152
DC busbar
3-pin plug
Main
pins
3rd pin
External supply
socket Access door
Fuselage
skin
Figure 8.9 External ground power 3-pin connector schematic
now different since the left generator is supplying less
current. To illustrate this effect, if the left generator is
supplying 40 A and the right generator is supplying 50 A,
the voltage drops across the respective resistors are:
VR1  40  0.01  0.4 V
VR 2  50  0.01  0.5 V
This difference in voltage (0.1 volt) causes a current
to flow from R2 through the right equalizing coil (8)
into the left equalizing coil (7). This relaxes the right car-
bon pile regulator thereby decreasing the generator out-
put. The left regulator coil compresses thereby increasing
the left generator output. In practice, this circuit can only
compensate for relatively small variations in output; the
generators need to be trimmed on a periodic basis.
8.3 Larger aircraft systems
Larger (commuter, business and passenger) aircraft
have many more electrical systems compared with
general aviation aircraft; there is s requirement for
a comprehensive approach to account for potential
failures of generators, wiring, etc. The management
of potential failures is addressed by categorizing the
various loads and then disconnecting them in accord-
ance with a predetermined sequence. The process of
Aircraft electrical and electronic systems
External
power relay
OFF
External power
switch
ON


switching loads off the bus is called load-shedding;
this can be achieved by automatic or manual control.
These loads are connected onto specific busbars that
fulfil a specific function. These can be categorized into
a hierarchy as illustrated in Fig. 8.11. Connections
between busbars are via heavy-duty contactors, or
breakers. Aircraft types vary, however the following
categories are typical for many installations.
Main bus: this is sometimes called the non-essential,
generator, or load bus. It will include loads such as
the galleys, in-flight entertainment (IFE) and main
cabin lights. These loads can be disconnected
and isolated in flight without affecting the safe
operation of the aircraft.
Essential bus: this is sometimes called the vital
or safety bus. It will include equipment and
instruments required for the continued safe
operation of the aircraft.
Battery bus: this is sometimes called the standby, or
emergency bus. It supplies the equipment required
for the safe landing of the aircraft, e.g. radios, fuel
control, landing gear and fire protection.
There are three main types of distribution system
architecture used on aircraft to fulfil the above:
● split bus system
● parallel system
● split parallel system.
Distribution of power supplies 153

11 12

9 10

Battery busbar 6
5

3 4

7 8
Generator
15 Generator
 

13 14
1 2

L R

1 2 Equalising resistors
3 4 Carbon pile regulators
5 6 Regulator voltage coils
7 8 Regulator equalising coils
9 10 Trimming resistors
11 12 Reverse current relays
13 14 Equalising switches
15 Battery switch

Figure 8.10 Simple twin engine equalizing system schematic

8.4 Split bus system
This is a completely isolated twin generation system,
sometimes called a non-parallel system used on
twin-engine aircraft, see Fig. 8.12. Primary power
is based on two main AC integrated drive generators
(typically 40 kVA on each engine). An APU genera-
tor (40 kVA) is used as back-up in the event of a main
integrated drive generator (IDG) failure. Note that the
APU is normally a constant speed device in its own
right; therefore an IDG is not required. The advantage
of a split-bus system is that the generators do not need
to be operating at exactly the same frequency and can
be running out of phase with each other. Secondary
power is derived from step-down transformers to
provide 26 V AC; transformer rectifier units (TRU)
provide 28 V DC for the DC busbars and battery
charging.
Referring to Fig. 8.12, the right and left genera-
tors feed their own busbars to which specific loads
are connected. Each generator bus is connected to a
transfer bus via transfer relays. In the event of a gen-
erator failure, the remaining generator (engine or
APU) supplies essential loads. Control of the system
154 Aircraft electrical and electronic systems

is via a number of flight compartment switches, con-

Generator trol breakers and relays arranged to connect and dis-
connect the generators and busbars. Typical control
panel features for a split bus system are shown in Fig.
Main bus 8.13; the features of this panel are:
Ammeters for the main generators to indicate load
Normal
loads TRU Essential current
loads Ground power available (blue) when external power
supply is connected
Essential DC Essential AC Ground power on/off switch to select ground power
onto the aircraft
Transfer bus off (amber) when the transfer relay is
Inverter de-energized (either normal or transfer)
Bus off (amber) both respective generator circuit-
Emergency breakers (GCB) and bus tie breakers (BTB) open
Battery bus
loads Generator bus off (blue) if the respective GCB
is open
Figure 8.11 Large aircraft electrical power APU generator bus off (blue) APU running at
95%
hierarchy RPM, no power from generator.

External APU
Generator Generator
power Generator
1 2
receptable
GCB BTB BTB GCB

Ext power bus Generator bus1 Generator bus 2

Bus transfer

Main bus 1 Transfer relay 1 Transfer relay 2 Main bus 2

NORM ALT ALT NORM

Transformer Transformer
OFF OFF

GS relay

26 VAC bus 1 Transfer bus 1 Transfer bus 2 26 VAC bus 2

TRU TRU TRU

GS bus DC bus 1 DC bus 2 Battery bus

Figure 8.12 Split bus system

Distribution of power supplies 155

and BTB isolates it. With more than two generator

GRD power
available failures, load-shedding is introduced. External power
50 100 150 GRD 50 100 150 can be made available by one or two power supply
PWR units (or carts). The APU can also be connected onto
AC AC
OFF Amperes 200
0 Amperes 200 0
the distribution bus.

ON

Bus trans 8.6 Split/parallel bus system

A
Transfer O U Transfer
F T
This is a flexible load distribution system for large pas-
bus off bus off
F O senger aircraft; it provides the advantages of the parallel
Bus Bus
off off system and maintains isolation when needed. Primary
Gen off APU Gen Gen off power supply features include: one IDG per engine, two
bus off bus bus
APU generators and two external power connections. A
OFF OFF split system breaker links left and right sides of distribu-
tion system. Any generator can supply any load busbar;
ON ON
any combination of generators can operate in parallel.

Figure 8.13 Typical electrical power control
panel features
Key maintenance point
External AC power cannot be paralleled with the
aircraft generators
8.5 Parallel bus system
The electrical distribution system on larger passenger
aircraft (with three or four engines) are based on a
parallel load distribution system, see Fig. 8.14. In this
configuration, all generators are connected to their
own AC load bus and a distribution bus; any generator
can supply any load bus to provide equal load-sharing.
All generator voltages, frequencies and phase relation-
ships must be controlled to very close tolerances. Any
attempt to connect generators in parallel before these
conditions are met could result in loss of generator
power due to large circulating currents. Referring to
Fig. 8.14, when all four GCBs and BTBs are closed;
all four generators are synchronized and connected
to the tie (or synchronized) distribution busbar.
If one generator fails, its GCB is opened; this iso-
lates the generator from its own load busbar. That
busbar is now powered from the remaining genera-
tors. If this bus becomes overloaded, opening its GCB
8.7 Standby and essential power
Essential 115 VAC power is provided as a single
phase supply, see Fig. 8.15; this is selected from one
phase of a main busbar. (On a four-engined aircraft,
the normal source is the main AC bus number four.)
If this normal source fails, a supply is maintained by
selecting a different main bus from the remaining
systems. The standby AC bus is normally powered
from the essential AC bus; if this source fails, a static
inverter (supplied from the main battery) is selected
to provide standby AC power.
Some aircraft distinguish between battery busbars
(that can be disconnected from the battery) and hot
battery busbars that are connected directly to the bat-
tery, i.e. without any switching; this is illustrated in Fig.
8.15. This arrangement splits the battery bus with a
direct connection (the ‘hot’ battery bus), and a switched
battery bus controlled by the battery switch. Essential
DC power is from a transformer rectifier unit (TRU)
powered from the essential AC bus. Standby AC and
DC bus power is normally from the respective essen-
tial supplies; when selected ON, standby AC and DC
power is from an inverter and the battery respectively.
Test your understanding 8.3
Explain the difference between main, essential and
battery busbars.
156 Aircraft electrical and electronic systems

External ground power units (2)

External ground power connector No.1

Ground power unit

XPC
1 Connector

XPC
SSB 2
Distribution bus

APB BTB BTB BTB BTB

1 1 2 3 4

AC 1 AC 2 AC 3 AC 4

APU GCB GCB GCB GCB

1 1 2 3 4

GEN GEN GEN GEN

1 2 3 4

XPC – External power contactor

APB – APU breaker
BTB – Bus tie breaker
GCB – Generator control breaker
GEN – Generator
SSB – Split system breaker

Figure 8.14 Parallel load distribution system

8.8 Battery charging
The battery charger on a large aircraft operates from
115-volt, three-phase, 400 Hz AC power supplied by
the AC ground service bus. A completely discharged
nickel-cadmium battery can be recharged in approxi-
mately 60–90 minutes. The battery charger operates in
one of two modes depending on whether the aircraft
is being supplied by external ground power or not.
With the aircraft on the ground, the charger is
powered from the ground services bus and provides
a constant current to the battery. When the battery’s
terminal voltage reaches a pre-defined level (adjusted
for battery temperature), charging is automatically
disconnected. When external power is not available,
the battery is charged from a transformer rectifier
unit (TRU) that provides 28 V DC to maintain bat-
tery charge, and supply loads on the battery bus. The
battery’s temperature sensor forms part of the charg-
ing system to prevent battery damage. If the battery
temperature is outside a predefined range (typically
–18°C to 60°C), the charging circuit is disconnected.
Distribution of power supplies 157

Batt switch
ON

OFF

HOT BATT BUS BATT BUS

DC systems 1–3 ESS DC

STBY
PWR SW
OFF ESS
TRU
ON

STBY DC
AC systems 1–3

BTB
4 STBY AC

AC 4
Static
inverter
GCB
4

GEN OFF
4 N
3
ESS AC
2
AC systems 1–3
1
Rotary switch on electrical
power control panel

Figure 8.15 AC/DC standby and essential power

is the main heavy-duty AC feeder cable being moni-

8.9 Control and protection tored; the secondary winding is contained within a
housing, see Fig. 8.16. The secondary windings are in
Various components are used for both control and
the form of inductive pick-up coils. When current IP
protection of the power distribution system:
flows in the feeder cable, the corresponding magnetic
● current transformers field induces current IS into the secondary windings;
● differential current protection this is the output signal that is used by a control, pro-
● phase protection tection or indication device.
● breakers/contactors.
8.9.2 Differential current protection
8.9.1 Current transformers
This circuit detects short-circuits in AC generator
These are used to sense current for control, protec- feeder lines or busbars; it is a method of protect-
tion and indication applications. The primary winding ing the generator from overheating and burning out.