Fokker 50-Electrical System PDF

Fokker 50 - Electrical System
GENERAL
Fleet differences
Within the fleet three different supplementary electrical power suppliers can be found, the
following table is showing the differences:
Type I Type II Type III

AC external power AC external power AC external power
DC external power NO DC external power NO DC external power
APU APU NO APU
Description
The aircraft electrical system comprises 115 V/400 Hz three phases AC power and 28 V DC
power and can be controlled from the ELECTRIC panel and the APU panel. Failures will be
detected and the relevant alerts presented.
AC power
AC power can be supplied by two engine driven generators, an APU driven generator, or an
AC external power source. During normal operation GEN 1 and GEN 2 supply AC bus 1 and
AC bus 2 respectively. The AC EMER bus 1 is also energized. If a generator becomes
inoperative, AC power transfer is automatic. The output from one engine driven generator is
sufficient to meet the aircraft electrical power requirements. AC power from the APU
generator is available on the ground only.
DC power
DC power is supplied by two Transformer Rectifier Units (TRU), two batteries or an external
DC power source. TRU 1 and TRU 2 supply DC bus 1 and DC bus 2 respectively. The DC
EMER buses are also energized. The output from one TRU is sufficient to meet all aircraft
DC power requirements. DC power supply includes two battery chargers. They are powered
from AC bus 1 and AC bus 2 respectively.
The batteries supply power to:

• DC EMER bus 1 and DC EMER bus 2.
• AC EMER bus 1 via a static inverter.
• AC ground service bus via a ground service inverter.
The batteries can supply power for at least 30 minutes.
Page 1
Functional diagrams
Functional diagrams - Type I
Page 2
Functional diagrams - Type II
Page 3
Functional diagrams - Type III
Page 4
AC POWER
Generation
Normal AC generation
There are four sources of AC power; two engine driven generators, an APU generator, and
AC external power.
Engine driven generators
The engine driven generator is mounted in the same assembly as the Constant Speed Drive
(CSD). This assembly is called an Integrated Drive Generator (IDG). The function of the CSD
is to ensure that the generator rotational speed is constant, thus resulting in a constant
frequency of 400 Hz.
When for any reason the temperature of the oil inside the CSD starts to rise to a point where
seizure might occur, a thermal disconnect separates the CSD from the engine. Rotation
ceases and the IDG is protected against serious damage. In this case it is not possible to re-
engage the CSD.
The IDG output is controlled by a Generator Control Unit (GCU). When voltage and
frequency are within predetermined limits the GCU automatically connects the generator to
the aircraft electrical system. The GCU will automatically disconnect the generator from the
aircraft electrical system if a failure is detected.
APU driven generator (Type I and II)
The APU driven generator provides auxiliary AC power and can be used on the ground only.
The generator output is controlled by a GCU. When the voltage and frequency of the
generator are within limits, the AVAIL light, at the APU GENERATOR pushbutton illuminates.
When this pushbutton is depressed from AVAIL to ON, the entire electrical system is
energized. The generator is not equipped with a CSD since the APU runs at a constant
speed.
When AC power is supplied by one engine generator and the APU generator is available, the
engine generator will supply its respective AC bus while the APU generator will supply the
other AC bus. When AC power is supplied by both engine generators and the APU generator
is available the engine driven generators have priority.
AC external power (All)
A receptacle on the right-hand side of the front fuselage is used to connect AC external
power to the aircraft. A Ground Power Control Unit (GPCU) is provided to protect the aircraft
electrical system against damage. When AC external power is plugged in and meets
minimum quality standards, the AVAIL light, at the EXTERNAL POWER pushbutton
illuminates and the AC ground service bus is energized automatically. When this pushbutton
is depressed from AVAIL to ON, the entire electrical system is energized and the EXT PWR
FED light at the connector is ON.
.
Page 5
When AC power is supplied by one engine generator and the AC external power is available,
the engine generator will supply its respective AC bus while the AC external power will
supply the other AC bus. When AC power is supplied by both engine generators and AC
external power is available the engine driven generators have priority.
For type I and II

When the APU generator and AC external power are available, the APU generator power
has priority.
Distribution
The AC electrical system incorporates:

• AC bus 1 and AC bus 2.
• AC EMER bus 1
• AC ground service bus.
AC bus 1 and AC bus 2
AC bus 1 and AC bus 2 are normally supplied by the respective generator. If either of the
generators becomes inoperative, both AC bus 1 and AC bus 2 are automatically supplied by
the operative generator. An AUTO AC X-FEED push button is provided to cancel this
automatic crossfeed if required.
NOTE: AC galley power is automatically shed during all single-generator operation.
AC EMER bus 1
AC EMER bus 1 is normally connected to AC bus 1. If both AC buses become de-energized,

the batteries are connected automatically to a static inverter and the output of the inverter is
fed to AC EMER bus 1, to provide essential AC power.
AC ground service bus
The AC ground service bus is energized both on the ground and in flight when AC power is
available. Without AC power available on the ground, the AC ground service bus can be
energized by the batteries via a ground service inverter.
A ground service TRU provides power to the DC ground handling bus.
Page 6
Functional diagram
Functional diagram - Type I and Type II
Page 7
Functional diagram - Type III
Page 8
Controls and indicators
Controls and indicators – Type I
Page 9
Controls and indicators – Type II
Page 10
Controls and indicators – Type III
Page 11
Controls and indicators – Type I en Type II
Page 12
Alerts
CONDITION(S) / LEVEL AURAL MWL/MCL CAP LOCAL
BAT PWR
ONLY
LOSS OFF BOTH

GENERATORS 3 AC SUPPLY
WARNING
BUS
FAULT
AUTO AC X-FEED
FAULT
GENERATOR + AUTO 2
X-FEED FAULT GENERATOR
CAUTION
FFAULT
BUS
FAULT
GENERATOR
FAULT
GENERATOR FAULT 2
CAUTION
Page 13
AUTO AC X-FEED
FAULT
AUTO AC X-FEED 2
FAULT
CAUTION
BUS FAULT 2 BUS

FAULT
CAUTION
Page 14
DC POWER
Generation
Normal DC generation
Normal DC power is supplied by two TRU’s, which are connected to the AC buses.
Transformer rectifier unit

Each TRU receives AC power and provides DC power to the respective DC bus and DC
EMER bus. The TRU is automatically disconnected in case of overheat or reverse current.
Battery power
Battery power is provided by two batteries connected in parallel. Each battery has a battery
charger that receives power from the respective AC bus. Each battery charger monitors the
condition of the respective battery and regulates the charging current to avoid battery
overheat. In case of a battery overheat the L/R BAT OVHT light on the CAP illuminates. A
BATTERIES switch is provided to connect the batteries to the DC system and should be ON
during all normal operating conditions. If the batteries are the only available source of power,
the BAT PWR ONLY light illuminates. During battery power only operation, selected DC
electrical loads are automatically shed to provide a minimum of 30 minutes battery power
supply.
DC External power (Type I)

A receptacle on the RH side of the front fuselage is used to connect DC external power to
the aircraft. When DC external power is plugged in and if it meets minimum quality standards
the AVAIL light illuminates. When DC power external power is connected to aircraft systems
several services are not available. See system operation as well. AC power has priority over
DC external power.
Distribution
The DC electrical system incorporates:

• DC bus 1 and DC bus 2.
• DC EMER bus 1 and DC EMER bus 2.
• DC ground handling bus.
DC bus 1 and DC bus 2

DC bus 1 and DC bus 2 are normally supplied by TRU 1 and TRU 2 respectively. If either of
the DC buses becomes de-energized, both DC buses could be powered by one TRU if the
DC X-FEED is manually switched ON. Both buses are interconnected automatically during
engine start.
Page 15
DC EMER bus 1 and DC EMER bus 2

DC EMER bus 1 and DC EMER bus 2 are normally supplied by TRU 1 and TRU 2
respectively. If either of the TRU’s becomes de-energized, both EMER DC busses will be
powered automatically by the operative TRU. If both TRU’s become de-energized, both
EMER DC busses are automatically connected to the batteries, to provide essential DC
power for at least 30 minutes.
DC ground handling bus

Power is automatically available to the DC ground handling bus from the batteries or the AC
external power source.
The DC ground handling bus supplies the following services:
• Passenger door operation
• Hydraulic fluid quantity checks
• Refueling
There are no lights or pushbuttons in the flight deck directly related to the ground handling
buses.
Page 16
Functional diagram
Functional diagram - Type I
Page 17
Functional diagram - Type II and Type III
Page 18
Controls and indicators
Controls and indicators - Type I
Page 19
Controls and indicators - Type II and Type III
Page 20
Alerts
CHARGER
L BAT
OVHT
FAULT
BATTERY OVERHEAT 3 OR
WARNING
R BAT
OVHT
BUS FAULT 2 BUS

FAULT
CAUTION
CHARGER
BATTERY CHARGER 2 FAULT

FAULT
CAUTION
TRU
CAUTION FAULT
TRU FAULT 2
BUS
FAULT
Page 21
CIRCUIT BREAKERS
Page 22
Page 23
Page 24
Page 25
Page 26
Page 27
Page 28
Page 29
Page 30
Page 31
Page 32
SYSTEM OPERATION
System data
DISPLAY SELECTOR LH ELECTRIC DISPLAY RH ELECTRIC DISPLAY
BUS VOLT BUS 1 BUS 2
DC/EMER DC 26 - 31 26 - 31
AC 111 - 119 111 - 119
EMER AC
111 - 119 -
EXT PWR VOLT FREQ
VOLT-FREQ 110 - 120 385 - 415
GEN GEN 1 GEN 2
LOAD (%)
CONTINUOUS 100 100
5 MIN 113 113
5 SEC 150 150
VOLT 111 - 119 111-119
FREQ 395 - 405 395 – 405
BAT BAT 1 BAT 2
LOAD (A) +40 / -40 +40 / -40
VOLT 23 - 32 23 - 32
TRU TRU 1 TRU 2
LOAD (%)
CONTINUOUS 100 100
2 MIN 133 133
5 SEC 300 300
VOLT 26 - 31 26 - 31
Type I
When on DC external power amongst other systems the following services are not available:
• AHRS Cooling.
• Avionics rack cooling.
• Instrument cooling.
• Recirculation fans.
• Window heating.
• Hydraulic system electrical pump.
• Water quantity indication.
Due to lack of avionics cooling the use of DC external power must be restricted to a few
minutes when the outside air temperature is 25 degrees or above.
Page 33

Fokker 50-Electrical System PDF

Uploaded by

Copyright:

Available Formats

Fokker 50-Electrical System PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Fokker 50-Electrical System PDF

Uploaded by

Copyright:

Available Formats

Fokker 50 - Electrical System

Type I Type II Type III

The batteries supply power to:

The batteries can supply power for at least 30 minutes.

Functional diagrams - Type I

Functional diagrams - Type II

Functional diagrams - Type III

Engine driven generators

APU driven generator (Type I and II)

AC external power (All)

For type I and II

The AC electrical system incorporates:

AC bus 1 and AC bus 2

NOTE: AC galley power is automatically shed during all single-generator operation.

AC EMER bus 1 is normally connected to AC bus 1. If both AC buses become de-energized,

AC ground service bus

Functional diagram - Type I and Type II

Functional diagram - Type III

Controls and indicators

Controls and indicators – Type I

Controls and indicators – Type II

Controls and indicators – Type III

Controls and indicators – Type I en Type II

CONDITION(S) / LEVEL AURAL MWL/MCL CAP LOCAL

LOSS OFF BOTH

CONDITION(S) / LEVEL AURAL MWL/MCL CAP LOCAL

BUS FAULT 2 BUS

Transformer rectifier unit

DC External power (Type I)

The DC electrical system incorporates:

DC bus 1 and DC bus 2

DC EMER bus 1 and DC EMER bus 2

DC ground handling bus

Functional diagram - Type I

Functional diagram - Type II and Type III

Controls and indicators

Controls and indicators - Type I

Controls and indicators - Type II and Type III

CONDITION(S) / LEVEL AURAL MWL/MCL CAP LOCAL

BUS FAULT 2 BUS

BATTERY CHARGER 2 FAULT

You might also like