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Solid State vs. Motor Inverters


ShadoFE
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Hey everyone, I’m looking for some info on the Copilot / AC Inst & Eng Fuel Cont inverters.

Can anyone provide a rundown of which aircraft have solid state inverters vs. motor inverters?

Which position are the inverters operated in for flight?

Any ideas as to why some aircraft were with motor inverters were updated and others were not?

What maintenance is required when converting inverter types?

Thanks for any info you can provide.

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Hey everyone, I’m looking for some info on the Copilot / AC Inst & Eng Fuel Cont inverters.

Can anyone provide a rundown of which aircraft have solid state inverters vs. motor inverters?

Which position are the inverters operated in for flight?

Any ideas as to why some aircraft were with motor inverters were updated and others were not?

What maintenance is required when converting inverter types?

Thanks for any info you can provide.

A list wow that would be interesting to see how many have been converted...

Inverters are normally placed in the Ess AC or ESS Avi position (inverter off)--- Some of the ACI&EFC Inverters (solid state/new ones) are ran in the "on" position or Ess DC but thats another story good idea as far as Im concerned but the reason for the change in operation was/ is ......

Not sure on the whys or any new maint required the new inverters are pretty reliable.

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I've seen the solid state inverter cause all 4 engine TD systems to go into full take in the A/C position only, causing a massive cold start on all 4. On a different aircraft, all for engines went into full put in the D/C position only, causing 900+ hot starts. An inverter change fixed both. I hear when we upgraded to the solid state syncrophaser, the reliability of that system went up, but so did the severety of failure. It looks to me like the same thing is happening with the solid state inverters. At least they failed during the engine start and not in flight. Yet.

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These Aircraft were modified with TCTO 1822 and 1824

C-130E: AF62-1784, AF62-1786 through AF62-1788, AF62-1793, AF62-1804, AF62-1817, AF62-1820, AF62-1824, AF62-1833, AF62-1842, AF62-1855, AF62-1856, AF62-1858, AF62-1859, AF62-1864, AF63-7781, AF63-7792, AF63-7800, AF63-7808, AF63-7809, AF63-7811, AF63-7812, AF63-7814, AF63-7817, AF63-7818, AF63-7824, AF63-7825, AF63-7839, AF63-7847, AF63-7851, AF63-7857 through AF63-7859, AF63-7868, AF63-7872, AF63-7877, AF63-7883, AF63-7884, AF63-7885, AF63-7887, AF63-7889, AF63-7895, AF63-7898, AF63-9815, AF64-0495, AF64-0498, AF64-0499, AF64-0502, AF64-0504, AF64-0510, AF64-0512, AF64-0515, AF64-0517, AF64-0518, AF64-0520, AF64-0521, AF64-0525, AF64-0527, AF64-0529, AF64-0531, AF64-0537, AF64-0540, AF64-0544, AF64-17681, and AF64-18240, , AF64-14859 and AF72-1292 through AF72-1294

AF68-10935, AF68-10943, AF70-1260, AF70-1262, AF70-1264, AF70-1268, AF70-1271, AF70-1274 through AF70-1276

C-130H: AF74-1659, AF74-1665 through AF74-1667, AF74-1688, AF74-1692, AF74-2066, AF74-2072, AF79-0475, AF79-0478, AF79-0479, AF81-0627 through AF81-0631, AF82-0055, AF82-0057, AF82-0059 through AF82-0061, AF84-0204, AF84-0205, AF87-9281 through AF87-9284, AF87-9287, AF88-4406, AF89-9101, AF89-9104, AF89-9105, AF90-9107, and AF90-9108, AF83-0486 through AF83-0489 and AF90-1791 through AF90-1798, AF91-9141 through AF91-9144 and AF92-3021 through AF92-3024, AF91-1231, AF91-1232, AF91-1234 through AF91-1239, AF91-1651,

HC-130N: AF90-2103

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A list wow that would be interesting to see how many have been converted...

Inverters are normally placed in the Ess AC or ESS Avi position (inverter off)--- Some of the ACI&EFC Inverters (solid state/new ones) are ran in the "on" position or Ess DC but thats another story good idea as far as Im concerned but the reason for the change in operation was/ is ......

Not sure on the whys or any new maint required the new inverters are pretty reliable.

The main reason the position of the switch was changed in flight from the ESS A/C (motor operated Inverter) to the ESS D/C position (solid state) was due to the internal bypass feature if the Inverter failed (i.e. ESS DC selected power out automatically switches to ESS A/C), so this way it would let you know that your inverter has is no longer a back-up source. The CO-PILOTS inverter does not have a internal bypass to allow it to switch over to the ESS AC bus. The other reason they run in these postions is so that we do not burn up the inverter since it is a electic motor (non-TCTO modded). So just like stated above the inverter switches look like this inflight for the respective inverter: Motor operated inverter, "-,-": solid state inverter, "-,|".

Just like NATOPS stated above. The solid state inverters are much more reliable due to less moving parts. I have had these fail before inflight (automatically bypassed), but just moved it over to the ESS AC position and all was good. I just wrote it up when we landed.

I also want to say that TCTO 1822 was part of the ESU mod? Can anyone verify this? I believe this was the time alot of Solid State equipment started showing up, i.e. GCU's, syncrophaser, AC/INST Ctrl Inverter, ess/main avionics busses. Hope this helps and if I'm off base on any of this please call me out!

Dave

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