Beijing Ameco: Training Manual Jet Fundamentals Aircraft Maintenance

Ameco Beijing
Aviation College
Training Manual
Jet
Aircraft
Maintenance
Fundamentals
ATA 24
Electrical Power
JAR-66
Lufthansa Issue: June 2001

Technical Training GmbH For Training Purposes Only
Book No: JAMF ATA 24 ALL Lufthansa Base Hamburg ã Lufthansa 2000
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
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Lufthansa Technical Training
Ameco Beijing
Aviation College
ATA 24 ELECTRICAL POWER
For Training Purposes Only
Page 1
ELECTRICAL POWER
INTRODUCTION TO ELECTRICAL POWER
Ameco Beijing FUNDAMENTALS
Aviation College ATA 24 Lesson 1

INTRODUCTION
Nearly all systems in modern aircraft need electrical power.
It is mainly used for electrical heating, for lighting, to produce mechanical
power, and last but not least to supply all the electronic devices.
Electrical power for heating is mainly used in the galleys for ovens and coffee
machines. It is also used in anti ice systems to prevent icing of air data probes,
water systems and cockpit windows.
Lighting equipment is mainly used in the cockpit to provide sufficent general
brightness and to illuminate the working areas like panels and maps and in the
cabin for passenger comfort and safety and outside the aircraft to make the
aircraft visible for other aircraft and to illuminate the ground during takeoff and
landing.
Mechanical power is produced by electric motors, that are mainly used to drive
pumps, for example, fuel and hydraulic pumps or to drive a valve to the
commanded position in the fuel, hydraulic or air conditioning system or to move
mechanical parts like doors and cargo containers.
Electronic devices that are used in nearly all aircraft systems are the
computers for system control and monitoring and the control inputs and
indications in the cockpit and sensors throughout the whole aircraft.
HAM US /kl August 1998 Page 2

ELECTRICAL POWER Ameco
Beijing FUNDAMENTALS

Figure 1 SYTEMS NEED ELECTRICAL POWER

ELECTRICAL POWER

introduction cont.
To operate all this equipment, a large amount of electrical energy is necessary.
It might be hard for you to believe that a modern two engine jet aircraft needs
as much power as five well equipped family houses that’s about 100 KW.
Or that in a four engine wide body aircraft this value is doubled to more than
200 KW?


Figure 2 ELECRICAL ENERGY

ELECTRICAL POWER

introduction cont.
The electrical power system mainly consists of the generation subsystem,
which produces the electrical energy with the necessary parameters and the
distribution subsystem, which provides the electrical energy to all the
consumers.
In addition, both the generation and distribution are split into an AC subsystem
and a DC subsystem.


Figure 3 AC + DC POWER DISTRIBUTION

ELECTRICAL POWER
ELECTRICAL POWER SOURCES

Five different AC power sources are used for AC generation in modern jet
aircraft.
The engine driven generators are the normal AC power source during flight.
Each engine has got one generator and the power is available as long as the
engine is running.
To satisfy the power demands of all the consumers, all generators together
must produce more electrical power than the demand. This means each
generator produces between 60 and 90 KW.
External power is the normal power source on the ground. It is connected to
the external power receptacle in the nose area of the aircraft. It can provide
about 65 KW electrical energy, which is normally sufficent for all the consumers
that are needed on the ground.
The APU generator is driven by the auxiliary power unit and can be used as an
alternate power source on the ground and in most aircraft also during flight. It
can provide at least as much power as one engine driven generator.
The emergency generator is driven by a hydraulic motor and can provide AC
power when no other generator is available during flight. It can provide about
5 KW, which is sufficient to keep the aircraft flying safely.
The static inverter converts DC power to AC power to supply very important
AC consumers when no other AC power source is available. It can provide
about 1 KW which is enough to supply the consumers that are necessary to
land the aircraft safely


Figure 4 ELECTRICAL POWER SOURCES

ELECTRICAL POWER
BASIC POWER DISTRIBUTION

All AC power is provided at 115 V and at a frequency of 400 Hz.
With the exception of the static inverter, AC power is generated in three
individual phases.
The AC distribution supplies all the various AC consumers directly and
provides the input power for the DC generation.
The AC consumers need about 95 % of the total electrical energy and consist
mainly of heating, lighting and mechanical equipment.
Two different DC power sources are used in modern jet aircraft for DC
generation: transformer rectifier units -- or TR Units in short -- and batteries.
The aircraft battery is a nickel cadmium type storage battery and is normally
located in the avionic compartment. It provides 24 V DC to the DC power
distribution when no other power source is available. This can happen either
during flight in an emergency condition when you have total generator loss or
on the ground in certain cases that we will see later.
To fullfill these tasks the battery is charged during normal operation of the
electrical power system.
Several identical transformer rectifier units, TRUs, convert the three--phase
115 V AC power from the AC distribution system to 28 V DC power for the DC
power distribution system. They are the normal DC power sources and are
available as long as any of the three phase AC power sources are functioning.
The DC power distribution supplies all the various DC consumers directly and
provides the input power to the AC power generation of the static inverter.
The DC consumers need the remaining 5% of electrical energy and consist
mainly of electronic equipment and some control and monitoring parts of the
other three user groups.


Figure 5 BASIC POWER

ELECTRICAL POWER
POWER DISTRIBUTION
We have now added more details to the AC and DC power distribution, so that
we can divide it into three parts.
First, the main power distribution provides electrical power to all main
consumers.
Second, the essential power distribution supplies all consumers that are
essential to operate the aircraft safely, and third, the emergency power
distribution system supplies the consumers that are necessary to land the
aircraft safely.
Each part of the distribution system can be supplied with electrical power from
a normal source and, in case of loss of this source, from an alternate source.
The essential power distribution is normally supplied by the main power
distribution system.
In the event of a failure in the main power distribution or its power sources, the
essential power is supplied by the remaining power source as long as any part
of it is available, due to various switching functions.
The emergency power distribution is normally supplied by the main power
sources via the essential power distribution.
In case of total loss of the normal power sources, emergency power distribution
is switched to its alternate power source which is an emergency generator or
the battery.


Figure 6 POWER DISTRIBUTION

ELECTRICAL POWER
ELECTRICAL MONITORING
The control of the electrical power system in modern aircraft is mainly
automatic, but some switching must be performed manually.
This is primarily done from the electrical power control panel located on the
overhead panel of the cockpit.
Here you can see an example of the Boeing 747-400 and of the Airbus A320.
In order to display all the important system data, the ECAM or EICAS system
is used. These two system pages of the EICAS and ECAM system present the
main information necessary to monitor the system operation.
You have probably noticed that the EICAS display on the left shows no
operating parameters, such as voltage or current. This data is available on the
maintenance display page, selecteable via the CMC.


Figure 7 ELECRICAL MONITORING

ELECTRICAL POWER
MAIN AC POWER DISTRIBUTION

INTRODUCTION
The main AC power distribution consists of the main AC busses, in this
example AC bus 1 and AC bus 2, the power source switching that connects the
power sources to the busses and the bus tie switching that provides a
connection between the two busses and part of the power source switching.
This example of a main AC power distribution is derived from the Airbus A320.
You will find similar system architecture in all two engine jet aircraft.

ELECTRICAL POWER

Figure 8 MAIN AC POWER

ELECTRICAL POWER

introduction cont.
In multi engine aircraft there is one main AC bus for each engine driven
generator.
As in the previous example the power source switching connects each bus
directly to its engine driven generator and, via the bus tie switching, to the
ground power sources.
As in the two engine aircraft the bus tie switching can connect the main AC
busses to each other and to the ground power part of the power source
switching.

ELECTRICAL POWER

Figure 9 MULTI ENGINE AIRCRAFT

ELECTRICAL POWER
THE AC BUS FUNCTIONS

We have already seen the bus as a part of the power distribution.
Now we take a closer look at the function of a bus.
A bus connects the power source to all the electrical consumers which use the
same type of electrical power.
In the aircraft a bus is not as easy to identify as the red London bus. This is
because it consists only of a low resistance electrical connection between all
the wires that lead to the different consumers and the wires from the power
source and bus tie switching.
Each bus has a specific name, which allows us to identify the power source for
the bus and indicates whether AC or DC is distributed.
The names of the two busses in our schematic should make this principle clear.
For example AC bus one distributes alternate current normally delivered from
engine generator number one.

ELECTRICAL POWER

Figure 10 BUS FUNCTION

ELECTRICAL POWER

ac bus functions cont.
The main AC bus is normally shown as a single bus on electrical schematics
like this.
In reality all AC busses consist of three different main busses, one for each
phase, A, B or C, of the three phase electrical power system. Each phase is
supplied individually from the generator via the power source switching.
These three main busses supply the various consumers directly or via
sub--busses.
We can differentiate between four types of AC consumers.
First, the single phase consumers with a low power demand, like lights or
electronic equipment. These consumers are connected individually to phase A
or to phase B or to phase C.
Second, the consumers that need a voltage different from 115 V. For example,
26 V or 28 V are needed by incandescent lights and synchro and servo
systems. These consumers are connected to sub--busses that are supplied by
individual step down transformers.
Third, the 3 phase consumers such as 3 phase motors and TR units which
need all three phases at the same time to operate.
And finally, the large loads, like the galley equipment, that need about 50% of
the total electrical load. Each phase of the bus supplies one--third of the total
power, in order to get a symmetrical loading of the power sources.

ELECTRICAL POWER

Figure 11 CONSUMERS OF AC POWER

ELECTRICAL POWER
LOAD SHEDDING
These large loads must be shed or switched off before we switch any power
source on or off on the ground.
This load shedding improves the reliability of the power relays and prevents an
overload of the power source.
Manual load shedding is achieved via a pushbutton on the electrical control
panel.
The pushbutton is called GALLEY on the A320 panel and UTILITY on the 747
panel.
Automatic load shedding is also available if an overload of generators is
detected or must be prevented by the system. This is covered later in this
lesson.

ELECTRICAL POWER

Figure 12 LOAD SHEDDING

ELECTRICAL POWER
POWER SOURCE SWITCHING

The second main part of the electrical power distribution is the power source
switching.
It is performed by power relays.
The power relays are controlled either by a generator control unit, GCU, for the
generator power sources or by a ground power control unit, GPCU, for the
external power source.
A power source switching always occurs when an existing power source is lost
or when a new power source becomes available.
The power source switching is controlled either automatically or manually.
The automatic switching is performed by the generator control units to switch
the power sources for flight operation whereas the manual switching is
performed from the control panel in the cockpit mainly to switch the ground
power sources.
The power relay of an engine driven generator, in our example generator
number 1, is closed automatically by the GCU when the corresponding switch
on the electrical control panel is in the ”auto” position and when the power of
the corresponding generator is ready. This power ready condition means that
the voltage and frequency are OK and no failure is detected by the GCU.
The engine driven generator power is not ready as long as the engine is shut
down. This is shown by the FAULT light in the generator push button on the
electrical control panel and the indication on the electrical system page of the
ECAM system.
Generator number 1 is switched automatically to the power distribution when
the voltage and frequency are OK which means power is ready.
You can override the automatic switching with the generator control push
button on the electric control panel.
OK, the generator is now switched off manually by the generator pushbutton,
even if the engine is still running.

ELECTRICAL POWER

Figure 13 POWER SOURCE SWITCHING

ELECTRICAL POWER
AUTOMATIC BUS TIE SWITCHING

During a normal flight with both engine generators working, you have the
system configuration shown here.
The power source switching has connected both engine generators to their
corresponding main AC busses.
The power relays of the bus tie switching are open. This means that the power
sources work in isolation from each other. This is known as isolated operation.
Generator number 1 supplies the loads of the left part of the electrical power
distribution and generator number 2 supplies the loads of the right part.
If one engine driven generator fails, the bus tie switching automatically closes
both bus tie power relays and the remaining generator supplies the complete
electrical power distribution.
In this case an automatic load shedding occurs which switches off the galleys
to prevent an overload of the remaining generator. This is shown by the
GALLEY SHED message on the ECAM display.
To be able to power the galleys again and to recover the power source
redundancy, the APU generator can be switched on in twin engine aircraft as
an alternate power source during flight.
See what happens when the APU is started.
The APU generator is, like the engine driven generators, automatically
switched on by its power source switching when the power is ready.
The APU generator is automatically connected by the bus tie switching to the
part of the distribution that is not supplied directly by its associated engine
driven generator.
The redundant supply of the main AC power distribution is recovered. This
allows galley power to be switched on again.
You have now seen that the bus tie switching normally operates automatically.

ELECTRICAL POWER

Figure 14 BUS TIE SWITCHING

ELECTRICAL POWER
MANUAL BUS TIE SWITCHING

The only manual action that is possible with bus tie switching is to inhibit a
closure of the bus tie power relays.
When the bus tie push button is switched off, both bus tie power relays open.
Power supply from the left to the right part of the distribution or vice versa is no
longer possible.
Therefore, in our example, the right electrical power distribution is no longer
powered, because generator number two is still faulty.
The bus tie push button is mainly used to prevent bus tie switching in case of
smoke in the cockpit generated by a short circuit.
In this case a splitting of the right and left electrical power distribution allows an
easier isolation of the smoke source.
The effect of the bus tie push button during ground power supply is shown later
in this lesson.

ELECTRICAL POWER

Figure 15 MANUAL BUS TIE SWITCHING

ELECTRICAL POWER
PARALLEL OPERATION OF GENERATOR

Let’s look again at the main power distribution of the multiengine aircraft.
The power source switching is basically the same as on the twin engine aircraft
but the bus tie switching is completely different.
As in the twin engine aircraft the generator power relay closes automatically
when the corresponding generator has power ready and the generator push
button is in the auto position.
The power relays of the bus tie switching are normally closed in a multiengine
aircraft. Therefore the first generator that is switched on has to supply the
complete distribution.
In this single generator operation an overload of the generator must be
prevented.
Normally before any switching is performed on ground the manual load
shedding switches off all large loads.
But if a generator overload is detected during flight, due to multiple generator
failures, the automatic load shedding operates.
The result of load shedding is shown on the EICAS display by the amber Utility
and Galley labels.
When the second generator is switched on by its power source switching, it is
connected in parallel to the first generator because the bus tie switching stays
closed.
Parallel operation is only allowed when both generators are synchronized, that
is they have the same voltage and frequency and phase angle.
These conditions are automatically controlled and monitored by the generator
control units.

ELECTRICAL POWER

Figure 16 MAIN POWER 747

ELECTRICAL POWER

parallel operation of generator cont.
Now three generators are working in parallel operation and enough power is
available to supply the large loads.
You can identify here the load values of each individual bus and how the
generators share this load.
But because sufficient generator power is available with three generators
operating, the right utility push button on the electrical control panel can also be
pressed. Note the power changes when the push button is pressed in.
Now all generators work in parallel. This is normal flight operation.
The numbers on the schematic show you that all generators share the same
amount of load, even if the busses are loaded differently.
Now you have seen the two main advantages of parallel operation.
First, all generators share the same part of the total load and second, there is
no power interruption when one or several generators are switched off.

ELECTRICAL POWER

Figure 17 4 GENERATORS WORK PARALLEL

ELECTRICAL POWER
BUS TIE SWITCHING IN PARALLEL OPERATION

In normal flight conditions with all generators working the bus tie power relays
are normally in the closed position.
In some cases, however, it is necessary to open the bus tie power relays to
isolate an AC bus and its corresponding generator from the parallel operation.
This can be controlled either manually or automatically.
An automatic bus tie switching is performed when a serious problem in the
distribution like a short circuit is detected or, during automatic landing, when the
redundant avionic equipment needs isolated power supplies.
The manual bus tie switching is controlled from the corresponding bus tie push
button on the electrical control panel.
Now all busses are still powered, but generator 1 supplies AC bus 1, isolated
from the remaining distribution, like in a twin engine aircraft.
More information about parallel operation of generators for the Electrical and
Instrument student is included in the ’Generator Control and Protection’ lesson.

ELECTRICAL POWER

Figure 18 BUS TIE POWER RELAYS

ELECTRICAL POWER
GROUND POWER SOURCE SWITCHING PART 1

Let’s now have a look at the power sources for the electrical power system on
ground.
Normally an external power source is used to supply the whole system but if it
is not available, an alternate power source is provided by the APU generator.
When external power is connected to the aircraft, the ground power control
unit, GPCU, checks whether the power is ready or not.
If the power is ready the available light in the external power push button on the
electrical control panel illuminates.
To supply the whole electrical power distribution from external power the
external power push button is pressed.
Ground power source switching must always be performed manually.
Note that a list of checkpoints must be satisfied before you are allowed to
switch on external power. More details of this will be discussed in a later
lesson.
For now assume that the list of checkpoints is satisfied.
When the external power push button is pressed the external power relay is
closed by the ground power control unit both bus tie power relays are closed
automatically by the bus tie switching and external power supplies both parts of
the electrical power distribution system.
The ECAM displays are now available allowing you to check that external
power data is correct.

ELECTRICAL POWER

Figure 19 EXTERNAL POWER CONTROL

ELECTRICAL POWER
GROUND POWER SOURCE SWITCHING PART 2

In a multiengine aircraft the ground power sources are also external power and
the APU generator .
But, as you already know the power demand of the electrical consumers in
these aircraft types is so high, that one ground power source cannot supply
them all. Therefore two external power sources can be connected and, on the
747, two APU driven generators are installed.
Let us first see what happens when only external power number 1 is available.
The external power source is switched on manually as in the twin engine
aircraft, when the corresponding push button is pressed and the ”Power
Ready” condition is satisfied.
Now let’s see what happens when the second external power source is also
switched on.
You may expect that the two external power sources are switched in parallel,
as we have seen for the engine driven generators. But this is not allowed,
because ground power sources cannot be synchronized.
To overcome this problem a split system breaker, or SSB, is installed. The split
system breaker can split the main power distribution into two parts. This allows
the distribution to be supplied by two non synchronized power sources, like in
the flight operation of a twin engine aircraft.
The split system breaker always opens automatically if the left and right parts
of the distribution are supplied by power sources that cannot work in parallel.
An alternate manual switching is available but normally not necessary.

ELECTRICAL POWER

Figure 20 EXTERNAL POWER 1+2

ELECTRICAL POWER
NO BREAK POWER TRANSFER

When power source switching is performed from one power source to another
one which is not allowed to work in parallel, a loss of power for about a tenth of
a second normally occurs.
This happens because the old power source, for example APU generator
number 1, must be switched off before the new power source, for example
external power number 1, can be switched on.
To prevent this problems of power interruption, modern aircraft like the
747--400 and the A340, use a ”No Break Power Transfer” or NBPT.
When a power source switching of different power sources is necessary, like
from external power number 1 to engine generator number one, first a
synchronisation of the two different power sources is started.
In this example engine generator number one is controlled by its generator
control unit to the same voltage and frequency and phase angle as external
power number 1.
When synchronisation is achieved the GCU switches the new power source on.
After not more than a fifth of a second the old power source is switched off.

ELECTRICAL POWER

Figure 21 POWER SOURCE SWITCHING

ELECTRICAL POWER
MAIN DC, ESSENTIAL AND EMERGENCY
POWER DISTRIBUTION Aviation College ATA 24 Lesson 3
MAIN DC, ESSENTIAL & EMERGENCY

POWER DISTRIBUTION
MAIN DC POWER PARALLEL OPERATION
We start this lesson by discussing the main aspects of the MAIN DC POWER
DISTRIBUTION.
It consists of the main DC busses and the main DC power switching.
Normally each main DC bus is powered by the corresponding main AC bus via
a transformer rectifier unit. Therefore, we have as many main DC busses as
main AC busses.
The main DC busses are normally switched into a parallel operation by the DC
BUS switching.
As in the AC distribution, an isolated operation of the main DC busses is
sometimes necessary.
For example in this 747 an automatic bus isolation occurs when an automatic
landing is started. It is necessary in this situation to prevent a single failure like
a short circuit from affecting all systems at once.
In addition, a manual isolation is always possible by pressing the bus tie
pushbutton switch on the panel
HAM US / kl August 1998 Page 44


Figure 22 DC POWER SWITCHING

ELECTRICAL POWER

main dc power parallel operation cont.
Here you can see the result of a main DC bus isolation.
As you can see, the main AC bus 1 and main DC bus 1 are now powered
separately from generator 1 via TR unit 1. The remaining distribution stays in
parallel operation. You have now learned about the main aspects of the MAIN
DC POWER DISTRIBUTION.


Figure 23 DC BUS ISOLATION

ELECTRICAL POWER
MAIN DC POWER ISOLATED OPERATION

The MAIN DC Power distribution must always work in isolated operation on an
aircraft equipped with an electrical flight control system such as the airbus
A320.
This prevents a single failure such as a short circuit, from affecting the com-
plete flight control system all at once.
The DC power switching in these aircraft is therefore normally open.
It is only closed in the case of a TR unit failure. The switching then
automatically connects the two main DC busses to each other.
Here you can see what happens when a TR Unit fails.
The MAIN DC POWER switching ensures that the MAIN DC busses are
supplied for as long as possible even with a single TR unit failure.
But in our simplified system this switching also connects the two electrical flight
control systems to the same power source, this is not safe.


Figure 24 DC POWER SWITCHING

ELECTRICAL POWER
AC ESSENTIAL POWER DISTRIBUTION

This problem is solved by the addition of another power distribution channel.
This is the essential power distribution.
The essential power distribution consists mainly of an AC part and a DC part
and supplies all the systems that are necessary to operate the aircraft safely,
such as the captain’s navigation and communication equipment and important
control and warning systems.
Let us use the example of the two engine aircraft again to see some more
details of AC essential power distribution. It consists of the AC ESSENTIAL
BUS and the AC essential bus switching.
As you can see, the normal power source for the AC essential bus is the main
AC bus number 1 and the alternate power source, the main AC bus number 2.
The AC essential bus switching is performed manually, by pressing the AC
ESSential FEED push button on the electric control panel.
As you have seen, manual AC essential bus switching is always possible but it
is only necessary if the normal power source of the AC essential bus fails.
Only in the case of a serious main AC bus 1 failure, like a short circuit, is the
AC Essential bus no longer powered. This is indicated to the pilot by the local
warning with the fault light on the electric control panel. The failure is also
indicated on the ECAM display.
To recover the AC essential power, press the illuminated AC ESSential FEED
push button.


Figure 25 AC ESSENTIAL POWER DISTRIBUTION

ELECTRICAL POWER
DC ESSENTIAL POWER DISTRIBUTION

The DC part of the electrical power distribution also contains an essential bus
named the DC essential bus and the corresponding DC essential bus
switching.
The DC essential bus is the real power source for the electrical flight control
system number 1, which we have already seen in the main DC distribution and
for other essential DC equipment.
What do you think will happen to the supply of the DC essential bus when TR
unit #1, which is the normal power source, fails? Try to answer this tough
question by identifying the signal flow on the schematic.
The DC essential bus switching activates the Essential TR Unit as the alternate
power source for the DC essential bus.
It always occurs automatically when the two DC main busses are switched
together because of a TR Unit failure.
DC essential bus switching is mainly to secure an independent power source
for the DC essential equipment, such as the electrical flight control system
number 1 from the other equipment.


Figure 26 DC ESSENTIAL BUS

ELECTRICAL POWER
TRANSFER BUSSES
In this segment we look at another type of essential power distribution, which is
often used in boeing aircraft.
It comprises two transfer busses, and the associated switching.
The name transfer bus is used, because the bus is automatically transfered-
from the normal power source to the alternate power source by the switching.
Try to find the solution to this challenge.
The captains transfer bus usually supplies the same equipment as an AC
essential bus, such as instruments, navigation and communication systems of
the captain and the FO transfer bus supplies redundant equipment for the first
officer.
The power sources for the two pilots are usually independent.
Only if AC BUS 2 and 3 fail, do both pilots use AC BUS 1 as the common
alternate power source.
There is no DC essential or DC transfer bus in this electrical power system.
They are unnecessary because of the 4 TR Units which make the main DC
power redundant.


Figure 27 AC TRANSFER BUS (BOEING)

ELECTRICAL POWER
EMERGENCY POWER INTRODUCTION

All parts of the distribution we saw previously, need the main power sources to
work. Find out what happens if none of these are available.
When all main power sources are lost, the captain still needs all necessary
information to land the aircraft safely.
Therefore the most important equipment is connected to the emergency power
distribution instead of the essential power distribution.
Examples of this important equipment are the Captains main instruments, the
engine and warning indications and the major communication systems.
The emergency power distribution is normally supplied from the same power
sources as the essential power distribution.
But in case of the total loss of all main power sources, it is switched to the
emergency power sources.
The emergency power source, which is always available, is the aircraft battery.
It provides sufficient electrical energy for about 30 minutes with 24 V DC
directly to the DC emergency bus.
An additional emergency generator is necessary in two engine aircraft which
operate on long routes which give no possibility of landing quickly.
Operation on these routes is called extended range operation or EROP for
short.
The emergency generator is driven by a constant speed hydraulic motor,
therefore the emergency generator is called a ”Constant Speed Motor
Generator, or CSMG”
The generator supplies 115 V AC directly to the AC Essential and Emergency
Busses and supplies 28 V DC by use of the essential TR unit to the DC
busses.


Figure 28 EMERGENCY POWER

ELECTRICAL POWER
EMERGENCY POWER SWITCHING

The emergency power switching is fully automatic during flight.
But in addition manual switching is always possible.
The manual switching activates the emergency power even when normal
power is available. For example it is provided with the ”emergency electric
MAN ON” pushbutton on the airbus panel or with the ”standby power ” switch in
the battery position on the boeing panel.
An additional manual switching function is very important on the ground. This
is to inhibit the emergency and battery power switching before the last main
power source, such as external power is switched off.
Ok, all batteries are now switched off. This prevents a discharge of the battery
by the emergency equipment, during the time the aircraft is parked.
Only one part of the distribution is still powered. This part is called the hot
battery bus, because it is always connected directly to the battery.


Figure 29 MANUAL SWITCHUNG

ELECTRICAL POWER
OPERATION EXAMPLE # 1
In our example of the four engine aircraft the AC emergency distribution is
called AC standby bus.
Normally, the AC standby this bus has the same power source as the Captain’s
transfer bus.
But if no main power source is available, the standby bus is switched
automatically to the Static inverter. However, the transfer bus is lost.
If Standby power switch is in the off position the standby AC bus is completely
deenergized. This isolates the bus in case of smoke due to a short circuit and
prevents a battery discharge on the ground when the main power sources are
switched off.
In the battery position the AC standby bus and the battery bus are connected
to the battery, despite the availability of the main power sources. This overrides
the automatic switching if it is not working or allows you to test whether the
battery and static inverter are alright on the ground.
The AUTO position is the normal position during flight. This allows automatic
switching as we have described.
The DC emergency power in this aircraft is provided by a Battery bus.
The Battery Bus is supplied by its normal power source as long as any of the
TR units are working and supplied by a main AC power source .
The Battery bus is automatically switched to the Battery output if normal power
is lost.


Figure 30 OPERATION
ELECTRICAL POWER
OPERATION EXAMPLE # 2
Now let’s have a look at the similarities and differences in our two engined
aircraft example.
Here the emergency power consists of two emergency busses which are
powered as long as the main power sources are available.
In case of total loss of main power sources in this aircraft two different
emergency power sources are available. This is as in our previous example,
the battery power, here provided by two individual batteries, and in addition, an
emergency generator.


Figure 31 EMERGENCY POWER DISTRIBUTION

ELECTRICAL POWER

operation example # 2 cont.
First, let’s have a look at how the automatic activation of the emergency power
sources is performed during flight: When the last main power source is lost,
both of the main AC busses are lost.
This deploys the ram air turbine or RAT. This is necessary , because in this
aircraft, the RAT generates the hydraulic power needed for the hydraulically
driven emergency generator.
When the hydraulic pressure is available the emergency generator starts
running.
When AC electrical power is available from the emergency generator, it is
switched automatically to the AC Emergency and AC essential busses.
In addition, the DC electrical power is generated by the essential TR Unit for
the DC busses. This means that all the essential equipment for flying the
aircraft can be supplied because the generator provides sufficient power.
You can also see the result shown on the ECAM electrical system page.
If the emergency generator is not available the batteries take over
automatically, but because of its limited capacity, it can only supply the most
important equipment. Therefore the Essential busses are automatically shed.
On the ECAM display, you can see all the corresponding indications with the
amber shed message on the busses and the battery and static inverter
parameters.
In this situation the pilot can try to activate the emergency generator manually.
Manual activation is possible by the ”manual on” pushbutton on the emergency
electric panel. This pushbutton is easy to identify because the red emergency
generator Fault light is illuminated beside it.
You can see that the manual activation of the emergency generator has the
same effect as the automatic function, but it is always available, even on the
ground with all power sources switched off.
To prevent an accidental deployment of the RAT which could be very

dangerous to ground personnel, the manual ON pushbutton is guarded.
Pushing the manual ON pushbutton on the hydraulic panel has the same effect
on the RAT, but the emergency generator is not activated.


Figure 32 EMERGENCY POWER SWITCHING

ELECTRICAL POWER
DISTRIBUTION COMPONENTS
INTRODUCTION
The main components are the power relays which are used as the switching
devices, the circuit breakers and fuses which are used as safety devices and
current transformers which are used as current measuring devices.

ELECTRICAL POWER

Figure 33 MAIN DISTRIBUTION COMPONENTS

ELECTRICAL POWER
AC POWER RELAY
For AC switching, two different types of power relays are used: The breaker has two advantages over the contactor. One is that the coil can be
One type is called a contactor and the other type is called a breaker. smaller, because no heat is produced in the coil during the closed state.
The generator power relay number one connects the engine driven generator The second advantage is that the breaker stays closed even when no electrical
number one with the distribution. power is available.
All AC power relays have the same function, independent of their location in
the distribution. This function is to switch the three phase main AC power to
specific parts of the distribution.
Because they perform the same function all AC power relays are basically
similar. They consist primarily of the three high power main contacts which are
operated by an electro magnetic device.
In addition, several auxiliary contacts monitor the switching state for indication,
regulation and protection.
The electromagnetic operating device of a contactor consists of a coil and the
iron armature.
When a current is switched on for the coil, a magnetic field is generated which
moves the armature and the contacts.
The contacts are operated for as long as the current flows. You can see that it
is similar to a standard relay.
The electromagnetic operating device of the breaker type power relay works in
a different way. It needs only a short current pulse to close the contacts and a
second pulse to open or trip the contacts again.
To hold the contacts in the closed state, no current is necessary. This is
because a latching device, normally a permanent magnet, is used to hold the
armature in the operated position.
Here you can compare the three steps in the operation of the breaker type
power relay with the operation of the contactor which we previously explained.
The first step is identical for both types because the close current in the coil
must generate the magnetic field.
In the second step, the coil current of the breaker is interrupted by auxiliary
contacts and the magnetic field of the permanent magnet holds the armature
down.
To open the power relay contacts again, the magnetic field of the permanent
magnet must be weakened. This is performed by a trip current which flows in
the opposite direction.

ELECTRICAL POWER

Figure 34 AC POWER RELAY

ELECTRICAL POWER
FUSE
Fuses and circuit breakers are used to prevent currents that are higher than
the maximum allowed for the cross section of the wire.
A higher current is caused by a short circuit or faulty consumer and can
overheat the wire and generate a fire.
Therefore, when a wire cross section is reduced, such as on busses or
terminals, a circuit breaker or fuse is always installed.
Only the generator feeder lines are not protected by fuses or circuit breakers.
This area is protected by the specific circuits of the GCU.
A fuse is the easiest method of overcurrent protection. It consists mainly of a
metal strip with a cross section smaller than that of the wire it must protect.
When the current exceeds the maximum allowed value for the specific wire, the
metal strip melts and the electric circuit is interrupted before it damages the
wiring. This means that it works like a shear pin in an mechanical linkage, by
acting as the weakest link in the wiring.
When a fuse is blown, it must be replaced after repairing the affected circuit.
For this task spare fuses must be available in the aircraft in a sufficient number.
Replacement of blown fuses is time consuming, therefore, in nearly all aircraft,
circuit breakers are used instead of fuses.
Fuses are only used when the permitted current exceeds 125 amperes and this
is only possible in the DC distribution. In this current range, fuses are also
called current limiters.

ELECTRICAL POWER

Figure 35 FUSES AND CIRCUT BREAKERS

ELECTRICAL POWER
CIRCUIT BREAKER FUNCTION

CBs have 2 advantages over fuses -- first they can be reset quickly and circuit In addition to the nominal current, each circuit breaker must be clearly
breakers can also be used as manual on -- off switches to allow deactivation of identifiable by a label which names the circuit that is supplied.
circuits. The reset of a circuit breaker is not possible as long as the bimetal is bent.
This is very useful for maintenance purposes. When the bimetal has returned to its normal shape, pushing the control knob
Hundreds of circuit breakers are installed in a transport aircraft. The location of allows the release mechanism to close the contact. Therefore, after a circuit
the CBs depends on the location of the wire or consumer they must protect. breaker trip, a cool down time of about 2 minutes is recommended before a
This is to minimize wire length. reset.
For instance, the circuit breakers that protect the connections to the busses A reset is only allowed once because the current of a short circuit is so high. It
and to the large loads are mainly installed in the electric compartment and the can damage the circuit breaker or weld the contacts which will prevent a trip.
circuit breakers for connections to cabin equipment, such as lights, galleys and All circut breakers in an aircraft are of the trip free type. This means that they
toilets are located mainly in the cabin. must be able to open an overloaded circut even if the cintrol knob mechanism
The circuit breakers for the various aircraft systems are generally located in the is blocked. But to maintain this importent capability, never overstress a circut
cockpit. However, the regulations specify that during flight, only the CBs for the breaker by more than one reset as long as the short circut exists.
essential loads should be within the pilots reach. The circuit breaker collars are used to allow easy identification of certain circuit
The main task of a circuit breaker is to open an electrical circuit if there is a breakers. Two different colors are used orange and grey.
short circuit. The orange collar shows circuit breakers that must be pulled by the flight crew
Despite different circuit breaker constructions, this task is always performed by according to a particular abnormal procedure, for instance to cancel a nuisance
a thermal sensitive device. This device consists of a bimetal strip, which warning.
normally connects the two terminals of the circuit breaker and therefore is The grey collar is used to mark circuit breakers that must be pulled during
heated by the current. maintenance activities on the ground to prevent dangerous situations.
When the actual current exceeds the maximum permitted current, the The red safety clip is used when the closure of a circuit breaker must be
temperature of the bimetal increases and starts bending. This triggers a prevented. This is necessary when the connected circuit is not allowed to
release mechanism, which pops out the control knob and shows the white operate because of missing components or certification.
band.
The red safety tag is used during maintenance activities on the ground. It
The last, but most important step is that the electrical circuit is opened by a informs people that this specific circuit breaker must not be closed because
spring, pushing the bimetal off the contacts. work on the specific circuit is in process.
The not to be exceeded current of the wire is labeled as the nominal current of The same type of tag is also used to identify switches or other cockpit controls
the circuit breaker on the front face of the control knob. for the same reason.
The values range from a half ampere for control circuits to 125 amperes for
connections between busses.
The time that is needed to release a circuit breaker depends on the current that
exceeds the nominal value.
On the graph presented here, you can identify the time which is allowed to
release the circuit breaker used in this example.

ELECTRICAL POWER

Figure 36 CIRCUT BREAKER

ELECTRICAL POWER

circuit breaker function cont.
In some modern aircraft types, many circuit breakers have green, instead of
black control knobs.
These circuit breakers, which are mainly for essential systems, are connected
to a circuit breaker monitoring system. This system informs the pilot on the
ECAM display when a connected circuit breaker is tripped.
When a circuit breaker is tripped, a caution message appears on the upper
display, and the name and location of the open circuit breaker is presented on
the lower display. This allows an easy identification of the circuit breaker to
perform a reset.

ELECTRICAL POWER

Figure 37 CB MONITORING
ELECTRICAL POWER
REMOTE CONTROL CIRCUIT BREAKER

On some large aircraft, a special type of circuit breaker is used. The remote
control circuit breaker, or RCCB in short.
RCCBs are installed near the consumer, for instance in the aft equipment or
main equipment center. They are not in the cabin or cockpit. This saves wire
weight, especially for large loads. It also saves space in the cockpit or cabin.
The remote control circuit breakers have primarily the same function as a
normal circuit breaker. This function is to interrupt the electrical circuit between
the supply and the load when the current exceeds the nominal value.
The primary circuit breaker function of the RCCB is again performed by a
thermal sensitive device like a bimetal.
If an overload opens this bimetal contact, the control logic also opens a contact
of a contactor and a set of auxiliary contacts used for monitoring circuits.
On the RCCB, a visual indicator allows you to check if the RCCB is open or
closed.
For one type of RCCBs, a small control circuit breaker is installed in the
cockpit. This control CB always opens when the RCCB opens and allows a
tripped RCCB to be reset. In addition, the manual on and off switching can be
performed like a normal CB.
Here you can watch the operation of the RCCB, either by simulating a short
circuit and performing a reset or manually opening and closing it by clicking on
the control circuit breaker.
Please note that a circuit breaker can only close when no short circuit is
present.

ELECTRICAL POWER

Figure 38 RC CIRCUT BREAKER

ELECTRICAL POWER

remote control circuit breaker cont.
There is a second type of remote control circuit breaker.
In addition to the basic circuit breaker function, this type of RCCB provides a
normal contactor operation.
This allows you to switch large loads, like galleys, on or off, via a contactor
control logic. This logic can be, for instance, part of the generator control and
protection circuits.
Here, a reset of a tripped circuit breaker function is only possible by pressing a
manual reset pushbutton on the RCCB.

ELECTRICAL POWER

Figure 39 RC CIRCUT BREAKER

ELECTRICAL POWER
CURRENT TRANSFORMER
From the distribution, the generator control unit needs operational parameters
for control, protection and indication.
Whereas, the voltage is directly derived from the measuring point, the current
needs special measuring component. In the AC distribution current
transformers or CTs in short, are used for this task.
Current transformers are available as single phase or three phase components
as shown here.
All current transformers have a hole for each measuring phase. The wires
which carry the current to be be measured are put through these holes.
An iron core is located around each hole which carries a coil wire.

ELECTRICAL POWER

Figure 40 CURRENT TRANSFORMER

ELECTRICAL POWER

current transformer cont.
The coil wire has up to one thousand windings and forms the secondary
winding of a transformer
The wire with the current that must be measured, forms the primary winding of
a transformer.
The current in the secondary winding of a current transformer is only
dependent on the current in the primary wire and the ratio of the windings.
The result is that the magnetic field produced by the primary current ( I1 ) is
compensated by the magnetic field of the secondary current ( I2 ). This is
because the sum of the primary current multiplied by the number of primary
windings is equal to the secondary current multiplied by the number of
secondary windings.
But what do you think will happen in this situation when the circuit of the
secondary winding is open
When you open the secondary winding of a current transformer during normal
operation, for instance, by removing the generator control unit, the current
transformer will be damaged. This happens because the magnetic field of the
primary current is no longer compensated and generates high voltage and
heat.
To prevent this, never open connections in a powered circuit, for instance, by
removing the generator control unit

ELECTRICAL POWER


ELECTRICAL POWER
AC GENERATION
AC GENERATION
INTRODUCTION
All of these AC power sources generate AC electrical power with a voltage of
115 V and a frequency of 400 Hz.
AC power is generated using two different methods; the first uses a constant
speed generator and the second uses a static inverter.
The constant speed AC generator converts the mechanical input power from
the engine, the APU or the emergency hydraulic motor into the required
electrical power.

ELECTRICAL POWER
AC GENERATION

Figure 42 AC POWER
ELECTRICAL POWER
AC GENERATION
GENERATOR BASIC FUNCTION

A generator consists basically of a rotating magnet with a magnetic north and
south pole, forming the so called polepair.
The polepair produces a magnetic field which induces a voltage in the coil of
the stator. This is known as the principle of induction with motion.
The amount and polarity of the generated voltage depends on the angle of the
rotating magnet.
The sine form of the AC voltage is produced.
During a complete rotation of the magnet one sine wave is completed. If this
takes one second the voltage has a frequency of 1 Hz.
Frequency is influenced by the rotational speed of the rotor and also influenced
by the number of rotating polepairs.
As you can see in this formula, the necessary input speed, n, for a given
frequency depends on the number of polepairs, p.
Most aircraft generators need an input speed of 12,000 RPM because they are
equipped with two polepairs, as in our example.
But aircraft generators with input speeds of 24,000, 8,000 or 6,000 RPM are
also used. This means that the number of polepairs can vary from one to four.

ELECTRICAL POWER
AC GENERATION

Figure 43 AC GENERATION
ELECTRICAL POWER
AC GENERATION
THREE PHASE GENERATOR

The generators used in jet aircraft are three phase generators.
In general they work in the same way as the single phase generator we saw in
the last segment.
However the three phase generators have three individual stator coils, phase
A, phase B and phase C, which generate three individual voltages.
The rotating magnetic field induces the same AC voltage in the coil of phase A
as we saw in the single phase generator.
The voltage of phase B has the same shape and value as in phase A, but is
shifted by 120°³ This is because the phase B coil is located 120_ apart from
the phase A coil.
The same is true for the voltage of phase C in relation to phase B.
All three coils are connected on one side to a common point. This common
point is known as the neutral point and is connected to ground, that is to the
aircrafts conductive structure.
The voltage measured from one phase to neutral, called the line to neutral
voltage, is 115 V.
When you add the 115 V line to neutral voltages of two different phases like
phase A and phase B, you get a line to line voltage with an effective value of
200 V.
It’s a major advantage of the three phase electrical power system to have two
different voltage levels available without additional equipment.

ELECTRICAL POWER
AC GENERATION

Figure 44 THREE PHASE GENERATOR

ELECTRICAL POWER
AC GENERATION

three phase generator cont.
You’ve already heard about two other major advantages of three phase
electrical power systems in the distribution lessons.
Three phase motors are easy and economic to use because of the rotating
magnetic field produced by the three phase currents.
The other advantage of three phase systems is that the neutral current which
flows via the structure during normal operation is very small.
This is because the sum of the three individual phase currents is zero as long
as they are equal.
You can check this by adding the values of all three sinewaves, representing
the three phase currents, at any point on the chart.

ELECTRICAL POWER
AC GENERATION

Figure 45 3 PHASE CIRCUITS

ELECTRICAL POWER
AC GENERATION
AIRCRAFT CONSTANT SPEED GENERATOR

The rotating magnet of the generator must be driven with a constant speed to
generate a constant frequency.
The constant speed is provided directly for the APU generator as the APU
always runs at a constant speed.
The emergency generator also has a constant input speed as it is driven by a
constant speed hydraulic motor. Because of this the emergency generator is
often called the constant speed motor generator or CSMG.
In the case of the engine driven generators, the variable engine speed must be
converted into a constant speed by using a constant speed drive or CSD.
The CSD is either a separate component, as is common on older generation
aircraft or combined with the generator in one housing to form an integrated
drive generator or IDG.
While the frequency is correct as long as the input speed is correct, the output
voltage of the generator must be regulated. This is necessary to make sure
that the effective voltage of 115 V is always provided to the distribution
independent of the load current.
The voltage regulation is performed by an exciter current which influences the
strength of the magnetic field.
The exciter current is generated by a voltage regulator and flows through the
rotating coil.

ELECTRICAL POWER
AC GENERATION

Figure 46 GENERATOR CONTROL

ELECTRICAL POWER
AC GENERATION
BRUSHLESS GENERATOR
To transfer the exciter current into the rotating part of the generator classical
generators use sliprings and brushes.
However this method is not used on aircraft generators because it has a low
MTBF and produces sparks.
To prevent the disadvantages of using brushes and sliprings all aircraft
generators are brushless generators. Brushless generators consist of the main
generator and an additional generator called the exciter generator.
The exciter generator is an external pole generator. This means that the coils
which produce the magnetic field are located in the fixed part called the stator.
This magnetic field induces an alternating current in the rotating coil of the
exciter generator.
The alternating current is then rectified by diodes to the necessary exciter
direct current for the main generator.
The diodes are located in the rotating part of the generator and form the
rotating rectifier.

ELECTRICAL POWER
AC GENERATION

Figure 47 GENERATOR SLIP RINGS AND BRUSHES

ELECTRICAL POWER
AC GENERATION

brushless generator cont.
All brushless generators consist of three main parts; the exciter generator, the
rotating rectifier and the main generator.
All modern brushless generators also have a permanent magnet generator or
PMG.
The PMG consists of a rotating set of permanent magnets which induce an AC
voltage into the stator coils when the generator is running. This voltage is used
as a power supply for the GCU.

ELECTRICAL POWER
AC GENERATION
GCU
Figure 48 BRUSHLESS GENERATOR

ELECTRICAL POWER
AC GENERATION
GENERATOR COOLING
You already know that the engine driven generator uses a constant speed drive
to change the variable engine speed into a constant input speed.
You also know that in modern aircraft the CSD and the brushless generator are
located in a common component called the integrated drive generator or IDG.
The oil is used mainly for the CSD operation as you will learn later, but it is also
used by the generator.
Oil cooling is always used where practicable because it is very efficient. Oil
cooled generators are smaller and lighter than generators cooled by air.
In addition to the IDG, oil cooling is also used in the emergency generator.
Here the oil from the hydraulic motor which drives the generator can easily be
used.
In some aircraft the APU generator is also cooled by oil, using the APU oil.
Air must be used for generator cooling, if oil cooling is not practicable. This is
true for older aircraft where the generator and the CSD are separate
components and also for most APU generators.
The cooling air is taken from the air inlet of the engine or APU and is available
as long as the engine or APU is running.
Generally the generator cooling reduces the heat that is produced by the load
current in the windings and diodes.
To prevent damage to the generator due to overheat the load current must be
limited. The better the cooling conditions the higher the load current limit
allowed.
For instance oil cooled generators have a higher load limit than air--cooled
ones, and the load limit for some APU generators is lower on ground than in
flight.

ELECTRICAL POWER
AC GENERATION

Figure 49 GENERATOR COOLING

ELECTRICAL POWER
AC GENERATION
GENERATOR CONNECTIONS
Two types of electrical connections are used.
One is a conventional connector, which provides all low current connections,
like exciter and PMG and the other is a terminal block which we will now look at
in more detail.
The terminal block consists of three bolts, T1, T2 and T3, to connect the three
generator feeder lines and normally one bolt, N, for the connection to neutral.
Some generators, mainly in older aircraft, have three bolts for the connection to
neutral. You will learn the reason for this later.
As all bolts are the same size you must always ensure that the power cables
are connected to the correct terminal bolt. This means that phase A must be
connected to T1, phase B to T2, phase C to T3 and neutral to N.
Aircraft manufacture minimizes the risk of working error, by using a fixed
spacer connecting the cables in the correct sequence or by using color coding.

ELECTRICAL POWER
AC GENERATION

Figure 50 ELECTRICAL CONNECTION

ELECTRICAL POWER
AC GENERATION
STATIC INVERTER
A static inverter converts DC power into AC power without any moving parts.
It is always necessary when only DC power is available but AC power is
required.
One application you should know about already is the emergency static
inverter.
Additional applications of the static inverter on aircraft are the towing inverter
and the VSCF generator.
A towing inverter is used on some aircraft types to provide AC power during
towing of the aircraft. You will see this in the ground power lesson.
VSCF stands for variable speed constant frequency and the VSCF generator is
a new type of engine driven generator.
All static inverters consist, basically, of a transformer and a switch.
The switch contact switches continuously between the two possible positions.
In the upper position, the contact allows a current flow from the plus pole of the
DC power source, via the upper part of the transformer and back to the minus
pole of the power source.
In the lower position, the contact allows a current flow from the plus pole of the
DC power source, via the lower part of the transformer and back to the minus
pole of the power source.
When the current in the primary winding of the transformer changes its
direction, an alternating magnetic field is produced which induces an alternating
current into the secondary winding of the transformer.
The type of static inverter used on aircraft functions in generally the same way
as the basic one, but needs more parts and is more complex.
A filter network is added in the output circuit to get an accurate sine wave AC
power and the switch contact is replaced by solid state switches to achieve
high reliability.
A beat generator closes the solid state switches at the right time in order to get
the correct output frequency.

ELECTRICAL POWER
AC GENERATION

Figure 51 STATIC INVERTER

ELECTRICAL POWER
AC GENERATION
VARIABLE SPEED CONSTANT

FREQUENCY GENERATOR
Finally in this lesson we will have a look at a modern substitution for the
combination of CSD and constant speed generator.
It is called the variable speed constant frequency, or VSCF, generator.
The advantages of the VSCF generator over the combined CSD and constant
speed generator are higher MTBF and efficiency and a lower weight.
The VSCF generator subcomponents include a generator, a rectifier, a static
inverter and a filter. The generator is constructed like a standard brushless
generator, but is driven with a variable speed from the engine via a gear box.
The rectifier converts the AC with a variable frequency into DC. The DC is
filtered and then converted by a static inverter back to AC which now has the
correct frequency of 400 Hz.
After passing the AC filter, the AC is available at the output module with the
same parameters as from the conventional constant speed generator.
In addition to the components for AC generation, the VSCF generator also has
a generator control unit or GCU. The GCU controls the output voltage and
frequency, and switches off the VSCF generator in the event of a failure.
Finally, the VSCF has an oil circuit which provides cooling for the generator,
rectifier and inverter and lubrication for the generator bearings.

ELECTRICAL POWER
AC GENERATION
Oil System
Figure 52 VSCF GENERATOR

ELECTRICAL POWER
CONSTANT SPEED DRIVE

INTRODUCTION
The speed conversion for the engine driven generator is necessary ,because
the engine high speed rotor, named N2, that drives the generator via the gear
box varies the speed in a ratio of 1 to 2 between idle and takeoff power.
If this speed was allowed to directly drive the generator it would produce
frequencies between 280 and 560 Hz.
However the AC distribution needs a constant frequency of 400 Hz so the
constant speed generator needs a constant input speed, usually 12000 RPM.
This means that in the low speed range the speed must be increased and in
the high speed range it must be decreased. This is the job of the constant
speed drive, CSD.
The basic function of the constant speed drive is therefore to add or subtract a
speed. In a low speed region like idle, this is named the overdrive operation.
In a high speed region like takeoff power it is named underdrive operation.
In the middle, between the low and high speed regions, constant speed drive
just transfers the input speed to the output, this is called the straight drive
operation.

ELECTRICAL POWER

Figure 53 GENERATOR DRIVE

ELECTRICAL POWER
CSD COMPONENTS
The real constant speed drive contains the following components for speed
conversion:
A differential gear that is able to add or subtract speeds, an hydraulic
motor -- pump combination to produce the additional speed and a speed control
circuit, to control the speed conversion.
In addition to the components for speed conversion, the CSD contains three
main parts: First an oil circuit, which provides oil for the hydraulic components
and for cooling and lubrication.
Then a disconnect device that allows you to interrupt the CSD input shaft
during flight, and finally several components for system monitoring.
As you have already seen in the previous lesson, modern CSDs are combined
with the generator in one component. This component is called the integrated
drive generator or IDG.
The integreated drive generator or the constant speed drive is mounted on the
engine gear box with a quick attach and detach, or Q-A-D, ring.
The Q-A-D ring, which is also used for other components, allows a quick
replacement of the IDG.
The main component of the speed conversion is the axial differential gear,
therefore constant speed drives are also named AGD drives, for axial gear
differential.
The differential gear transfers the torque from the input to the output and adds
the input speed with an additional speed of an hydraulic motor.
The additional speed, that is added by the differential gear, is produced by an
hydraulic motor. It’s speed and the direction of rotation is controlled by the
hydraulic pressure which is produced by a pump.
In the IDG cutaway you can identify two identical sets of hydraulic
motor-- pump units. That two small units work together like one big unit , but
with a higher efficiency.

ELECTRICAL POWER

Figure 54 CSD MAIN PARTS

ELECTRICAL POWER
SPEED CONTROL CIRCUIT

Hydraulic pump pressure and consequently the speed of the motor is controlled
by a closed loop speed control circuit, that can either work electromechanically
or just mechanically.
Let us first have a look at the more commonly used mechanical speed control
circuit.
It uses a fly weight speed governor to measure the CSD output speed.
The position of the fly weights control the hydraulic pressure that acts on the
control cylinder.
The position of control cylinder determines the angle of the variable wobble
plate of the hydraulic pump and therefore the produced pump pressure.
In the straight drive mode of operation presented here, the oil inside the
motor -- pump unit is trapped and cannot, therefore, return to the oil circuit for
cooling.
This is the reason, why the straight drive mode of operation is only allowed for
a short period of time during acceleration or deceleration of the engine.
The engine speed now increases and the fly weights move outward until the
centrifugal force is balanced with the spring force.
The hydraulic pressure moves the control cylinder to the left and increases the
angle of the variable wobble plate of the pump. This increases the hydraulic
pressure which allows the hydraulic motor to subtract more speed.
When the engine speed is stable, and the CSD has reached the correct output
speed, the fly weights return to the normal position and the control cylinder
stops at the reached position.
The engine speed is now decreasing and the fly weights move inward because
the spring force is stronger than the centrifugal force.
The hydraulic pressure moves the control cylinder to the right and increases
the angle of the variable wobble plate of the pump.

The increase in hydraulic pump pressure allows the hydraulic motor to add
more speed.
When the engine speed is stable and the CSD has reached the correct output
speed, the fly weights return to the normal position and the control cylinder
stops at the position it has reached.

ELECTRICAL POWER

Figure 55 CSD CONTROL

ELECTRICAL POWER

speed control circuit cont.
You have probably recognized in the previous examples, that the spring force
of the speed governor influences the position of the fly weights and therefore
the controlled CSD output speed.
This allows you to adjust the frequency of the generator by changing the spring
force with an adjustment screw. One full turn corresponds to about 3 Hz.
The adjustment is started by calculating the necessary screw turns from the
frequency deviation.
The engine is then shutdown.
The necessary screw turns are performed on the CSD only when the engine is
stopped.

ELECTRICAL POWER

Figure 56 FREQUENCY ADJUSTMENT

ELECTRICAL POWER

speed control circuit cont.
Instead of the mechanical speed control circuit we have just looked at, some
modern aircraft use an electromechanical speed control circuit.
This circuit uses the frequency control circuit in the generator control unit to
compare the generator output frequency with the reference of 400 Hz.
If there is a frequency difference detected, a servo valve transfers the electrical
signal into hydraulic pressure. This influences the control cylinder in the same
way as the mechanical system which has already been described to you.

ELECTRICAL POWER

Figure 57 MECHANICAL SPEED CONTROL CIRCUT

ELECTRICAL POWER
OIL CIRCUIT
The oil is used in the internal oil circuit as the hydraulic fluid for the
motor -- pump unit and for cooling and lubrication.
In the external oil circuit the oil is cooled by an oil cooler.
Here all the main components of the CSD oil circuit are added to our basic
diagram.
The charge pressure pump pressurizes the oil against the charge relief valve to
supply all components that need the oil.
The scavenge pump pumps the oil from the oil sump via a filter to the oil cooler
and back into the CSD oil reservoir.
The charge pressure relief valve controls the working pressure to about
250 psi.
Filters are used in the internal and external oil circuit to clean the oil. Some
filters are equipped with a popout indicator that indicates filter clogging. When a
filter element needs changing, replacement is carried out by following the
corresponding maintenance manual procedures.
The reservoir ensures that enough oil is available for the user in all attitude
conditions. Sight glasses or an oil level indicator allow checking of the correct
oil level. This must be checked periodically to ensure that the oil level is neither
too low nor too high.
The oil pressure switch provides a signal to the monitoring circuit when the
charge pressure drops below 50% of the normal pressure.
The two temperature bulbs provide the oil in and the oil out temperature signals
for monitoring.
Oil coolers use either air or fuel for cooling. Both types are used, one after the
other, in some aircraft.
A pressure fill port is used for oil servicing. Here the oil is pumped into the oil
circuit until the correct level is reached. This is normally fulfilled when oil leaves
the CSD at an overfill port.

ELECTRICAL POWER

Figure 58 OIL CIRCUT

ELECTRICAL POWER
CSD MONITORING / OIL TEMPERATURE INDICATION

The correct operation of the constant speed drive is monitored in two different
ways.
Firstly, by circuits that alert the flight crew automatically if an operating
parameter leaves its normal range.
Secondly, by indications on the ECAM or EICAS displays, that allow a reading
of CSD temperatures.
We will start in this segment with the indications.
There are two CSD temperature monitoring indications available on the ECAM
and EICAS lower displays. One is the absolute oil temperature and the other is
the rise temperature.
Let’s look first at the absolute oil temperature which is measured by two
temperature bulbs. These bulbs are located in the oil circuit at the points where
the hot oil leaves the CSD and where it enters the CSD again after cooling.
In both examples shown here, the oil out temperature is indicated. This
temperature is the highest temperature in the oil circuit.
The temperature is normally in the region of 120_ C.
The absolute oil temperature, which is measured after the oil cooling is called
the OIL IN temperature.
The oil in temperature is used here only to calculate the rise temperature, but
in some aircraft it is indicated instead of the oil out temperature.
The second CSD oil temperature often indicated, is the rise temperature.
The rise temperature is the difference between the in and out temperatures.
This indication enables you, in the event of a problem, to work out if there is too
much heat production inside the constant speed drive or a faulty oil cooling.
The rise indication is normally in an area of 20_ C and a too high indication
means that the IDG is generating too much heat.
A too low indication together with a high absolute temperature means that the
cooling is not sufficient.

ELECTRICAL POWER

Figure 59 TEMPERATURE INDICATIONS

ELECTRICAL POWER
OIL MONITORING CIRCUITS FOR CREW ALERT

The flight crew are alerted to an abnormal situation in the CSD oil circuit, such
as, low pressure or high temperature, firstly, by the central warning system.
The central warning system displays a message on the upper display together
with a corresponding indication on the electric page on the lower display.
In addition, the corresponding local warning on the electric control panel is trig-
gered. This is the amber DRIVE light in the Boeing system and a FAULT light in
the Airbus.
When the CSD oil pressure drops below about 50% of the normal pressure, in
our example below 140 psi, the flight crew alert is triggered.
The alert is triggered because the CSD cannot work with the pressure this low.
Serious damage to the CSD and to the engine could be caused in this
situation.
To prevent this dangerous situation the CSD must be disconnected by the flight
crew.
The oil temperature simulated here could cause nearly the same situation.
The crew alert is normally triggered when more than 185_ C is reached. This
alert uses the same sensing circuit inside the GCU as the temperature
indication.
In some aircraft, a separate bimetal temperature switch is used to trigger the
crew alert independent from the indication.
With this high oil temperature condition, as with the low pressure condition, the
CSD must be disconnected.

ELECTRICAL POWER

Figure 60 ABNORMAL SITUATION

ELECTRICAL POWER
UNDER SPEED MONITORING

The third monitoring circuit, the CSD underspeed, has different consequences.
It activates an automatic generator switching.
An underspeed condition is detected when the CSD input speed drops below
the normal control range. This means that the CSD is not able to control the
necessary output speed.
You can see on the diagram that this condition starts about 5% below the
engine idle speed. This condition happens at each engine shutdown.
The only consequence of the underspeed condition is, that the generator
cannot deliver a correct output frequency of 400 Hz.
There is no risk of mechanical damage or overheat, as in the two oil circuit
failure conditions.
Therefore, only the generator is switched off from the distribution by its power
relay, but the CSD stays connected to the input drive.
The underspeed condition is derived from the input speed in modern constant
speed drives. The input speed is measured by a magnetic pickup.

ELECTRICAL POWER

Figure 61 UNDER SPEED

ELECTRICAL POWER
DISCONNECT
The last part of the constant speed drive we have to look at is the disconnect
device.
It consists of four main parts.
These are:
S a clutch
S a worm gear mechanism
S a solenoid
S a reset mechanism.
The clutch of the disconnect device is named a dog clutch, it is normally closed
by a spring and transfers the speed from the gearbox input to the differential
gear.
The CSD must always be disconnected if an overheat or pressure loss in the
oil circuit occurs. This is necessary to prevent damage to the engine gearbox,
the CSD and generator and all other components installed in that area.
The overheat or pressure loss causes the fault light in the IDG pushbutton to
illuminate. The fault light indicates, that this pushbutton must be pressed to
disconnect the CSD.
When the push button is pressed, the solenoid is energized and the lower part
of the worm gear mechanism is released. The lower part is moved up by a
spring and joins the worm gear.
Because of the rotation of the worm gear, the right part of the clutch is moved
against the spring force.
When the clutch is open, the worm gear is no longer driven, but it continues
turning, for a short time, due to the centrifugal force. This is necessary to
achieve a complete disconnect.
When the disconnect is performed, the input drive shaft and the left part of the
clutch are the only parts of the constant speed drive that still run.
If the input speed is too low, the centrifugal force cannot open the clutch
completely, this can lead to a clutch damage, such as broken teeth.
Consequently, a disconnect must only be performed, if the engine runs with a
minimum of idle speed.

ELECTRICAL POWER

Figure 62 DISCONNECT DEVICE

ELECTRICAL POWER
DISCONNECT VERIFICATION
After the disconnect, the result can be checked on the ECAM or EICAS
system.
Here you see the ECAM page as an example.
The only reliable indication, is the voltage and frequency, because they show
absolute zero, if the disconnect was successful.
Any voltage and frequency above zero show that the generator is still running
and therefore the disconnect was not complete.
The label DISC only shows that the disconnect has been performed, it does
not indicate if it has been successfully completed.
When the disconnect pushbutton is pressed with a stopped engine, for
instance, to perform a check, you must reset the CSD immediately before the
engine is started. This is necessary, because if the engine spools up with an
activated disconnect mechanism, the worm gear opens the clutch slowly. This
results in the same condition as when disconnect is performed with engine
speed too low.
The clutch will not open completely and probably be damaged.

ELECTRICAL POWER

Figure 63 ECAM DISPLAY

ELECTRICAL POWER
DISCONNECT RESET
The constant speed drive reset is performed when the engine is completely
stopped, by pulling the ring on the CSD housing.
This moves down the lower part of the worm gear mechanism until it is locked
into the solenoid shaft again.
A click sound indicates to you that the worm gear mechanism is locked into the
solenoid shaft. In the same moment the spring closes the clutch again.
As a reset is only possible on ground, inadvertent operation of the disconnect
pushbutton during flight must be prevented. This is performed by a guard that
normally covers the pushbutton.
In some aircraft the IDG pushbutton guard is secured with a thin copper wire.
This wire always breaks when the guard is lifted. This shows you, that the
disconnect pushbutton was probably pressed.
If there is no flight crew report from the last flight present, you can assume that
this happened during the ground time.
To prevent a damage to the IDG during the next engine start, a reset must be
performed.
Other aircraft types use no safety wire. In this case the disconnect circuit is
electrically inhibited as long as the engine is stopped.
There is one final important point you must know concerning the operation of
the disconnect push button. You are not allowed to press the button for longer
than three seconds and for more than once in 60 sec.

ELECTRICAL POWER

Figure 64 CSD RESET

ELECTRICAL POWER
GENERAL CONTROL AND PROTECTION
GENERATOR CONTROL AND PROTECTION

INTRODUCTION
You probably remember this graphic from the main power distribution lesson.
It shows you that there is a generator control unit, GCU, for each generator.
They provide all the functions which are necessary for a correct AC generation.
The GCU functions can be divided into three different parts, the regulation, the
protection and the switching.
The GCU’s for the engine driven generators of one aircraft type are identical
and, therefore, interchangeable.
They provide all the functions for generator isolated operation and, if
applicable, for parallel operation.
The GCU for the APU generator generally has the same functions as the GCU
for the engine driven generators, but they are always limited to generator
isolated operation.
Last but not least, the GCU for the emergency generator provides only the
main functions for isolated operation.


Figure 65 GCU FUNCTIONS

ELECTRICAL POWER

introduction cont.
The GCU that controls an engine driven generator in parallel operation is used
as the example in this lesson.
This is because it provides all possible GCU functions.
You can identify again the three main functions of regulation, protection and
switching.
To be able to perform all the functions the GCU needs system data from the
AC generation and distribution and inputs from the electric control panel in the
cockpit.

POWER SUPPLY
Figure 66 GCU
ELECTRICAL POWER

introduction cont.
Like all other computers, the GCU needs an electrical power supply to operate.
In the case of the GCU, the power supply provides power as long as the
generator runs, even if there are heavy failures like short circuits.
To fulfill this task, there are two independent power sources, the normal power
supply and the backup power supply.
The normal supply uses AC power from the AC generation as long as the
generator is running.
The three phase AC power from the PMG part of the generator is used as the
normal power source for the GCU. This is because it is available as long as the
generator is running. This AC power is converted from AC to 28 Volts DC by an
internal TR Unit.
Only if the PMG power is lost does the backup power take over. In most
electrical power systems the backup power is provided directly by the aircraft
battery.
The DC power from the GCU power supply is used to supply all internal circuits
of the GCU.
In addition, it supplies an external GCU power supply circuit, which provides
power for the electric panel controls and the power relays.
This external circuit is protected against short circuits by a circuit breaker
located on the front side of the GCU.


POWER
RELAYS
Figure 67 GCU POWER SUPPLY

ELECTRICAL POWER
VOLTAGE REGULATIONS
In this segment we will start by discussing the regulation functions of the GCU.
These functions can be divided into the regulation functions for generators
working in isolated operation and the regulation functions for generators
working in parallel operation.
There are two regulation functions for isolated generators available.
These are the voltage and frequency regulation. The purpose of these
regulation functions is to control the corresponding generator output parameter
to the specified value.
The voltage regulation controls the voltage for the AC distribution to a constant
value of 115 V. This compensates for the voltage drop on the feeder lines and
inside the generator.


Figure 68 POINT OF REGULATION

ELECTRICAL POWER

voltage regulations cont.
For this task, the voltage regulator influences the exciter current of the
generator.
The exciter current is provided by the PMG via the power supply and is
influenced by the ON/OFF ratio of an electronic switch.
The ratio between the ON and OFF switching state of the electronic switch is
changed when a difference between the actual voltage of the generator and a
reference voltage is detected.
For example, if the actual voltage is too high the negative result of the
comparison reduces the ON time of the switch and vice versa.
The actual voltage is measured at a specific point in the AC generation. If you
understand the purpose of the voltage regulation, you should be able to identify
it.
The specific point, where the actual voltage is measured, is named the ”point of
regulation” or POR. It is located at the generator side of the generator power
relay. This location of the point of regulation allows measurement of the
generator output voltage before the generator is switched to the busses. In
addition the location is as near as possible to the distribution busses, where the
115 V are needed.
As a result of this location the voltage reaches 120 volts at the generator
terminals, when the generator is at 100% load. This is because the load current
produces a voltage drop on the long generator feeder lines of up to 5 V.
One point in the voltage regulation loop we have not discussed yet, is the
function of the generator control relay or GCR. It is normally closed, but it can
be opened by the switching part of the GCU.

--Paralled Generator
Switching
Protection
POR
Figure 69 VOLTAGE REGULATION

ELECTRICAL POWER
FREQUENCY REGULATION
The second regulation for isolated generators is the frequency regulation.
It only exists when the frequency of the generator is not already controlled by
the speed regulation of the generator drive.
A frequency regulation loop is necessary for IDG s that use an
electromechanical speed control circuit and for CSMG emergency generators.
In addition, the VSCF uses a comparable regulation loop.
The closed loop circuit compares the actual frequency from the PMG output
with the 400 Hz reference frequency.
Any difference in this comparison is sent to the generator drive, in order to
adjust the generator input speed. You will see this circuit in more detail in the
following segments, because it is also needed for generator parallel operation .

-Paralled Generator
Switching
Protection
Figure 70 FREQUENCY REGULATION

ELECTRICAL POWER
REGULATION FUNCTIONS IN PARALLEL OPERATION

In this segment we will see what additional regulation circuits are necessary for
generators that work in parallel.
The main task of these regulations is to ensure that all generators share the
same load.
Two independent load regulation circuits are necessary to reach identical
loading conditions for all paralleled generators. This is because the total AC
load, named apparent load, is composed of a real and a reactive load part.
The real load division is controlled by providing an input to the frequency
regulation circuit, and the reactive load division is controlled by providing an
input to the voltage regulation circuit.
Both load regulation circuits need the information about the actual situation of
the load division. This means that each GCU gets a signal, which is the
difference between the load current of its own generator and the average load
current. This input signal for the load regulation is provided by a circuit named
the load division loop.
The load division loop consists of three different parts. First, one current
transformer for each generator which measures the individual load current in
one of the three phases at the point of regulation.
Second, a closed loop circuit, that creates the average current out of the
individual currents and third, an auxilliary contact of each generator and bus tie
power relay.
These bypass the current transformer of a generator that is not working in
parallel.


Figure 71 LOAD REGULATION

ELECTRICAL POWER
LOAD DIVISION LOOP

In this segment we will have a closer look at the function of the load division
loop.
When all generators are switched into the parallel operation, all main power
relay contacts are closed and the auxiliary contacts are open.
When all generators are equally loaded, no input signal is provided to the
generator control units. This is because the average current in the closed
division loop is equal to each individual current transformer current. This is the
normal situation.


Figure 72 LOAD DIVISION LOOP BALANCED

ELECTRICAL POWER

load division loop cont.
If generator number one carries more load than the others, the individual cur-
rents of the current transformers are not cancelled by the average current in
the closed loop.
The result is that GCU number one gets a decrease signal for its regulation
circuits and the other three GCUs get a smaller increase signal until the normal
situation is reached again.

ELECTRICAL POWER

Figure 73 LOAD DIVISION LOOP UNBALANCED 1

ELECTRICAL POWER

If generator number one carries a lower load than the others, the individual cur-
rents of the current transformers are not cancelled by the average current in
the closed loop.
The result is that GCU number one gets an increase signal for its regulation
circuits and the other three GCUs get a smaller decrease signal until the
normal situation is reached again.

ELECTRICAL POWER

Figure 74 LOAD DIVISION LOOP UNBALANCED 2

ELECTRICAL POWER

An unbalanced load division can be produced either by different generator volt-
ages or by different torques at the input shaft.
Different generator voltages will result in an unbalanced reactive load division
whereas different torques result in an unbalanced real load division.
A filter in the GCU can distinguish between the two situations and transfer the
correction signal to either the voltage or frequency regulation circuit.
In some aircraft two independent loops for real and reactive load division are
used.
If the voltage regulation is influenced, the exciter current is changed in the
necessary direction.
In our example on the left it must be decreased. This results in a slightly
reduced generator voltage that decreases the share of reactive load for this
generator.


Figure 75 UNBALANCED LOAD DIVISION

ELECTRICAL POWER

When the frequency regulation is performed by an electromechanical circuit the
real load regulation signal is just added to the frequency regulation signal.
No special circuit is necessary.
If the constant speed drive frequency regulation is performed completely
mechanically, the position of the fly weights must be electrically controlled. This
is performed by using permanent magnets as fly weights, which can be
influenced by the magnetic field of a trim coil.
In this example the direct current in the trim coil generates a magnetic field that
pushes the fly weights outward. This simulates an overspeed which reduces
the output torque of the CSD.
When the generator works in parallel operation, this reduces the share of the
real load of this generator. However, the speed and frequency are not affected
as long as the other generators run with the same speed.
When the generator works in isolated operation a decrease in the output torque
reduces the speed and, consequently, the frequency. This function is used to
synchronize the generators before switching into parallel operation and for the
”No power break transfer”.
If the GCU provides an incorrect trim coil current this will shift the frequency of
an isolated generator to a wrong value.
Therefore, you must make sure that any trim coil current is interrupted before
starting frequency adjustment. This is usually performed by disconnecting the
corresponding connector on the IDG.


Figure 76 FREQUENCY REGULATION

ELECTRICAL POWER
PARALLELING CONDITIONS
Before a generator can be switched into parallel to another power source,
either for permanent parallel operation or just for a few seconds in the case of
the ”No power break transfer” function, it must be synchronized
The correct voltage is guaranteed by the voltage regulation of each individual
power source and the correct frequency is ensured by the frequency regulation.
However, this is not enough, because, even with identical frequency and
voltage a difference of up to 320 V is present between two power sources if the
phase angle is 180_ apart.
I think you can imagine what would happen if the generator power relay closes
in this situation -- high currents and torques would probably damage the
system. This serious situation can only be solved if, in addition to voltage and
frequency, the phase angle difference is reduced to zero before the generator
is switched on. This is performed by providing a synchronization signal to the
frequency regulation, derived from the voltage differences of the new power
source and the already active power source supplying the main AC bus. This
correction signal produces a small frequency difference between the two power
sources, that will shift the phase angle permanently.


Figure 77 GENERATOR SYNCHRONIZATION

ELECTRICAL POWER
GENERATOR CONTROL RELAY

SWITCHING FUNCTIONS
Two switching functions are performed by all GCUs: These are the switching
that controls the generator control relay and the switching of the generator
power relay.
A third switching function is only performed in GCUs that control generators for
parallel operation. This is the switching of the bus tie power relay.
The generator control relay is normally closed, but it can be opened, or tripped,
either manually or automatically, to switch off any generator output voltage in
case of a failure.
A manual trip is performed by releasing the corresponding generator
pushbutton switch or by operating the fire handle or fire pushbutton on the
corresponding control panel in the cockpit.
An automatic trip is performed if a protection circuit detects any failure in the
generator system, this you will see later in more detail.
A reclose of the GCR can only be performed manually by a reset of the
generator pushbutton switch. This manual reset of the generator control relay
is only successful, if no open signal is present at the same time. This is
because the latch circuit gives priority to the open signal.


Figure 78 GCR CONTROL

ELECTRICAL POWER
GENERATOR POWER RELAY

SWITCHING FUNCTIONS
The generator power relay is normally closed and tripped automatically.
However, it can be controlled manually with the generator pushbutton switch
via the generator control relay switching.
The generator power relay is automatically closed when the power ready
condition of the generator is reached.
Power ready is fulfilled when the generator has no underspeed and the
generator control relay is closed.
For generators working in parallel operation or systems using the ”no power
break transfer, NPBT” function an additional switching condition must be
fulfilled.
The synchronization must be performed when the generator is switched to an
already powered AC bus (no Dead Bus). This is checked by a circuit, that
compares the AC parameters of the own generator with the AC parameters on
the AC bus.
When the voltage, frequency and phase angle difference are below a specified
value the generator power relay is closed automatically.


Figure 79 GCB CONTROL

ELECTRICAL POWER

generator power relay switching functions cont.
The generator power relay is automatically tripped to switch off the connection
between the generator and the bus when the generator power is not ready.
This happens when the GCR is tripped or when an underspeed condition is
detected by the protection circuit.
The automatic trip is always accompanied by the fault legend in the generator
pushbutton on the electric panel.
If a system failure, detected by a protection circuit, was the reason for the
automatic trip, this is latched.
The generator can only become active again after reset of the latch. This is
only possible when the system fault signal is no longer present and needs an
additional manual action.


Figure 80 GENERATOR POWER RELAY

ELECTRICAL POWER
FUNCTIONS GENERAL
We have already seen that the generator control relay and generator power
relay can be tripped automatically by certain system failures.
The system failures are detected by protection circuits.
These circuits can be divided into circuits which detect failures in the AC
generation, and circuits that detect failures in the distribution. Both groups of
protection circuits are present in all generator control units.
A third group of protection circuits detect failures in parallel operation and,
therefore, are only available in GCU’s used in these systems.
The failure types that are presented here on the left, are detected in all AC
generation systems.
In some aircraft types additional protection circuits are used.


Figure 81 GENERATOR PROTECTION CIRCUTS

ELECTRICAL POWER

functions general cont.
Overvoltage means that the voltage at the point of regulation exceeds 130 V.
It occurs when the voltage regulator delivers an exciter current that is too large.
As an overvoltage can damage the electrical consumer and cause an overheat
or fire, the overvoltage protection circuit triggers the automatic trip function with
an inverse time delay. This means that the higher the overvoltage is, the
shorter the time delay is.


Figure 82 OVERVOLTAGE
ELECTRICAL POWER

Overfrequency means that the frequency of the generator voltage, measured at
the PMG, exceeds 430 Hz.
It is caused when the generator speed is too high due to a faulty generator
drive speed regulation.
The overfrequency protection circuit activates an automatic trip with a time
delay of about one second.


Figure 83 OVERFREQUENCY
ELECTRICAL POWER

Undervoltage means that the voltage at the point of regulation drops below
100 V.
This occurs when the voltage regulation or the generator are defective.
The automatic trip is activated after a time delay of about five seconds.
Because an undervoltage can also be caused by an underspeed or overload,
these conditions inhibit the automatic trip.


Figure 84 UNDERVOLTAGE
ELECTRICAL POWER

Underfrequency means that the frequency of the generator voltage, measured
at the PMG, has dropped below 370 Hz.
This is caused by the generator speed being too low due to a faulty generator
drive speed regulation.
The underfrequency protection circuit activates the automatic trip with a time
delay of about one second.
If the input speed is too low, this will also cause an underfrequency condition,
therefore, the automatic trip is inhibited when underspeed is present.


Figure 85 UNDERFREQUENCY
ELECTRICAL POWER

Underspeed means that the speed of the generator drive has dropped below
90% of its normal speed.
It is measured at the input shaft of the constant speed drive or derived from the
APU speed signal concerning APU generator protection.
An underspeed condition is normally not due to system failure, because it
always occurs when the engine or APU is shut down, therefore, only the
generator power relay is tripped.
The undervoltage or underfrequency protection circuits are blocked to prevent
a trip of the generator control relay as a result of underspeed.


Figure 86 UNDERSPEED
ELECTRICAL POWER

Overload means, that the generator is loaded with more than 100% of its rated
load.
This is detected, by measuring the three load currents with current
transformers at the point of regulation.
An overload condition is usually caused when one generator is switched off and
the remaining generators cannot carry the whole load of the network.
As a permanent overload will overheat the generator and probably lead to a
total power loss, the protection circuit switches off as many large loads as
necessary.
A high current drops the voltage at the point of regulation, therefore, the
undervoltage protection circuit is blocked.


Figure 87 OVERLOAD
ELECTRICAL POWER

Open phase means, that the generator load current in one phase is zero, but
the current in the other two phases are in normal range.
It is detected by comparing the three phase currents measured by the current
transformer.
An open phase is caused by an open generator wire connection either inside
the generator or in the feeder lines or it can also be caused by a faulty power
relay contact.
The generator control relay and the generator power relay are tripped, because
all three phase consumers cannot work properly with only two phases.


Figure 88 OPEN PHASE

ELECTRICAL POWER

The differential protection circuit is used to detect short circuits in areas where
circuit breakers are not usable.
We have already discussed this in the distribution components lesson.
The circuit compares the current in the generator neutral line with the current
used in the distribution in each individual phase.
The generator control relay and generator power relay are tripped without any
time delay, because of the dangerous consequences of a short circuit.


Figure 89 DIFFERENTIAL PROTECTION

ELECTRICAL POWER
DIFFERENTIAL PROTECTION
The area of differential protection is located between each generator and the
main distribution center.
Both ends of the area have one set of current transformers. One set for each
generator is located in the distribution and one set is located in the neutral line
of the generator.


Figure 90 DIFFERENTIAL PROTECTION

ELECTRICAL POWER

differential protection cont.
The neutral point current transformers are located inside of modern generators.
Each phase current is measured individually, before a common wire is
connected to neutral.


Figure 91 NEUTRAL POINT

ELECTRICAL POWER

The current transformer in the distribution is located in the main equipment
center, directly after the first individual main circuit breakers.
It must measure the sum of all currents the generator delivers. These are the
currents for the consumers, for protection and indication and for the bus tie.
Phase C is shown here as an example.
As long as the differential protection area has no short circuit, the current
delivered by the generator, e.g.100 Amp., is completely used in the distribution.
The secondary current delivered by the two current transformers is, therefore,
identical, leading to no input to the protection circuit.



ELECTRICAL POWER

If a short circuit happens in the differential protection area, as here in phase C,
due to damaged wire insulation or loose bolts, clamps or terminals, the
generator current increases dramatically, where as the current in the
distribution drops to zero.
This leads to corresponding secondary currents from the current transformers,
resulting in an input to the protection circuit, which opens the generator control
relay and the generator power relay immediately.


Figure 93 SHORT CIRCUT

ELECTRICAL POWER

In this example, after repairing the wiring of the distribution, the mechanic has
forgotten to guide the wire to the main AC bus through the current transformer
hole.
This example with no real short circuit shows you that differential protection is
always triggered if there is a difference between the two current transformer
currents of more than the specified value -- for example, greater than 20 mA.


Figure 94 WRONG WIRE ROUTING

ELECTRICAL POWER
PROTECTION & SWITCHING

IN PARALLEL OPERATION
One function of the GCU, is the switching function of the bus tie power relay.
The bus tie power relay of an electrical power system that works in parallel, is
normally closed.
It can be opened either manually from the control panel, or automatically, by a
signal from the protection circuits for parallel operation.
An automatic trip of the bus tie power relay is performed in two situations.
When an automatic landing is selected which needs isolated power sources for
safety reasons, or when there is a major imbalance in the generator loads
during parallel operation.
All voltage and frequency failures in parallel operation cannot be detected
directly by the corresponding protection circuit. This is because the values of
the faulty generator system will not change, they are kept at nearly the normal
level by the correctly working generators.
However, all these failures will lead to a large load imbalance, because the
affected generator system is not able to provide electrical power and it will
receive load from the other generators.
The load imbalance is detected by a load protection loop. Its function and
buildup is identical to the load division loop, which you have already seen in the
regulation segment.
However the protection loop is always independent.
In this example, generator system number one is faulty. The correct generators
have to carry the complete load demand of the distribution as well as the
increasing current taken by the faulty generator. I think you can imagine that
this situation can become very dangerous for the complete system.


Figure 95 BTR SWITCHING

ELECTRICAL POWER

protection & switching in parallel operation cont.
Therefore, the bus tie power relay is tripped automatically and terminates the
parallel operation of this generator.when a certain difference in current is
exceeded.
When the bus tie power relay is open the affected generator works in isolated
operation.
The failure will then result in wrong voltage or frequency dependent on the fail-
ure source. This allows the undervoltage or underfrequency protection circuit to
react and to trip the generator control relay and generator power relay.
As the faulty generator system is now switched off, the bus tie power relay can
reclose automatically and resume power to AC bus 1 again. This is performed
automatically by the GCU in modern systems.


Figure 96 BTR SWITCHING STEP 2

ELECTRICAL POWER
DC GENERATION
DC GENERATION
INTRODUCTION
Two different components are used for DC power generation. First, the TR
units which are the normal DC power source and second the battery.
Several TR units are installed in the electrical compartment, generally one for
each main DC bus.
The TR unit converts the three phase 115 V AC from the AC power distribution
into 28 V DC for the DC power distribution.
TR UNIT NORMAL OPERATION

The function of the TR unit is to convert a high AC voltage to a low DC voltage.
To do this, two component parts are needed. First a transformer, that reduces
the 115 V AC to about 28 V AC and second a rectifier, that converts the AC to
a DC.
Two separate strings are used to transform and rectify the input voltage.
In the first string the primary and secondary windings of the transformer are
connected in the same way as in a generator -- this is called a star connection.
In the second string, the secondary winding has a so called delta connection
which produces a phase shift. This combination produces a nearly ideal DC
voltage without the ripples which normally remain after rectifying.
The two output parameters of the TR unit, voltage and current, are indicated on
the corresponding ECAM or EICAS page.
The voltage is measured directly at the output. It varies between 30 V when the
load current is low and 27 V at maximum load.
The output current is measured inside the TR unit, in this example by the use
of current transformers.
The value is directly dependent on the current which is needed by the
connected consumers.
The maximum value which is allowed depends on the type of TR unit. This-
maximum value ranges from up to 200 Amp. for continuous operation to
1000 Amp. for a limited time of 1 second.
HAM US / kl AUGUST 1998 Page 194

ELECTRICAL POWER
DC GENERATION

Figure 97 TR UNITS
ELECTRICAL POWER
DC GENERATION
TR UNIT PROTECTION FUNCTION

TR units have up to two protection circuits for failure detection.
First, a low current detection, which is triggered when the current drops below
about 2 Amperes. This might be due to an internal failure.
Second, an overheat detection, which becomes active, when the temperature
near the rectifiers exceeds an allowed value. This might happen for example, if
there was an overload or short circuit.
When the temperature exceeds the overheat level, a temperature switch, also
known as a bimetal switch closes. This opens the contact of an internal relay
which deactivates the output of the TR unit.
The results are indicated on the corresponding page of the central warning
system, here the ECAM system page.
When the TR unit is switched off, the temperature drops and the bimetal switch
opens again.
The TR unit can only be switched on again by a reset signal, after a successful
trouble shooting on the ground. The reset is performed either via the central
maintenance computer system or a reset push button in the electric
compartment.

ELECTRICAL POWER
DC GENERATION

Figure 98 PROTECTION CIRCUTS

ELECTRICAL POWER
DC GENERATION
AIRCRAFT BATTERY
In the distribution lessons you have learned already that the aircraft battery is
used to supply the emergency power in certain cases and to supply the APU
starter motor for APU start.
These tasks can be performed by two different types of battery installation.
One is shown in this example of a two engine aircraft.
Most aircraft use this type of battery installation. They have one two or even
three batteries which work together to supply either emergency power or the
APU starter motor.
The number of batteries depends mainly on the amount of electrical energy
that must be stored.

ELECTRICAL POWER
DC GENERATION

EMERGENCY APU
POWER STARTER MOTOR
Figure 99 BATTERY INSTALLATION 1

ELECTRICAL POWER
DC GENERATION

aircraft battery cont.
A second installation possibility is this electrical power system on a four engine
aircraft.
One battery provides emergency power and is called the main battery and a
second battery is mainly used for APU start -- consequently it is called the APU
battery.

ELECTRICAL POWER
DC GENERATION

Figure 100 BATTERY INSTALLATION 2

ELECTRICAL POWER
DC GENERATION
NICD BATTERY
All batteries in jet aircraft are of the nickel cadmium type. These tasks cannot be performed in the aircraft, but the line maintenance
This battery type has many advantages over the lead acid type battery which is personnel must check some important items to ensure reliable battery
used in small aircraft and cars. operation until the next workshop visit.
The two main advantages of the nickel cadmium battery are that it causes less The first important item that the line maintenance must observe is to never
maintenance costs and has a better performance at low temperatures. overheat a battery by too many APU start attempts immediately after each
other.
However, special care is necessary during charge and discharge of a nickel
cadmium aircraft battery to guarantee safe and reliable operation. A battery cell overheat reduces the electrolyte level and can melt the plastic
separator. This damages the battery and the cell will probably look like this.
The nickel cadmium battery in electrical power systems contain 20 individual
cells. The second important item to remember is do not discharge a battery below
22 V, because this can inverse the polarity of the weakest cell in the battery.
Normally, each individual cell produces a voltage of about 1.2 V. Because all
cells are connected in series, the complete battery has a nominal voltage If this happens, the battery can’t be recharged in the aircraft. It must be
of 24 V. replaced and recharged in the workshop.
During charging, the voltage of an individual cell rises to 1.5 V. During The line maintenance personnel must also check at certain intervals that the
discharge the voltage drops to 1.0 V when the cell is completely discharged. battery is fully charged.
The voltage in a charged battery cell is produced by the chemical reaction
which occurs between two plates made of different material. These plates are
covered by an electrolyte fluid.
The electrolyte fluid is a strong alkaline solution. Its level rises during charging,
but its specific gravity is not changed.
If the fluid comes into contact with the aircraft structure or human skin, you
must rinse it off immediately with water or an acid solution to prevent corrosion
or injury.
The vent cap can be removed to adjust the electrolyte level in the workshop.
Within the vent cap is a valve which releases any gas overpressure which is
sometimes produced during charging.
The positive and negative plates get a large surface area of active material,
several plates of the same polarity are connected together.

The separator is made of plastic material. It prevents a short circuit between
the positive and negative plates. The separator melts at very high temperatures
and this damages the battery.
The plate pack consists of negative and positive plates which store the
electrical energy during charging.
Checks for good battery condition must be carried out on average every 2000
operating hours. The checks are done in the workshop and cover items such
as the storage capability and electrolyte condition.

ELECTRICAL POWER
DC GENERATION

Figure 101 Ni Cd BATTERY CELL

ELECTRICAL POWER
DC GENERATION
BATTERY INDICATION
To allow monitoring of battery operation and to check the charging level, two
battery parameters are indicated -- the voltage and the current.
On this example of an airbus aircraft you see that the voltage is displayed on
the ECAM display and the electric panel and the current is shown only on the
ECAM display.
The battery voltage is measured on the hot battery bus and the current is
measured by a shunt located in the battery cable to ground.
A shunt is a small resistor that produces a voltage proportional to the current.

ELECTRICAL POWER
DC GENERATION

Figure 102 BATTERY MONITORING

ELECTRICAL POWER
DC GENERATION
BATTERY CHARGING PART 1

To recharge nickel cadmium batteries, two different types of charging circuit are
used.
One type uses the 28 V from the DC distribution, that is provided by the TR
units.
The other type uses a separate battery charger unit,which produces the
necessary charging current from the voltage of the AC power distribution.

ELECTRICAL POWER
DC GENERATION

Figure 103 BATTERY CHARGING

ELECTRICAL POWER
DC GENERATION

battery charging part 1 cont.
Let us first have a look at the battery charger.
It consists mainly of a TR unit which provides a DC and an output circuit, which
controls the charging current.
The output circuit of the battery charger controls the charging current by two
different charging methods. One method is called the constant potential or
constant voltage charging method and the second one is called the constant
current charging method.
The constant current charging method allows a quick and safe charging of
batteries.
To provide the constant charging current, the battery charger must increase the
output voltage from 28 V up to a maximum of 36 V while the battery increases
its charging level.
When the battery is fully charged, the logic of the battery charger switches over
to the constant voltage charging method. This prevents an overcharge.
This switching point depends mainly on the output voltage of the battery
charger. In addition the temperature of the battery can be taken into account
because it influences the charging level.
With the constant voltage charging method, the output voltage of the battery
charger has a constant value of 28 V.
When the battery is fully charged it also reaches 28 V and this results in a
current of nearly zero amperes.
The main use of this battery charging method in the battery charger is to
compensate for the self discharge of the battery.

ELECTRICAL POWER
DC GENERATION

Figure 104 BATTERY CHARGER

ELECTRICAL POWER
DC GENERATION

battery charging part 1 cont.
A second application of the constant voltage charging method is demonstrated
in this example of a four engine aircraft electrical power system.
When several TR units are lost or not powered, the battery charger takes over
the supply to the electrical consumer connected to the battery bus. This is
possible because in the constant voltage charging method, the battery charger
works like a TR unit.

ELECTRICAL POWER
DC GENERATION

Figure 105 BATT: CHARGER USED AS TR-UNIT

ELECTRICAL POWER
DC GENERATION

In this segment, we are going to look at the second type of battery charging
circuit. This type uses the constant voltage charging method all the time.
Instead of a battery charger, the constant voltage of the transformer rectifier
units is used to deliver the charging current.
The constant voltage charging method is the easiest way of charging. The
charge current is always proportional to the difference between the voltage of
the battery and the power source.
When the battery is fully charged, both voltages are equal and the charging
current drops to zero.
One characteristic of a nickel cadmium battery can create problems in the
constant voltage charging method. This is the fact that a nickel cadmium
battery reduces the output voltage when it is overheated during charging.
Can you imagine what happens in this case.
When the battery output voltage drops, the charge current increases. This
generates more heat and the voltage drops further and results in an increasing
current and so on. This behaviour is called a thermal runaway and can result in
the battery being totally damaged and possibly to a fire in the aircraft.
Therefore, this dangerous situation must be prevented.
One method to prevent a thermal runaway in the constant voltage charging
method is the installation of a battery charge limiter, BCL in short.
The BCL permanently monitors the charge current. When the current is
increasing, indicating the start of a thermal runaway, the battery contactor
opens immediately. This function is latched and needs a manual reset from the
electric control panel.
In addition to the thermal runaway protection, the battery charge limiter also
has some more functions.
For instance it switches off the battery contactor when the battery is fully
charged or during discharge on the ground when the battery voltage drops
below 23 V.

ELECTRICAL POWER
DC GENERATION

Figure 106 THERMAL RUNAWAY

ELECTRICAL POWER
DC GENERATION

To prevent the risk of a thermal runaway, in the battery charging circuit which
uses a battery charger a temperature switch is installed either inside or outside
the battery.
This bimetal switch closes when 60_ C is exceeded and switches off the
battery charger.
When the temperature drops below the switching point again operation
resumes automatically.
The relay at the input of the battery charger also opens during the APU start.

ELECTRICAL POWER
DC GENERATION

Figure 107 BATTERY PROTECTION

ELECTRICAL POWER
GROUND POWER
GROUND POWER
INTRODUCTION
Normally, one external power source or one APU generator is sufficient to
supply all the consumers needs on the ground.
In our example of the two engine airbus, both power sources can be switched
to the whole network.
Either the APU generator or external power can supply the complete electrical
power distribution.
External power should be used for environmental and economic reasons. On
modern airbus aircraft, external power has automatic priority for ground supply.

ELECTRICAL POWER
GROUND POWER

Figure 108 2 ENGINE AIRBUS GROUND POWER

ELECTRICAL POWER
GROUND POWER

introduction cont.
As you already know, on large four engine aircraft, one power source is not
always sufficient to supply the whole network on the ground.
Therefore, two external power sources can be connected to the aircraft and in
this example of the 747, two APU generators are available for ground power.
However, most of the time, one power source is sufficient to supply the
necessary consumers on ground.
When the external power contactor number 1 closes, the complete distribution
is supplied. This is because the bus tie breakers and the split system breaker
are normally closed in this distribution.
You can imagine that this sudden activation of aircraft systems can create
problems or even dangerous situations if you do not perform some precautions.
Therefore, only trained personnel are allowed to switch on electrical power by
following a special check list.

ELECTRICAL POWER
GROUND POWER

Figure 109 BOEING 747 GROUND POWER

ELECTRICAL POWER
GROUND POWER
EXTERNAL POWER CONNECTION EXTERNAL POWER AVAILIABILITY

In this segment you will learn the steps which are necessary to supply a parked When the connection is made the external power source must be switched on.
aircraft with external power. When the on pushbutton is pressed, the power relay energizes and the three
When all tasks to secure the aircraft position with wheel chocks and to phase electrical power is provided to the aircraft receptacle.
statically ground the aircraft have been completed, you can then connect an From here, the power is transferred to the ground power control unit or GPCU.
external power source. The GPCU is located in the electrical compartment of the aircraft. A small TR
There are two types of external power source: unit inside the GPCU, converts the three phase AC to 28 V DC.
The first type shown here is the fixed station which is mainly used in or near to The DC is sent back to the external power source via one of the two small pins.
the maintenance hangar and the second type is a movable cart. This type is This pin is designated as pin E. The DC holds the power relay energized, even
used, for example, on the apron where a fixed station is not available. when the ”on” pushbutton is released.
The plug of the external power source must be connected to the aircraft This latch, which operates via the short receptacle pin, ensures that if the
external power receptacle. The receptacle is always located in the nose wheel connection is not performed completely, an external power source cannot be
area. permanently switched on.
The receptacle consists of four thick pins to provide the connection for the In addition, the DC returns to the ground power control unit via the second
three electrical power phases A,B and C and for the common neutral short pin, designated as pin F. This illuminates the external power connected --
connection. or, as it is also named -- the ”available” light when the quality of the external
In addition two shorter and thinner pins are used to control the connection. power is good.
The plug of the external power connection contains the sockets which match to Good external power quality means that the voltage and the frequency are
the receptacle pins. inside the allowed limits and that the phase sequence is good.
Push the plug completely onto the receptacle pins. This prevents the arcing In addition to the light on the external power panel, the green available legend
and overheating which can be generated due to an incomplete electrical in the external power control pushbutton in the cockpit also lights.
connection. These two indications show you, that external power is now available with
In some aircraft types, in addition, you must install a cable holding strap which correct parameters.
supports the cable weight. It is not necessary and on some aircraft not even possible to read the exact
Ok, the connection has been made. In the next segment we see how the voltage and frequency, before external power is switched on.
switching is performed. But a lot of other preconditions must be fullfilled before we are allowed to
switch on the power, this will be explained in the next segment.

ELECTRICAL POWER
GROUND POWER

Figure 110 GROUND POWER SWITCHING

ELECTRICAL POWER
GROUND POWER
EXTERNAL POWER ACTIVATION

When external power is available, you have to perform several checks before addition a simultaneous activation of all external lights can shut down the
you are allowed to switch on the power. external power source due to the high starting power consumption.
These checks are shown in a check list and must be followed carefully. This The emergency exit light switch must stay in off during the whole of the ground
ensures that all systems are in a defined switching state to prevent unexpected time.
and even dangerous situations. In the ARM position, the emergency exit lights come on automatically and
Here you see a generalized checklist which shows all of the important tasks discharge their individual batteries, if electrical power is switched off for any
that have to be performed. Now you have the chance to find out more about reason.
the pre conditions.
After external power activation, all electrical power system switches must be in
their normal position to ensure normal supply. In some aircraft, the batteries
must be in off and are switched on later.
Make sure that the hydraulic systems cannot be pressurized. Therefore, the
electric and air driven pumps must be switched off. However, the engine pump
switches must be on because the engines are not running and the valve is
deenergized in this situation.
To prevent a dangerous movement of flight controls or landing gear, check that
all control handles are in the correct position. The handle positions must agree
with the actual positions of the surface and gear.
The first condition prevents an activation of the engine start sequence and of
the ignition. The second item ensures, that all fuel pumps are switched off --
this reduces the electrical load and increases the pump lifetime.
The air conditioning system must be switched off to prevent an inadvertent
pressurisation of the aircraft.
The equipment cooling must start operating when the electrical equipment is
switched on. This is to prevent an overheat of the electronic components
located in the cockpit and electrical compartment.
The guarded oxygen switch prevents an accidental release of the oxygen

masks in the cabin.
All electrical heating systems must be switched off on the ground. This is
because the equipment can overheat and be damaged if there is no airflow.
The windshield wipers must be switched off to prevent them scratching the
surface of a dry window.
All external lights, especially the high power landing and taxi lights must be
switched off. The main reason for this is that they can be damaged if there is
no airflow. The lights can also blind personnel in the vicinity of the lights. In

ELECTRICAL POWER
GROUND POWER

Figure 111 CHECK LIST

ELECTRICAL POWER
GROUND POWER

external power activation cont.
The next checklist is used to energize the external power.
We have just completed the first item ”prior to energizing electrical network”.
Please note that each aircraft type has its own list of preconditions. Our
checklist was just an example.
When the external power pushbutton is pressed, the external power contactor
energizes and the three phase AC power is transferred to the distribution.
In addition the blue ON light in the external power pushbutton illuminates and
the available light goes off.

ELECTRICAL POWER
GROUND POWER

Figure 112 EXTERNAL POWER ENERGIZED

ELECTRICAL POWER
GROUND POWER

external power activation cont.
This direct activation of the external power contactor is only possible, if no
other power source is switched on -- as for instance in our example of the dark
aircraft.
If another power source, such as the APU generator, is already supplying the
network, it must first be switched off by the power source interlock circuit,
before the external power contactor can close.
Please press the external power pushbutton again to see how this happens.
In the first step the closed power relay gets a trip signal that opens the
contacts.
Then the external power close signal continues to the next power relay to
check its switching state.
If the other relays are already open the signal continues to the external power
contactor which closes, like in this example.
The interlock circuit shown here is just an example because the real one is very
aircraft type specific.

ELECTRICAL POWER
GROUND POWER

Figure 113 EXTERNAL POWER INTERLOCK CIRCUIT

ELECTRICAL POWER
GROUND POWER
EXTERNAL POWER DEACTIVATION

In this segment we are going to see what has to be observed before we
deenergize the electrical circuits.
Before we are allowed to deenergize the electrical circuits, we must follow a
checklist like this one.
First, all electrical loads should be at a minimum because this saves the
contacts of the external power relay.
The next items remind you of the the consumers which must be switched off.
These consumers automatically transfer over to battery power when normal AC
power is lost and this would discharge their own or the main aircraft
battery.This must be prevented.
You are going to learn more about these consumers in the corresponding unit.
Finally, the main battery and emergency power switches must also be switched
off.
When external power is no longer needed, the external power source can be
disconnected from the aircraft.
This is indicated by the external power not in use light on the panel near the
receptacle.

ELECTRICAL POWER
GROUND POWER

Figure 114 DEENERGIZING ELECTRICAL NETWORK

ELECTRICAL POWER
GROUND POWER
GROUND SERVICE POWER 1

Instead of supplying the whole network, external power can also be used to
supply just the equipment for cleaning and loading or unloading of the aircraft
such as lights, vacuum cleaner outlets and cargo loading components.
This equipment is connected to ground service busses.
The ground service busses are normally supplied by the normal power
distribution.
However these busses can be switched directly to the ground power source by
a ground service or maintenance bus switch. This switch is usually located in
the cabin near the entrance door.

ELECTRICAL POWER
GROUND POWER

Figure 115 GROUND SERVICE BUSSES

ELECTRICAL POWER
GROUND POWER

ground service power 1 cont.
The ground service power can be activated whenever external power is
available.
The switching can be performed without any preconditions, because the aircraft
systems will not be supplied.
When the ground service switch, which in this example is called the
maintenance bus switch, is moved to the on position, it is magnetically latched
for as long as external power is available.
The same signal energizes the ground service relay and connects the ground
service bus to the external power source.
When the complete electrical power system is supplied by external power, the
maintenance bus switch remains in ON until external power is disconnected.

ELECTRICAL POWER
GROUND POWER

Figure 116 GROUND SERVICE SWITCH

ELECTRICAL POWER
GROUND POWER

ground service power 1 cont.
When the external power not in use light on the receptacle panel illuminates,
the external power plug can be removed from the receptacle.
This breaks the DC power from the receptacle pin E which then deenergizes
the power relay inside the external power source. This ensures that the power
relay always opens the electrical circuit before the four main connector pins
break the contact to the plug.

ELECTRICAL POWER
GROUND POWER

Figure 117 EXTERNAL POWER NOT IN USE

ELECTRICAL POWER
GROUND POWER
GROUND SERVICE POWER 2

In this boeing aircraft, similar switching is available for the ground service bus.
Normally it is supplied by the main AC power distribution, and when the ground
service push button is pressed, it is transferred to the external power source.
An additional item in this aircraft is that the APU generator can also be used as
a power source for ground service.
In addition to the previously named ground service loads, this ground service
bus also supplies the battery charger.
The battery charger works as a TR Unit during ground service operation and
supplies all consumers that are connected to the battery and hot battery bus.
In addition it charges the battery in the constant voltage charging mode.
TOWING POWER
Let us now have a look at a different situation where external power and
probably also the APU generator are not available. This is the towing of the
aircraft.
During this aircraft operation, some equipment must be available. This is
primarily the navigation lights, cockpit lights and the indication of the brake
pressure.
The only power source that is left to supply this equipment is the aircraft
battery.
The battery provides 24 V DC but some of the named equipment needs AC
power. Therefore, an additional component must be installed. This component
converts the battery power to 115 V AC.
The AC consumers needed during towing are connected to a towing bus which
is normally supplied by the main AC power distribution.
If this normal AC power distribution is not supplied, the towing static inverter
must provide the necessary power.

Now the towing equipment is supplied by the static inverter.

ELECTRICAL POWER
GROUND POWER

Figure 118 GROUND SERVICE AND TOWING POWER

ELECTRICAL POWER
SIMULATION

After carrying out some preconditions, like activation of hydraulic power, the
SIMULATION test is started by pressing the corresponding PB on the panel. The test is termi-
nated when you release the pushbutton again.
NORMAL OPERATION 2 ENGINE AIRCRAFT
We have just entered this aircraft. All AC power sources are switched off. Only
the hot battery busses are supplied.
Let us assume that you have already performed all the checklist items which
are necessary prior to the activation of electrical power.
First the batteries are now switched on.
When the complete network is supplied the ECAM display is available. This
allows you to check all parameters of the distribution.
When both ground power sources, the APU generator and external power, are
available on this aircraft type the external power source has priority for supply.
FAILURE SIMULATION 2 ENGINE AIRCRAFT

In this segment we will see the effect of different failure situations on the sche-
matic, on the ECAM display and on the panel.
The first simulated failure is a low oil pressure condition in IDG number one.
The load of generator number two can be reduced and all galleys can be made
available again if the APU generator takes over the load of generator number.
In the next example AC bus number 1 is lost. As a result the essential busses
are also lost and the ECAM display is no longer powered.
The next 2 failures do not need any pilot action. The first example is, a TR unit
number one fault. The switching is performed automatically. You can monitor
the effect on the distribution.
The most dramatic failure in the electrical power distribution is the loss of all
AC power sources during flight. This is known as the emergency configuration.
When this happens the batteries and the static inverter supply the emergency
power distribution for about five seconds and then the emergency generator
automatically takes over.
This is also a completely automatic function. It’s only in the event of the emer-
gency generator not taking over that the MANual ON push button on the emer-
gency electrical power panel must be pressed by the pilot.
To ensure that the emergency power supply works reliably, an emergency gen-
erator test must be performed on ground on a regular basis.
HAM US / kl June 2000 Page 238

ELECTRICAL POWER
SIMULATION

Figure 119 2 ENGINE AIRCRAFT NORMAL AND FAILURE OPERATION AND SIMULATION
ELECTRICAL POWER
SIMULATION
4 ENGINE AIRCRAFT SIMULATION

The electrical power system of a four engine aircraft, the 747 dash 400, is used
for the simulation. Generally the available switching functions are the same as
in the two engine aircraft simulation.
One difference is that, due to limited space, the EICAS display is not always
shown. If you want to see it, you must press the ELEC pushbutton on the EI-
CAS control panel.
To deselect the electrical page again, press any of the page control pushbut-
tons on the EICAS control panel.
You should be aware that two different presentations of the distribution sche-
matic are used. One presentation is used during ground operation, for instance
when external power supplies the distribution.
To get the more complete presentation of the flight operation, you must switch
off all ground power sources and start at least one engine.
Here no ground power source is available and the aircraft needs to be moved
without engines running. This situation needs towing power.
Now we will start energizing the complete network. As in our two engine aircraft
example we assume that all preconditions have been carefully performed.
Now you have the opportunity to select any power source from the menu, in
any combination. Note that the APU is started with the switch on the electric
panel. In addition you should use all panel switches to see the result in the
schematic and on the EICAS display.
FAILURE SIMULATION 4 ENGINE AIRCRAFT

In this segment you see the effect of two failure situations on a four engine air-
craft electrical power system. First you should recognize the failure and then
perform any necessary switching on the panel.
The first example demonstrates the result of an IDG number 4 failure.

The second example shows a very unlikely but not impossible situation during
flight; the loss of all four engine driven generators. In this case only the battery
power remains to supply the battery and the emergency power distribution.

ELECTRICAL POWER
SIMULATION

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SIMULATION
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ELECTRICAL POWER
SIMULATION

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SIMULATION
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Ameco Beijing
Aviation College
TABLE OF FIGURES
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . . . 1 FUSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
CIRCUIT BREAKER FUNCTION . . . . . . . . . . . . . . . . . . . . 72
INTRODUCTION TO ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . 2 REMOTE CONTROL CIRCUIT BREAKER . . . . . . . . . . . . 76
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 CURRENT TRANSFORMER . . . . . . . . . . . . . . . . . . . . . . . . 80
ELECTRICAL POWER SOURCES . . . . . . . . . . . . . . . . . . . 8 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
BASIC POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . 10 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 GENERATOR BASIC FUNCTION . . . . . . . . . . . . . . . . . . . . 86
ELECTRICAL MONITORING . . . . . . . . . . . . . . . . . . . . . . . . 14 THREE PHASE GENERATOR . . . . . . . . . . . . . . . . . . . . . . 88
MAIN AC POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 AIRCRAFT CONSTANT SPEED GENERATOR . . . . . . . . 92
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 BRUSHLESS GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 94
THE AC BUS FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 20 GENERATOR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
LOAD SHEDDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 GENERATOR CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . 100
POWER SOURCE SWITCHING . . . . . . . . . . . . . . . . . . . . . 26 STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
AUTOMATIC BUS TIE SWITCHING . . . . . . . . . . . . . . . . . 28 VARIABLE SPEED CONSTANT FREQUENCY
MANUAL BUS TIE SWITCHING . . . . . . . . . . . . . . . . . . . . . 30 GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
PARALLEL OPERATION OF GENERATOR . . . . . . . . . . . 32 CONSTANT SPEED DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
BUS TIE SWITCHING IN PARALLEL OPERATION . . . . 36 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
GROUND POWER SOURCE SWITCHING PART 1 . . . . 38 CSD COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
GROUND POWER SOURCE SWITCHING PART 2 . . . . 40 SPEED CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . 110
NO BREAK POWER TRANSFER . . . . . . . . . . . . . . . . . . . . 42 OIL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
MAIN DC, ESSENTIAL & EMERGENCY POWER DISTRIBUTION . 44 CSD MONITORING / OIL TEMPERATURE INDICATION 118
MAIN DC POWER PARALLEL OPERATION . . . . . . . . . . 44 OIL MONITORING CIRCUITS FOR CREW ALERT . . . . 120
MAIN DC POWER ISOLATED OPERATION . . . . . . . . . . 48 UNDER SPEED MONITORING . . . . . . . . . . . . . . . . . . . . . . 122
AC ESSENTIAL POWER DISTRIBUTION . . . . . . . . . . . . 50 DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
DC ESSENTIAL POWER DISTRIBUTION . . . . . . . . . . . . 52 DISCONNECT VERIFICATION . . . . . . . . . . . . . . . . . . . . . . 126
TRANSFER BUSSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 DISCONNECT RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
EMERGENCY POWER INTRODUCTION . . . . . . . . . . . . . 56 GENERATOR CONTROL AND PROTECTION . . . . . . . . . . . . . . . . . . . 130
EMERGENCY POWER SWITCHING . . . . . . . . . . . . . . . . 58 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
OPERATION EXAMPLE # 1 . . . . . . . . . . . . . . . . . . . . . . . . . 60 VOLTAGE REGULATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 136
OPERATION EXAMPLE # 2 . . . . . . . . . . . . . . . . . . . . . . . . . 62 FREQUENCY REGULATION . . . . . . . . . . . . . . . . . . . . . . . . 140
DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 REGULATION FUNCTIONS IN PARALLEL OPERATION 142
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 LOAD DIVISION LOOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
AC POWER RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PARALLELING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . 154
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TABLE OF FIGURES
GENERATOR CONTROL RELAY
SWITCHING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 156
GENERATOR POWER RELAY
SWITCHING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 158
FUNCTIONS GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
DIFFERENTIAL PROTECTION . . . . . . . . . . . . . . . . . . . . . . 180
PROTECTION & SWITCHING
IN PARALLEL OPERATION . . . . . . . . . . . . . . . . . . . . 190
DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
TR UNIT NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . 194
TR UNIT PROTECTION FUNCTION . . . . . . . . . . . . . . . . . 196
AIRCRAFT BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
NICD BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
BATTERY INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
BATTERY CHARGING PART 1 . . . . . . . . . . . . . . . . . . . . . . 206
GROUND POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
EXTERNAL POWER CONNECTION . . . . . . . . . . . . . . . . . 220
EXTERNAL POWER AVAILIABILITY . . . . . . . . . . . . . . . . . 220
EXTERNAL POWER ACTIVATION . . . . . . . . . . . . . . . . . . . 222
EXTERNAL POWER DEACTIVATION . . . . . . . . . . . . . . . . 228
GROUND SERVICE POWER 1 . . . . . . . . . . . . . . . . . . . . . . 230
GROUND SERVICE POWER 2 . . . . . . . . . . . . . . . . . . . . . . 236
TOWING POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
NORMAL OPERATION 2 ENGINE AIRCRAFT . . . . . . . . 238
FAILURE SIMULATION 2 ENGINE AIRCRAFT . . . . . . . . 238
4 ENGINE AIRCRAFT SIMULATION . . . . . . . . . . . . . . . . . 240
FAILURE SIMULATION 4 ENGINE AIRCRAFT . . . . . . . . 240
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Aviation College
TABLE OF FIGURES
Figure 1 SYTEMS NEED ELECTRICAL POWER . . . . . . . . . . . . . . 3 Figure 36 CIRCUT BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 ELECRICAL ENERGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 CB MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 AC + DC POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . 7 Figure 38 RC CIRCUT BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 ELECTRICAL POWER SOURCES . . . . . . . . . . . . . . . . . . 9 Figure 39 RC CIRCUT BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 BASIC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 CURRENT TRANSFORMER . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 CURRENT TRANSFORMER . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 ELECRICAL MONITORING . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 AC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 MAIN AC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 MULTI ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 THREE PHASE GENERATOR . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 BUS FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 3 PHASE CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 CONSUMERS OF AC POWER . . . . . . . . . . . . . . . . . . . . 23 Figure 46 GENERATOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 LOAD SHEDDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 GENERATOR SLIP RINGS AND BRUSHES . . . . . . . . . 95
Figure 13 POWER SOURCE SWITCHING . . . . . . . . . . . . . . . . . . . 27 Figure 48 BRUSHLESS GENERATOR . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 BUS TIE SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 GENERATOR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 MANUAL BUS TIE SWITCHING . . . . . . . . . . . . . . . . . . 31 Figure 50 ELECTRICAL CONNECTION . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 MAIN POWER 747 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 4 GENERATORS WORK PARALLEL . . . . . . . . . . . . . . . 35 Figure 52 VSCF GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 BUS TIE POWER RELAYS . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 GENERATOR DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 EXTERNAL POWER CONTROL . . . . . . . . . . . . . . . . . . . 39 Figure 54 CSD MAIN PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 EXTERNAL POWER 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 CSD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 POWER SOURCE SWITCHING . . . . . . . . . . . . . . . . . . . 43 Figure 56 FREQUENCY ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 DC POWER SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 MECHANICAL SPEED CONTROL CIRCUT . . . . . . . . . 115
Figure 23 DC BUS ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 OIL CIRCUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 DC POWER SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 TEMPERATURE INDICATIONS . . . . . . . . . . . . . . . . . . . 119
Figure 25 AC ESSENTIAL POWER DISTRIBUTION . . . . . . . . . . . 51 Figure 60 ABNORMAL SITUATION . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 DC ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 UNDER SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 AC TRANSFER BUS (BOEING) . . . . . . . . . . . . . . . . . . . 55 Figure 62 DISCONNECT DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 EMERGENCY POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 ECAM DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 MANUAL SWITCHUNG . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 CSD RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 GCU FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 EMERGENCY POWER DISTRIBUTION . . . . . . . . . . . . 63 Figure 66 GCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 EMERGENCY POWER SWITCHING . . . . . . . . . . . . . . . 65 Figure 67 GCU POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 MAIN DISTRIBUTION COMPONENTS . . . . . . . . . . . . . 67 Figure 68 POINT OF REGULATION . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 AC POWER RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 VOLTAGE REGULATION . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 FUSES AND CIRCUT BREAKERS . . . . . . . . . . . . . . . . 71 Figure 70 FREQUENCY REGULATION . . . . . . . . . . . . . . . . . . . . . . 141
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TABLE OF FIGURES
Figure 71 LOAD REGULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 THERMAL RUNAWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 LOAD DIVISION LOOP BALANCED . . . . . . . . . . . . . . . . 145 Figure 107 BATTERY PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 LOAD DIVISION LOOP UNBALANCED 1 . . . . . . . . . . . 147 Figure 108 2 ENGINE AIRBUS GROUND POWER . . . . . . . . . . . . 217
Figure 74 LOAD DIVISION LOOP UNBALANCED 2 . . . . . . . . . . . 149 Figure 109 BOEING 747 GROUND POWER . . . . . . . . . . . . . . . . . 219
Figure 75 UNBALANCED LOAD DIVISION . . . . . . . . . . . . . . . . . . . 151 Figure 110 GROUND POWER SWITCHING . . . . . . . . . . . . . . . . . . 221
Figure 76 FREQUENCY REGULATION . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 77 GENERATOR SYNCHRONIZATION . . . . . . . . . . . . . . . . 155 Figure 112 EXTERNAL POWER ENERGIZED . . . . . . . . . . . . . . . . 225
Figure 78 GCR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 EXTERNAL POWER INTERLOCK CIRCUIT . . . . . . . 227
Figure 79 GCB CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 114 DEENERGIZING ELECTRICAL NETWORK . . . . . . . . 229
Figure 80 GENERATOR POWER RELAY . . . . . . . . . . . . . . . . . . . . 161 Figure 115 GROUND SERVICE BUSSES . . . . . . . . . . . . . . . . . . . . 231
Figure 81 GENERATOR PROTECTION CIRCUTS . . . . . . . . . . . . 163 Figure 116 GROUND SERVICE SWITCH . . . . . . . . . . . . . . . . . . . . 233
Figure 82 OVERVOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 117 EXTERNAL POWER NOT IN USE . . . . . . . . . . . . . . . . 235
Figure 83 OVERFREQUENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 GROUND SERVICE AND TOWING POWER . . . . . . . 237
Figure 84 UNDERVOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 2 ENGINE AIRCRAFT NORMAL AND FAILURE
Figure 85 UNDERFREQUENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 OPERATION AND SIMULATION . . . . . . . . . . . . . . . . . . . . 239
Figure 86 UNDERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 120 4 ENGINE AIRCRAFT NORMAL AND FAILURE
OPERATION AND SIMULATION . . . . . . . . . . . . . . . . . . . . 241
Figure 87 OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 121 4 ENGINE AIRCRAFT NORMAL AND FAILURE
Figure 88 OPEN PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 OPERATION AND SIMULATION . . . . . . . . . . . . . . . . . . . . 243
Figure 89 DIFFERENTIAL PROTECTION . . . . . . . . . . . . . . . . . . . . 179
Figure 90 DIFFERENTIAL PROTECTION . . . . . . . . . . . . . . . . . . . . 181
Figure 91 NEUTRAL POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 CURRENT TRANSFORMER . . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 SHORT CIRCUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 94 WRONG WIRE ROUTING . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 95 BTR SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 96 BTR SWITCHING STEP 2 . . . . . . . . . . . . . . . . . . . . . . . . 193
Figure 97 TR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 PROTECTION CIRCUTS . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 BATTERY INSTALLATION 1 . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 100 BATTERY INSTALLATION 2 . . . . . . . . . . . . . . . . . . . . . 201
Figure 101 Ni Cd BATTERY CELL . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 102 BATTERY MONITORING . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 103 BATTERY CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 104 BATTERY CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 105 BATT: CHARGER USED AS TR-UNIT . . . . . . . . . . . . . 211
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Ameco Beijing

Lufthansa Issue: June 2001

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

Aviation College ATA 24 Lesson 1

INTRODUCTION TO ELECTRICAL POWER

HAM US /kl August 1998 Page 2

Aviation College ATA 24 Lesson 1

Figure 1 SYTEMS NEED ELECTRICAL POWER

Aviation College ATA 24 Lesson 1

HAM US /kl August 1998 Page 4

Aviation College ATA 24 Lesson 1

Figure 2 ELECRICAL ENERGY

Aviation College ATA 24 Lesson 1

HAM US /kl August 1998 Page 6

Aviation College ATA 24 Lesson 1

Figure 3 AC + DC POWER DISTRIBUTION

Aviation College ATA 24 Lesson 1

ELECTRICAL POWER SOURCES

HAM US /kl August 1998 Page 8

Aviation College ATA 24 Lesson 1

Figure 4 ELECTRICAL POWER SOURCES

Aviation College ATA 24 Lesson 1

BASIC POWER DISTRIBUTION

HAM US /kl August 1998 Page 10

Aviation College ATA 24 Lesson 1

Figure 5 BASIC POWER

Aviation College ATA 24 Lesson 1

HAM US /kl August 1998 Page 12

Aviation College ATA 24 Lesson 1

Figure 6 POWER DISTRIBUTION

Aviation College ATA 24 Lesson 1

HAM US /kl August 1998 Page 14

Aviation College ATA 24 Lesson 1

Figure 7 ELECRICAL MONITORING

Aviation College ATA 24 Lesson 2

MAIN AC POWER DISTRIBUTION

HAM US /kl August 1998 Page 16

Aviation College ATA 24 Lesson 2

Figure 8 MAIN AC POWER

Aviation College ATA 24 Lesson 2

HAM US /kl August 1998 Page 18

Aviation College ATA 24 Lesson 2

Figure 9 MULTI ENGINE AIRCRAFT

Aviation College ATA 24 Lesson 2

THE AC BUS FUNCTIONS

HAM US /kl August 1998 Page 20

Aviation College ATA 24 Lesson 2

Figure 10 BUS FUNCTION

Aviation College ATA 24 Lesson 2

HAM US /kl August 1998 Page 22

Aviation College ATA 24 Lesson 2

Figure 11 CONSUMERS OF AC POWER

Aviation College ATA 24 Lesson 2

HAM US /kl August 1998 Page 24

Aviation College ATA 24 Lesson 2

Figure 12 LOAD SHEDDING

Aviation College ATA 24 Lesson 2