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Firstly, I'm not even sure if there's only one alternator connected to the engine in a C172-like aircraft. But if that is true, then why don't manufacturers connect multiple alternators to a single? What are the draw-backs of doing so, other than a waste of generated power?

I just want to know whether it is possible - and preferably without any major draw-backs.

Without too much increase in weight and complexity, one more alternator could together produce twice the electricity - this might actually be primarily useful for large air-liners relying more on electricity than hydraulics, like the A380 and the 787 Dreamliner. So, again, why not?

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X Plane Cirrus Jet Manual Trolleys

4 Answers

You almost answered the question yourself.

Having more than one alternator would introduce more complexity not only mechanically but also in the electric system (even if they work correctly). Alternators scale really good so that a bigger alternator generates more electric power then two smaller of the same weight.

So the only reason to do that on a smaller air plane is to have a backup if one of them fails.

This brings up two questions:

1. How often do alternators fail?
2. what are the consequences of a failed alternator?

For the first question I have a (non representative) experience:At my airfield 6 SEP plane are are posted. In 25 years I'm flying there we had 1 failed alternator.

For the second question we have to look in the flight instructions and the planes manuals. For smaller planes like those you mentioned they state that you should turn off some electric devices and land on the next reachable airfield. That means there is no immediate risk when an alternator fails.

The conclusion is that we simply don't need more than one alternator in a SEP plane.

X Plane Cirrus Vision

It is possible and I have done it, with payloads which draw more than the aircraft can provide.

Need an STC, and in my case about $12K engineering costs, for a Cessna 210.

I have also stuck extra starter/generators on aircraft like the Caravan 208B, and in that case there was some concern with the torque on the accessory drive for the 300A SG with a second 200A SG.

The additional power was needed for payloads which were active sensors and had fairly high power needs for both the sensors and the targeting and processing equipment.

Point to add, backup alternators (smaller units)on cirrus aircraft are required to provide backup power to display systems since engine indications on the later generation aircraft are only on electronic displays (although the displays have compacted views on remaining units in the event of failure of the display) meaning it does not constitute a dire emergency if the main alternator goes belly up (rare but still happens).

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The bottom of the page discusses how it is spline driven (vs a belt) and fits on a vacuum pad.

I only see it listed for Experimental/Homebuilt aircraft, so that could be an issue getting it approved for a Certificated C-172.

Some of us have pulled their entire vacuum system and gone to battery backed electronic Attitude Indicator/Direction Gyro, such as a pair of Garmin G5s; 4 hours should be enough time to get clear of clouds and make a VFR landing somewhere.

Not the answer you're looking for? Browse other questions tagged aircraft-designengineelectrical-system or ask your own question.

This is just a mod of the default cirrus SF50 (with permission). It includes my best remake on the cirrus/garmin SR22 perspective cockpit. It is a work in progress and is missing buttons. The last time I posted this I had posted the wrong one, this one should work fairly well. Transponders, buttons etc. will be added in the upcoming beta.

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It includes garmin SVT (a modified HITS). The blue LVL button, (some autopilot button that does the same thing, just different pic) and more.

This is for those people who prefer 2D pits as the 3D pit looks funky.

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Enjoy!

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Pilatus Pc 12

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