Section 3

Electrical Systems

Section 3 Electrical Systems

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ELECTRICAL SYSTEM

Introduction

The primary source of electrical power in the AS332 is generated by two 3-phase 20-30kVA 115-200V/
400Hz alternators. Each one supplying a separate distribution system.

One of the power distribution systems supplies two transformer rectifiers (TR) that generate 28V DC
power. The other system supplies all the aircraft AC circuits.

In the event of failure of an alternator, the system to which it is associated is automatically coupled to the
other alternator. The total electrical load of the aircraft is such that one alternator only is sufficient to
supply all systems.

The 26V AC system comprises 2 distribution bus bars each supplied by a 300 VA transformer.

The 28V DC distribution system comprises two distribution bus bars normally coupled by a contactor.

The primary distribution bus is supplied by one transformer rectifier and the aircraft battery.

The secondary distribution bus is supplied by the second transformer rectifier. A standard NATO DC
external power receptacle is also connected to this bus.

The 28V DC system also supplies the aircraft lighting circuit.

In emergency operation, the battery ensures DC power supply via the primary bus, for a limited time, to
the equipment essential for the flight to be continued. In the event of complete electrical power failure, a
4 amp-hr standby battery will supply certain essential services.

On the ground, the entire aircraft system may be supplied from an external AC power unit via a standard
NATO external power receptacle. The AC power is distributed throughout the AC distribution system by
an external power contactor. It is therefore possible, via the transformer rectifiers to charge the battery
and supply all the DC power system. When a DC ground power unit is used it only supplies the aircraft
DC power system and can be used for engine starting.

If no ground battery unit is available, the engines may be started from the aircraft internal battery.

The system incorporates logic circuits for automatic operation of the coupling and protection functions
and ensures that failure of generated power will not jeopardise equipment and vice versa.

Integrated Circuit Board

The basis of the board is a printed circuit onto which are fitted, the electric and electronic components,
diodes, transistors, logic gates, oscillators, relays and resistors etc.

The boards are housed in a rack and are automatically plugged into the network when fully engaged in
their sockets.

Advantages of Integrated Circuit Boards

A board contains all the electric functions of a conventional electric circuit but weighs less. It takes up
less room & increases considerably the capabilities of systems. Safety and automatic operation for
example. In many cases the board makes possible what was impossible. For example electronic engine
governing which replaces the well known fly-weight centrifugal governor. It should also be noted that
since the electronic components are static, the electronic circuits are more reliable than moving
mechanical switches etc.

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Main Boards Used on the Aircraft

1. Indicator boards which monitor the illumination of warning lights and the audio warnings.
2. Landing gear logic board, which monitors all landing gear operations.
3. Power and torque computer boards.
4. Boards which monitor the engine functions (automatic starting, governing etc.)
5. Electric power generating system protection boards etc.

Location of Components

F
G
B

C
E
Figure 1 – Major Component Locations
D
Key

A) Alternators – Number 1 is Left Hand and Number 2 is Right Hand

B) Electrical cupboard – Contains AC and DC components along with both TRUs.
C) External Power Receptacle – Both AC and DC sockets.
D) Main Battery – 24V 43 Amp-Hr
E) 32 Alpha Panel Warning Lights
F) Control and monitoring panel.
G) Stand-by Battery – 24V 4 Amp-Hr

Figure 1 shows the location of the various main components associated with the Electrical Systems of
the aircraft. The electrical cupboard shown houses AC and DC Master Boxes, Transformers and
Transformer Rectifiers, Logic Protection Cards, Engine Governor Units and various testing facilities. On
the outer face, in the aisle, are the Circuit Breaker panels.

32 Alpha Panel Warning Lights

The following warning lights on this panel are associated with the Electrical System.

ELEC - Will illuminate with any overhead control panel warning and will be
ELEC
extinguished by switching off the appropriate item on the control panel.

BAT. T BAT. T - Will illuminate if the temperature differential between inside and outside of
battery exceed 20°C.

DC FAIL DC FAIL - Illuminates if both TRU line contactors de-energise.

GND REC GND REC – Will illuminate if the external power flap is open.

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 Electrical Switching
and Monitoring

PP4
Primary DC Bus
Manual Shed Facility

Stand-by Battery
Electrical Cabinet Control
and Circuit Breakers

PP1
Battery Bus
(on Side of Console)

1PP6 2PP6
Primary DC Bus Primary DC Bus
Manual Shed Facility No Shed Available

1PP5 2PP5
Secondary DC Bus Secondary DC Bus
Auto Shed Facility Auto Shed Facility

No 2 - 26V Transformer Bus

No 1 - 26V Transformer Bus

ELEC DC FAIL

115V AC Essential Bus GND REC BAT. T

4PP7
IHUMS
DC Bus Central Warning Panel

1PP6X IHUMS AC Bus

AC AC
System 1 System 2

Figure 2 - Circuit Breaker Panels & Switching Locations

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 INTENTIONALLY BLANK

Section 3 Electrical Systems

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Electrical Control Panel

This panel is mounted on the overhead panel and is illustrated in Figure 3 below. The key gives details of
the various switches, lights and monitoring facilities. It will be noticed that the panel may be considered as
being of two parts –

1. Left Hand dealing with AC.

2. Right Hand dealing with DC.

When the battery is switched ON the lights associated with control switches will illuminate if the
appropriate contactor is not energised. This is regardless of whether switch be ON or OFF.

The lights will go out when the contactor energises.

When system is in operating mode the lights will illuminate when a defect occurs: bringing on the ELEC
warning light on the 32 Alpha panel. Upon switching off the failed item the ELEC light will extinguish but
the control panel light will remain illuminated.

POWER SUPPLY
Q
SHEDDING
OPT NETWORKS R OFF
INTERBAR ON
P
+
M _
A B C L N O
EXT
ALT 1 ALT 2 TR 1 COUPLING TR 2 BATT PWR
R1 R1 OFF R1 OFF R2 OFF R2 OFF
OFF
ON
OFF
ON
H I J K
D ON ON ON ON

EMERGENCY CUT OFF

E BATT ALT 1 ALT 2

26V1 26V2

F G

FIRE DETECTION PANEL

AC MONITORING DC
V V
115V ESS ESS
26V1 26V2 TR1 TR2
75 A A 35 200
120
B B
100
C C
V 30 0
80 50
V 60
40
A
A
T V 25
200 A
ºC
BATT.
25 N N 20
20 A
O O 400
0
0 R
C A
R TR1
BATT
TR2 15 Y
B B
M M
A C
S I C A II
W X
O O
B B
P P
A U C
T T

Figure 3 – Electrical Control and Monitoring Panel

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Key to Figure 3

A. Alternator 1 contactors ‘uncoupled’ warning light

B. AC inter-bar light – Illuminates with a short circuit on the primary bus bar.
C. Alternator 2 contactors ‘uncoupled’ warning light
D. Alternators 1 and 2 switches. (3-position ON, OFF/RESET)
E. 26V transformer 1 and 2 contactor ‘uncoupled’ warning lights
F. 26V transformer 1 and 2 control switches (2-position – ON, OFF/RESET)
G. Emergency cut-off handle – De-energises BATT+, ALT 1, and ALT 2 contactors
H. TRU 1 switch (2-position – ON, OFF/RESET)
I. DC bus bar coupling contactor control (2-position ON, OFF/RESET)
J. TRU 2 switch (2-position – ON, OFF/RESET)
K. Battery/External Power switch (3-position – ON, OFF and RESET)
L. TRU 1 ‘uncoupled’ warning light
M. DC coupling light – indicates when the coupler relay is de-energised
N. TRU 2 uncoupled warning light
O. Battery negative contactor ‘uncoupled’ warning light
P. Battery positive contactor ‘uncoupled’ warning light
Q. Shed Switch for emergency shedding of 1PP6 bus bar
R. Shed warning light – Illuminates when 1PP6 bus bar has been shed
S. Voltmeter/Ammeter AC
T. Selector switch for checking voltage on each AC bus bar (including 3-phase)
U. Selector switch for checking amperage from each phase of the AC Primary bus bar
V. Selector switch for checking DC voltage from the TRUs and Primary bus bar
W. Selector switch for checking amperage from TRUs and battery
X. Voltmeter/Ammeter DC
Y. Battery temperature gauge

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AC ELECTRICAL SYSTEM

Alternators

The 2 alternators, mounted one each side on the rear face of the MGB, are driven at a virtually constant
speed of 12,000 RPM via a quill drive. Each alternator includes an auxiliary permanent magnet alternator
(output 21V) which supplies the excitation current for the main alternator. Built-in current transformers
enable the current flowing through the neutral wires to be measured. Additional current transformers are
fitted in the output lines just after the line contactors.

The line contactors (35X1 and 35X2) are controlled by solenoids, which are powered by 28V DC. The
'rest' contacts of the line contactors also provide cross feed connection and illuminate warning lights.

ALT 1 supplies the AC power system – System 1

ALT 2 supplies the DC power via two TRUs - System 2
Regulation

Regulation is obtained by a printed circuit board (PCB) which compares output voltage to a reference
voltage and increases or decreases the current flowing from the permanent magnet alternator according
to system requirements. Thus the excitation of the main alternator is controlled and output is regulated to
200V ± 3V
AC GROUND POWER

ALT 1 ALT 2
30 k VA 30 k VA
200V 200V

36X1
Ground Power
Line Contactor
No 1 Alternator
Uncoupled Light No 2 Alternator
Uncoupled Light

+ 35X1 35X2 +
RT RT
OFF OFF
ON ON
No 1 Alternator No 2 Alternator
Switch Switch

BAR BAR
Couple CB Couple CB
A 1XP1 2XP1
B A
C B
3-PHASE C 3-PHASE
200V POWER 200V POWER
DISTRIBUTION DISTRIBUTION

58X 49P
TRANSFER TRANSFER
Los of Voltage Los of Voltage
on 1XP1 on 2XP1
Inter-Bar Light

+
2XP2C 1XP2
A
B
SINGLE-PHASE C
115V POWER
DISTRIBUTION

Transformer Transformer Transformer Transformer

26V 1 26V 2 Rectifier Rectifier
1 2

Single Phase 26V 28V DC

Figure 4 – AC Electrical System

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200V 3-Phase

The two alternators supply three-phase 200V power distributed via the 3-phase buses 1XP1 and 2XP1
(Primary AC bus bars).

115V Single-Phase

The 115V single-phase supply is obtained from each phase of the 3-phase system 1. The single-phase
115V line-to-neutral voltage is distributed via buses 1XP2A, B and C and 2XP2C (Essential Bus).

EXTERNAL AC POWER COUPLING

The external power receptacle 36X1 is protected by a phase sequence relay, which inhibits current flow
from the ground power unit unless phase, frequency and voltage are within limits. Uncoupling will occur
with any of the following conditions –

Minimum phase voltage of 80V and a maximum of 121V

Minimum frequency of 380 Hz and a maximum of 420 Hz.

When alternators are uncoupled the external power unit line contactor will be energised (If voltage and
frequency are correct) by a 28V supply from the battery as soon as the Battery/External power switch is
made. AC power will be fed to both Primary sets of bus bars via the ‘rest' contacts of the alternator line
contactors. When engines are started and alternators provide power they are prevented from coming on
line by the circuitry.

If alternators are running and coupled when the external AC power rig is plugged in, No. I Alternator line
contactor will be de-energised but No. 2 Alternator will remain on line preventing the external AC power
from supplying the system. With No. 2 Alternator line contactor being in the work position the external AC
line contactor cannot be energised and vice versa.

To summarise the AC external power coupling priorities –

1. External power must be within limits

2. External power cannot be coupled if ALT 2 is on line
3. External power uncouples ALT 1
4. ALT 2 cannot come on line if external power ‘ON’.

Note - The overhead panel indicating light will be 'ON' whenever an ALT line contactor is de-energised.
The light will also be ‘ON’ if the system is not as selected by pilot.

External Power Supply Failure

The supply may fluctuate during use but providing the voltage and/or frequency do not drop below the
minimum limits for more than 3 seconds the power will remain coupled.

If the voltage or frequency vary out with the limits the external power relay is de-energised and the supply
is cut off.

The system can be reset by placing the battery/external power switch to the reset position and back to
‘ON’. If this fails, remove external power plug and re-insert. The CBs in the external power receptacle
should also be checked.

Bus Bar Interconnection

This occurs automatically if an alternator fails, the line contactor of the alternator concerned will be de-
energised and a supply from the other systems primary bus bars will be fed via the rest contacts of the
failed alternator’s line contactor. These stand-by supplies are protected by 35 amp circuit breakers.

Should the failed alternator have been tripped off line due to a short circuit on its system primary 3 phase
bus bars, then one of the BAR COUPLE circuit breaker will become overloaded while it is supplying the
shorted bus and will trip.

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A phase sequence relay (58X or 49P) downstream of the primary bus will detect no flow and will de-
energise a coupling relay. When this occurs, transfer from one system to the other will be effected by the
rest contacts of this relay.

The Inter-Bar light will be illuminated when this happens. If system 1 (AC) is at fault then some 115V
single phase bus bars will no longer be supplied and 26V2 transformer will be out of action. The essential
115V single phase bus bar (2XP2C) will be supplied by No. 2 system and this will continue to supply both
26V bus bars via transformer 26V1.

If system 2 is at fault then TRU 1 will be lost but the DC system will still be supplied via TRU 2 fed from
No 1 system.

PROTECTION SYSTEMS

Automatic Power System Switching

Should one of the alternators fail, the corresponding power system is coupled, via the rest contacts of its
line contactor, to the second alternator, which supplies both power systems. No services are lost.

Automatic Coupling and Uncoupling

The line contactor of each alternator is energised when the lowest phase voltage is equal to or greater
than 105V and the frequency is greater than 360 Hz. (approx. 238 Nr). Uncoupling will automatically
occur if the voltage drops below 100V with frequency > 320 Hz. However, a voltage drop below 100V has
to last for more than 5 seconds before uncoupling occurs. This allows for transient undervoltage
conditions. The alternators will be uncoupled when frequency falls below 320 Hz. This corresponds to
approximately 212 Rotor RPM.

Alternator Insulation Failure

The current transformers detect the difference in phase currents and trip a relay to break the excitation
circuit and in turn uncouple the alternator.

Short Circuit Detection

Resistors in the current transformers create a potential voltage difference proportional to the current
flowing. If this current increases abnormally (because of a short circuit downstream) then the differential
voltage increases and above a threshold of 6.8V, will trip a relay and break the excitation circuit and
uncouple the alternator.

Over-voltage

A phase voltage in excess of 121V will activate a logic circuit and trip the excitation relay and uncouple
the alternator from the line. At 130V the response time is 0.3 – 1.0 seconds. In all cases the WARN,
ELEC and ALT lights will be ON.

Resetting may be attempted by moving ALT switch through 'OFF' to the 'RESET' position. If resetting is
unsuccessful switch OFF the failed alternator. The WARN light can be extinguished by pressing either
light. The ELEC light will go out when the switch is made OFF. The overhead panel light will remain ON.

Over Frequency Protection

There is no over-frequency protection on this system as maximum frequency is controlled by maximum

rotor speed.

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SINGLE-PHASE 26V / 400 HZ AC POWER SYSTEM

26V AC/400-Hz Power Supply

The 26V AC / 400 Hz power system supplies the Autopilot, the directional gyros, and certain radio
navigation systems.

From the single-phase 115V supply, two transformers (T1) and (T2) drop the voltage to 26V. Transformer
(T1) supplies the 26V 1 power system. Transformer (T2) supplies the 26V 2 power system. The power is
distributed via buses 1XP4 and 2XP4.

The coupling of transformers (T1) and (T2) onto distribution buses 1XP4 and 2XP4 is ensured by relays
53X1 and 53X2. The relay control current is 26V / 400 Hz rectified in a diode bridge (3) and (4). When
the control switches (1) and (5) are set to ‘ON’ the relays are energised and the transformers output into
the system.

2XP2C Single Phase 1XP2C

115V / 400 Hz

T1 T2
(A) OFF (A) OFF
1 5
26V - 400Hz 26V - 400Hz
3 4
(M) ON (M) ON

53X1 53X2

2 6
+ +
26V 2
Uncoupled
1XP4 2XP4
26V 1 Distribution 7 26V 2 Distribution

V A

8
A A
B B
26V 1 C C 26V 2

Figure 5 – Single Phase 26V – 400 Hz System

Loss of a Transformer (Auto-Transfer) [Figure 5]

The disappearance of the 26V power at the (T2) output cuts off relay 53X2, which in its rest position
transfers the 26V power from bus 1XP4 to bus 2XP4. The 26V 2 indicator light (6) comes on. Both the
26V 1 and 26V 2 power systems remain supplied.

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Transfer Function Monitoring

To check the transfer operation, simply set the control switches to ‘OFF’, alternately. The switched ‘OFF’
transformer indicator light comes on. The voltage of both systems is checked on voltmeter (7) using
selector switch (8) set to 26V 1 and 26V 2 positions.

Short Circuit on a Distribution Bus

If a short circuit occurs on a bus (1XP4 or 2XP4) the corresponding transformer outputs into the short
circuit until the transformer power supply circuit-breaker trips.

There is no transfer. The transfer line circuit-breaker trips at the very beginning of the transfer and
therefore certain circuits are lost.

Protection Circuits Diagram

The protection logics associated with each line contactor are shown schematically in Figure 6 over. The
contacts will move in the direction of the arrows, bringing on the appropriate warning with any of the
faults shown.

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 AC GROUND POWER

ALT 1 ALT 2
30 k VA 30 k VA
200V 200V
No 1 Alternator Ground Power No 1 Alternator
Uncoupled Light Line Contactor •Battery OFF Uncoupled Light
•Emergency Cut OFF
+ •ALT 2 On Line
•Phase Sequence Fault
+
•Freq. <320 or >420 Hz
•Voltage <100 or > 121

•Crash Handle Pulled

•Emergency Cut OFF •Crash Handle Pulled
•Ext. Power ON •Emergency Cut OFF
•ALT 1 Short Circuit •Ext. Power ON
•1XP1 Short Circuit •ALT 2 Short Circuit
•Frequency < 320 Hz •2XP1 Short Circuit
•Voltage <100 or >121 •Frequency < 320 Hz
•Voltage <100 or >121

A 1XP1 2XP1
B A
C B
C

•1XP1 Not Powered •2XP1 Not Powered

•Phase Sequence Fault •Phase Sequence Fault

Inter-Bar Light

+
2XP2C 1XP2
A
Essential Bus C
B

Transformer Transformer Transformer Transformer

26V 1 26V 1 26V 2 Rectifier Rectifier
26V 2
Uncoupled Light Uncoupled Light 1 2

+ +
28V DC
•2XP2C Not Powered •1XP2C Not Powered
•26V 1 Failure •26V 2 Failure
•1XP4 Short Circuit •2XP4 Short Circuit

1XP4 2XP4

Figure 6 – AC System Protection Logics

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 DC ELECTRICAL SYSTEM

Introduction

The power supplies consist of 2 transformer rectifiers each of which can continuously deliver 150A at
28V, a main 43 Amp-hr nickel cadmium battery, DC external power and in an emergency, a standby 4
Amp-hr nickel cadmium battery.

In normal operation both TRUs are supplied by AC System 2 (bus bars 2XP1 phases A, B and C) and
should alternator 2 fail, they will continue to be supplied by alternator 1. Should AC system 2 fail, due to a
short circuit on its primary bus bars, then only TRU 2 will be supplied via the AC interbar connection relay.

TRU 1 supplies Secondary bus bar PP3

TRU 2 supplies Primary bus bar PP2

When either of the TRUs supply power, the Primary and Secondary DC Bus Bars (PP2 and PP3) can be
coupled together by the coupler relay. One TRU is sufficient to supply all DC requirements. The Primary
bus supplies 3 sub buses 1PP6, 2PP6, and PP4 and the Secondary bus supplies 2 sub buses 1PP5 and
2PP5. The battery coupling system contains 2 line contactors (+ and -) and is interconnected with the
bus-bar coupling system. In the event of a double TRU failure the battery will supply power to the Primary
bus (PP2) only. A battery bus bar (PP1) is coupled directly to the positive side of the battery. This will
remain live at all times unless the battery is switched off. Protection Logic circuits and relays are
contained in the DC master box located in the electrical cupboard.
The standby battery is automatically brought on line in the event of complete electrical failure (including
main battery). It will only supply power to the following –

1. Ordinance Lights (Seat-belt Signs) 3. Standby Artificial Horizon Power & Lighting
2. Cockpit Dome Light 4. Emergency Cabin Lighting.

Transformer Transformer
Rectifier Rectifier
1 DC FAIL 2

+ 33P1 + 33P2
+
TRU 1 TRU 2
Uncoupled Bar Coupler Uncoupled
+ + +

Battery Positive
PP3 - (Secondary) PP2 - (Primary)

33P4
+
33P3
33P5
+ S +
H
S
E +
+ H
E
D
MAIN
1 D BATTERY BAT T
4 P
P P + -
2 1 P 6 1 2
7
DC P P X P P P P FIRE EXT 1
GROUND POWER
P P IHUMS P P P P FIRE EXT 2

DINGHY LTS
5 5 6 4 6 1 UTILITY LT
L/G EMERG Battery Negative

+
33P7

Stand-By Battery Circuit

Figure 7 – DC Electrical System

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Transformer Rectifier Units - TRU

These units are fitted at the top of the electrical cabinet and have their own fans, which are provided with
power at the same time as their primary windings. The fans draw air through the cupboard for cooling and
ventilation.

Output from the units is 27½ ± 5V with a maximum current of 150 Amps.

The TRUs are coupled to the bus bars by line contactors (33P1 and 33P2) which have relays and logic
circuits for protection purposes. Rest contacts of the line contactor will illuminate TRU lights on the
overhead panel.

TRU Protection

The Logic Circuits protect the TRU's from the following –

(i) Reverse current higher than 10 Amps

(ii) Output less than 3 amps for 5 seconds
(iii) Overheating

Should either TRU line contactor be de-energised due to one of the above faults, re-setting may be
attempted by moving control switch to OFF then ON. If unsuccessful switch OFF.

When conditions are correct the line contactor relay is energised to couple the TRU to its bus bar. At the
same time a supply is delivered to the relay, energising the DC coupler (33P5) provided that it is switched
ON and both primary and secondary buses will be interconnected.

The current flow monitoring circuit, controlling the TRU contactor receives a 12V supply from the standby
battery. This ensures that a brief voltage drop from the TRU does not de-energise the contactor.

Main Battery

The main aircraft battery is housed in a box in the nose compartment. The box contains the -ve contactor
and protection PCB.

Two temperature sensors are located, one in the cells and the other in the housing to monitor the battery
temperature. Differential temperature in excess of 20°C will illuminate BAT. T on the 32∝ panel and the
ALARM light. The housing is ventilated by airflow from and to vents through the aircraft skin.

The battery +ve contactor (33P4) is housed in the DC Master Box. The circuit breaker protecting the
contactors supply is on PP1 (Battery Bus Bar).

When the Battery switch is selected ON, the negative contactor relay (33P7) is first energised and then
the positive. As this happens so quickly the battery warning lights will not illuminate. Energising the -ve
contactor enables all circuits on PP1 to be powered. When the +ve contactor is made the Primary DC
Bus PP2 is also powered.

With the main battery as the only source of supply, the DC Coupler relay is not energised, even if
selected ‘ON’, and therefore only bus bars PP1 and PP2 are powered. The DC Interbar light will be ON,
and the battery power reserved for essential circuits only.

Battery Protection

(i) Overheating - Indication as previously mentioned

(ii) Failure supply to Bus bars (Feeder short circuit)

In the event of (ii) above, de-energising the +ve and -ve contactor relays automatically disconnects the
battery. This will cause illumination of both the Battery +ve and Battery –ve lights together with the ELEC
and WARN lights.

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The battery may be re-coupled by moving the Battery/External Power switch to the reset position and
then back to ON. If unsuccessful switch OFF. With the battery OFF, bus bar PP1 is no longer available
with the exception of the following items –

1. Fire Extinguisher No. 1 Engine

2. Fire Extinguisher No. 2 Engine
3. Landing Gear Emergency Power
4. Dinghy Lights
5. Cockpit Utility Light

DC Inter Bar Coupling

This can be manually controlled by the coupler switch on the overhead panel. However, this switch is
normally left in the ON position and would normally only be switched OFF in the event of a short circuit.
The operation of the contactor relay is controlled by logic circuits in a PCB in the DC Master Box. The
relay is also housed in this box.

When power is supplied by either TRU the coupler relay is energised and therefore both bus bars are
supplied (providing switch is ON). The same occurs when an external DC power rig is supplying power
but the relay is not energised when only the battery is used.

Protection Systems

(i) Short circuit on bus PP2 or PP3

(ii) Failure of both TRUs

If a short circuit occurs on bus PP2 or PP3 a 'flip-flop' relay is energised and the supply to the coupler
contactor shut off, thus separating the two bus bars and illuminating the DC Interbar light. If the short is
on PP2 the battery +ve contactor will also be de-energised. The respective TRU will also be uncoupled
by its current measuring logic.

The system can be reset by selecting the coupler switch to its OFF/RESET position. This will allow a 12V
supply to energise the reset relay on the "flip-flop" and re-make the circuit to the coupler- relay. If
unsuccessful, switch OFF.

With a failure of both TRUs the battery remains the only supply. The TRU contactors, having moved to
their 'rest' position, break the earth return line for the coupler relay and it is de-energised. Thus only PP1
and PP2 are supplied by the main battery.

In the above case the DC FAIL light on 32∝ panel will illuminate along with the ALARM light.

Shed Switches

The battery supply will last for approximately 45 minutes under normal operating conditions, and in order
to extend this to approximately 2 hours the SHED switches must be operated.

Sub bus bar 1PP6 can be shed completely by operation of the guarded switch on the overhead panel.
When the switch is selected OFF the SHED light will illuminate. Sub bus bar PP4 can be shed
completely by operating the guarded switch on the bulkhead behind the co-pilot. (There is no warning
light with this switch).

The pilot may if he wishes now pull non-required circuit breakers on these bus bars and put the switches
back on. The duration of flight remaining being a deciding factor.
Note – Complete electrical power failure will result in the engine power stabilising at 28,200 Ng.
(approximately 13° of pitch).

DC External Power

The external 28V DC power supply is coupled by its relay (33P3) to PP3 and will energise the coupler
relay so that PP2 will also be supplied. When the external supply relay is made the Battery +ve contactor
relay is de-energised and the Battery +ve light will illuminate on the overhead panel. This prevents the
battery from being charged and variations in voltages causing return flow problems.

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The external power supply relay cannot be energised whilst a TRU is supplying power. Thus if the
engines are started and power supplied by alternators and, in turn, the TRUs, the external power coupling
relay will be de-energised and the Battery +ve contactor relay re-energised. The Battery +ve light will go
out.

Protection Systems

(i) Overvoltage

If the external supply voltage exceeds 32v the protection circuit de-energises the external coupler relay.

The inter-bar coupler relay is de-energised and the battery +ve contactor relay is energised thus re-
coupling the battery supply to PP2. Re-setting may be attempted by selecting the Battery Switch to reset
position and then ON.

(ii) Short Circuit on PP3

The detection circuit will automatically de-energise the external power coupler relay, disconnecting the
supply, and de-energise the interbar coupler relay. Resetting may be attempted by selecting coupler
switch to ‘RESET’ then ‘ON’.

Protection Circuits Diagram

A schematic drawing of the DC Protection logic is shown in Figure 8. The same principle is applied to this
figure as the AC logic protection figure. The relay will move in the direction of the arrow should the boxed
parameters occur.

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 Transformer Transformer
Rectifier Rectifier
1 DC FAIL 2

+ •TRU Switched OFF

•PP3 Under Volt <8V
•TRU Switched OFF
•PP2 Under Volt <8V
+
TRU 1 •Current Flow Fault •Current Flow Fault TRU 2
Uncoupled Uncoupled
+ + +

•One TRU ON Line

•External DC Power
+
Bar Coupler

Battery Positive
PP3 - (Secondary) PP2 - (Primary)
+
•Battery Switch OFF
•Emergency Cut OFF
+ •Crash Handle +
•Short Circuit PP2 <8V
•External DC Power +ve
+ •Short Circuit Battery Feeder MAIN
•One TRU ON Line BATTERY BAT T
•Short Circuit on PP3 -ve
•Over Voltage Ext. DC >32V
P FIRE EXT 1

DC •Coupling Switch OFF P FIRE EXT 2

GROUND POWER •Battery Power Only 1 DINGHY LTS
•Short Circuit In PP2 or PP3 UTILITY LT
L/G EMERG Battery Negative

Current Faults +
<3 Amps Within 5 Seconds •Battery Switch OFF
Reverse Current >10 Amps •Crash Handle
•Short Circuit Battery Feeder +

Figure 8 – DC Logic Protection Systems

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Emergency Stand-By Battery

The emergency battery (24V 4 amp-hr) is independent of the DC power system and provides the final
power supply to emergency circuits should their normal supply fail.

It is located in a compartment on the port side of the cabin aft of the main door. The front panel includes
push buttons and lights for routine servicing.

In the event of a power failure the battery will automatically come on line to supply the following –

1. Ordinance Lights (Seat-belt and No Smoking Signs)

2. Cockpit Dome Light
3. Standby Artificial Horizon Power & Lighting
4. Emergency Cabin Lighting.

Monitoring and Control

The cockpit monitoring and control facilities are located an the left-hand edge of the 34∝ panel and
consist of an amber FAIL and a green FLOW lights contained in a 'Reset' push button. Below the button
is a NORM/EMERG switch, snap wire locked in the NORM position as illustrated below.

STD BY BAT
R
E FAIL
S
E FLOW
T
EMERG

NORM

The battery consists of 2 units, one of 8 cells giving a stand-by 12V supply to the DC protection logic
cards and the other of 10 cells. Combining the two units gives the 24V (approximately) supply for
emergency services.

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 Battery Std-By
Switch Switch (34α)
Stand-By +24V 1 2
- ve
Battery
E
N
M
+ 12V O
E
R
R
M
G

a b c
K2

FAIL

To 12V
Logic Cards FLOW
OVERTEMP 3
MONITOR

CHARGING
CIRCUITS

p
K4
K1 K3 RESET
1PP5 a b a b

1PP6

Standby Artificial Horizon

normal supply

Cabin Notices

normal supply

Dome Light

normal supply

Cabin Emergency Lights

Figure 9 – Stand-by Battery Circuit

Emergency Battery Circuit

Refer to Figure 9. As soon as the main battery control switch (1) is set to ‘ON’, relay (K2) is energised
and the emergency battery is in standby configuration where -

(i) It maintains 12V in the DC power system protection circuits via contact (b)
(ii) It receives a charging current from bus bars 1PP5 and 1PP6 via contact (c)
(iii) It is ready to output into the emergency circuits should the normal power supply fail. Relays (K1)
and (K3) are energised and system is as shown in Figure 9.

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Note - Relay (K2) may also be energised by the EMERG BAT switch (2). This parallel control circuit
enables the pilot to maintain relay (K2) energised should he have to set switch (1) to ‘OFF' (e.g. when the
main battery overheats). Hence, the emergency battery function is retained.

Charge Cut-out

A protection circuit (3) breaks the charging circuit if the charging circuit voltage becomes excessive and in
the event of overheating of the emergency battery. Two temperature probes monitor the temperature of
the two battery units. When temperature reaches 60°C the charging is stopped and fail light illuminated
and will be re-instated when temperature falls. Should the temperature exceed 72°C, the charging is
stopped and will not be reinstated and the FAIL light will illuminate.

Charge Regulation

The charging current is regulated according to the battery temperature. If the temperature rises, the
charging current is reduced. A temperature probe monitors the battery temperature.

Loss of Primary and Secondary Buses 1PP6 and 1PP5

If the primary and secondary buses are lost (this corresponds to the loss of both TRUs and the Battery
+ve contactor) relays (K1) and (K3) trip to rest position and the emergency battery outputs into the
emergency circuits. Supplied via the ‘rest’ contacts (b) of relays (K1) and (K3), relay (K4) is energised
and the FLOW light illuminates.

Coupling Relay K2 Self Holding

As soon as current flows (K4) is held energised via diode (p) and the self holding circuit of (K2) via
contacts (b) of (K1) and (K3) becomes independent of the position of switches (1) or (2). This self-holding
of (K2) guarantees the flow from the emergency battery even if the control switch is accidentally switched
off after current flow has started.

Resetting the Circuit

When relay (K2) is in the self-holding configuration, it must be possible to disconnect it, so that after
landing (or after an untimely operation) the battery output can be cut-off. If not, the battery will be
completely discharged into the emergency circuits. To reset the circuit, the Battery/External Power switch
(1) must be 'OFF' then the 'reset' push-button is pressed. The self-holding of (K4) is de-energised and
relay (K2) opens.

Caution - When on the ground never set the Battery/External Power switch (1) to ‘ON’ if the main battery
is disconnected or discharged, since the emergency battery will be brought into operation and, for the
same reason never set switch (2) to ‘EMERG’ when switch (1) is set to ‘OFF’.

Loss of the Standby Artificial Horizon Normal Power Supply

The operating principle is identical, but only relay (K3) trips to its rest position.

Summary

(a) If Main Battery switch has to be selected OFF in flight the Emergency Battery switch must be set to
EMERG to maintain (K2) energised. (FAIL light will illuminate and go out when emergency switch
made).

(b) Once FLOW is initiated only re-setting the system can switch it off.

(c) FAIL indicates overheating, loss of charging or (K2) de-energised or a flat battery.

Note – Upon leaving the aircraft at end of flight a check must be made to ensure that FLOW light is out
and that the Standby Artificial Horizon is not powered/lit.

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FUNCTIONS OF THE CRASH HANDLES

The Crash Handles are available for use during a serious emergency on the ground only. They shut of
both electrical systems (by acting on switches in the line contactors supply circuits) and fuel (by pulling
back both emergency fuel levers.

Refer to Figure 10. The micro-switches (1,2,3 and 4) open simultaneously cutting ‘OFF’ both alternators,
the battery +ve and -ve contactors. All electrical functions are lost except those on the PP1 bus bar
having their own -ve return to battery (Fire Extinguishing, Emergency Landing Gear Lowering, Cockpit
Utility Light, and Dinghy Light). However, the emergency battery is retained and will supply its services.

The crash handle also closes the fuel supply cocks and the engine ventilation flaps.

Line Contactor Control Current

Figure 10 – Crash Handle & Gang Bar Cut Out Electrics

Effect of Emergency Cut-off Gang Bar

Refer to Figure 10. Micro switches (5,6, 7,8,9) open simultaneously cutting off both alternators, the
battery +ve contactor and the 12V protection PCB supply from the emergency battery. Should an external
power supply be connected then that will also be uncoupled. The Battery bus bar PP1 is retained (as the
-ve contactor has not been uncoupled) and so is the Standby battery.

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 Closes both engine
ENG 2 ENG 1 ventilation flaps

Pulls back both engine

fuel levers cutting off
fuel supply to the engine bay

ALT ALT Acts on both alternator

1 2 relays to disconnect output

Acts on main battery

MAIN +ve and -ve contactors
BATTERY to disconnect battery

Co-Pilots Captains
Crash Handle Crash Handle

Figure 11 – Summary of Crash Handle Operation

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 ALT Acts on both alternator
ALT
1 2 relays to disconnect output

AC Externals Acts on the AC external power

relay to disconnect power

DC Externals Acts on the DC external power

relay to disconnect power

Acts on main battery +ve contactor

MAIN and the 12V protection PCB from the
BATTERY standby battery to remove supply

EMERGENCY CUT OFF

BATT ALT 1 ALT 2

Figure 12 - Summary of Emergency Cut-Off Gang Bar

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CIRCUIT BREAKERS AND BUS BARS

On the AS332L there are numerous AC and DC bus bars. The following lists gives details of the circuit
breakers, and therefor, the systems powered by each bus bar. The list below is for a typical Bristow
aircraft. Variations may occur

PP1 – Battery Bus PP4 – DC Essential Bus

(Manual Shed Facility)
Automatic Float Deployment System
Battery Contactor 5 Volt Lights
Boost Pump 2 Engine 1 Auxiliary Fuel Tank
Boost Pump 2 Engine 2 Console Lights
Dinghy Lights ≅ DME
Emergency Cargo Release Engine 1 Intake Mat
Fire Detection Emergency Engine 2 Intake Mat
Fire Extinguisher ≅ Fuel Transfer Pump
Fire Extinguisher ≅ Instrument Panel Lights
Governor – Engine 1 Instrument Panel Lights
Governor – Engine 2 Landing Gear Control
Intercom System Landing Gear Signal
Landing Gear Emergency ≅ Nav 1 Switching
Ng Indications OAT
Start Engine 1 Overhead Light
Start Engine 2 Passenger Address
Transponder Encoding Altimeter Passenger Address
Utility Light ≅ Pilots Artificial Horizon
Radio Altimeter
PP1 items marked ≅ are live with battery OFF Storm Light

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1PP6 – DC Essential Bus 2PP6 – DC Essential Bus
(Manual Shed Facility) (No Shed Facility)

AC Bar Couple ADELT

Autopilot 1 Anti-collision Light (lower)
Autopilot Heat Anti-collision Light
Autopilot Mode Select Autopilot Hydraulic Control
Baggage Hold Light AVAD
Battery Temperature CV/FDR
Cabin Signs CWP
Digital Clock DC Fail
Emergency Battery Door warning
Emergency Exit Lights Engine Temperature & Pressure Indications
Engine 1 Starter Fuel Gauge LH
Engine 2 Starter Fuel gauge RH
Fire Detection Engine 1 GPS
Fire Detection Engine 2 Hydraulic Aux Pump
Fuel Low Level Indicator LH Hydraulic Low Level LH
Fuel Low Level Indicator RH Hydraulic Low Level RH
Governor 1 – Engine 1 Ice Detector
Governor 1 – Engine 2 Intercom System
Governor 2 – Engine 1 Master Warning
Governor 2 – Engine 2 Multiple Indications
Governor 3 – Engine 1 Nose Landing Light
Governor 3 – Engine 2 Overspeed Engine 1
Gyro 1 Overspeed Engine 2
Gyro 2 Pilot Overhead Light
IHUMS Bus Pilots Landing Light Control
Individual Lights Pitot Heat
Mission Selector Signal
Ng Indication Smoke Detector
Pressure Refuel T4 Indications
Sling Triple Tacho
Standby Artificial Horizon VHF Pilot
Torque Indication Windscreen Wiper
Utility Connection
VHF Homer
VOR Pilot
Windshield Heat RH

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1PP5 – DC Non Essential Bus 2PP5 – DC Non Essential Bus
(Automatic Shed Facility) (Automatic Shed Facility)

AC Bar Couple 5 Volt Lights

Autopilot 2 ADF
Boost Pump 1 – Engine 1 Automatic Float Deployment System
Cabin lights AVAD
Emergency Battery Boost Pump 1 – Engine 2
Engine Start Cargo Light
Engine Temperature & Pressure Indications Console Lights
FDC Co-pilot Artificial Horizon
Fire Extinguisher Co-pilot Landing Light
Fuel Gauge LH CWP
Landing Light LH Emergency Cargo Release
Multiple Indications Fire Extinguisher
Nav 1 Switching FM Radio
Pitot Heat Fuel Gauge RH
Position Lights Fuel Transfer Pump
Pressure Refuel Heating Ventilation
RNAV/VOR Switching Hydraulic Aux Pump
Signal Instrument Panel Light
Triple Tacho Instrument Panel Lights
VHF Co-pilot Landing Light
VOR Co-pilot Landing Light RH
Master Warning
Mission Selector
Overhead Light
Pilot Overhead Light
Power Socket RH
Reading Lights
T4 Indications
Torque Indications
Transponder Encoding Altimeter
Windscreen Heat LH
1PP6 2PP6 Windscreen Wash
Primary DC Bus Primary DC Bus
Manual Shed Facility No Shed Available

1PP5 2PP5
Secondary DC Bus Secondary DC Bus
Auto Shed Facility Auto Shed Facility

No 2 - 26V Transformer Bus

No 1 - 26V Transformer Bus

115V AC Essential Bus

4PP7
IHUMS
DC Bus
1PP6X IHUMS AC Bus

AC AC
System 1 System 2

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26 Volt AC Transformer 1 115 Volt AC Essential Bus

ADF 115V Essential Bus Voltmeter

Autopilot 2 26V Transformer Supply
Bar Couple 26V Transformer Supply
Directional Gyro 2 Autopilot 1
FDC Autopilot 2
Nav 1 Switching Autopilot Heat
Voltmeter 26V Collective Pitch
VOR Pilot Directional Gyro 1
Directional Gyro 2
26 Volt AC Transformer 2 HSI Co-pilot
HSI Pilot
Autopilot 1
Ice Detector
Bar Couple
IHUMS Reference
Co-pilot VOR
IHUMS Reference
Directional Gyro 1
Intake Mat Engine 1 (3-phase)
GPS
Intake Mat Engine 2 (3-phase)
IHUMS Reference
Pitot Heating Tape LH
Voltmeter 26V
Pitot Heating Tape RH
4 PP7 - IHUMS DC Bus Bar Radar
Start Inhibit
DIGITAS Vertical Gyro 1
Radar Vertical Gyro 2
Strobe Tracker
System Interface Unit

1PP6X – IHUMS AC Bus

Cockpit Display Unit

Cockpit Maintenance Data Recorder
Data Acquisition & Power Unit 1PP6 2PP6
DC power Primary DC Bus Primary DC Bus
MGB Oil Pressure Manual Shed Facility No Shed Available
Rotor Brake Horn
1PP5 2PP5
Secondary DC Bus Secondary DC Bus
115V AC System 1 Auto Shed Facility Auto Shed Facility

Bar Couple No 2 - 26V Transformer Bus

Heating Ventilation
No 1 - 26V Transformer Bus
Sup. 115V Essential
TRU 2
Windscreen Anti-icing LH 115V AC Essential Bus

4PP7
115V AC System 2 IHUMS
DC Bus
Bar Couple 1PP6X IHUMS AC Bus
Sup. 115V Essential
TRU 1 AC AC
TRU 2 System 1 System 2
Windscreen Anti-icing RH

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 1PP6 - MANUAL SHED 2PP6 NO SHED
ANTI
PAX INDIV HOLD D UTIL PILOT NOSE VHF
COLL GPS CVFDR
SIGNS LTS LTS CLOCK CONN LDG LT LDG LT PILOT
LT

FIRE GOV 1 GOV 2 GOV 3 START FUEL ANTI OSPEED T&P PILOT W/S PITOT
NG IND TORQ DETECT ENG 1 ENG1 ENG 1 ENG 1 LOW T4 IND COLL ENG2 ENG ICS OHEAD CVFDR WIPER HEAT
ENG 1 LEV RH LOWER INDS LT

EMERG BATT FIRE GOV 1 GOV 2 GOV 3 START FUEL TRIPLE MULTI OSPEED FUEL HYD DOOR HYD SMOKE
BATT TEMP DETECT ENG 2 ENG 2 ENG 2 ENG 2 LOW TACHO INDS ENG 1 GAUGE AVAD LOW WARN AUX DETECT
ENG 2 LEV LH RH LEV RH PUMP

AP AP STBY VHF VOR MASTR FUEL HYD ICE HYD

MODE HEAT GYRO 2 HORIZ HOMER PILOT SLING SIGNAL SIGNAL WARN CWP GAUGE ADELT LOW DETECT CTRL DC FAIL
SELECT LH LEV LH AP

AC PRESS INST INST HYD TDR

IHUMS MISSN RH W/S LH W/S MASTR CSOLE OHEAD
BAR AP 1 GYRO 1 RE- CWP PANEL PANEL AUX ENCOD
BUS SEL HEAT HEAT WARN LTS LTS
COUP FUEL LTS LTS PUMP ALT

AC EMERG VOR VHF TRIPLE MULT HEATG LDG LT COPIL PILOT CARGO 5V VHF RH
BAR AP 2 SIGNAL BATT COPIL COPIL TACHO INDS VENTIL RH LDG LT OHEAD LT LDG LT LTS FM PWR
COUP LT SKT

T&P FUEL PRESS RNAV FUEL

START NAV PITOT READ
FDC ENG GAUGE RE- VOR AFDS TORQ T4 IND GAUGE AVAD ADF
ENG SW 1 HEAT LTS
INDS LH FUEL SW RH

BOOST POSN LDG LT CABIN FIRE FIRE HORIZ W/S TRANS MISSN BOOST EMERG
SIGNAL PUMP 1 LTS LH LTS EXTING EXTING COPIL WASH PUMP SEL PUMP 1 REL
ENG 1 ENG 2

1PP5 - AUTO SHED 2PP5 - AUTO SHED

IHUMS BAR VOLTM VOR VOR1

2XP4 GPS AP 1 DG 1 REF
REF COUPL 26V COPIL
RNAV 26V 1
RNAV ADF VOR2
BAR VOLTM NAV VOR
1XP4 COUPL FDC 26V TAS
TRANS
AP 2 SW 1 DG 2 PILOT REF
RNAV 26V 2
PITOT TXFMR VOLTM HSI
2XP2C RH HTG SUP 115 ESS AP 2 VG2 DG 2 PILOT RADAR
TAPE 26V

PITOT TXFMR IHUMS HSI

115V ESS
1XP2C LH HTG SUP REF AP 1 VG1 DG 1 COPIL
TAPE 26V

INTK INTK
1XP2C ENG 1 ENG 2

1XP2B
AP AP AP INTK INTK
SIU
STROB
DIGITAS
4PP7
HEAT HEAT HEAT ENG 1 ENG 2 TRKR
(DC)
COLL IHUMS ICE INTK INTK
1XP2A PITCH REF DETECT ENG 1 ENG 2

1XP2A
START
DAPU CMDR CDU
MGB OIL DC-DC RB 1PP6X
PX PWR HORN
INHIBIT (DC)

SUP 115 BAR BAR SUP 115

ESS COUPL COUPL ESS

LH W/S RH W/S
ANTI- ANTI-
ICE ICE

HEATG
VENTIL TRU 2 TRU 1 TRU 2

SYSTEM 1 SYSTEM 2

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 CV/FDR 2PP6 - NO SHED

NAV
SW 1

DME

RAD
ALT

HORIZ
PILOT

PA

PA

PA
S/TNE
MUTE

HF
SSB

STORM
LIGHT

INTK
MAT
ENG 1

INTK
MAT
ENG 2 PP4 - MANUAL
INST
PANEL
LTS

OVER
HEAD
LIGHTS

CSOLE
LIGHTS

INST
PANEL
LIGHTS

5V
LIGHTS

L/G SIG PP1 - BATTERY BUS - NO SHED

L/G
CTRL FIRE TDR BOOST
GOV NG FIRE
ENG 1 INDS DET EXTING ENCOD PUMP 2
EMERG ALT ENG 1
OAT

GOV DINGHY L/G FIRE BOOST

ENG 2 LIGHTS EMERG EXTING ICS PUMP 2
TRANS ENG 2
PUMP

AUX
FUEL BATT START EMERG START UTIL
CNTCT AFDS ENG 1 REL ENG 2 LIGHT
TANK

= LIVE WITH BATTERY OFF

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