OK Dean, well that's just my opinion... Nothing wrong with either
alternators or gennies, just different methods to convert AC to DC....
Changing the system over to alternators is going to be expensive, and I
personally would do it only if the generators and regulators were
totally shot and needed to be replaced, then I would consider spending
the money for switching... I have to say that all the chargingn
failures I have had in flight over the past 4 decades have been the
alternators... I recognize that is just happenstance... But,
generators tend to give you lots of warning that they are hurting and I
have been lucky enough to recognize the cry for help before failure...
Not so with the alternator failures... Having said that, the RV7 I am
building will have dual alternators...
My suggestion is for you to spend the money for Bob Nucholl's book...
You will be a bunch more aware of the pitfalls of charging systems
after reading it (emminently readable and not loaded down with calculus
equations, etc)... He likes alternators, BTW...

Now, someone made a comment that one generator puts out more than the
other... Let me comment that for the generators to have automatic
selection, one has to have the regulator voltage set higher than the
other, otherwise the selector relay will `hunt'.... As a result of the
higher voltage set point that one will usually show more charging
current than the other when tested separately... I have found that
during local flights, turning off the gennie that always takes the load
(port engine on mine) and allowing the other to work, keeps the
starboard commutator healthy and ready to go if the port gennie does
shut down for real... Also, forget the current meter - it's close to
worthless... What you want is a voltage meter... On my plane the port
engine regulator is adjusted to 14.1 volts and the starboard to 13.8
volts... I don't have problems with the selector relay hunting and the
system works fine...

cheers ... denny