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AIRCRAFT ELECTRICAL SYSTEM Date : 16/4/19

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Malaysian Institute of Aviation Technology
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Aircraft Electrical Systems

Chapter 1
Sources of Aircraft Power
- Batteries
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Lesson Outcomes
Upon completion this chapter, you will be able to:
Ø List different type of aircraft power supply.
Ø Inspect installation of aircraft battery.
Ø Carry out removal and installation of aircraft
battery.
Ø Describe the operation of aircraft battery circuit.
Ø Carry out operational testing on battery
installation.
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Sources of Aircraft Power

Aircraft can be powered from several different
sources as listed below:
ØBattery
§ Lead Acid
§ NiCad
ØEngine Driven Generators
§ AC Generator
§ DC Generator
§ Starter Generator
§ DC Alternator
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Sources of Aircraft Power

ØAPU Driven Generators
§ AC
§ DC
ØExternal Power
§ GPU
§ Battery Cart
§ Converter
ØEmergency Generator
§ RAT
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Batteries
Review the principle of primary and secondary cells
u Primary Cells
Ø Supply small current for limited period
Ø Is one which chemical action eats away and destroy one of the
electrodes
Ø Electrodes must be replaced cells must be discarded once they go
flat
Ø Example : Carbon-zinc, Alkaline Manganese-dioxide

u Secondary Cells
Ø Voltage is developed between 2 dissimilar plates that immersed in
an electrolytes
Ø Have reversible cycle & can be charged time and time again over
long period.
Ø Example : Lead Acid and NiCad Battery
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uAircraft Battery Introduction

ØThey change electrical energy into chemical
energy and hold the state until it is needed
ØWhen needed, the chemical energy changes
back in to electrical energy.
ØAircraft batteries do not supply electrical for the
normal operation of electrical system in flight.
u Types of Aircraft Battery
ØLead Acid
ØNickel Cadmium
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Main purpose of batteries in aircraft system

Ø To supply power for engine / APU starting.
Ø To provide emergency power for the Inertial Navigation
System (INS) or Inertial Reference System (IRS).
Ø To provide under emergency conditions limited amounts
of power to operate essential flight instruments and radio
communications equipment.
Ø To provide power for emergency lighting.
Ø Supply power for intermittent electrical loads whose
current demands exceed the output generator
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Lead Acid and Nickel Cadmium Batteries

characteristics:
u Lead Acid
Ø -+ve plates : lead peroxide (PbO2)
Ø -ve plates : made of spongy lead (Pb)
Ø electrolyte: sulphuric acid (H2SO4) diluted with distilled
water (H20) of SG typically 1.25 to 1.27
Ø Indication of a fully discharged cell:
- Voltage : 1.8V (per cell)
- SG : 1.150 (or fall to minimum value as OEM manual)
(check electrolyte SG for all cells because they may be different
value) )
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Lead Acid
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Ø Indication of a fully charged cell condition:

ü While still ‘on charge’ the voltage of the cell will
reach approximately 2.7V.
ü The specific gravity rises to its maximum value.
ü Releasing a constant stream of bubbles, known as
‘gassing’.
(due the hydrogen and oxygen gasses release by the plate are no
longer absorbed into the electrolyte so it rise to the surface in the
form of a constant stream of bubbles)
Note:
• Nominal Voltage (on load) : 2.0 volts
• Fully Charged (Off Charge) : 2.2 volts
• Fully Charged (On Charge) : 2.7 volts
• Fully Charged SG : 1.275 to 1.7.
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§ Valve-regulated Lead-Acid (VRLA) battery

Commonly known as sealed
battery or maintenance free
battery.

The advantages are:

• Maintenance free
• Higher power to weight ratio.
• High rate capacity
• More power (less internal resistance)
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Ø Nickel Cadmium
+ve plate : nickel hydroxide Ni(OH)2.
–ve plate: cadmium hydroxide Cd(OH)2.
electrolyte: potassium hydroxide (KOH) and distilled water
(H20) of SG 1.24 to 1.3
fully charged condition:
- Voltage : 1.5V (per cell), nominal (1.2V)
- SG : 1.24 to 1.30.
fully discharged
- Voltage : 1.0 V(per cell)
- SG : same (1.24 to 1.30)
(The electrolyte specific gravity does not change from charge to
discharge)
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Nickel Cadmium
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Lead Acid (Non sealed type) Nickel Cadmium

• Advantages : • Advantages :
Ø Cheaper Ø Better power to weight ratio
Ø Easier to maintain. Ø Lower internal resistance (provide high
current during discharge)
• Disadvantages : Ø Voltage remains constant throughout
Ø No cell replacement discharge cycle
Ø Longer life
Ø Easy Replaceable Cells
Ø More robust
Ø Higher charging rates
Ø Wider Operating Temperature range

• Disadvantages :
Ø Higher Cost
Ø Need Expensive & Complicated
Charging and control circuit
Ø Prone to Thermal Runaway
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Thermal Runaway (in Ni-Cad batteries) or ‘Vicious Cycling’.

Two conditions for the thermal runaways.
Ø High overcharging rates for long periods of time.
Electrolyte of Ni-Cad has a negative temperature coefficient. Further
increasing charging current will decreases its resistance therefore the
temperature increases. The sequence of events will continue until the
battery is destroyed.
Ø Battery is exposed to any combination of high
busbar voltage, excessive ambient temperature
and is unable to dissipate the heat.
Internal resistance goes down and the charging
current gets higher, the resistance goes down
further and so on.
It causes a heat generation rate that is greater
than heat dissipation rate. Causes a rising and
accelerating battery temperature up to its
boiling point (220°250°F).
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Battery Ratings

Ø A battery consist of a number of primary or secondary cells.

Ø When battery connected in series its increase the battery’s voltage
above available from one cell but the output current will be the same as
one cell.

Ø When battery connected in parallel the battery’s voltage is the same as

one cell but the output current is increase (adding from each cell)
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Ø Capacity is the measure of a battery’s total available current. Rated in a

unit of current for a length of time.
Ø It is depends on size and number of plates.
Ø It is measured in Ampere-hours (Ah) for larger battery or miliampere-
hours (mAh) for smaller size battery.

Ø Open- and Closed-Circuit Voltage

Two difference ways to measure the voltage of the battery or cell.

² Open-Circuit Voltage (OCV) – voltage measured when no load applied
to the battery
² Closed-Circuit Voltage (CCV) - voltage measured when load is applied
to the battery

The OCV is always higher than the CCV because a battery can maintain a
higher pressure (voltage) when there is no current flow leaving the battery.
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QUESTIONS:

1. Two 10V, 20 Ah batteries are connected in parallel and

connected across a 10 ohm load. How long could they
supply normal current before the voltage drops to 0 volt?

2. Two batteries 12V and 40 Ah each, are in series. What is

the total capacity?

3. What is the ampere-hour rating of a storage battery that is

designed to deliver 45 amperes for 2.5 hours?

4. What is a 24V battery's internal resistance (IR), if Open

Circuit Voltage (OCV) is 24V and Closed Circuit Voltage
(CCV) is 22V when the battery connected to the load of 8
Ohms.
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Safety Precautions (Lead Acid and Ni-Cads)

Ø Sulphuric acid electrolyte is highly corrosive and could result
serious burns.
Ø Potassium hydroxide is a caustic material and could result
serious burns.
Ø To prevent contamination, wear rubber gloves, a rubber apron
and protective goggles when handling the electrolyte.
Ø If electrolyte gets on the skin, the area should be irrigated with
large quantities of water.
Ø If electrolyte gets in the eyes, irrigate with large quantities of
water and seek immediate medical attention.
Ø Use bicarbonate of soda to neutralize sulphuric acid.
Ø Use 3% solution of acetic acid, vinegar, lemon juice or a 10%
solution of boric acid to neutralize a potassium hydroxide.
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Safety Precautions (Lead Acid and Ni-Cads (Cont’d)

Ø Always add acid to water and in small quantities to keep the heat of
reaction to a safe level.
Ø During overcharging, hydrogen and
oxygen gases are generated, any form
of flame or spark must be avoided as
an explosion is possible.
Ø A battery room must have completely
separate areas for servicing lead acid
and Ni-Cads. All equipment and
containers must also be kept separate.
Ø Electrolytes are highly corrosive. Keep
off all aircraft parts and structure. If any
structure becomes contaminated treat
immediately.
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The following are typical batteries tests

Note: All tests on batteries must be carried out in accordance with the
manufacturer's instructions, which are supplied with each battery.

Ø Capacity test
This test is typically carried out at three-month intervals and 80% of
its capacity must be achieved for aircraft use. Also need to look at
previous test look for any ‘trend’.

NOTE: Capacity is measured quantitatively in ampere-hours delivered at

a specified discharge rate to a specified cut-off voltage at room
temperature.

Calculate the capacity as follows:

Actual time x 100%

Rated time
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Capacity question:
1. Given a Lead Acid battery is rated as 30Ah. The battery
charger unit is set to 30 amps for one hour of discharging
process. The time taken for the battery to reach a discharged
value is 45 minutes.
Calculate the battery capacity.
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Ø Cell balance test / deep cycle (Ni-Cad only)

If a Ni-Cad battery fails its capacity test

Ø Insulation test
A breakdown in electrical
insulation between the cells
and the battery case will
result in a 'leakage' current.

(1 MOhm for a lead acid and

10MOhm for Ni-Cads with a
steel case).
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Battery Installation
Ø Installed in areas where adequate
heat dissipation and ventilation of
gases can take place
Ø Temperature switch is installed to
monitor the battery temperature
Ø Some system use an Acid Trap
which inserted in the line
between battery and the
fuselage and have neutralizing
agent to prevent acid being
sprayed on to the aircraft
fuselage
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Ø Most modern aircraft use the effect of pressurization to cause air

to flow across the top of the battery to atmosphere due to
differential pressure.

Ø They are normally mounted and clamped to a tray, which is secured

to the aircraft structure in a pressurized area in electronic equipment
compartment.
Ø On the ground, when no pressure differential exists, a no-return valve
(NRV) fitted in the inlet prevents fumes and gasses from escaping
into the aircraft.
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Ø Batteries are usually connected to

the aircraft dc system using a single
screw attached two pole plug.
(Clockwise rotation of the handwheel to
engage with the pins.
Reverse rotation of the handwheel to
disengages the pins.)

Link to battery installation videos

Ø https://www.youtube.com/watch?v=wQw4H-fYOCQ (Cessna 150- find mistakes)
Ø https://www.youtube.com/watch?v=EnHHgj1clZU. (A320 battery removal and installation)
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Ø All power should be OFF when connecting /

disconnecting batteries to / from the system. When
fitted, the battery must be mechanically secured as per
the AMM and the system tested for correct operation.
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Typical Batteries Installation

Ø Example of battery
installation
- on the BAE 146.
There are two 24V
23Ah nickel
cadmium batteries.
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Ø The batteries consist of 20 individual cells linked in series

and assembled in a steel case with a detachable lid. Each
cell vent incorporates a safety valve set to avoid internal
pressure build-up beyond the limit of the cell. Inside the
battery case, the cells are held tightly packed by insulator
linings.
Ø Vertical movement of the cells is further restrained by a
molded silicon rubber linear attached to the inside of the
lid assembly. The lid assembly also includes a non-return
valve and an integral hold down bar and strap which
accepts hold down securing attachments.
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Ø The non-return valve, in conjunction with a ventilation

pipe fitted at the side of the battery case, provides
passage for cooling air and the extraction of battery
gases.
Ø Battery temperature sensing is provided by two
thermostats, 37°C, to give a flight deck indication of HI
TEMP and the other set at 71°C will inhibit the battery
supply to the emergency dc bus bar.
Ø Electrical connection is by an ELCON quick release
connector, and a six pin connector on the battery front
face connects the temperature sensing elements to their
respective circuits.
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- on the B757.

shows the
battery /
battery
charger
and APU
battery
layout
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Ø The main battery/battery charger provides a dedicated

source of dc power operation of the standby and auto-
land systems.
Ø A separate APU battery provides power for the APU
starting.
Ø The main and APU batteries are identical 20 cell Ni-Cad
batteries with individual cell venting pressure at 2 to
10psi. A thermistor thermal sensor provides the battery
charger with battery temperature information. If the
battery reaches a set temperature the battery charger is
de-energized.
Ø The chargers are identical and have an input of 115V,
400Hz, 3 phases. They have forced air and convection
cooling and can be used as an alternative 28V dc supply
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Batteries Charging Method

There are three methods of charging a battery

Ø Constant voltage
Ø Constant current
Ø Pulse
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Ø Constant Voltage Method

• The supply to the battery is a constant potential, either from
a voltage regulator controlled 28V dc generator or a battery
charger with a constant voltage output.
• The initial charging current will depend on the:
• Ampere hour capacity of the battery.
• State of charge of the battery

in a fully discharged state, a battery will initially

accept a higher current than when it is partially charged.
• Supply constant voltage, with initially high current flow to
discharged battery, and the current will slowly reduced
as the battery becomes charged.
• During charging the electrolyte level should be watched
closely to see it does not fall below desired levels.
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If more than one battery is connected to a constant

voltage charger, all batteries and the charger must be
connected in parallel.

Constant-voltage charging of
multiple batteries
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• Advantages of Constant Voltage charging are:

- It permits relatively rapid charging.
- A constant voltage is available on dc generator
systems, so batteries can be connected direct to the
main dc busbar.
- Under normal conditions it minimizes water loss.
• Disadvantages of Constant Voltage charging are:
- It may cause cell imbalance and possible thermal
runaway.
- It requires periodic reconditioning treatment of the battery.
- It tends to overcharge if charging voltage is set too high
and undercharge if set too low.
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Constant Voltage Constant Voltage Constant Voltage

Charging Circuit Charging Circuit Charging Circuit
DC System AC System - 1 AC System - 2
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• Typical Aircraft
Charging Circuit

During main supply

failure the battery will
supply to essential
services (e.g. essential
instruments, fire bottles,
flight controls etc) to
enable flight to continue
under these emergency
conditions for a
minimum period of 30
minutes.
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Ø Constant Current Method

• The battery charger maintains a pre-determined
and relatively constant current throughout the
charge and overcharge intervals.
• This method is generally slower than the constant
voltage charging method.
• Preferred method of charging for Ni-Cad batteries
as it is much more effective in maintaining cell
balance and full capacity.
• As the battery begins to charge, its voltage is lower than
when the battery becomes fully charged.
• The constant current charger will increase its voltage
supplied to the battery during charge in order to
maintain the current flow set by the operator.
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If more than one battery is connected to a constant current

charger, the batteries are connected in series with respect to
each other and the charger. This allowing for a constant
current flow through each battery.

Constant-current
charging of multiple
batteries
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The battery charger is the unit that monitors

the condition of the battery and the following conditions
are monitored.

•Overheat condition
•Low temperature condition (below –40 °F)
•Cell imbalance
•Open circuit
•Shorted circuit

If the battery charger finds a fault, it turns off and sends a

fault signal to the Electrical Load Management System
(ELMS).
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Ø Advantages of Constant Current charging are:

- No excessive gassing.
- Charging current is easily monitored.
- Keeps cells in a 'balanced' condition, there is less
chance of thermal runaway.

Ø Disadvantages of Constant Current charging are:

- Greater water loss on overcharging
- Longer time generally required charging the battery.
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Simplified Battery DC/AC Relationship Layout

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Ø Pulse Method

- Used on the earlier

Boeing 747's
- This pulse cycle is
repeated for a total of
eight pulses the
battery charger then
switches to a constant
voltage output of 28V
just trickle charging
the battery at less
than half an amp.
- Trickle charging, or float charging, means charging a battery at a similar
rate as it is self-discharging, thus maintaining a full capacity battery.
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Aircraft Battery System

Small helicopter or a single engine fixed wing aircraft.
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Small helicopter or a single engine fixed wing

aircraft.
Ø When the battery switch is placed to on, relay K2 is
energised and battery power is connected to the bus.
Ø On these aircraft the battery may be charged from the
external power supply. When the external power supply is
plugged into the external power receptacle, the small pin
positive supply energizes the external power relay. This
will route the external power to the bus and at the same
time charge the battery.
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Battery System – Medium Size Aircraft

Ø The battery charger is normally powered by three phase
115V ac from the ground service busbar (GSB). The
charger delivers 28V dc to charge the battery.
Ø In the air, GSB is powered by Gen Bus 1. On ground, it is
powered by Ext AC Bus. If GSB fail, the battery charger is
powered by Main Bus 2.
Ø The Charger is deenergised during APU starting to
prevent overloading the charger.
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Battery System
– Medium Size Aircraft
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Battery System – Large Size Aircraft

§ On large aircraft, battery powers several bus.
§ Hot battery bus is always powered as long as the battery
is connected. It powers fire extinguisher bottles, engine
fuel shut off valves, standby power control.
§ In emergency, battery bus is powered by hot battery bus
through a relay. It is normally powered by TRU. It is
normally feeds the passenger address system, fire and
smoke detection system, flight, cabin and service
interphone system
§ The standby dc bus normally powers, flight controls,
standby attitude indicators, radio systems normally
powered by TRU. In the event of TRU failure, it is
supplied by the battery bus.
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Battery System – Large Size Aircraft

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Maintenance Practices
Ø To be inspected at the periods specified in the approved
Maintenance Schedule, AMM and manuals issued by the
battery manufacturer.
Ø The following paragraphs serve as a guide to the checks
typically required.
§ The battery tray should be checked for security, signs of
electrolyte spillage and corrosion.
§ The latches holding the battery should operate
smoothly and firmly secure the battery in position.
§ The battery should be checked externally for signs of
overheating, damage, leakage the connector pins and
the connector socket should be checked for signs of
contamination, burns, cracks, pitting etc.
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§ The connector may be subjected to a GO-NO-GO

gauge test to ensure there is no slackness between
and socket when connected.
§ Cable insulation should be checked for signs of
damage, contamination, burning and security.
§ The ventilation system should be checked to ensure
security of connections and freedom from obstruction.
Where acid traps are fitted, check for overflow and if
necessary remove for cleaning.
§ Non return valves should be checked for correct
operation.
§ The top of all cells should be inspected for signs of
electrolyte leakage and cleaned where necessary. In
Ni-Cad batteries the intercell links should be checked
for correct torque loading and signs of overheating
and cells checked for distortion.
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§ Check the temperature sensor for correct fitment and

the connections are serviceable.
§ Check electrolyte level. An important point to note here
is that as the electrolyte level rises when charging and
lowers when discharging. Distilled water must only be
added when the battery is fully charged, also always
allow the battery to stand idle for 2 to 4 hours with vent
caps loosened so all the gas may escape before
adjusting the electrolyte level. (Usually the battery has
to be removed from the aircraft when adjusting
electrolyte level)
§ If a cell requires more than a specified amount of
distilled water then the cell must be considered as
defective and the battery replaced.
§ Check the capacity test is in date.
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AIRCRAFT ELECTRICAL SYSTEM Date : 16/4/19
(Subject Code AAB30403)
Malaysian Institute of Aviation Technology
Page No : 54

§ Check earth connection for security and any signs of

corrosion; also check ammeter shunt and connections
for security and corrosion.
§ Carry out open circuit voltage and load checks as
stated in the maintenance manual.

Trouble shooting guide

§ Low or no voltage which may be a partially or fully
discharged battery. This condition is corrected by a
recharge as previously described.
§ Battery does not hold a charge. The battery is
beyond serviceable life and it must be replaced.
§ Battery gets hot while recharging. The battery is
beyond serviceable life and it must be replaced.
 Revision : Rev04
AIRCRAFT ELECTRICAL SYSTEM Date : 16/4/19
(Subject Code AAB30403)
Malaysian Institute of Aviation Technology
Page No : 55

Aircraft Battery Testing

Voltage Checks and Load Tests
Ø To assess the serviceability of a battery for flight on an aircraft with
constant voltage charging, i.e. no battery charger, the following is a
typical check.
Ø Procedures:
§ Ensure internal and external power switches are OFF
§ Check battery volts by selection on voltmeter, ensure battery is 24V
or above.
§ Select the load as stated in the maintenance manual, e.g. switch on
emergency inverter, landing lights, fuel pumps etc for the time
period designated, typically 20 to 30 seconds. A typical load could
be 30A - but depends on the manual
§ Monitor the battery voltage whilst on load. There should be no
greater than one volt drop (from the on-load value to the off-load
value.
§ Switch off load after designated time period; ensure the battery
voltage returns to its original off-load value.
 Revision : Rev04
AIRCRAFT ELECTRICAL SYSTEM Date : 16/4/19
(Subject Code AAB30403)
Malaysian Institute of Aviation Technology
Page No : 56

STORAGE AND TRANSPORTATION

Lead Acid Batteries
• Stored in a clean, dry, cool, well ventilated area entirely separate
from nickel-cadmium batteries. The area should be free from
corrosive liquids or gases. New batteries may be stored either
dry and uncharged, or filled and charged (NOT in discharged
state)
Ni-Cad Batteries
• Stored in a clean, dry, well -ventilated area and should be
completely segregated from lead-acid batteries. The area should
be free from corrosive liquids or gases. Recommended to be
stored in the condition in which they are normally received from the
manufacturer, i.e. filled with electrolyte, discharged and with
shorting strips fitted across receptacle pins.
 Revision : Rev04
AIRCRAFT ELECTRICAL SYSTEM Date : 16/4/19
(Subject Code AAB30403)
Malaysian Institute of Aviation Technology
Page No : 57

Wassalam