the
electrical load being placed on the system.
 The generator and the battery are in parallel
with their common terminal at the main bus.

113
114
 ALTERNATOR CIRCUIT
 The advantages of more current for less weight
have made the alternator the modern choice
for production of DC electrical power on most
aircraft.
 The electrical system master switch:
1-Is an interlocking double-pole single-throw
switch.
2-The battery side of the switch can be turned on
and off independent of the alternator.
3-But the alternator side of the switch cannot be
turned on without also turning on the battery115
ALTERNATOR CIRCUIT

116
An over-voltage relay in the field circuit:
1-senses the output voltage.
2- If it becomes excessive the relay will
open the field circuit shutting off the
alternator output.
3-The relay also turns on a warning light on
the instrument panel informing the pilot
that the alternator is off-line because it
has produced an excessively high voltage.

117
EXTERNAL POWER CIRCUIT
 Power is brought from a battery cart or
rectifier through a standard three-terminal
external power plug.
 Two of the pins in the aircraft receptacle are
larger than the third and are also longer.
 The reverse-polarity diode is used in the
circuit to prevent an external power source
with incorrect polarity from being connected
to the aircraft's bus

118
A diode D2 is in the circuit to prevent the
positive pin in the external power
receptacle from having power, or being
"hot," when no external power plug is
connected.
Diode D1 prevents the external power
relay closing if the power source has the
wrong polarity.

119
EXTERNAL POWER CIRCUIT

120
 STARTER CIRCUIT

 A spring-loaded START position on the switch

sends current from the main bus to the coil of
the starter solenoid (contactor).
 When the starter contactor closes, the high
current required for the starter motor flows
from either the battery or the external power
source to the starter.

121
STARTER CIRCUIT

122
AVIONICS POWER CIRCUIT
 Avionics are very sensitive to voltage spikes
and are protected by being powered from a
bus separate from the main bus.
1-One method of doing this is by means of a
split-bus relay that de-energizes the avionics
bus during the start cycle.
2-Another means of isolating the avionics bus is
to have it controlled by a separate
circuit-breaker switch.

123
split-bus relay

124
circuit-breaker switch.

125
 LANDING GEAR CIRCUIT
The landing gear circuit for a typical twin-
engine general-aviation airplane is
hydraulically operated by a reversible DC
electric motor.
The purpose of the squat switch in this
circuit is to prevent the gear from being
retracted while the aircraft is still on the
ground.
126
 The hydraulic pressure switch is used to:
turn off the pump motor in the event
hydraulic pressure exceeds its limits.

 If the throttle is closed when the landing gear

is not down and locked, the warning horn will
sound.
 If any of the limit switches are in a NOT UP or
a NOT DOWN position, a red UNSAFE light will
illuminate.

127
 But when the landing gear selector
switch is in the LANDING GEAR
DOWN position and all three gears
are down and locked, the light will be
out.
 Also, if the selector switch is in the
LANDING GEAR UP position and all
three gears are in the up position,
the light will be out.
128
If the airplane is on the ground with the
squat switch in the GROUND position,
and the landing gear selector switch is
moved to the LANDING GEAR UP
position, the warning horn will sound,
but the landing gear pump motor will not
run.

129
LANDING GEAR CIRCUIT

130
LANDING GEAR CIRCUIT

131
LANDING GEAR CIRCUIT

132
ALTERNATING CURRENT SUPPLY
Small aircraft for which DC is the primary
source of electrical power have little use
for alternating current .
Except for certain instruments that
require 26­volt, 400-hertz AC.
 And some lighting circuits known as
Electro Luminescent Panels.
 A rotary inverter is used in some older aircraft
to produce alternating current from direct
current.
 because they are noisy, subject to mechanical
problems and are electrically inefficient, in
most cases solid-state inverters are replacing
rotary inverters.
 A solid-state inverter uses an oscillator to
produce 400-hertz alternating current that is
amplified so it can drive alternating current
instruments.
134
A rotary inverter

135
SMALL MULTI-ENGINE AIRCRAFT
 The vast majority of light twin-engine aircraft
uses two generators or alternators.
 Theses aircraft have their voltage controlled so
that when they are connected together on the
power bus.
 paralleling the regulators work together to
keep the output voltages of the two sources
the same.

136
PARALLELING WITH VIBRATOR-TYPE
VOLTAGE REGULATORS

137
PARALLELING WITH CARBON-PILE VOLTAGE REGULATORS

138
PARALLELING TWIN-ENGINE ALTER­NATOR
SYSTEMS
 Most modern light twin-engine aircraft contain
DC alternator systems for electrical power
generation.
 These alternators are typically controlled
through two relatively complex solid-state
alternator control units (ACU).
 The alternator control units receive input from
both alternators in order to provide paralleling.

139
 The ACU also provides voltage and
current regulation as well as over-and-
under voltage sensing and protection.
 In the event of a fault condition, the
ACU would automatically isolate the
defective alternator and alert the flight
crew.

140
LARGE MULTI-ENGINE AIRCRAFT
There are two basic types of large aircraft
power distribution systems
1-The split-bus power distribution
systems
2-The parallel system power distribution
systems.

141
The split-bus power distribution systems

142
The parallel system power distribution
systems

143
 The CSD provides for frequency control by
matching the RPM of each generator to
produce three-phase, 115 volts AC at 400
cycles per second (Hz.).
 A gas turbine-powered auxiliary power unit
(APU) located in the wheel well drives a three-
phase, 115- volt.
 The APU is used to supply all of the needed
electrical power when the aircraft is on the
ground.

144
 When the aircraft is operated on the ground,
an internal fan cools the APU.
 Unlike some aircraft, the 727's APU cannot be
operated when the aircraft is in the air.
 In the event that all three AC generators fail,
the engineer can select the STANDBY position
of the selector switch, and the standby AC and
DC busses are supplied directly from the
battery bus with a standby inverter providing
the AC.

145
The Boeing 727 aircraft employs a parallel power
distribution system.

146
The APU can be started and the output
monitored from the APU control panel.

147
Each of three generators on a Boeing 727
has its own generator control panel.

148
The DC electrical panel of the Boeing 727 allows the flight
engineer to select the source of DC power and to monitor
the voltage and current being supplied.

149
 AC ALTERNATOR DRIVE  
 Each of the generators is driven through a
hydraulic constant-speed drive unit CSD.
 The flight engineer has controls that allow
disconnecting the CSD in case of a generator
or CSD malfunction.
 The CSD has its own lubrication system, and
the flight engineer has a low oil pressure
warning light and an oil temperature gauge for
the unit.

150
 The temperature gauge can either indicate the
temperature of the oil entering the CSD unit,
or it can show the amount of temperature rise
as the oil passes through the drive unit.
 Since the generator is cooled by oil spray, it
gives an indication of the load that is being
carried by the CSD.
 The voltage is controlled by the generator
control unit to hold the output to 115 volts,
plus or minus 5 volts, and the frequency is
maintained by the CSD.
151
 The CSD maintains the frequency at 400 hertz,
plus or minus 8 hertz.
 The KVAR button causes the selected
generator's KW-KVAR meter to read in
kilo-volt-amps-reactive.
 This indicates how hard the generator is
working to supply power for both the resistive
and reactive loads.
 The synchronizer lights are lit when the
selected generator and the tie bus are out of
phase.
152
AC ALTERNATOR DRIVE

153
The voltmeter and frequency meter on the AC
control panel of the Boeing 727

154
 GENERATOR INSTRUMENTATION AND
CONTROLS
 A push-button beside the voltmeter allows it
to read residual voltage, which is the voltage
produced by the selected generator when no
field current is flowing.
 Two synchronizing lights on the panel
illuminate when the selected generator is not
synchronized with the power on the tie bus,
and must not be connected until it is
synchronized.
155
 AUTOMATED AC POWER SYSTEMS
 The use of automated systems has made it possible to
reduce flight crew workloads.
 The control units, known as Line Replaceable Units
(LRU) are easily removable to facilitate maintenance.
 The current produced from the static electricity, which
is commonly produced by a technician's movements
around the aircraft, could be harmful to the LRD.
 It is therefore very important to ground one's self
using an approved wrist strap before touching any
electrical component labeled as Electro Static
Discharge Sensitive (ESDS).

156
The generator control unit from a Boeing 757 contains
a 24-character LED display for visual display of system
faults.

157
A&P technicians should be certain to use an approved
wrist strap when working on or around equipment
labeled with Electro Static Discharge Sensitive (ESDS)
symbols and placards.

158
The simplicity of automated AC power systems, such as
this one on the Boeing 757, helps reduce the flight crew
workload.

159
MOTORS AND STARTING SYSTEMS
A DC motor is a rotating machine that
transforms direct-current electrical energy
into mechanical energy.
PARALLEL CONDUCTORS
 When two parallel wires have current flowing through them in
the same direction, they are forced in the direction of the
weaker field which is toward each other.
 When the flow of electrons in two wires is opposite, the
resulting magnetic fields force the wires apart.
 

160
161
162
Torque:The force that produces rotation
163
The amount of torque developed in a coil
depends on several factors: 1-
The strength of the magnetic field. 2-
The number of turns in the coil. 3-
The position of the coil in the field.
 The right-hand motor rule is used to
determine the direction a current-carrying
wire moves in a magnetic field.

164
The right-hand motor rule
165
BASIC DC MOTOR

166
 One way to reverse the current in a coil is to
attach a commutator.
 A more effective method of ensuring
continuous coil torque is to have a large
number of coils wound on an armature.
 That the commutator must contain several
segments.
 The armature is placed between the poles of
an electromagnet instead of a permanent
magnet.

167
DC MOTOR CONSTRUCTION
1- The armature assembly.
2-The field assembly.
3-The brush assembly.
4-The end frames.
 Armature assembly
1- Soft-iron core.
2-Coils.
3-Commutator mounted on a rotatable steel
shaft.

168
 The armature of a typical DC motor
  169
MOTOR SPEED, DIRECTION, AND BRAKING
 CHANGING MOTOR SPEED
• Motor speed is controlled by varying the
current in the field windings.
EMF(actual)=emf(applied)-Cemf
• In a shunt motor speed is controlled by a
rheostat that is connected in series with the
field winding.

170
A shunt motor with variable speed control uses a rheostat to
control the motor's speed. 171
REVERSING MOTOR DIRECTION
• The direction of a DC motor's rotation is
reversed by changing the direction of current
flow in either the armature or the field
windings.
• methods for reversing the direction of
rotation:
1- A single-pole, double throw switch.
2- double-pole, double throw switch.

172
173
TYPES OF DC MOTORS
1-SERIES DC MOTOR (high starting torque)
 In a series motor, the field windings consist of
heavy wire with relatively few turns that are
connected in series with the armature
winding.
 The series motor is able to draw a large
starting current because of the winding's low
resistance.
 The speed of a series motor depends on the
load applied.
174
175
2- SHUNT DC MOTOR
 In a shunt motor, the field winding is
connected in parallel with the armature
winding.

176
3- COMPOUND DC MOTOR
The compound motor is a combination of the
series and shunt motors.

177
178
 .mechanical losses origi­nate from the friction of various moving parts

TYPE OF DUTY
1- Intermittent operations operated for only short
periods of time.
2-Continuous duty are operable at their rated
power for long periods.
ENERGY LOSSES IN MOTORS
1-Mechanical losses originate from the friction of
various moving parts.
2- Electrical losses:
a- Copper losses form of heat.
b-Iron losses are divided into hysteresis and
eddy current losses. 179
 AC MOTORS

AC motors have several advantages over DC motors:

1-AC motors do not use brushes or commutators and
therefore cannot cause arcing like a DC motor can.
2- AC motors are well suited for constant-speed
applications.
3-Ability to operate on single or multiple phase lines as
well as at several voltages.
4-AC motors are generally less expensive than
comparable DC motors.

180
UNIVERSAL MOTORS
1-Fractional horsepower (less than one horsepower)
AC series motors.
2-A unique characteristic of universal motors is
that they can operate on either alternating or direct
current.

181
INDUCTION MOTORS
 The most popular type of AC motor.
 No need for an electrical connection between
the motor housing and the rotating elements.
 No brushes, commutators, or slip rings to
contend with.
Note Single-phase induction motors require
some form of starting circuit that
automatically disconnects after the motor is
running(Can not start by it self)

182
CONSTRUCTION
The two primary parts of an induction motor are 1-
The stator. 2-The rotor. The
rotor of an induction motor consists of an iron core
made of thin circular laminations of soft steel that are
keyed to a shaft.
Note
1- There must always be a difference in speed between
the rotor and the stator's rotating field.
2-The difference in rotational speed is called motor slip,
and is expressed as a percentage of the synchronous
speed.

183
184
SINGLE-PHASE INDUCTION MOTOR
1-SHADED-POLE INDUCTION MOTOR

In a shaded-pole induction motor a copper

Ring encircles a portion of each salient pole. 185
2-split-phase motor.

186
3-capacitor-start motor

187
DIRECTION OF ROTATION
 The direction of rotation for a three-phase
induction motor is changed by reversing two
of the motor leads.
 Two-phase motor by reversing the
connections on one phase.
 Single-phase motor reversing the connections
to the start winding reverses the direction of
rotation.

188
SYNCHRONOUS MOTORS
 Like the induction motor.
 a synchronous motor uses a rotating magnetic
field.
 DC current is applied to the rotor winding
producing a second magnetic field.
 A synchronous motor is not self-starting.
 another AC or DC motor that brings the rotor up
to approximately 90 % of its synchronous speed.
 utilizes a second squirrel-cage type winding on
the rotor.
189
190
191
ELECTRIACAL SYSTEM COMPONENTS
WIRE  
 When choosing the wire for an electrical system
there are several factors that must be considered:
1- Wire selected must be large enough to
accommodate the required current without
producing excessive heat or causing an excessive
voltage drop.
2-The insulation must prevent electrical leakage
and be strong enough to resist damage caused by
abrasion.
192
WIRE TYPES
1- stranded copper wire manufactured
to MIL-W­5086 standards.
2- Where large amounts of current must be
carried for long distances MIL-W-7072
aluminum wire is often used.
Note: While aluminum wire does save weight
when exposed to vibration, but
aluminum wire can crystallize and break.

193
194
WIRE SIZE
 Aircraft wire is measured by the American
Wire Gage (AWG) system with the larger
numbers representing the smaller wires.

195
An electric wire chart
196
 The three curves extend diagonally across the
chart from the lower left corner to the right side.
Curve 1 represents the continuous rating of a wire
when routed in bundles or conduit.
If the intersection of the current and wire length
lines falls between curve 1 and 2, the wire can be
used to carry current continuously in free air.
 If the intersection falls between curves 2 and 3
the wire can only be used to carry current
intermittently. Intermittent is for two minutes or
less.

197
WIRE MARKING
 No standard system for wire identification.
 Identification mark is required every 12 to 15
inches along a wire.
The identification marking should identify:
1-The wire with regard to the type of circuit.
2-location within the circuit.
3-wire size.
 

198
199
WIRING Installation
1-open wiring.
With open wiring individual wires or wire
bundles are routed inside the aircraft
structure without protective covering.
2-conduit.
electrical wiring is put inside either a rigid or
flexible tubing that provides a great deal of
protection.

200
 OPEN WIRING
 The quickest and easiest way to install wiring.
 open wiring allows easy access when
troubleshooting or servicing individual circuits.
 plastic comb can be used to keep individual
wires straight and parallel in a bundle.
 limit the number of wires in a single bundle.
 better to keep ignition wires, shielded wires,
and wires not protected by a fuse or circuit
breaker separate from all other wiring.

201
202
203
204
ROUTING AND CLAMPING

 Wire bundles should be routed so they are at least three inches

away from any control cable.
 It is better to route electrical wiring along the overhead or the side
walls of an aircraft rather than in the bottom of the fuselage.
 Electrical wiring must be routed where it cannot be damaged by
persons entering or leaving the aircraft or by any baggage or cargo.
 When electrical wires are routed parallel to oxygen or any type of
fluid line, the wiring should be at least 6 inches above the fluid line.
 Using a bend radius of approximately 10 times the diameter of the
wire bundle is a good practice.
 

205
206
207
CONDUIT
 The best mechanical protection for electrical
wiring is to enclose the wiring in:
1-Rigid metal conduit.
2- Flexible metal conduit.
 The inside diameter of the conduit must be
25% larger than the maximum diameter of the
wire bundle.
 Soapstone talc should be blown through the
tubing first.

208
 The talc will act as a lubricant between the
wiring and conduit wall.

  1\8 -inch drain hole must be made at the

lowest point in each run of the conduit.

 Bends must be made using a radius that will

not cause the conduit tube to kink, wrinkle, or
flatten excessively.

209
SHIELDING
 Any time a wire carries electrical current a
magnetic field surrounds the wire.
 In magnetic compass a two-conductor twisted wire
is used to carry the current to and from this light.
With twisted wire the magnetic fields cancel each
other.
 Prevent interference wires that carry AC or
pulsating DC are often shielded.
 shielding in electronic circuit wiring is usually
grounded only at one end to prevent setting up a
loop that could cause electromagnetic interference.

210
WIRING TERMINALS
Electrical wiring generally terminated with:
1- solderless terminals .
2-crimped.
 Crimping is a term used to describe the
squeezing of a terminal around a wire to secure
the wire and provide a high quality electrical
connection.
 There are several different types of terminals:
1-ring terminal. 2-slotted terminal.
3-hook type terminal.
211
 the ring terminal is used most often because it virtually
eliminates the possibility of circuit failure due to
terminal disconnection.
 wire use color-coded insulated terminals.
1-Terminals with red insulation are used on wire
gauge sizes 22 through 18.
2-Blue insulation identifies a terminal used on 16-
and 14­gauge wires.
3- yellow insulation it is used for 12 and
10 gauge wires.
4- Wires larger than 10-gauge typically use
uninsulated terminals.

212
213
stripping the wire: by cutting the insulation and
gently pulling it from the end of the wire.

214
 When a ratchet-type crimping tool is used, its
handles will not release until the jaws have
moved close enough together to properly
compress the terminal barrel.
 Pneumatic crimping tools are often used on
wire gauge sizes 0 through 0000 because of
the force required to properly crimp the wire.

215
216
CONNECTORS
o Connectors are usually installed on wiring that is frequently
disconnected.
o The most common connector used in aircraft:
o 1-AN (Army-Navy).
o 2- MS (Military Specification).
o The ground side of an electrical power conductor is
typically connected to a male connector(pins).
o The power side of the conductor is attached to the female
connector(sockets).
o This is done to reduce the chance of an accidental short
between the power side of a circuit and any conductive
surface when the mating connectors are separated.

217
218
o Another, less common, type of connector plug
requires the wires to be soldered into each
end of a connector.
o Tinning the wires: using an appropriate
soldering iron, solder, and flux, apply a small
amount of solder to the stripped portion of
each wire.

219
220
TERMINAL STRIPS
• A terminal strip consists of a series of
threaded studs that are mounted on a strip of
insulating material.
• A typical terminal strip is made of a plastic or a
paper-based phenolic compound that
provides a high mechanical strength as well as
good electrical insulation properties.
• barrier :prevent shorting between terminal
connectors.

221
222
JUNCTION BOXES
 Made of stainless steel or a heat resistant aluminum
alloy.
 Junction boxes for aircraft use must be constructed in
a way that no oil canning exists since this is
considered to be a shorting hazard.
 Junction boxes are mounted in a way that minimizes
the possibility of water getting into the box and
causing electrical shorts or corrosion.
 junction boxes in powerplant compartments are
mounted vertically to help prevent small hardware
from becoming lodged between terminals and
causing a short circuit or electrical fire.
223
BONDING
Bonding is a process that grounds all components in an
aircraft together electrically.
 This prevents a difference in potential from building to the
point that sparks jump from one component to another.
 Any electrical component which uses the aircraft structure
as the return path for its current must be bonded to the
structure.
 The resistance of the bonding strap should not exceed 3
milliohms (.003 ohms).
 A bonding strap must be long enough to allow free
movement of a component.
 

224
225
CIRCUIT PROTECTION
 Electrical circuit protection devices are
installed primarily to protect circuit wiring.
 The protection devices should be located as
close as possible to the electrical power
source bus.
 Two types of circuit protection devices that
are used on aircraft are:
 1- circuit breakers.
 2- fuses.

226
 A current limiting device should open an electrical
circuit before its conductors become hot enough to
emit smoke.
 Circuit breakers are used rather than fuses because
it is so much easier to restore a circuit in flight by
simply resetting the circuit breaker than it is to
remove and replace a fuse.
 There are three basic types of circuit breakers used
in aircraft electrical systems:
1-The push-to reset.
2-The push-pull type.
3-The toggle type.
227
228
229
 All aircraft circuit breakers must be of the trip-
free type which simply means that the breaker
contacts will remain open as long as a short-
circuit exists regardless of the actuating
control position.
 Automatic reset circuit breakers are not
allowed in aircraft installations.

230
FUSES
 A fuse is simply a piece of low-melting-point alloy
encased in a glass tube with metal contacts on
each end.
 There are two types of fuses used in aircraft
circuits :
1-The regular glass tubular fuse.
2-The slow blow fuse.
 has a larger fusible element that is held under
tension by a small coil spring inside the glass tube.
 will pass a momentary surge of high.

231
232
SWITCHES
 The purpose of a switch is to interrupt the
flow of current to the component it controls.
 Each switch is rated with regard to the voltage
it can withstand and the current it can carry.
 Derate switches: a switch must be rated to
sustain more voltage and current than what
the circuit normally carries continuously.

233
234
 two-position "on-off" switches should be
mounted so that an upward or forward
movement of the toggle obtains the "on"
position.
 Switches that control movable aircraft
components such as landing gear or flaps should
be installed so the switch moves in the same
direction as the desired motion of the
component.
 an emergency switch normally enclosed in a
cover that must be lifted before the switch can
be actuated.
235
236
237
238
RELAYS AND SOLENOIDS
 very small switch can be used to control the
current needed to operate an aircraft engine
starter or other high-current device.
 A relay has a fixed soft-iron core .
 A solenoid has a movable core.
 Due to the movable core, solenoids respond
quicker and are stronger than relays.

239
240
ELECTRICAL CONTROL PLACARDS
When electrical control components
such as switches or circuit breakers are
installed, it is important to make sure
that the device is placarded to indicate
its function.
These placards, or labels, should be
readily visible to the flight crew in day or
night time conditions, and should also
indicate any special operating
considerations 241
 AIRCRAFT LIGHTS
Interior lighting systems are needed to
illuminate most areas of the aircraft,
from cargo compartments to the pilot's
instrument panel.
Exterior lights are required to ensure
safety by illuminating landing and taxi
environments, and to provide
recognition or position indications to
other aircraft. 242
EXTERIOR LIGHTS
Include:
1- Position lights .
2-landingand taxi lights.
3-Anti collision lights .
4- Wing inspection lights.
Types of lamps:
1-incandescent lamps.
2-Halogen lamps.
3-xenon lamps.
243
1-INCANDESCENT LAMPS
 The most popular types.
 Use a small coil of tungsten wire, called a
filament which is surrounded by a sealed bulb
containing an inert gas.
 Many technicians rely on a visual inspection to
determine if the lamp is good.
 The best way to check an incandescent lamp is
to conduct a continuity test of the filament
using an ohmmeter.

244
2-HALOGEN LAMPS
Halogen lamps are often used on the
exterior of an aircraft for such items as
flashing beacons and illumination lights.
These lamps is to avoid bare-hand
contact with the bulb since oil from the
skin can burn into the bulb during
operation.
This decreases the lamp's intensity and
can also lead to premature failure.
245
3-XENON LAMPS
 Xenon lamps are used primarily on the exterior of an
aircraft for flashing anticollision lights commonly
referred to as strobes.
 A strobe is a compact unit that develops a flash of
white light that has a much greater intensity than can
be developed with an incandescent lamp.
 It is difficult to determine if the lamp is burned out.
the only way to test these lamps is to swap a
questionable lamp with a good one, or to use special
test equipment from the manufacturer.

246
Navigation lights

247
 POSITION LIGHTS
 Position lights are used to indicate the location
and movement of an aircraft during night
operations.
 By noting different colors of position lights the
operator of an aircraft can detect if an aircraft
is stationary or moving and then safely
navigate around that aircraft.
 Hence position lights are often referred to as
navigation lights.

248
 POSITION LIGHTS

1- A red colored light is located on the

left side of the aircraft
2-A green light is located on the right
side.
3-white light is used to indicate the
back of the aircraft.
249
 ANTICOLLlSION LIGHTS
Two basic styles :
1-Rotating beacons either on top of the vertical
stabilizer or on top or bottom of the fuselage.
2-Solid state electronics to create a flashing or
strobe-type anticollisicin light.
 The high voltage is produced by a strobe
power supply that uses a capacitor charging
system.

250
Rotating Beacon Light

251
Strobe-Type anticollision Light

252
 LANDING AND TAXI LIGHTS

 To provide night visibility for landing and taxiing.

 Sealed beam lamps are mounted on the aircraft
facing forward.
 These lights can be mounted in the leading
edge of the wing in the cowling or on landing
gear struts.
 There are two types:
1- Fixed lights.
2- Retractable lights.

253
 WING INSPECTION LIGHTS
 If the pilot suspects the formation of ice the wing
can be illuminated to allow a visual inspection from
inside the aircraft.
 Many aircraft are equipped with anti-ice or de icing
equipment.
 The purpose of this equipment is to remove or
prevent the buildup of ice on critical surfaces such
as the wing's leading edge.
 Wing inspection lights are typically flush mounted
on the fuselage or engine nacelle and are directed
toward the leading edge of the wing.
254
 INTERIOR LIGHTS
Including-------
1- Instrument lights.
2- Overhead lights.
3-Step lights.
4-Reading lights.
 These lights can be divided into two basic
categories:
1- incandescent
2- fluorescent.
255
1-INTERIOR INCANDESCENT LIGHTING
 These lamps are often made dimmable by
using a solid­state transistorized circuit to
control the current in the lighting circuit.
 They are normally installed in a heat sink
which aids in dissipating the heat from the
transistors.
 Fluorescent lights are made of a gas-filled
glass tube that glows when a high AC voltage
is applied to electrodes at each end.

256
Incandescent lamps

257
2-FLUORESCENT LIGHTS
Fluorescent lights can operate in a bright
or dimmed position.
The fluorescent tube is in the dim
position when a lower voltage is provided
to the ballast transformer through a
potentiometer.
 In the bright position the potentiometer
is bypassed providing more current to the
fluorescent tube.
258
Electra Luminescent (EL) panel.
 An EL panel contains a fluorescent paste
sandwiched between two layers of plastic.
 The paste glows when an AC voltage is
applied to the panel.
 The light glows through the unpainted areas
of the plastic, typically displaying the etched-
in lettering.
 Since Electra Luminescent panels operate only
with alternating current, most light aircraft
with EL systems use a solid-state static inverter
specifically installed for the panel. 259
Fluorescent- type lamp

260
 MAINTENANCE AND INSPECTION OF
LIGHTING SYSTEMS
 Most lighting circuits are relatively low
maintenance items.
 Periodic inspections of the wire for chafing
and hardware security corrosion of
components and general condition of the
circuit should be performed during routine
inspections.
 Avoid electric shock.
 The best resource for troubleshooting
information is obtained from the aircraft
manufacturer's maintenance manual. 261