Aircraft Alternator Overhaul - Aerotech has recently added the overhaul or repair of the following alternators to our capability list: 99 Series Cessna Alternators, ES10024 Series Alternators, both gear and belt drive, ALV9610 Alternators and several versions of both Hartzell and B&C stand-by alternators.
After testing the alternator, if the problem with the charging system still hasn't been found, look at the voltage regulator next. Most aircraft voltage regulators used today are solid-state and no longer have the trouble-prone contact points and coils.
Aircraft Alternator Overhaul
As such, regulator problems other than basic adjustments are minimal. Typically, today's regulators either work or they don't. Careful consideration of these questions results in my personal philosophy regarding "monitoring" versus "proactive intervention." When it comes to engine accessories, my "proactive intervention" list is short, with magnetos and alternators topping the list.
And that brings me to my most recent replacement (and upgrade): the alternator. Unfortunately, as regulators have become more sophisticated and sensitive there are also more prone to providing false indications. These solid-state regulators along with glass cockpit warning systems are providing faster, but not necessarily better information to the aircraft's pilot and mechanic.
On aircraft with gear-driven alternators (Bonanza, Baron, Cirrus, etc.), there is an additional risk in that the alternator is directly connected to the engine through a ring gear on the crank shaft. If the alternator were to seize or become unstable with failed bearings, those loads would be transferred directly to the engine if it weren't for one critical component: the alternator drive coupling.
The drive coupling is a "clutch" of sorts that mounts on the alternator shaft and connects the alternator to its drive gear through an elastomer designed to slip at a specified shear load. This "system" of alternator and drive coupling has a variety of failure modes:
The problem is simply that not enough troubleshooting was done before pulling the alternator off the airplane. Keep in mind that just because the alternator went off line, it doesn't mean the aircraft's alternator itself has failed.
The real issue could well be something else under the cowling. Aerotech of Louisville has recently expanded its distributorship base to include products from AIRPARTS, AIRCRAFT SPRUCE, BOEING/AVIALL, LAMAR and QUALITY AIRCRAFT ACCESSORIES. Please call us toll free at 800-634-0190 or email info@aerotechlou.com for pricing and availability of specific products.
Visit Our Capabilities List! Products include Starters, Generators, Alternators, Voltage Regulators, Starter Adaptors, Starter Clutches, Turbine Starter/Generators and GCU's There are a number of things which may look like alternator problems that aren't. Unfortunately, any of these issues will often lead to a "failure" indication.
So if there's a charging system issue, complete the following basic troubleshooting steps before removing the aircraft's alternator. Finally, if you've followed these steps and still haven't found the problem, give us a call at +1-334-386-5400, option 2 or contact us via our web contact form – the aircraft alternator experts at HET are here
to help. Truth is an experienced mechanic can perform 95% of the steps to troubleshoot your aircraft's alternator using a hacksaw blade and a Volt/Ohm Meter (VOM) - often referred to as a Digital Volt Meter or Multimeter.
With the cold, dark months of winter upon us, it's critical that your alternator performs at its peak to light up the night or help you navigate the weather. So, be proactive about this important engine accessory.
If you have questions, reach out to experts such as Benton at QAA or Gauntt at Hartzell. And, if your mechanic doesn't have the proper tools to inspect the drive coupling, have him or her reach out to me.
We are working on making a drive coupling tool widely available so that mechanics can properly inspect these critical components in the field and help improve aircraft maintenance for everyone. Until next time, I hope you and your families remain safe and healthy, and I wish you blue skies.
Of course, these are just some very basic troubleshooting tips to aid aircraft maintenance technicians in eliminating the cost and aircraft downtime associated with the dreaded NFF alternator. For a complete troubleshooting flow-chart, click on the link below.
If that does check out okay, switch the VOM to AC volts and verify a maximum of one (1) volt AC into the bus. Failure of either of these tests would be cause to remove the alternator.
Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Verify both the input and output voltage of the regulator. The input voltage should be approximately the same as the bus voltage. A drop of more than 0.5 volts would indicate an issue upstream of the regulator.
If the drop between the input and the output of the regulator is beyond 1.5 volts, it's a safe assumption that the regulator has a ground issue or internal fault. Even if there is a tug you still need to verify that the aircraft's alternator can carry a load.
To do this, run the engine with the typical load. Connect a VOM to the B+ terminal and measure the voltage with respect to the ground. For 12v or 24v systems, if this is less than 13.5 or 25.5 volts respectively, when above 1,500 RPM, the alternator output is low.
Energizing the aircraft's alternator circuit while the unit is NOT running creates an electromagnet, so when you hold the hacksaw blade against the housing you will get a magnetic "tug" which indicates the alternator is creating a field.
If there is a tug when the alternator rotates electrical output has to occur. For anyone who flies IFR, the loss of an alternator immediately puts you on borrowed time to get on the ground before you lose critical instruments (for glass panels), communication, and navigation.
Therefore, the health of the alternator is critically important. That means more than just checking and replacing worn brushes. It means ensuring that the bearings are in good shape, that the diodes are working, and that the unit as a whole is putting out its designed power capacity, something that can degrade over time.
As the Director of Product Support for Hartzell Engine Technologies LLC (HET), I've had the opportunity to evaluate aircraft alternators that arrive here for warranty consideration. Unfortunately for the aircraft's owner, all too often when we test these "failed" alternators we find that they're actually working fine.
On one hand, we operate in a strict regulatory environment governed by the federal aviation regulations (FARs). On the other hand, our job as aircraft mechanics (A&Ps) and inspectors (IAs) is to utilize our experience and cumulative knowledge to keep our ever-aging fleet of general aviation aircraft flying safely and reliably.
The FARs are the starting point, but mechanics make recommendations on many additional items based on a maintenance philosophy developed from years of experience. A good mechanic "practices the art of aircraft maintenance" just as a doctor practices medicine.
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