C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME 3A ELECTRICAL SYSTEMS ‘This document shall not be reproduced nor shall the information contained therein be used by or disclosed to others except as expressly authorized by Lockheed Aeronautical Systems Company (Marietta, Georgia), a Division of Lockheed Corporation. This document is for informational purposes only and is not to be construed as authority for making changes on aircraft or equipment or as superseding any established operational or maintenance procedure or policies. Use of information in this document shall neither imply nor attach any warranty obligation and/or liability to Lockheed. This training manual should not be used in any way as a technical reference for inspections, or operational and maintenance procedures, AUGUST 1993 Customer Training Systems Department ‘Lockheed Aeronautical Systems Company - Georgia A Division of Lockheed Corporation Copyright Lockheed Corporation 1993CHAPTER 1. INTRODUCTION TO AIRPLANE ELECTRICAL SYSTEMS CHAPTER 2. CHAPTER 3. C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME 3A ELECTRICAL SYSTEMS TABLE OF CONTENTS GENERAL WIRING CIRCUIT ELEMENTS REFERENCE DATA GENERAL AIRPLANE AIRPLANE DESCRIPTION MAINTENANCE ACCESS AIRPLANE SYSTEMS EMERGENCY EQUIPMENT INSTRUMENT PANELS AVIONICS SYSTEMS REFERENCE DATA. UNREGULATED AC POWER SYSTEM GENERAL SYSTEM OPERATION THEORY OF OPERATION MAINTENANCE INSPECTION REQUIREMENTS PAGE Ll 1-4 1-21 21 27 216 218 2:28 2-28 3-1 34 3-1 3-41 3-45CHAPTER 4. CHAPTER 5. CHAPTER 6. C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME 3A ELECTRICAL SYSTEMS TABLE OF CONTENTS DC POWER SYSTEM GENERAL SYSTEM OPERATION THEORY OF OPERATION MAINTENANCE INSPECTION REQUIREMENTS REGULATED AC POWER SYSTEM GENERAL REGULATED AC POWER SYSTEMS OPERATION THEORY OF OPERATION MAINTENANCE INSPECTION REQUIREMENTS LIGHTING SYSTEMS GENERAL INTERIOR LIGHTING MISCELLANEOUS LIGHTING EXTERIOR LIGHTING MAINTENANCE INSPECTION REQUIREMENTS ii PAGE 44 44 4-22 4-22 Sl 55 5-16 5-16 61 6-1 6-11 6-15 6-22 6-22C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME 3A ELECTRICAL SYSTEMS TABLE OF CONTENTS CHAPTER 7. MISCELLANEOUS ELECTRICAL SYSTEMS GENERAL. TA DOOR WARNING SYSTEM 72 WINDSHIELD WIPER SYSTEM 14 GALLEY AND SERVICE OUTLETS 71 NESA WINDSHIELD ANTI-ICING SYSTEM TA AUTOMATIC ICE DETECTION SYSTEM 721 PROPELLER ANTI-ICING AND DEICING SYSTEM 7-35 ENGINE FIRE WARNING SYSTEM. 7-40 AUDIBLE FIRE WARNING SYSTEM 144 ENGINE OVERHEAT WARNING SYSTEMS 1-46 AIR DEFLECTOR DOOR SYSTEM 752 PARATROOP JUMP SIGNAL LIGHTS 7-56 ALARM BELLS 758 PARATROOP STATIC LINE RETRIEVER SYSTEM 758 ELECTRICAL TOILET 7-64 MAINTENANCE, 7-64 INSPECTION REQUIREMENTS 7-61 iiiC-130H-30 “CHAPTER + INTRODUCTION TO AIRPLANE ELECTRICAL SYSTEMS GENERAL This manual is to be used for training purposes only. Refer to the airplane maintenance manuals for all maintenance instructions, procedures, and inspection requirements. WIRING In most airplanes, single wire circuits are used to connect equipment requiring electric energy to an energy source. The structure of the airplane acts as the second conductor, or ground, completing the circuit back to the source. The need for a second wire is eliminated. Wiring is a weight factor and use of the metal structure reduces the total wiring and weight. Wires come in many sizes. Some wires are groups of smaller wires (strands) twisted or braided together for flexibility. These wires have approximately the same current carrying capacity as solid wires of the same diameter. Wire is rated by the current carrying capacity and type of insulation provided. The rating is determined by the amount of current which can pass through the wire without overheating the wire. The largest amount of current to be carried, plus an overload safety factor, are the determining factors in selecting a wire or cable for a particular use. Some wiring which is not directly protected by a circuit breaker or other protection device will be covered by red insulation, Several types of metals are used to make wire and cable. The most widely used is copper. Pure copper is a good conductor because it has very low resistance (many free electrons). However, pure copper is not practical because it is too soft and has very little tensile strength. Various alloys are used to increase the tensile strength of the copper. Alloys also increase the resistance of the wire. This increase in resistance must be considered when a wiring system is designed. ‘Aluminum alloys are often used for large wires in an airplane. Aluminum is a ssa Lockheed Corporation/All Rights Reserved sat‘good conductor and weighs less than copper. The wiring must also be lightweight and flexible. Each wire is labeled according to use and size. A typical coding for one of the wires might be 3D128A20N. (See figure 1-1.) ‘The wire number 3D128A20N contains information as follows: sanz 3. Unit Number - This number identifies the wiring of a particular unit if there is more than one of that unit on the airplane, such as wiring to engine Number 3. D Function Letter - This letter identifies the function of the circuit in which the wire is connected. For example, the letter D means instruments, other than engine or flight instruments. A combination of two function letters is used on wiring to radio/radar systems. Refer to the wiring diagrams manual for the codes used. 128 Wire Number - A wire might be a part of a larger system or bundle. ‘The wire number specifies the difference between the wires in a particular system. ‘A Wire Segment Letter - This letter identifies which part of the wire is represented, For example, a wire may start at some point in the wing and finally end in the fuselage. It may go through several terminal boards and quick disconnects. The segment letter is usually assigned in alphabetical order where possible to identify sequential parts of the circuit. Segments generally start at the power source (circuit breaker). 20 Wire Size Number - This is referred to as wire gage (size) or ‘American Wire Gage (AWG). Wire gage varies from 00 (large) to 22 (small) for most applications. Large wires are sometimes connected in parallel to reduce the gage requirement and to maintain flexibility. Coaxial or thermocouple wires do not carry wire sizes. Thermocouples use letters and colors to identify the type wire, such as AL (alumel) and CH (chromel). Alumel wire insulation is usually green, and chromel is usually white, Lockheed Corporaton/Al Rights Reserved us24¥3L137 NOLLONNS. ‘Waeunn SUA w3L131 INBHO3S. (aTore-u) (aIa Xa 14-3) NOLIWOISLINSGL 3dAL GNU 3218 — eee val) ‘agg Tans “K€ | eaauin LInaNos NI BONSHAIR 180 HO BUM SIN (aONIS) abe] YP aaasins NOLLWOTSTINIOT ATIBNGIATONT YaL137 GUO. 4 XS OzuOSH: {> & NOz YU ZOI-d Yo SuoLONaNOS Gadnows y11es0000800 #310 Figure 1-1. Methods of Wire Identification Lockheed Corporation/AN Rights Reserved sataN Ground or Phase Letter - This letter is not always included. It is added if the wire is used in a three phase AC system, or if itis the neutral or ground lead in the system, A single phase system carries the letter V. ‘The letter A indicates A phase, B = B phase, and C = C phase. Ground wires are usually bonded/bolted to the airplane structure at the nearest point. Electrical plugs at the end of a wiring group may require safety wiring to secure the plug when connected in an inaccessible area. A red dot decal next to these plugs and notes on the wiring diagrams identify this requirement. Refer to the airplane wiring diagrams manual. CIRCUIT ELEMENTS Ina schematic diagram or wiring diagram, different symbols are used to represent the various electrical components. This is often called electrical shorthand. The more common electrical symbols are illustrated in figure 1-2. Fuse Figure 1-3(A) shows a typical fuse. The primary purpose of a fuse is to protect electrical wiring in the airplane. The fuse is put in the line to prevent damage to the airplane. Current through a conductor causes heat. The greater the current, the hotter the conductor. If the current is larger than the fuse can carry, heat ‘melts the fuse strip which opens the circuit and stops the current. When current is below the safe maximum, the fuse passes current to the using equipment. When a short occurs in the circuit, current is excessive and the fuse strip melts or blows. Fuses can be made to blow at any desired current by choosing the right kind of material for the fuse strip and making it the right size. When the fuse blows, power is removed from the system. ‘When a fuse is replaced, a fuse with the same current and voltage rating required by the system must be used. Voltage rating is determined by the size of the gap in the fuse after it blows. The gap must be large enough to prevent arcing across a blown fuse. Slow-blow fuses are used when it is necessary to allow momentary overloads. Some indicators and motors require this type protection to prevent loss of power resulting from the surge starting currents. 3At8 Lockheed Corporation/All Rights Reserved ssaCIRCUIT BREAKERS CAPACITORS | MISCELLANEOUS METERS | — susecg | ot even | Lest sree ae eee) - 3 poanizeo | =,,+ sv voummerer | | cat enrreny exert > MATTER SRERKER HE veriAeLe ~- FRSQUENCY er Taneromens | pestsrore mane | QE done | A ese = ; co ae 3 & - re es “A vanes. wwouctance} | Sig are | 303 Fe rahe p> wuts | Ik vARLASLE Nort. | ay So HE | THRTSTORS ose | oe ‘SurTenes ee IP ether ro : ® ——e Contact 8 SY FEAT OPERATED WITS] renner | oe |= _|} ae RESTIFIERS wens | gues fees SS THERMAL | SINGLE THROW + aa wa FE oes > Bs oo SINGLE ce) tz) pa TS emocume | Sole Pei 5 Bgsurton | at Ss oe HEATER (SILICON wie are cs 111989000400 808 Figure 1-2. Electrical Symbols ssa Lockheed Corporation/All Rights Reserved 3a15—79— sesso, FUSE STAI? VIEW A FUSE STRIP INSULATION sYMsoL rerk, vINGOW Are. ao, oe tex RE Pusw 1d Rese as to STE 79 cinourr ‘SWITCH TYPE, i DEENERGIZED) ERS VIEW 0 H1esceceseo 3508 Figure 1-3. Circuit Elements sa18 Lockheed Corporaton/All Rights Reserved mussCurrent Limiters ‘The current limiter shown in figure 1-3(B), is a special type used to protect alternators, generators and high current systems. Alternators and generators can operate with 50 percent overloads for short to medium lengths of time without too much overheating or damage. The current limiter is a fuse with a built in overload delay. The delay is accomplished by controlled heat removal from the fuse element. If the overload is within the current limiter overload range, the element is cooled by heat conduction into the terminals and case. This conduction continues until the case and terminal temperatures increase to the melting point of the element. Then the element melts and the limiter opens the circuit. When the overload exceeds the current limiter range, the melting point is reached with little or no delay as the temperature has risen faster than the heat can be dissipated. Circuit Breakers Another protective device is the circuit breaker shown in figure 1-3(C). A C/B acts as a fuse or current limiter, except that it does not melt on overload. It is a spring loaded thermal switch which opens when there is too much current. The CIB can be reset by pushing the cap, but will trip again if another overload occurs. The C/B is trip free and cannot be held closed when an overload exists. Toggle switch C/Bs must be manually reset. Automatic reset type C/Bs automatically reset when cooled. Solen The solenoid shown in figure 1-3(D), consists of a coil of wire wound around a hollow cylinder. If a movable core of soft iron is placed inside the cylinder, the field of the coil tends to center the core in the coil when current is turned on, thus providing a mechanical motion. Solenoids are used to operate various units mechanically, such as valves and relays, from an electrical condition or switch actuation. Semiconductors Compared to vacuum tubes, solid state diodes and transistors have more advantages than disadvantages. Transistors are much smaller than equivalent soa Lockheed Corporation/AN Rights Reserved sate7‘vacuum tube circuit components. The tube is better for high frequency and power since transistors are limited at higher frequencies, However, there are transistors capable of handling 300 watts or more. A transistor has a life expectancy many times that of a tube and is much more efficient than a tube. These advantages can be attributed in part to the lack of a filament. Changes in operating temperatures, however, affect transistors much more than tubes. Diodes A diode is a two terminal device which consists of Negative (N) type and Positive (®) type semiconductor materials. (See figure 1-4(A).) The diode has characteristics which allow it to conduct heavily in one direction and conduct lightly in the other direction. These characteristics are determined during manufacture and the physics involved is beyond the scope of this chapter. ‘When a potential is applied with the positive terminal connected to the P material and the negative terminal connected to the N material as shown in figure 1-4(B), current through the N material to the P material and back to the source will be large. The direction of conventional current is shown (positive to negative), and electron flow would be in the opposite direction (negative to positive). With these connections, the diode is forward biased. When the circuit is forward biased, diode current is high and the voltage drop across the diode seldom exceeds 1 volt. When a positive potential is connected to the N material with the negative connected to the P material, the diode is reverse biased. With these connections, the diode current is very low and the voltage drop across the diode equals the source voltage. In wiring diagrams and schematics, the diode is represented by the symbol shown in figure 1-4(C). The P region is called the anode (A), and the N region is called the cathode (K). The characteristic curve of a diode is shown in figure 1-4(C). The forward bias region is to the right and the reverse bias region is to the left. Note that the forward current is scaled in milliamperes and forward bias voltage is scaled in millivolts, while the reverse current is in microamperes and reverse bias voltage in volts. ‘An examination of a few practical diode applications illustrates the flexibility of these devices. (See figure 1-5(A).) 3A1-8 Lockheed Corporation/All Rights Reserved auseaO MaIA {39010 Noorats Y 1404 AWeO08 nods 1 ‘SHtO3@ NOLLONGNODY | supa at | oawas aao1a a0td!dauhby | _ son wi gs sen, ea] sola thas Al @ naIA I ‘he =|1;}-— {1 ‘wore sun ves) wo ¢ snexnna 30071 ) } d Te a N = = wu ONSIA Oo} mwa g wna y |_-—————o 1 11@sp000800 #40! Figure 1-4. Semiconductors A498 Lockheed Corporaton/AU Rights Rasorved+0c Sper Ly HALF WAVE FULLWAVE, FULLWAVE > BRIDGE RECTIFIER & RECTIFIER or Deer L TT a oad OUTPUT Limiter VIEW A rary ava +00 | | = wanenyare> menses rk « Ko @ RET ge BYE VIEW C Figure 1-5. Diode Applications 3a-1-10 Lockheed Corporatio Al Rights Reserved soaDiodes are frequently used as rectifiers in DC power supplies. The polarity of the DC voltage available is determined by the arrangement of the diodes in the circuit. Reverse the diodes to reverse the polarity of the DC output. Filter capacitors are usually of the polarized electrolytic type and must also be reversed if diodes are reversed, Diodes may be used to limit the amplitude of a signal. The purpose of a limiter is to shunt the signal to ground if it exceeds a predetermined value. In figure 1-5(A), a 10 volt peak to peak signal is clipped on both the positive and negative half cycles and the signal is limited to a peak to peak value of 1.6 volts. The value of 1.6 volts is determined by the fact that any diode requires a certain minimum voltage to conduct in the forward direction. This voltage varies with the type diode. ‘The limiting level can be increased by adding a reverse bias source of the desired value to each of the diodes, or to either diode. Diodes are also used to suppress the voltage produced by the collapsing magnetic field in a relay coil. (See figure 1-5(B).) A diode in series with a relay or solenoid effectively polarizes that component. ‘An ohmmeter can be used as a rough indication of a good diode. If the reverse resistance of the diode is compared to the forward resistance, the ratio should be 100 to 1 or greater. An ohmmeter should not be used to check small signal diodes since ohmmeter current on the low ohmmeter range may be 10 milliamperes or more and can damage the diode. Zener Diodes The zener diode is a special form of diode used widely as a voltage regulator. The zener diode manufacturing process is controlled so that as reverse bias is increased to the conduction point, small changes in applied voltage result in large current changes. Figure 1-5(C) shows the symbol used for a zener diode and a simplified regulator circuit. Transistors ‘The transistor is an outgrowth of the diode. It is a three element device and has three external leads. There are two general types, the NPN and PNP. The NPN transistor consists of an NP junction and a PN junction back to back, as shown ssa Lockheed Corporatio/All Rights Reserved Atin figure 1-6(A). The emitter base junction (NP) is forward biased in normal operation. (See figure 1-6(B).) The base collector junction (PN) is reverse biased and if considered as a single diode, there would be no current. (See figure 1-6 (C).) Because of the forward biased emitter base junction, the major current is between emitter and collector. In fact, base current typically will be less than two percent of total current. The majority current carriers, electrons in the case of an NPN transistor, acquire sufficient velocity to cross the base region and enter the base collector junction. ‘A small change in base emitter current can cause a large change in emitter collector current. The transistor in an appropriate circuit can have voltage, current, and power gain, (See figure 1-6(D).) In wiring diagrams and schematics, the transistor is represented by the symbol in ‘figure 1-7(A). The arrow on the emitter lead identifies the transistor type. In an NPN transistor, the emitter arrow points away from the base. Transistors are also designed as PNP and require opposite polarity biasing voltages; otherwise, operation is identical. The schematic symbol for a PNP device has the emitter arrow pointing in towards the base, opposite from the NPN transistor. (See figure 1-7(B).) Transistors can be tested with an ohmmeter in a manner similar to that used for a diode, Consider the emitter base junction to be one diode, and the collector base junction to be another diode, Transistor amplifiers may be basically configured three ways as follows: © Common base (equivalent to the grounded grid vacuum tube circuit) © Common emitter (equivalent to the grounded cathode vacuum tube circuit) © Common collector (equivalent to the cathode follower vacuum tube circuit) ‘A common base amplifier has a very low input impedance and a high output impedance. Voltage gain is obtained without phase shift. (See figure 1-7(C).) The most common configuration is the common emitter which provides both voltage and current gain. This configuration has medium input impedance and aa112 Lockheed Corporation/All Rights Reserved san(E) EMITTER » le 4 [Leotuzet0e «or ase a wen TRewsISTOR A enirTen » le 4 couuecton QR - OW ese FORWARD BIASED B EMITTER ml a nl COLLECTOR at sme. ~S, BASE CURRENT =} \ ea = 4] a REVERSE S1ASED c EMITTER n P fl COLLECTOR * T NPN TRANSISTOR FORWARD BIASED BD mi Figure 1-6. Basic Semiconductor Theory (1) Lockheed Corporation/All Rights Reserved 3a1-13enter coLLecTOR N [PLN N_ couecron ' po B88E_P c ST esse | enrrren a ne a JE it N —_— a NPN TRANSISTOR AND SYMBOL eniTTeR coutgoToR EB e P courecror 5 5 ao SAE __N . ENITTER ¢ Li P - Yee oureut won T MT es 1 a Yee oureut Ay ne 7 Vbb | ul . o _ _] de Conran BATTER cor tor ET common coLuzoror NPN BASIC AMPLIFIERS (SOLID STATE) c 111950001300 8905 Figure 1-7. Basic Semiconductor Theory (2) A114 Lockheed Corporation/Al Rights Reserved susanapproximately 20K output impedance. A 180 degree phase shift is obtained with this circuit. ‘The common collector configuration exhibits high input impedance and very low output impedance. Voltage gain is less than one and there is no phase shift. Batteries have been used to provide the operating current in these examples. However, in actual use, a common power supply would provide the bias voltage. In figure 1-7(C), Vob is the emitter base bias voltage and Vcc is the emitter collector operating voltage. If PNP transistors are used rather than the NPN transistors shown, the two power supply voltages would have to be reversed for proper bias and operating voltages. Thyristors ‘The term thyristor covers several types of special purpose diodes. The three types most commonly used are the silicon controlled rectifier (SCR), the silicon controlled switch (SCS), and the bidirectional thyristor commonly called a triac. All three are four layer devices, that is, they have a PNPN structure. (See figure 1-8(A).) Thyristors are used only for switches since they have only two allowable states, either fully conducting or fully cut off. The SCR, in several respects, is comparable to the thyratron. It has three electrodes: the anode, the cathode, and the gate. The gate is the control electrode and the major current is from anode to cathode. The SCR control electrode or gate loses control of the SCR once the SCR is turned on and the only way to turn the SCR off is to interrupt the anode supply. For this reason SCRs find wide application as switches in alternating current and pulsating direct current circuits. ‘The symbol for the SCS is the same as for the SCR. However, SCS operation differs from the SCR in that it stops conducting when the gate signal is removed. ‘The SCS is useful as a switch in DC circuits. If the SCR or SCS is used in an AC circuit, it will conduct on one half cycle only. Another thyristor has been developed that will conduct on both half cycles. It is called a triac or bidirectional diode. It functions as two SCSs connected together in parallel, but in opposite directions, with a common gate. ‘The symbol for the triac is shown in figure 1-8(B). ssa Lockheed Corporatio/All Rights Reserved A118pare Gate ANODE PIN Nf-o CATHODE ANODE CATHODE SILICON CONTROLLED RECTIFIER SYMBOL a MAIN TERMINAL 2 (HT) GATE: (3) MAIN TERMINAL 1 aT) TRIAC SYMBOL B 82 E R2 82 SYMBOL k | ct] BL Bt = UNIJUNCTION OSCILLATOR c 111950001100 9905 Figure 1-8. Basic Semiconductor Theory (3) A116 Lockheed Corporation/All Rights Resarved ssa‘The unijunction is a special form of transistor. It finds wide application as a level detector, counter, and relaxation oscillator. It is sometimes referred to as a double based diode. ‘The unijunction transistor is made of a lightly doped (few available electrons) N type silicon bar. A terminal is connected to each end of the bar to form two base connections, base BI and base B2. Near the midpoint of the bar a rectifying junction is formed. The lead from the rectifying junction is the emitter. The resistance between Bl and B2, with the emitter open circuited or reverse biased, is approximately 5000 to 10,000 ohms. Figure 1-8(C) shows the symbol for the unijunction transistor and a circuit to illustrate operation. The circuit is a relaxation oscillator. Initially, there is current between B1 and B2. Due to the resistive nature of the silicon bar, the circuit acts as a voltage divider. Initially, capacitor C1 holds the emitter at near ground potential and the other side of the rectifying junction is positive by approximately one half the supply voltage. Because of this, the rectifying junction is reverse biased. As capacitor C1 charges through RI, the emitter eventually becomes forward biased and conducts, discharging C1. Tt continues to conduct until C1 discharges, then the cycle repeats. The signal taken from the emitter is a sawtooth waveform that has a period roughly equal to the RC time of RIC1. Operational Amplifiers Operational amplifiers (OP AMPs) are a special type of amplifier originally used in computer circuitry and solid state equipment. This versatile device is an integrated circuit (IC) which is widely used in airplane equipment. (See figure 1-9(A).) It features two input signals and one output signal. The OP AMP input that has a minus sign is called the inverting input. The input with a plus sign is called the noninverting input. ‘The signal to the inverting input will be reversed in phase or polarity at the output. (See figure 1-9(B).) The signal to the noninverting input will be the same phase or polarity at the output. ‘The phase change from input to output allows regulation of gain of the amplifier by use of input and feedback resistors. The addition of the resistors as shown in sta Lockheed Corporation/All Rights Reserved A117INVERTING INPUT[> oN-tNvERTING INET, ureur AMPLIFIER SYMBOL a Negative [> POSITIVE. E INPUT =] *POSITIVE INBUT. +] | ouTeuT NEGATIVE 7 OUTPUT INVERTING @MPLIF 8 BACK RESISTOR NBUT. RESISTOR INVERTING OP AMPLIFIER c 2on. on +2 voLTs—— > mone 0 véuts |, ourPuT OP AMPLIFIER FEEDBACK (2:1 RATIO? DB 111980001 400 8 Figure 1-9. Basic Semiconductor Theory (4) A118 Lockheed Corporation/Al Rights Reserved sss‘figure 1-9(C) changes the amplifier to an operational amplifier. By assigning ‘values to the resistors, operation can be examined. (See figure 1-9(D).) If a +2 volt signal is applied to the input the output would tend to go negative due to the internal phase inversion of the amplifier. However, when the output reaches ~4 volts it will cancel the voltage from the input resistor. Power of -4 volts is required since the feedback resistor is twice the size (20 ohms) of the input resistor (10 ohms). If the feedback resistor is 40 ohms, with a 10 ohm input resistor, it would take -8 volts to cancel the +2 volt input. ‘As shown in figure 1-10(A), the gain of an OP AMP is controlled by the size of the input and feedback resistors in the following manner: Gain = Feedback Resistor + Input Resistor ‘An operational amplifier may then be described as an amplifier with gain controlled by the input and feedback resistance ratio. If the input to an OP AMP is grounded, the output should be zero, since zero times anything equals zero. (See figure 1-10(B).) Certain internal problems in the chip could cause the output to be other than zero, This difference between zero and the actual output voltage is called offset. Normal amounts of offset can be overcome in several ways. One is to place a voltage divider to the noninverting input, which causes the output to go to zero. (See figure 1-10(C).) Another very common method is to place a resistor to ground from the noninverting input. (See figure 1-10(D).) Points to remember about OP AMPs are as follows: © Gain is determined by the feedback resistance divided by the input resistance. © In normal operation the voltage measured at the inverting input is zero. © The signal is always inverted from the minus (-) input to output. susoa Lockheed Corporation/All Rights Reserved sat-1940n tom #2 volts we Mor ~8 voLTs st OP AMPLIFIER FEEDBACK (4:1 RATIO) A ow ourpuT INPUT 4, GROUNDED INPUT OP AMPLIFIER B cow INPUT Ww output - OFFSET ADJUSTMENT OP AMPLIFIER OFFSET output OP AMPLIFIER OFFSET COMPENSATED D Figure 1-10. Basic Semiconductor Theory (5) 30-41-20 Lockheed Corporation/Al Rights Reserved isanREFERENCE DATA Refer to the applicable Airplane Wiring Diagrams Manual and the Electrical Systems Maintenance Instructions Manual for information relative to airplane electrical systems and wiring. Refer to the appropriate List of Applicable Publications manual for a list of manuals relative to the airplane. san Lockheed Corporation/Al Rights Reserved 3At-21C-130H-30 “CHAPTER 2 GENERAL AIRPLANE AIRPLANE DESCRIPTION ‘The airplane is a long range, all weather, high wing monoplane. The primary mission is rapid transportation of personnel or cargo for delivery by landing or by parachute. The airplane has the following dimensions: (See figure 2-1.) © Wing Span - 132 feet, 7 inches (132.58") © Length - 112 feet 9 inches (112.75’) © Height - Approximately 39 feet © Horizontal Stabilizer - 52 feet, 8 inches (52.67) Design maximum gross weight is 155,000 pounds, with a normal landing weight of 130,000 pounds. However, airplane design also allows a maximum landing gross weight of 155,000 pounds. The airplane is designed for an overload gross weight of 175,000 pounds. ‘The power plant consists of four Allison turboprop engines which drive four- bladed Hamilton Standard propellers. The hydromatic propellers have constant speed, reversible, full feathering features. Flight controls are operated by standard cables and torque tubes in conjunction with hydraulic boost units, which reduce pilot effort, Electric motor driven trim tabs are installed on the rudder, both elevators, and the left aileron. The trim tab on the right aileron is in a fixed position which is adjustable only on the ground. Normal crew entrance is through a crew entrance door on the forward left side of the fuselage. (See figure 2-2.) This door is manually operated, and is counterbalanced to aid in opening and closing. Steps are built into the door. Left and right aft cargo compartment side doors open vertically in the aft cargo area. saa Lockheed Corporatior/Al Rights Reserved 3a24HOLVH Javas3 Lav SLXa, AQNaSU3NI 3OIS oLvH 3dV9S3-YLNIO ¥ooa BONVUINS MAYO HOLVH adv9s3. Gavnuos ‘SMOGNIM ‘O39NIH 1 1sc0ez00c00 s20s Figure 2-2. Normal and Emergency Exits Lockheed Corporatior/All Rights Reserved 3a23‘A hydraulically actuated cargo door and ramp are provided for cargo loading and unloading. Emergency exits are provided in the flight station and cargo compartment. These exits are not normally opened or removed except in case of an emergency, such as a crash landing or ditching. Three circular escape hatches are installed on top of the fuselage. They are designed for use after ditching. The two hinged windows in the flight station can also be used for emergency exit. ‘A large emergency exit panel is located on each side of the fuselage in the forward cargo area. ‘The normal entrance and exit doors may also be used for emergency exit. Bailout must be through the aft personnel doors or from the ramp in the cargo area. ‘The airplane carries up to 9,680 U.S. gallons of usable fuel depending on the airplane operating weight. All fuel tanks can be refueled through a single point refueling (SPR) adapter in the right main wheel well aft fairing. The four main wing tanks and two external tanks can be refueled through individual filler receptacles in the top of the tanks. The airplane can operate from unimproved airfields with minimum ground support equipment. An internal battery power source and an auxiliary power unit (APU) are provided. The electrically started APU provides compressed air for the engine pneumatic starter motors. The APU also drives an AC generator which provides electrical power for the airplane AC buses. Transformer-rectifiers convert this AC into DC for the DC buses. A standard lead-acid storage battery is installed in the battery compartment in the left side of the fuselage nose. ‘The landing gear is a conventional tricycle type with dual steerable nose wheels and tandem main wheels. Large low pressure tires enable the airplane to operate from unprepared airfields. Three separate hydraulic power systems are installed to provide flight control boost, landing gear operation, brakes, nose whee! steering, and cargo door and ramp operation. All hydraulic selector valves may be manually operated in case of electrical power failure. aan Lockheed Corporatio/Al Rights Reserved sussa‘The cargo floor is stressed to accommodate heavy loads. Detailed instructions are provided in the airplane operation and maintenance manuals to prevent exceeding the cargo floor limitations. Airplane Reference Lines Reference lines are provided for locating the installation of structures and ‘components during airplane manufacture, and aid in locating components and assemblies during maintenance. FUSELAGE STATION LINES (FS) All dimensions along the length of the fuselage are identified in inches aft of the reference datum plane, The reference datum plane zero line is a reference point forward of the radome. The station lines are vertical reference planes located along a horizontal line beginning forward of the nose radome and ending at the rear extremity of the fuselage. (See figure 2-3.) The airplane includes two additional sections in the fuselage which use extension (E) lines, starting at FS 245.0E and also at FS 737.0E. WATER LINES (WL) ‘These horizontal reference planes provide the means by which parts and structure components can be properly located by vertical measurement. The zero water line is the edge of the base reference plane, which is a reference located below the ground surface. BUTTOCK LINES (BL) These vertical reference planes provide the means by which parts and structure components can be properly located on the right and left sides of the fuselage, and out on the wing. These planes are parallel to a basic reference plane which is the centerline (CL) of the fuselage. VERTICAL STABILIZER STATION LINES ‘Two types of station lines are provided for vertical stabilizer measurements. Zero reference is from the base of the stabilizer. Vertical stabilizer stations are horizontal measurements in inches, increasing from the base to the tip. Vertical mesa Lockheed Corporation/Al Rights Reserved SA25661i] OF Vis 8°56] 8 VIS ail] 9 vis 6'Ly| b vis S*ve| 2 viS|o Vis ‘Saiow [OL Rows ‘SNOISNANIG_aAVy nous showvis 397 “swol19as NOIsha1Xa 30vTaSNS wos Pasig 0300 SHAYNDISIO 3. XLLINS 3HL “s"1v01 O1 £6 Nollvis 39vT3sn4 ROW STVAUIN! HONI-O2 LY NOY INS ONY SONU BovTasMg HL NO NGAI UY SUMMON NOUS 3OVTESOS “1 sou wyssyay woos 7221 YOO onset aw. 0-002 s-scz 248.0. 2120: 0. S| Y-V nous3s btw aKy "6st W ‘$000 ouvoain0 B? Che 1 29,19 00.0 29-19 te? ht 116000201800 9204 Figure 2-3. Airplane Stations (Fuselage) Lockheed Corporation/All Rights Reserved susan 3A26stabilizer canted station measurements are provided for the canted ribs between the auxiliary and main beam structure. RAMP STATION LINES Ramp stations are measured differently than the other airplane stations. The ramp stations are shown in feet rather than inches, and are measured from the front end of the ramp. Only even numbers are used. WING STATION LINES (WS) Wing stations are measured along the span of the wing. (See figure 2-4.) The reference plane for the center wing is the centerline of the fuselage. The reference plane for the outer wing is the attachment point to the center wing. Aileron stations are similar to wing stations, measured with the reference plane located at the inboard end. HORIZONTAL STABILIZER STATION LINES (HSS) All dimensions along the span of the horizontal stabilizer are provided in inches from a zero reference plane located at the centerline of the fuselage. POWER PLANT STATION LINES Two types of station lines are provided for the power plant. Length dimensions are the extension of the fuselage station lines vertically bisecting the nacelle structure. The engine water line zero reference plane is the centerline of the prop shaft horizontally extended through the nacelle for vertical measurement above or below the zero reference plane. EXTERNAL TANK STATION LINES ‘The external fuel tanks (pylon tanks) have station numbers for longitudinal measurement, beginning at Station 0.0 at the forward tip. Vertical measurement is made by extension of the fuselage water lines. MAINTENANCE ACCESS ‘Access panels are provided for the structural and system components which require inspection, maintenance, and replacement. Frequently used panels are susan Lockheed Corporation/All Rights Reserved 3A27HORIZONTAL, STABILIZER Fs FS. 7 104i so tof 08 center 1 ENGINE 0, on mL CENTERLINE aE 389. 0— 410.7 wing. station %0 @ 61.6— meet a4 3— fs es sito 596-88 87.0 toe. 1 140.0— 173.8— a) o0-| cvs 220.0 Fuse STATIONS |-0.0 196.0 OUTER 2g.0— QUTER 36.0 STATIONS 72,0 —| 08.0 —| 311-0 aes 190-0 242 248.8 — 283.0 — a4 | asi.a—| 308.0 — FS 405.5. 42i.2—| 456.4 —| 431.6 — 526.8 — si7.0— 563.9 ATTACHMENT <= STATIONS- 576.0 —' ROPENT stations) 5s, . 302-8 Figure 2-4. Airplane Stations (Wing) Lockheed Corporation/Al Rights Reserved 20.1 ut — 100. 136.1 Ru — 207.1 aut. | —— 276. 6 202. 4 3°, aivenoy 21-1 srarioNs I—s5.4 — 30.7 Pit J— 143.6 ows 24:5 114090201500 8807attached by flush latches or tun-lock fasteners. Infrequently used panels are attached by screws. AIRPLANE SYSTEMS Power Plant The four TS6-A-15 engines develop a total of 19,640 equivalent shaft horsepower (ESHP). The constant speed engines normally operate at 13,820 revolutions per minute (rpm). Power output (torque) is controlled by the propeller blade angle. ‘A low speed ground idle (LSGI) operation at approximately 10,000 rpm is available when the airplane is on the ground. Each power plant consists of a gas turbine engine which drives a reduction ‘gearbox. The reduction gearbox is mounted above and forward of the gas turbine engine and drives the propeller at a ratio of 13.54 to 1. When the engine turns at 13,820 rpm (100 percent), the propeller turns at 1,020 rpm. Each engine drives a 40 KVA generator through the gearbox for airplane electrical power. Engine compressor bleed air is used for flight station and cargo compartment air conditioning and pressurization, and for anti-icing external surfaces. Compressor bleed air may also be used to operate the pneumatic starter on another engine. Engine starters can also be driven by bleed air from the APU. Auxiliary Power Unit (APU) ‘An APU provides the compressed air necessary for starting the engines, and for the other systems that require bleed air. The APU also drives a 40 KVA generator to furnish electrical power for ground operation and inflight emergencies. Fuel System ‘The fuel system consists of four main tanks, two auxiliary tanks, two externally mounted pylon tanks, and associated plumbing. (See figure 2-5.) Crossfeed operation, fuel transfer, single point refueling, and fuel jettisoning are provided. ‘The four main tanks are integral, wet wing types that are built into the outboard wing sections. The two auxiliary tanks are bladder cells located in the center sections of the wings. The two pylon tanks are mounted under the wings between susan Lockheed Corporation/Al Rights Reserved sa29Pa $°29S SM Y3LNO: 19 SM YBNI: BLT SM UBANGO 0 SM ¥3LNO- SbbT SM Y3LNO- 12 SN waLNO ez SM w3LNO- 2 "12> Si UaLNO: 1teoso100r00 9207 0086 0296 aNd W101 3NYIduY 621 081 WWeSaIN | NIWA FON [> q ost oz TuoaIN | NVA EON |e a ogg O0bT “WNY3LX3 | NOTAd LHOWW 3 avnixny & 016 016, y300¥718 HA RIVLUXTTY o16 016 y300¥79 Toe” [7 o9et ori | WwnwaLxa | NOTAd 1537 o61T oz! TWusain | Nv 2°ON | 621 ocr | awuoaini | Ni TON | T “swvo sn |S wo St vans avsn| wand wien; 3AL wr | Lockheed Corporation/Al Rights Reserved san 3A2-10the engines. The fuel tanks can carry 9,500 U.S. gallons of usable fuel which is distributed as follows: © No. 1 Main - 1290 U.S. gallons @ No. 2 Main - 1190 U.S. gallons © No. 3 Main - 1190 U.S. gallons © No. 4 Main - 1290 U.S. gallons © Left Auxiliary - 910 U.S. gallons © Right Auxiliary - 910 U.S. gallons © Left Pylon - 1360 U.S. gallons © Right Pylon - 1360 U.S. gallons Rapid off-loading of fuel can be accomplished by utilizing the single point refueling (SPR) adapter and all of the fuel system boost pumps and dump pumps. Electrical System Primary electrical power is provided by four engine driven 40 KVA AC generators (alternators) rated at 120/208 VAC at 380 to 420 Hz. The APU AC generator is the same as the engine generators. The AC generator voltage is regulated 115/200 VAC which is supplied to the AC buses. Four transformer- rectifier (TR) units convert the alternating current (AC) into 28 volts direct current (DC) for the DC buses. A 24 volt, 36 ampere-hour, lead-acid battery is installed in a compartment on the left side of the fuselage nose section. Two 115 VAC, 400 Hz inverters which are powered by the DC system are provided as standby AC power sources. One inverter provides regulated AC standby power to the AC instruments and the engine fuel control system. The copilots AC instruments inverter provides 115 VAC standby power for the flight directors. Landing Gear The landing gear is a tricycle type with steerable dual nose wheels and tandem main wheels. (See figure 2-6.) The landing gear is hydraulically actuated, and electrically controlled and monitored. A hydraulic actuator retracts the nose gear forward. Hydraulic motors power screwjacks which raise the main gear vertically into wheel wells in the fuselage. All landing gear doors are mechanically actuated by rods from the landing gear struts. The main gear may be mechanically raised or lowered with a hand crank, san Lockheed Corporation/Al Rights Reserved A241Figure 2-6. Landing Gear Component Locations‘The nose gear can be extended with the auxiliary hydraulic system in the event of utility hydraulic system failure, The landing gear is normally actuated by utility hydraulic system pressure which also provides pressure for nose wheel steering. Landing gear control valves are located in the cargo compartment and may be manually positioned in the event of electrical power failure. Flaps and Flight Controls Fowler type flaps extend aft and down by the action of screwjacks connected by torque tubes to a single hydraulic motor. Utility hydraulic system pressure is used to operate the motor, and an emergency hand crank is provided in the event of hydraulic failure. Emergency brakes are installed on the flap torque tubes to stop flap operation in case of an asymmetry flap condition, The primary flight controls (aileron, rudder, and elevator) are actuated by hydraulic boost units that reduce pilot effort requirement. Initial movement of the controls by the pilot positions a control valve which causes hydraulic pressure to move the control surface. A feedback lever retums the control valve to neutral when the proper degree of control surface movement has been reached. In the event of total hydraulic failure, a bypass feature of the hydraulic boost packages allows direct manual actuation without danger of a hydraulic lock. Hydraulic pressure from the utility and boost hydraulic systems is provided to tandem actuators on the aileron and rudder and to dual actuators on the elevator. If failure occurs in one hydraulic system, boost pressure will continue to be supplied from the other system. This greatly reduces the possibility of a complete loss of control boost pressure. Electric motor driven trim tabs are installed on the rudder, both elevators, and the left aileron, The right aileron trim tab is ground adjustable only. Hydraulic Systems The airplane has three separate hydraulic power systems. (See figure 2-7.) The utility and booster systems are powered by 3,000 psi engine driven hydraulic pumps. The auxiliary system is powered by a 3,000 psi electric motor driven pump. The auxiliary system also has a hand pump which can be used to operate ssa Lockheed Corporation/Al|Righte Reserved A213~ GoMiuES ARS OW Ua W31SAS ALTE 30. 1N0¥93HO ‘GNNOYS Sos SSS AEUTTLXNY 1w31s008 ALTMAN 114020100200 #809 Figure 2-7. Hydraulic System Functions Lockheed Corporation/All Rights Reserved sazthe ramp and cargo door and to pressurize the emergency brakes system accumulator. All hydraulic reservoirs are in the cargo compartment and are vented to the cargo area, They may be refilled inflight or on the ground, Most of the hydraulic control valves are located so that they may be reached for manual positioning in case of loss of electrical power. The three hydraulic power systems are not interconnected. However, the auxiliary hydraulic power system can be connected to the utility system for checkout of the utility system components when the airplane is on the ground. Hydraulic power operates the landing gear, brakes, flaps, and control surface boost. Hydraulic pressure is also used to operate the aft cargo door and ramp, For normal wheel brakes, hydraulic pressure comes from the utility system, The auxiliary system supplies pressure for emergency braking. Anti-skid protection is available only when normal brakes are being used. Air Condi ing and Pressurization The flight station and cargo compartment are pressurized and air conditioned. Separate air conditioning units are used for the flight station and cargo compartment, These can be controlled independently. Engine bleed air is normally used for these functions. ‘Temperature control is provided to maintain an inside temperature of 70 degrees Farenheight (F) when the ambient outside temperature is down to minus 65 degrees F. A temperature of 80 degrees F can be maintained at ambient temperatures up to 110 degrees F. ‘The pressurization system can maintain sea level pressure inside the fuselage until the airplane reaches approximately 18,500 feet barometric altitude. Above this altitude, the airplane inside pressure decreases. For example, at 24,000 feet the inside pressure is equal to approximately a 3,000 foot altitude. susan Lockheed Corporation Al Rights Reserved A216EMERGENCY EQUIPMENT Life Rafts and Emergency Equipment Four 20-man life rafts can be stowed in compartments located in the upper surface of the wing. (See figure 2-8.) Two of the rafts are in the left wing and ‘two in the right wing. Compartment doors are hinged on the leading edges so that if they are inadvertently unlatched, the slipstream will keep them closed. The compartments are lined with a fiberglass boot to protect the rafts. Control handles are located on the flight station bulkhead near the entrance door, and on the wing upper surface inboard of the life raft compartments, The handles are rigged to cables which will open the compartments and inflate the life rafts when the handles are pulled. A hand pump is installed on each raft for inflating the boarding stations and floor supports. The pump can also be used to maintain air pressure in all life raft compartments after the initial inflation from carbon dioxide (CO,) bottles, A buoyant sealed package that contains emergency rations, emergency equipment, and accessories is also attached to each raft. A canopy for protection against the sun is provided for each raft, It is supported by aluminum rods and a center support mast. The canopy can be tied to the outer edge of the raft for maximum protection against sun or rain. A portable, battery operated, emergency radio transmitter is located in each of the four life rafts. These provide emergency communications on the VHF and UHF emergency frequencies. Interior Emergency Equipment Portable, battery operated, emergency exit lights are installed next to each exit. (See figure 2-8.) Portable fire extinguishers are installed in the flight station, on the forward cargo area bulkhead, and in the aft cargo area. ‘The fire extinguishers use bromochloromethane (CB) charged to 150 psi with dry air, The CB is toxic to humans. Overexposure to CB can cause death. Personnel should use CB with extreme caution, and remain clear of any fire area. Studs are provided for installation of first aid kits throughout the airplane. 302-16 Lockheed Corporation/All Rights Reserved wissaFIRST AID KITS. LIFE RAFTS AND MER TRANSMITTERS, ANTI-EXPOSURE SUITS 136000202201 9007 Figure 2-8. Emergency Equipment ssa Lockheed Corporation/All Rights Reserved A217‘Two crash axes are installed. One is mounted on the aft bulkhead in the flight station and the other is aft of the right rear entrance door, These axes are designed for cutting or tearing metal. Emergency chopping areas are clearly ‘marked inside the fuselage. They may be used when emergency exits cannot be used. INSTRUMENT PANELS ‘The pilot, copilot, and navigator instrument panels contain indicators which display information from the electrical, instrument, and avionic systems and other airplane systems. Additional indicators are on the airplane systems control panels above the pilot and copilot station, and on other panels throughout the airplane, Engine instruments are on a panel between the pilot and copilot instrument panels. Refer to Volume 3C for the Instrument Systems. Pilot Instruments ‘The pilot instrument panel contains equipment for use by the pilot. PILOT INSTRUMENT PANEL ‘The pilot instrument panel consists of the following: (See figure 2-9.) © Magnetic Compass Indicator - Standby magnetic heading reference. A correction card is also provided. © Clock - Standard 12 hour, 8 day clock. © DOOR OPEN Light - Indicates a pressure door is open, or not closed and locked. The light is push to test. © Accelerometer Indicator - A pointer indicates instantaneous "G" forces. Contains resettable maximum positive and negative "G" recording pointers. A decal is provided. © Radio Altitude Indicator - Indicates airplane radio altitude above the terrain. An altitude set knob and test button are provided. © Trim Tab Position Indicators (3) - Indicates AILERON, RUDDER and ELEVATOR trim tab positions. A218 Lockheed Corporatior/Al Rights Reserved ssa— 0M Sod avL Aa 0 0a nt == xo aa ou —= (350 Ze ell ite won Ed nowy 20.13 < a ie aa WN 59 as 135 iy 10lld as 1831 Ny an ovove W730 Sado 1d SHO aa ane Figure 2-9. Pilot Instrument P: Lockheed Corporation/Al Righte Reserved3A220 ELECTRONIC FUEL CORRECTION Lights - Indicates the engine throttles are in the temperature limiting range of the temperature datum system. The lights are push to test. FCS Mode Annunciators - Indicates the mode of operation of flight director No.1. FCS Warm Or Advisory Annunciators - Indicates the status of flight director No. 1 and the autopilot. Vertical Velocity Indicator - Indicates rate-of-climb or descent in feet-per-minute, relative to barometric altitude changes. Master FIRE Warning Light - Indicates an engine overheat by flashing, or an engine fire by steady illumination. The light is push to test. Marker Beacon Lights (3) - Indicate airplane flight passage over the airways or inner (A/I) marker, outer (0) marker, or middle (M) marker beacon ground stations. The lights are push to test. MARKER BEACON Switch - Selects the sensitivity of the marker beacon receiver. ENG OIL LOW Quantity Master Warning Light - Indicates when any engine oil level is low. The light is push to test. Part of the engine instrument panel. Air Diverter Handle - Controls airflow to the pilot area. WARNING Placard - Shows the IAS limits for use of the flaps, ramp, landing gear, and air deflector doors. WARNING Placard - Shows the Aux pump warning for ground operation of the Aux hydraulic pump, Lockheed Corporation/AM Rights Reserved ssaRADIO CALL Panel - Shows the airplane identification for communications, and for the airplane log. INS-1 FAN WARN Light - Indicates loss of cooling airflow to the INS No. 1. The light is push to test. INS ATT/GYRO ATT SW/Light - Provides selection and display of the attitude reference in use with the pilot ADI, flight director No. 1, and the autopilot. This is an alternate action switch/light. A decal is provided. Used with flight director No. 1, INS No. 1, and compass No. 1. Altitude Director Indicator (ADI) - Flight director No. 1 indicator. Presents a forward view of the airplane towards the horizon. Displays basic flight, attitude, Nav, and flight path steering data. The speed pointer is not used, An attitude test button is provided. Horizontal Situation Indicator (HSI) - Flight director No.1 and Nav systems indicator. Presents a plan view looking down on the airplane towards the earths surface. Displays compass No. 1 heading or INS No. 1 true heading, and Nav data selected through the NAV SEL switch. The heading and course selections must be made on the remote heading and course selector panel located on the pedestal. DME Indicator - Provides displays and switches for DME No. 1. Radio Magnetic Indicator - Indicates compass No. 2 heading, bearing from ADF-1 or VOR-1, and bearing from ADF-2, UHF- DF, VHF-DF, or VOR-2. Pointer switches for the ADF or VOR bearing selections are provided on the indicator. Altitude-Encoder - Indicates barometric altitude in feet, and provides encoded altitude to the ATC for altitude reporting. Allows BARO correction in inches of mercury and millibars. A BARO correction knob and test switch are provided. Also supplies coarse and fine synchro altitude and flag to the altitude alerter. Lockheed Corporaton/All Rights Reserved sA221BELOW G/S Switch/Light - Indicates the airplane is below the glideslope during an approach to landing. The switch inhibits the below glideslope warning from GPWS. GPWS INOP Light - Indicates failure of the GPWS or radio altimeter. Located on the glareshield. PULL UP Switch/Light - Indicates a GPWS warning for the pilot to pull up. Also initiates GPWS test when pressed. Located on the glareshield. PITOT HEAT OFF Light - Indicates the pilots pitot tube heating is off or failed. The light is push to test. Command IAS Indicator - Displays TAS in knots, Allows selection of a reference IAS for the fast/slow indication on the ADI. Also used with flight director No. 1 for the IAS hold vertical mode. A test switch is provided. Altitude Alerter/Preselect - Allows selection of barometric altitude for altitude alerting, and for the altitude select mode of flight director No. 1. Located on the glareshield above the engine instrument panel. Radar Indicator - Provides display of Nav and weather data for the weather radar. NAV SEL Switch - Provides Nav data selections of OMEGA, INS-1, and VOR/ILS/DME No. 1 and 2, for display on the HSI and to flight director No. 1. FCS Mode Annunciators - Indicates the mode of operation of flight director No. 1. Flight director No. 1 has the additional vertical modes of ALT ARM, IAS hold and VS hold. Copilot Instruments ‘The copilot instrument panel contains similar equipment for use by the copilot. 3A222 Lockheed Corporation/Al Rights Reserved ssaCOPILOT INSTRUMENT PANEL ‘The copilot instruments consist of the following: (See figure 2-10.) © CABIN PRESSURE ALTITUDE Indicator - Displays cabin pressure altitude in feet. © Wing FLAPS Position Indicator - Indicates wing flaps position in percent extended. © CAUTION NACELLE OVERHEAT Test Switch And Lights - Provides test of the nacelle overheat system. Lights indicate nacelle overheat condition. The lights are push to test. © Free Air Temperature (FAT) Indicator - Indicates outside air temperature in degrees Celsius (C). © Landing Gear Control Panel - Provides landing gear control handle and position indicators. © Landing Lights Control Panel - Provides switches for control of the landing lights and taxi lights. © Hydraulic Control Panel - Contains hydraulic system pressure indicators, warning lights, control switches, and anti-skid control switch and light. The lights are push to test. © PROP OIL LOW Quantity Master Warning Light - Indicates when any propeller oil level low warning light is illuminated. The light is push to test. Part of the engine instrument panel. SELECTED NAV SYSTEM OFF Light - Indicates the pilot and copilot NAV SEL switches are in the same position. The pilot selections have priority over the copilot selections. sta Lookheed Corporaton/All Rights Reserved 302-233A224 Figure 2-10. Copilot Instrument Panel Lockheed Corporation/All Rights Reserved ANNLT PMLLiquid Oxygen Quantity Indicator - Indicates the LOX quantity in liters (0 - 25 liters). LIQ OXY QTY LOW Light - Indicates LOX quantity is low (2.5 liters). LOX Quantity Test Switch - Press to test the LOX quantity indicator. Vertical Velocity Indicator - Same as the pilot. FCS Mode Annunciators - Same as the pilot. FCS Warning Or Advisory Annunciators - Same as the pilot. Clock - Same as the pilot. AIR Diverter Handle - Controls airflow to the copilots area. RADIO CALL Airplane Identification - Same as the pilot. INS ATI/GYRO ATT Switch/Light - Same as the pilot except used with flight director No. 2 and INS No. 2. Not used with the autopilot. ADI - Same as the pilot except used with flight director No. 2. HSI - Same as the pilot except used with flight director No. 2. INS-2 FAN WARN Light - Indicates loss of cooling airflow to INS No. 2. The light is push to test. DME Indicator - Provides displays and switches for DME No. 2. Command IAS Indicator - Displays IAS in knots. Allows selection of a reference IAS for fast/slow to the ADI. Not used with flight director No. 2. PULL UP Switch/Light - Same as the pilot. Lockheed Corporation/All Rights Reserved 38-225BELOW G/S Switch/Light - Same as the pilot. PITOT HEAT OFF Light - Indicates the copilot pitot tube heating is off or failed. The light is push to test. Altimeter Indicator - Indicates barometric altitude in feet. ABARO- correction knob and correction in inches of mercury and millibars is provided. No encoder. RMI - Same as the pilot except compass No. 1 heading is displayed. NAV SEL Switch - Same as the pilot except it is used with the copilot HSI and flight director No. 2, and has an INS-2 position. Navigator Instruments The navigator instrument panel contains equipment for use by the navigator. NAVIGATOR INSTRUMENT PANEL ‘The navigator instrument panel consists of the following: (See figure 2-11.) Free Air Temperature (FAT) Indicator - Same as the copilot. TRUE AIRSPEED Indicator - Indicates TAS in knots. This indicator must be removed from the rear of the panel due to a capillary tube which is attached to the indicator. Clock - Same as the pilot/copilot. Compass No. 1 Digital Controller - Provides controls and heading display for compass No. 1. Compass No. 1 magnetic heading is also displayed on the Pilot HSI, Copilot RMI, and Navigator BDI ‘Compass No. 2 Digital Controller - Provides controls and heading display for compass No. 2. Compass No.2 magnetic heading is also displayed on the Pilot RMI, Copilot HSI, and Navigator BDI indicators. Lockheed Corporatin/All Rights Reserved ssaISTANCE INDICATOR Figure 2-11. Navigator Instrument Panel Lockheed Corporation/Al|Rights Reserved 6-12 CONTROLLER No.2 0-12 CONTROLLER NO. 1 A227© Bearing Distance Indicator (BDI) - Indicates compass No. 1 or No. 2 magnetic heading, distance from DME No. 1 and No. 2, and bearing from ADF No. 1 or VOR No. 1 and ADF No. 2 or VOR No, 2. The switches on the BDI provide the VOR or ADF selections for display of bearing. © BDI Switch Panel - The DME DISPLAY switch is used to select the intensity of the BDI displays. The COMPASS SEL switch allows selection of Compass No. 1 heading or compass No. 2 heading for display. © Altimeter - Same as the copilot. AVIONICS SYSTEMS Refer to Volume 6 for information relative to the Avionics Systems and associated equipment. REFERENCE DATA ‘The following is the list of airplane maintenance manuals which should be used for all activities relative to organizational level maintenance and inspection requirements: TM 382C-2-1, Ground Handling, Servicing and Airframe Maintenance © TM 382C-2-2, Hydraulic Systems © = TM 382C-2-3, Power Plant © TM 382C-2-4, Fuel Systems © TM 382C-2-5, Instruments © TM 382C-2-6, Electrical Systems © TM 382C-2-7, Communication and Navigation Systems © TM 382C-2-8, Flight Control Systems 342.28 Lockheed Corporation/Al Rights Reserved useTM 382C-2-9, Utility Systems TM 382C-2-10, Propellers TM 382C-2-11, Landing Gear TM 382C-2-12, Airplane Wiring Diagrams TM 382C-( )-O1, List of applicable Publications SMP 515C, Progressive Inspection Procedures Lockheed Corporation/Al Rights Reserved 302-29G-130H-30 ‘CHAPTER 3 UNREGULATED AC POWER SYSTEM GENERAL Unregulated AC power requirements are provided by five AC generator (alternator) systems, The airplane uses Bendix generators and voltage regulators. Four engine driven AC generators supply the normal unregulated AC power required by the airplane systems. A fifth AC generator is driven by the auxiliary power unit (APU), and serves as a standby AC power source. One engine generator is mounted on the rear of the gearbox inside each nacelle. The APU generator is in the APU compartment on the APU gearbox. Each AC generator is rated for an AC power output of 40,000 voltamperes (40 KVA). The generator design voltage output is 120/208 VAC. The generators are connected by airplane wiring as a three phase wye circuit with a grounded neutral. The output frequency range is from 380 to 420 hertz (Hz). The output voltage is regulated at 115/200 VAC by the voltage regulator (VR) unit. ‘The APU generator is cooled by airflow through the APU mechanical cooling fan, The engine driven generators require ram airflow for cooling, and as a result the electrical load must be held to the minimum requirements for operation when in use on the ground, Frequency and voltage for the five generators are the same. Each generator makes up part of the unregulated AC power system. The term unregulated refers to frequency. The engine generator frequency is actually relatively constant since it is driven by the constant speed engine, Each generator has a separate control and protection system which consists of a voltage regulator, generator protection panel (GPP), and frequency sensitive relay (FSR). The generator systems are independent, and the generators are never connected in parallel. ‘The three phase AC output from each generator is applied to a voltage regulator (VR), GPP, and an automatic AC bus switching and distribution system. The AC bus distribution system is common to all of the generators. These circuits automatically connect the generators to the correct buses and loads without ssa Lockheed Corporation/Al|Rights Reserved 3As4paralleling the generators. The AC bus distribution controls the selection of the essential AC, main AC, left hand AC, and right hand AC buses for connection to an operating AC power source, The voltage regulator controls the generator AC output voltage by varying the generator excitation field current. The VR regulates the generator output voltage at 115/200 VAC. The GCP or GPP contains the control and protection circuits. The frequency sensitive relay (FSR) prevents the use of a generator when the ‘output frequency is too low (under frequency protection). Under frequency protection disconnects the generator from the AC bus loads when the engine is in low speed ground idle (LSGI) or stopped. Components and Locations The unregulated AC generating systems components and locations are as follows: COMPONENT LOCATION Engine Driven Generators (4 each) Engine gearbox/disconnector unit APU Driven Generator APU Compartment on APU gearbox Voltage Regulators (5 each) Electrical control and supply rack (ECSR) Generator Protection Panels (5 each) ECSR Frequency Sensitive Relays (5 each) Generator Line Contactors (5 each) Bus Tie Contactors (4 each) Ess/Main AC Bus Tie Contactor External AC Power Contactor Ground Fault Transformers (30 each) Lower main AC distribution panel Upper main AC distribution panel Upper main AC distribution panel Lower main AC distribution panel Lower main AC distribution panel Upper main AC distribution panel (15); 3 in each engine nacelle (12); 3 in APU compartment (3) saa Lockheed Corporation/Al Rights Reserved ssaAC Loadmeter Current Transformers (15 each) Generator Control Switches (5 each) External AC Power Switch Loadmeters (5), Voltmeter, Frequency meter AC Meters Switches Generator Disconnectors (4) Disconnector Switches (4) and Test Switch Disconnect Fired Lights (4) Bearing Failure Relays (4) Bearing Fail Lights (4) AC Bus Tie Switch and Light AC Bus Off Warning Lights (4) AC Bus Off Warning Relays (4) External AC Power Receptacle Phase Sequence Relay Ext AC Power Control Transformer External AC Interlock C/B Control Circuit Breakers Overhead forward cargo area Overhead electrical control panel (ECP) OECP OECP OECP Engine gearbox/generator OECP OECP ECSR OECP OECP OECP LH and RH distribution panels Left side of forward fuselage Lower main AC distribution panel Lower main AC distribution panel Battery compartment Pilot C/B panel, LH distribution panel sso Lockheed Corporation/AN Rights Reserved sanaMain Feeder Fuses/Circuit Breakers Forward upper main AC distribution panel Power Requirements Initial power for resetting the generator control relay (GCR) in the GPP is supplied by the isolated DC bus through the generator control circuit breakers. All other electrical power is generated internally within the generating systems. Interface ‘The unregulated AC system is connected into all major airplane systems to furnish electrical control and operating power through the AC bus distribution circuits. (See figure 3-1.) The airplane AC and DC power sources and capabilities are shown in figure 3-1. External AC and DC power from a ground power unit (GPU) can also be used with the airplane systems. Maintenance Concepts Organizational level maintenance requirements are provided in the airplane maintenance manuals. Maintenance of the electrical power system consists of operational checks, functional testing, and removing and replacing components. Reference Data © TM 382C-2-6, Electrical Systems SYSTEM OPERATION Overhead Electrical Control Panel (OECP) The overhead electrical control panel is installed on the overhead panel in the flight station. (See figure 3-2.) The AC portion of the panel contains all of the switches necessary for control of the AC electrical power sources. Five generator control switches are provided for control of the AC generators. Five AC loadmeters monitor the individual generator phase loads. An AC voltmeter, frequency meter, and associated selector switches are also provided. A348 Lockheed Corporation/AM Rights Reserved sissa03S OUA 92 SUSHYOISNUEL ted ova str |?! +H oor a uahod SsudHOo 00 A ¥z ee) 1 avauiva 3 : ’ suai 411034 oa A 82 Jans o02| Sapo 938 OUA 92 1 z SUqMHOISNULL fig oun'sit | °! HM 00F THSUNGISNT USLUBANT. TOBLNOD oun Sit @1 Jur cose] (9a 1 ‘Vand BNIONS GNU ASN 98 UaLuaANl aun Sit at |urosz} {934 1 SINSHNULSNT oe 30 10'11d09 coun) HousyaNI0 98 oun sozvozt | oe |unxor) (ORM | 1 ]OINEEIND In 802/021 ‘oun wouuyanso ov oe 9 | unr or] aiGervo0e | * NSATUO"SNLONS ont ie eniivy] —ontuuy | uaaunn souiion — | 3544 | Yovod'| —aansioauy | “itor | S4IN0 ¥3tlod Figure 3-1. AC and DC Power Source Capabilities A385 Lockheed Corporation/Al Rights ReservedHons ah Sha HoLins ony sunt, 190 a ey sta 30407 wSL3uL ok 90 Seno sand o uahod 03133935 1017 ins At 18s “rang on wind 90° 1x3 cows Isnt 08 oun asa oy \ 18t"by toledo l z ie A € en x MY) Sane wis \\uolwusiize “uy att (3) 1 sounod wanaron | xohanOaud ato ns Boutkiatao So" \ worn aul Ne Ho 6 woloatas ary sng o8 1s od t5) waisnayor ce aot o3utd ‘owen ‘ganwoosto ns yotoa73s gan 0 oWan0384 $9801 104 5) Hor ounse 1nd 8oeea30 1018INIO Figure 3-2. Overhead Electrical Control Panel Lockheed Corporation/All Rights Reserved 3A36Four switches are provided to initiate engine generator disconnect. One disconnect test switch is provided. An AC bus tie switch and light are also provided. In normal cruise inflight operation, the generator switches should be vertical and all warming lights should be extinguished, The generator switches are numbered No. 1 through No. 4, left to right. The APU generator switch is the fifth switch. When the generator control switches are aligned with the yellow flowlines (vertical), generator No. 1 is supplying the left hand AC bus; No. 2 supplies the essential AC bus; No. 3 supplies the main AC bus; and No. 4 supplies the right hand AC bus. The fifth switch is for the APU generator, and the switch is OFF in the vertical position. ‘When the APU generator is on (aligned with the yellow flowline), it supplies power to the essential AC bus. The APU generator can also be connected to the main AC bus on some airplanes, This ESS/Main AC bus tie capability is only possible when the APU generator is the only AC source in use. The APU ESS/Main AC bus tie function is used during ground refueling/defueling. It can also be used in flight. It is controlled by the AC bus tie switch on the OECP. The light illuminates when the switch is actuated, and the APU generator then provides power to the main AC bus in addition to the essential AC bus. GENERATOR CONTROL SWITCH (GCS) - OECP ‘The five generator control switches are on the overhead electrical control panel. Each generator is controlled by a four position switch. (See figure 3-3.) Each of the engine generator switches is a four position rotary switch, with four switch sections internally. The APU generator switch also has four positions, but includes an additional internal switch section. The four GCS selections and purpose are as follows: @ RESET (momentary) - Resets the generator control relay (GCR) in the GPP. © OFF - Disconnects the generator from the load. Monitoring of the phase voltage/frequency is provided when the engine is running. © ON Connects the generator to the load. Monitoring of the generator phase voltage/frequency and load is provided when the engine is running. © TRIP- Trips the GCR in the GPP, disabling the generator. s94 Lockheed Corporation/Al Rights Reserved saaOLLWHIHOS IHOTT BUNTIUS ONTHU3E HOLUUaNIO q AuTae ult fant Sansted wonorayt — 8NTaaa ganas ates kw ap Pon ontlinta d930-CU9IdAL) HOLIMS “TOULNOD HOLWLAN3O u HOLIMS TOWINOS WO.LYUINI9 ax — noraa—al BS1SNG007 Fino © 13as3u 430 asia oua asus \ u3eHu NaauO Figure 3-3. Generator Control Switch and Bearing Failure Circuit Lockheed Corporation/Al Rights Reserved mss0 aseAll of the GCS contacts are not used. Each rotary section has a specific circuit function to perform. The triangular contact on the schematic is the momentary (spring loaded to OFF), RESET position. The GCS knob must be pulled and twisted to the right to select the TRIP position. GENERATOR OUT LIGHT - OECP A generator OUT light is provided for each generator. The light is red and is located above each generator control switch. Each light is press to test. The OUT light indicates a problem may exist with the generating system. When the GCS is on, the OUT light turns on if the AC generator has low AC voltage output, no voltage output, under frequency, or generating system failures. With the GCS on, if the power indicator relay (PIR) or the generator line contactor (GLC) deenergize the OUT light will turn on. ‘The generator AC output is automatically disabled by the protection circuits when a ground fault or overvoltage condition occurs. This causes the generator output to decrease to zero, and the GLC and PIR deenergize (contacts close) to cause the OUT light to come on. The protection circuits and the PIR are in the GPP. ‘The GLC automatically deenergizes when the frequency is below 365 Hz due to a frequency sensitive relay (FSR) in each generator system. This condition occurs ‘when the engine is in low speed ground idle (LSGI) or shutdown. Contacts of the deenergized GLC complete the OUT light circuit. The OUT light comes on for low output voltage, an under frequency condition, or a generating system fault, The essential DC bus supplies DC through the ON contacts of the generator control switch. If the switch is ON and the generator contactor is deenergized or the PIR is deenergized, the OUT light should come on, The OUT light ground circuit is completed through a warning light dimming relay. When the dimming relay is energized, a resistor is placed in series with the OUT light which causes the light to dim. Actuation of the generator disconnect switch when the engine is running will result in a mechanical disconnect of the ‘generator, and this causes the DISC FIRED and generator OUT lights to come on, uso Lockheed Corporatio/Al Rights Reserved A398BEARING FAILURE INDICATORS - OECP A bearing failure indicator is provided for each engine driven generator. The indicator lights are located on the overhead electrical control panel. A bearing failure indicator relay controls each light. (See figure 3-3.) These relays are located on the electrical control and supply rack. The relay circuit is controlled by terminal W on the respective generator. If the rotor contacts the stator, a ground will be connected to terminal W. This causes the bearing failure indicator relay to energize, and the FAILED BRG light to come on, Holding contacts of the relay keep it energized after initial bearing failure, Electrical power must be removed or the C/B pulled to deenergize the relay. GENERATOR DISCONNECT SWITCH AND LIGHT - OECP Each engine generator contains a sandwich type disconnector unit between the ‘generator and engine gearbox. Guarded switches are used to cause melting of a fusible element within the disconnector when the switch is actuated. This releases a plunger into the rotor section of the disconnector, and actuates a switch to cause the DISC FIRED light to come on. ‘The disconnector coupling shaft and shear pins will shear when the gearbox rotates the disconnector rotor, mechanically disconnecting the generator. The disconnector unit must be replaced to restore normal operation. A TEST switch is used to check each light and fusible element in series. The lights come on during TEST if the elements are functional, but disconnect does not occur due to the low current through the lights. AC LOADMETER - OECP The loadmeter is an AC ammeter with a scale calibrated in percent instead of amperes. One loadmeter is provided for each generator system. The loadmeter reads 0 to 125 percent of phase load. At 100 percent load on each phase, the total generator power is 40 KVA. One-third of the power is supplied by each phase. ‘A 100 percent load is equal to 13.3 KVA per phase. Since the AC loadmeter is 30310 Lockheed Corporation/All Rights Reserved ssaessentially an ammeter, it measures apparent power. The PHASE SELECTOR switch selects the phase for load monitoring. THEORY OF OPERATION General Several types of brushless AC generators and associated voltage regulators can be used on the airplane. General Electric (GE) generators and voltage regulators or Bendix generators and associated voltage regulators are available. Although these generators and voltage regulators accomplish the same function, the GE VR unit cannot be used with the Bendix generator, and the Bendix VR unit cannot be used with the GE generator. The Bendix generators and voltage regulators are used on the airplanes. Generator control and protection circuits are provided in the GPP. AC Generators The five AC generators on the airplane are the same, The generator armature is geared to turn at 6,000 revolutions per minute (rpm) when the engine is turning at 100 percent speed, The generator is an eight pole machine and produces a frequency of 400 Hz at 100 percent engine speed. The frequency is determined by this equation: Frequency = (No. of poles x rpm) ~ (60x 2) ‘A generator speed of 6,000 rpm provides a frequency of 400 Hz. The constant (60) is used to convert rpm to revolutions per second (rps). The AC voltage is three phase with A/B/C clockwise phase rotation. Generator AC output is connected to the AC bus distribution system by three wires. The neutral circuit is three wires which are connected to the metal structure in the engine. Voltage from any phase to structure is 115 VAC. The voltage measured from phase to phase is 200 VAC. Bendix Brushless AC Generator (28B58-9B) Each of the five Bendix AC generators are brushless type and contain an 8-pole main generator, exciter generator, and a 12-pole permanent magnet generator ssa Lockheed Corporation/Al Rights Reserved saat(PMG). (See figure 3-4.) The main generator is made up of three stator windings which are used to develop the three phase, 115/200 VAC output of the generator, and a rotor consisting of four rotating electromagnets called field windings, The exciter generator has a stator winding and a three phase rotor winding. The rotor is mounted on the same shaft as the rotor of the main generator. The rotor includes three silicon diodes which rectify the AC output voltage of the three phase rotor of the exciter generator. These diodes serve the same function as a commutator in a conventional DC generator. Rectification is necessary to obtain DC voltage for the main generator field windings (8-poles). ‘The stator of the PMG contains three output windings and six diodes. It develops an output of approximately 28 VDC between the A-plus and A-minus terminals when the generator rotor is turning. The output voltage of the PMG is independent of the main generator excitation, and supplies excitation current for the field of the exciter generator. This field current is controlled by the voltage regulator (VR) unit output which is a switched ground controlled by a transistor switch, Each phase of the three phase AC output of the main generator is connected to the regulator for voltage sensing, and to the generator protection panel (GPP) for control and protection. The generator output is 115 VAC phase to ground, and 200 VAC phase to phase. Bendix Voltage Regulator (20B95-4A) A Bendix voltage regulator must be used with the Bendix AC generator. Each of the five AC voltage regulators consists of a voltage regulator (20B100-20) and a detachable base (1B51-2A). The VR unit is transistorized and has no moving parts. The generator interfaces with the voltage regulator (VR), and is protected by the GCR contacts in the GPP. (See figure 3-5.) VR OPERATION - BENDIX VR ‘The DC and AC inputs to the voltage regulator are from the generator. The DC input from the PMG connects to VR pins A-plus and A-minus (ground). The AC input from the generator three phase AC output connects to VR pins T1/T2/T3 and G (ground), The DC input is the collector voltage for the transistor amplifiers. Transistor switch Q3 receives collector voltage through the GCR contacts and generator field winding from the PMG DC. The switched ground sas Lockheed Corporation/Al Rights Reserved usa| dolveanao xaNae Tv ‘86-BSEBZNd TBNVd NOLLILOYd N39 ONY YOLVINDSY 39V110A-« OL Lndino BE N39 da waLaNavol ov 4 7 “eee \ pies ae als YBLIOX3 wll ANSNVNUBd eal a +. pte T | | | 111080203601 9306 Figure 3-4. Brushless AC Generator A313 Lockheed Corporation/Al Rights ReservedQV A00Z/STT TWNOIS TONLNOD] bO'ZO'L0 ualandny “OULNOD TWNOIS 319 Hr x08 yv39 3NIONA TT 0 oan L4 wots year wanwgsswwe [>] s0Husseu | | oltre i ao Na ve-sesozna “! = [REE am wouvinan sovron wense —— | wo1oe | wata1034 | | aSVid € | Ov | i 4 Tae | sovais {I avai qual so7ai4 MA || Sa fps | eh || | om | a | r wsriy a 4 YOLWU3NIO Ov UBLIOX3 - 111050204400 9308 Figure 3-5. Generator/Regulator Interface Lockheed Corporation/All Rights Reserved ssa A314from Q3 through VR pin FI controls the generator exciter field current. The timing of the switched ground is varied to regulate the average current in the excitation field, which determines the generator three phase AC output. ‘The VR AC input is applied across a transformer-rectifier (TR) into a reference bridge circuit. The bridge output reflects the generator AC output relative to normal voltage, undervoltage, or overvoltage conditions. The bridge output causes the control amplifier to regulate the conduction time of Q3. If an undervoltage condition exists, the bridge signal will cause the control amplifier to increase the conduction time of Q3. This causes the exciter field average current to increase, which increases the generator output to the normal operating voltage. ‘The PMG DC input to the VR is used as the collector voltage for all transistors except Q3. The DC to the bridge circuit provides excitation for initial rapid voltage buildup. The generator AC voltage output may not occur when the engine is started in LSGI. This results from the lower PMG DC output to the VR. If the AC voltage output does not occur, release the LSGI button. As the engine speed increases, the VR should start operating and the generator AC voltage output should occur. Reselect LSGI and the AC voltage output will remain. Generator Protection Panel (GPP) Five identical generator protection panels are installed in the electrical control and supply rack. These panels control, protect, and automatically disable the generators. Figure 3-6 is a block diagram of the GPP including interface. Disabling of a generator may be necessary because of an overvoltage condition or a ground fault, When a generator is disabled, the output voltage is zero until the generator control relay is reset. Resetting may be accomplished electrically from the generator control switch, or mechanically from the face of the GPP. ‘The GPP contains three relays. The generator control relay (GCR) controls the exciter field circuit, When tripped, the GCR contacts open the exciter field, When reset, the GCR contacts complete the circuit from the voltage regulator to the generator exciter field winding. The lockout relay (LOR) determines the status of the GCR. A ground fault or overvoltage condition energizes the LOR which trips the GCR. The LOR also prevents the GCR from cycling between trip and reset when a tripping fault ‘occurs while the generator control switch is held in the RESET position. vusaa Lockheed Corporation/Al Rights Reserved 303-18sunaino eA. ae ssne 90 7081 swoagwsno 111050204901 $201 Figure 3-6. GPP Block Diagram Lockheed Corporation/All Rights Reserved ssa A316‘The power indicator relay (PIR) is energized to open the circuit to the generator OUT light and the light turns off, When deenergized, the PIR contacts complete a circuit to the OUT light which turns on. The PIR is deenergized when the generator voltage output is low or zero. GENERATOR CONTROL RELAY (GCR) - GPP The GCR disables the generator by opening the path for exciter field current. ‘This action reduces the generator output to zero. The GCR is a mechanical latching type relay with two separate coils. One coil is used to close the GCR which automatically latches closed. The other coil is used to trip the GCR by releasing the spring loaded latch, The trip coil of the GCR can be energized from the TRIP position of the generator control switch. Tripping voltage is supplied from the isolated DC bus, or from the power supply in the GPP. The LOR contacts can also energize the trip coil of the GCR when a fault condition exists. ‘The GCR is reset electrically by the generator control switch. In figure 3-6, when the switch on the overhead electrical control panel is placed to RESET, DC from the isolated DC bus is connected to the GCR close coil through the LOR closed contacts. A mechanical latch then holds the GCR contacts closed. The location of the LOR contact in the reset circuit prevents the GCR from cycling if there is a fault condition, LOCKOUT RELAY (LOR) - GPP The fault sensing networks for overvoltage and ground fault energize the LOR when there is a fault condition in the generator system. The LOR energizes the GCR trip coil to disable the generator. POWER INDICATOR RELAY (PIR) CONTACTS - GPP The generator OUT Light on the OECP is controlled through contacts of the PIR. When generator output drops to a predetermined value (90 VAC average or 70 VAC single phase), the generator OUT light will illuminate. uss Lockheed Corporaton/All Rights Reserved 3A347GENERATOR PROTECTION PANEL TESTING - GPP ‘A rotary selector switch, pushbutton switch, and jack are located on the front of the generator protection panel. (See figure 3-7.) These are used for testing the various circuits in the GPP. the rotary switch has five selections which are labeled OFF, DPR, OVR, LOR, and UVR. To test the GPP, a shorting pin must be inserted in the test jack to complete the test circuit. Reset the GCR by selecting RESET on the GCS, or push the mechanical reset button on the GPP, as required after each test. NOTE Do not ground the shorting pin used with the test jack. Differential Protection Relay (DPR) Test - GPP ‘When the rotary switch is positioned to DPR and the pushbutton is depressed, DC is applied from the GPP transformer-rectifier to the differential fault protection circuit. The LOR energizes and the trip coil of the GCR energizes to disable the generator. The LOR functions as the differential protection relay (DPR) since the GPP does not have a DPR. Reset the GCR after testing is completed. Overvoltage Relay (OVR) Test - GPP When the rotary switch is positioned to OVR and the pushbutton is depressed, resistors R37/R28 are paralleled. The LOR is energized by the overvoltage protection circuit and causes the GCR to trip. The LOR functions as the overvoltage relay (OVR) since the GPP does not have an OVR. Reset the GCR afier testing is completed. Lockout Relay (LOR) Test - GPP When the rotary switch is positioned to LOR and the pushbutton is depressed, DC is applied to the differential protection circuit. The LOR and GCR energize to disable the generator. If the generator control switch is placed in RESET when this test is initiated, the GCR will trip and will not reset. Cycling cannot occur due to conduction of the LOR latch, which energizes the LOR. The LOR contacts open in series with the GCR close coil to prevent cycling. Release the pushbutton and the GCS, then reset the GCR after testing is completed. 3as18 Lockheed Corporation/All Rights Reserved ssaiva ad et @—_—_t- Coom 90 13830 s99—mf HOEY | _ Ls = 8 wid wb Hed pot 4 ba ; 88 11 a0¥Kt0n | i eo [ean fo F Ba ng ——— oc"osi Figure 3-7. Test Circuit - GPP Lockheed Corporatin/Al Rights ReservedUndervoltage Relay (UVR) Test - GPP ‘When the rotary switch is positioned to UVR and the pushbutton is depressed, the PIR is deenergized by the undervoltage circuit. The generator OUT light will illuminate. However, the generator will not be disabled for an undervoltage condition. Indications return to normal when the pushbutton is released. The PIR functions as the undervoltage relay (UVR) since the GPP does not have an UVR. Frequency Sensitive Relays (FSR) A FSRis installed in each generator system to control the generator line contactor (GLC) as a function of AC output frequency. (See figure 3-8.) The FSR will open or close the GLC control circuit based on the generator output frequency. The FSR high/low contacts will remain in either position until a relay coil is energized to pull the contacts to the opposite position. Several types of FSRs are used, but these are functionally the same, A C/B is installed in the GLC coil line, ‘A phase-C sampling of the generator AC output is applied to the FSR. A transistor power supply will provide the operating voltages for all FSR ‘components, Generator output is applied to a high pass active filter which provides the frequency sensing. A generator frequency output of 380 Hz or more ‘causes the filter output to bias the transistor switching to turn on the high transistor amplifier. This amplifier powers the high relay coil which energizes to close the high contacts. A low frequency output of 365 Hz or less causes a filter output which will bias the transistor switching to turn off the high transistor amplifier and turn on the low transistor amplifier. This action energizes the low relay coil, closing the low ‘contacts and opening the high contacts. With the generator output decreasing in frequency from the normal 400 Hz, the low contacts are calibrated to close between 355 Hz and 365 Hz. Using the low contacts closing frequency as the reference, an increasing generator output frequency from that point will cause the high contacts to close with a frequency of not less than seven Hz but not more than 22 Hz above that reference. When the engines are operating in low speed ground idle, the FSR contacts will be in the low frequency position. 30-320 Lockheed Corporatir/All Rights Reserved saawoLOwINOD } 6x Wid 1X usd ae 9NIS019_LO¥LNOD HOT 3AGaY ONISUBYONI AONANOAI HLTM_AONSNOAYS ONISOND SLOBINOD MOI SHI 3AOEY NUHL SOW ON Lng HL NOHL ON L¥-38019 111M S15¥INOo UI-3EZE-3_AUTSY BAILISN3S AONSNOALS LINO, ONTHOLIAS }dOLSTSNUUL| I {Bak waka | | ‘Algans waNOd YOISTSNULL| Hee ssa HIN * HOOP 11 fSsoz02802 #303 Hous ONISUSHOIO NHN 7HSSE ONY ISSE_N33KL30 AONSNOSYS SWOS LU 35079 01 G3LUHET 1D SLUINOO HOI “1 =3L0N ou ASHI 0 N39 Figure 3-8. Frequency Sensitive Relay (FSR) saat Lockheed Corporation/All Rights ReservedAC Meters The AC meters and controls are on the overhead electrical control panel (OECP). ‘AC LOADMETER - OECP Each phase wire of the generator passes through a series of current transformers. (See figure 3-9.) The ground fault transformer provides fault protection, and the meter transformer supplies a voltage to the AC loadmeter. Five generators require fifteen meter transformers, These current transformers (Gonuts) are on a panel above the main AC distribution pane! in the forward cargo area, Each phase wire is routed through the center of the current transformer (Gonut), Current transformers use the principle that current in the phase wire determines the induced voltage. When the PHASE SELECTOR switch is positioned, the loadmeter is connected to one of three meter transformers. (See figure 3-9.) Switch contacts bypass the other two transformers to ground to prevent a high induced voltage in the transformer. The switch sections shown are for one generator system. Additional switch segments are provided for the other systems. An AC loadmeter is provided for each of the five AC generators. AC VOLTMETER AND SELECTOR SWITCHES - OECP ‘An AC voltmeter with a VOLTAGE & FREQUENCY SELECTOR switch and a PHASE SELECTOR switch are provided to check all of the AC sources and external AC power. The AC voltmeter indicates effective (RMS) AC, from 0 to 150 VAC. The normal voltage of 115 VAC is indicated within the green area on the meter scale. ‘The VOLTAGE & FREQUENCY SELECTOR switch is used to select the AC source, and the PHASE SELECTOR switch selects which phase from the selected source is to be monitored on the AC voltmeter and frequency meter. The combination of these two switches provides 21 selections. The PHASE SELECTOR switch also controls the five AC loadmeters. The generator AC ‘output individual phase voltages are measured directly from the generator wiring at the generator line contactor. The voltage and frequency can be checked prior to generator turn on. 30322 Lockheed Corporation/Al Rights Reserved sanSU3HYO SNELL wala Yo19373s AONNOTYS o F 3OWLI0A 111950206200 8409 0193738 Ssuna ou ou z:0N He 08 N30 —————"19— 09 Figure 3-9. AC Meter Circuits Lockheed Corporation/All Rights Reserved A323‘The EXT PWR position is used for external AC power monitoring. The indications are obtained at the external AC power contactor. The voltage and frequency can be checked before external AC is used on the airplane. ‘The two inverters must be tured on in order to check the AC voltage and frequency outputs. The inverters are combined on one VOLTAGE & FREQUENCY SELECTOR switch position. In this position, the Phase A selection is for the copilot inverter. The Phase C selection is for the AC instruments and engine fuel control inverter. Both inverters provide single phase AC. The Phase B selection is not used. FREQUENCY METER - OECP The frequency meter is connected in parallel with the AC voltmeter and is controlled by the same switch selections. The frequency meter is calibrated to read from 350 Hz to 450 Hz. Any voltage indicated on the AC voltmeter also causes a frequency indication if the frequency is within the indicator range. With the engine in LSGI, the generator voltage indication will be 115 VAC and frequency will be minimum indication. APU Generator ‘The APU generator system uses the same type units as the engine generator systems and functionally are the same. The APU generator control switch is on the overhead electrical control panel (OECP). (See figure 3-10.) The switch has the same four positions as those for the engine driven generators, and a generator OUT light. The OFF position is the vertical position. The APU generator does not have a generator disconnector or bearing fail circuit. The additional switch segment on the APU GCS is used in the external AC power interlock circuit. AC Bus Distribution System A bus is a distribution point at which circuit breakers are installed, Three phase unregulated AC is distributed to the using equipment from the four AC buses. These are identified as the essential, main, left hand, and right hand AC buses. ‘The essential AC bus has the most important equipment and is the most protected bus in the airplane. The main AC bus is next in importance. The left hand and right hand AC buses have additional equipment. The function of the AC bus A324 Lockheed Corporation/Al Rights Reserved usaMETER TO GEN TRANSFORMER [contactor cen HJ —____ a | t > \10 weer = ) sutton ——— | ) LOROMETER SENSING TRANSFORMERS a OUT oo — ]_yerbow RESET 0 | rir —a13 zie I ' ! 1 t uu etl ot ue 13 ast Lia AC_LORDMETER —_ APU GENERATOR CONTROL SWITCH AC CaNTACTOR 8 c 111950205400 #508 Figure 3-10. APU Generator Control Components Lockheed Corporation/Al Rights Reserved 303.25distribution system is to automatically connect the AC buses to the operating generators, and prevent generator parallel operation. CONTACTORS ‘Ten heavy duty contactors (relays) automatically connect the four AC buses to the operating generators. An additional contactor is provided on airplanes with the APU ESS/Main AC bus tie capability. These units are in the upper and lower main AC distribution panels. Access to the panels is provided in the forward cargo area. ‘Nine of the contactors and the ESS/Main AC bus tie contactor are the same type. (See figure 3-10.) The external AC power contactor must carry a heavier load and uses a different type contactor. Each contactor has heavy duty contacts which carry the AC bus load. The contactors also contain small switch contacts which are used to control the contactor switching and interlock circuits. For simplicity, the contactors are numbered K1 through K11 in this manual. On the airplane, the contactors are identified by item numbers. Airplane wiring diagrams list these numbers beside each unit. Letters of the alphabet are used with the item numbers to identify specific units of identical items. Figure 3-11 shows the airplane item numbers, and the simplified numbers used in this manual. ‘The generator and bus tie contactors are identical. Nine large bolt terminals complete the heavy duty contact circuit. Normally open (NO) contacts L1, L2, and L3 connect to the three phase AC source (generators). Terminals Tl, T2, and 3 connect to the AC buses and loads. Normally closed (NC) contacts L11, L12, and L13 connect to alternate AC sources. The terminal numbers relate to the phase A (1 and 11), phase B (2 and 12), and phase C (3 and 13) wiring. A quick disconnect plug is used for connection to the interlock switches. All of the contacts change position when the coil is energized. Part of the contactor coil is bypassed by the small contacts to provide a larger current for rapid pull-in when DC is applied to energize the coil. This larger current provides positive closing action (fast action), for closing the heavy duty contacts. The current decreases after pull-in since the open switch places the entire coil in the circuit. The economizer current required to hold the contacts closed is less than the pull-in current. A new type contactor which does not have the economizer is used on later airplanes. These contactors are functionally the same. 303-26 Lockheed Corporation/Al| Rights Reserved usa(kS38) (KSC) KS (kS3F) KL (K53K) \ @ £29 xT ac «——} RECEPT K10 (KS3E) 1 no» 8, NOTE: ! (kS3J)| SINGLE PHASE kg 2g] DRAWING. 36 K5SA) TYPICAL: Ks ‘ i KS3H) mate cungent 8 LITTERS! € € + LH AG BUS ESS AC aUS_| [MAIN ac Bus] [AH AC BUS ae TZED/ON._Ni NT T EXT] APU] 11213 [4 KIKQIKSIKAKSIKERTIKOIKS] KIO[KI | LH x T x x xX 111980201103 #008 Figure 3-11. AC Bus Distribution System (1 Phase Typical susan Lockheed Corporation/Al Rights Reserved 3a-327