As far is power sourcing goes, transport jets tend to be AC dominant, with most power generated by a/c generators on the engines, and because some of the equipment is frequency sensitive, the main AC generators use a constant speed drive to produce fixed frequency 115vac/400hz as the primary power source. A minority of the power will be DC, produced by Transformer Rectifier Units that produce 28 volts DC from the AC bus. Most large jet engines are started by air turbine starters powered by bleed air, so on jets the batteries are only used for backup power for basic DC services and to start the Auxiliary Power Unit, which normally supplies bleed for engine starting. If the APU is inop, a jet will need a ground bleed source, or a bleed source from another aircraft using a buddy connection.
Turboprops (and perhaps some smaller jets) tend to be the other way around with a 28 VDC dominant power system, with DC generation from the engines using double-duty starter/generators, and the battery is the starting power source. The engine may also have a variable frequency 115 VAC generator for running non-frequency sensitive components like anti-icing heaters where the higher voltage AC is more efficient. For frequency sensitive avionics, fixed frequency 115/400 hz power comes from static inverters that convert some of the DC power.
Because of the dependence on electric power for main engine starting, turboprops have to have much larger batteries than similar sized jets. And of course watt for watt the DC airplane will have a little bit heavier wiring.