B737-300/400/500 Boeing: Electrical Power 24

Boeing
B737-300/400/500
(CFM56-3)
Issue: 1JAN2007
Author: NeA
ATA 24 For Training Purposes Only

LTT 2006
Electrical Power
EASA Part-66
B1
B737-3_24_B1
Training Manual
For training purposes and internal use only.

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ELECTRICAL POWER B737−300/400/500
ATA 24 ELECTRICAL POWER

FOR TRAINING PURPOSES ONLY!
FRA US/T-4 NeA Jan 12, 2007 ATA DOC Page 1

GENERAL
24-00
24-00 GENERAL
ELECTRICAL POWER PRECAUTIONS AC POWER GENERATION
TASK 24−09−11−912−001 Electrical power is generated by one generator on each engine and by one
The electrical power precautions are contained in Chapter 20 APU generator.
”Standard Wiring Practices” Two different types of generators may be installed at the same time.
− Document D6−54446 (SWPM 20−00−10). They have no differences in system behavior and indication.
Type 1:
AC POWER PHILOSOPHY Each engine generator is connected to its respective engine through a CSD.
There are three basic principles of operation for the electrical system: The CSD converts variable engine RPM to the constant speed needed to
1. There is no paralleling of the AC sources of power. produce 400 Hz used by the electrical system components.
2. The last source of power switched onto the system takes priority and Type 2:
will automatically disconnect the existing source. Each VSCF (Variable Speed Constant Frequency) Generator is driven
3. There is no automatic connection of electrical power sources. All directly from the engine gear box, rotating at a variable speed.
sources must be manually connected through the movement of a The variable frequency is converted to constant 400 Hz using a solid state,
switch. high power inverter.
In flight each generator normally powers its own generator bus.
APU SUPPLY
If one generator is inoperative, the APU generator may be used to power the
inoperative generator’s bus. The APU Generator can supply:
Each Generator system consists of a generator bus and a transfer bus. On Ground:
If there is a failure of a generator bus, the associated transfer bus can be − AC GEN BUS 1
supplied automatically from the powered generator bus. − AC GEN BUS 2
Each transfer bus has an associated transfer relay which automatically selects − TRANSFER BUS 1
the opposite generator bus as a power supply if its normal generator bus fails − TRANSFER BUS 2
and the transfer switch is in AUTO position.
In Air:
− AC GEN BUS 1 or AC GEN BUS 2

− TRANSFER BUS 1 and TRANFER BUS 2
FRA US/F do 07.01.98 01/00−General/L1 Page 2

GENERAL
24-00
ENGINE EXTERNAL APU ENGINE

GEN No 1 POWER GENERATOR GEN No 2
45 KVA UNIT 55 KVA 45 KVA
3 Phases
3 Phases
115 / 200 V
115 / 200 V
EXT AC BUS
3 Phases 3 Phases
115 / 200 V APU APU 115 / 200 V
EPC 1 EPC 2 GB 1 GB 2
GB 1
GB 2
AC GEN BUS 1 AC GEN BUS 2
NORMAL NORMAL
LOAD LOAD
OFF OFF
NORMAL ALTERNATE ALTERNATE NORMAL
NO AC-POWER PARALELLING !!
TRANSFER RELAY TRANSFER RELAY
AC TRANSFER BUS 1 AC TRANSFER BUS 2
ESSENTIAL LOAD ESSENTIAL LOAD

Figure 1 AC POWER SYSTEM - GENERATION
FRA US/F do 07.01.98 01/00−General/L1 Page 3
GENERAL
24-00
POWER SUPPLY
AC POWER SUPPLY DC POWER SUPPLY
The normal inflight configuration of the power system has engine generator 1 Primary DC power is supplied to the DC busses through transformer rectifier
connected to generator bus 1, main bus 1 and transfer bus 1. units which are powered from the AC.
Generator 2 is connected to generator bus 2, main bus 2 and transfer bus 2. TR−3 receives power from main bus 2 and has a dual function. It is the primary
These systems are separate. In the event of an inoperative generator, the power source for the battery bus and an alternate power source for both DC
APU generator can be connected to one of the generator busses thereby busses 1 and 2.
restoring full electrical power. TR−2 is also a backup power source for DC bus No.1 and TR−1 is also a
With the airplane on the ground and external power connected, placing the backup power source for DC bus No.2.
Ground Power switch momentarily to ON will trip both engine generators and The TR−3 disconnect relay automatically opens at glide slope capture during a
connect external power to both generator busses simultaneously. F/D or A/P ILS approach.
When the APU is operating, electrical power output of its generator can be This isolates the DC busses during approach in order to prevent a single failure
connected to generator bus 1 and/or generator bus 2 through the respective from effecting both navigation receivers and flight control computers.
control switches. The TR-3 disconnect relay can be opened manually for smoke procedure with
the BUS TRANSFER SWITCH in OFF position.
Whenever ground power is on both generator busses, and APU or an engine
TR voltage range is 24 − 30 V.
generator power is applied to one generator bus, ground power continues to
supply power to the other generator bus. The battery bus has two possible sources of power: the battery or battery
charger through the hot battery bus or from TR−3.
The transfer busses normally receive their power from the respective generator
bus. Under normal operating conditions, a relay controlled by the battery switch
connects the TR−3 to the battery bus.
If a generator bus loses power, the respective transfer bus will automatically
receive power from the other generator bus. If TR−3 should fail the battery bus will automatically seek its power source from
the hot battery bus.
In addition the protective auto load−shedding circuit turns off all galley power.
Placing the Battery switch to OFF removes the ground for the controlling relays
This feature ensures that the remaining generator will not be overloaded.
and will cause the battery bus to lose power unless the electrical standby
The electrical system monitors itself for correct voltage, frequency, ground power switch is in BAT position.
faults in the generator or excessive current draw from any generator.
With the electrical standby power switch in BAT, the hot battery bus will power
If any malfunction develops, the generator affected will be automatically the battery bus regardless of TR−3 output.
disconnected from its generator bus.
The hot battery bus and the switched hot battery bus receive power from the
battery charger if a generator is operating or from the battery if AC power is not
available.
The hot battery bus remains powered at all times.
The switched hot battery bus is powered when battery switch is in ON position.
FRA US/NM Aug. 2006 02/00−Schematic/L2 Page 4

GENERAL
24-00
EXTERNAL POWER EXTERNAL POWER

CONTACTOR 1 CONTACTOR 2
ENGINE 1 GENERATOR GENERATOR ENGINE 2

1 2
GENERATOR APU GENERATOR APU GENERATOR GENERATOR
BREAKER 1 BREAKER 1 BREAKER 2 BREAKER 2
AUXILIARY
APU POWER
115V AC 115V AC 115V AC GENERATOR UNIT 115V AC 115V AC
MAIN BUS 1 GEN BUS 1 EXT AC BUS 1 AC EXT PWR GEN BUS 2 MAIN BUS 2
RECEPTACLE
R6 R4
NORM ALT GROUND TRANSFER 2
R3 TRANSFER 1 SERVICE ALT NORM J5
J5 115V AC NORMAL ALTERNATE

GRD SERVICE
BUSSES
R89
BATTERY CHARGER
TRANSFER
115V AC 115V AC 115V AC

115V AC 115V AC WDM 24−31−21 TRANSFER
STANDBY BUS TRANSFER ELEX BUS 2
ELEX BUS 1 BUS 1 BAT OVHT BUS 2
& APU START
INTERLOCK
28V AC
28V AC 28V AC 28V AC 28V AC
GRD SERVICE TRANSFER
BUS 1 TRANSFER BUS 2
BUS 1 BUSSES BUS 2
R37
STANDBY
POWER
AUTO
AC STATIC TRANSFORMER R389 BATTERY TRANSFORMER TRANSFORMER AC

INVERTER BATTERY RECTIFIER 2
RECTIFIER 1 CHARGER RECTIFIER 3
INVERTER
DC CONTROL DC
R9 TR 3
R328 DISCONNECT
STANDBY POWER
TRANSFER MANUAL
28V DC 28V DC 28V DC SWITCHED 28V DC 28V DC 28V DC 28V DC

28V DC BUS 1 ELEX BUS 1 HOT BAT. BUS HOT BAT BUS BATTERY BUS BUS 2 ELEX BUS 2
R41
STANDBY BUS GEN PWR
CONTROL
R356 R326 R355
STANDBY BAT BUS R1 BATTERY
AIR BUS BAT BUS
POWER OFF MANUAL
GRD
DC EXT PWR
RECEPTACLE
Figure 2 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION

GENERAL
24-00
STANDBY POWER SYSTEM GROUND SERVICE BUS
The standby power system consists of a 115 volt AC bus and a 28 volt DC bus. The ground service bus is normally powered through generator bus 1.
These busses power certain critical communication and navigation equipment When the airplane is on the ground and external power is connected, placing
at all times. the Ground Service Switch (located on fwd attendant’s panel) to ON will
Normally, the standby busses are powered by Transfer Bus No. 1 and DC Bus connect the ground service bus directly to the external power source without
No. 1 respectively. energizing the other airplane electrical busses.
If one of these busses lose it is power, the 115 volt AC standby bus will be This bus contains most of the cabin lighting and other equipment needed for
powered by the battery through a static inverter and the 28 volt DC standby cleaning.
bus will be powered by the battery bus directly.
A fully charged battery has sufficient capacity to provide power to essential
flight instruments, communication− and navigation equipment for a minimum
of 30 minutes.
Battery voltage range is 22-30 V.
Automatic switching is provided from the normal power sources to the alternate
power source when the Standby Power Switch is in the AUTO position.
If either the No. 1 DC Bus or the No.1 transfer bus loses power, both standby
busses automatically switch to the battery and battery bus.
Effectivity: Only for „older“ B737−Classic airplanes)
The automatic transfer of power from one bus to the other is an inflight feature
only.
The air−ground safety sensor prevents the battery bus from powering the
standby busses when the airplane is on the ground.
The function of the air−ground safety sensor may be bypassed by placing the
Standby Power switch to BAT position.
The standby busses may be deactivated with the Standby Power switch to the
position OFF.
Effectivity: Olny Latest B737−Classic models:

Both standby buses automatically switch to the battery and battery bus in air
and on ground.

GENERAL
24-00
EXTERNAL POWER EXTERNAL POWER

CONTACTOR 1 CONTACTOR 2
ENGINE 1 GENERATOR GENERATOR ENGINE 2

1 2
GENERATOR APU GENERATOR APU GENERATOR GENERATOR
BREAKER 1 BREAKER 1 BREAKER 2 BREAKER 2
AUXILIARY
APU POWER
115V AC 115V AC 115V AC GENERATOR UNIT 115V AC 115V AC
MAIN BUS 1 GEN BUS 1 EXT AC BUS 1 AC EXT PWR GEN BUS 2 MAIN BUS 2
RECEPTACLE
R6 R4
NORM ALT GROUND TRANSFER 2
R3 TRANSFER 1 SERVICE ALT NORM J5
J5 115V AC NORMAL ALTERNATE

GRD SERVICE
BUSSES
R89
BATTERY CHARGER
TRANSFER
115V AC 115V AC 115V AC

115V AC 115V AC WDM 24−31−21 TRANSFER
STANDBY BUS TRANSFER ELEX BUS 2
ELEX BUS 1 BUS 1 BAT OVHT BUS 2
& APU START
INTERLOCK
28V AC
28V AC 28V AC 28V AC 28V AC
GRD SERVICE TRANSFER
BUS 1 TRANSFER BUS 2
BUS 1 BUSSES BUS 2
R37
STANDBY
POWER
AUTO
AC STATIC TRANSFORMER R389 BATTERY TRANSFORMER TRANSFORMER AC

INVERTER BATTERY RECTIFIER 2
RECTIFIER 1 CHARGER RECTIFIER 3
INVERTER
DC CONTROL DC
R9 TR 3
R328 DISCONNECT
STANDBY POWER
TRANSFER MANUAL

28V DC BUS 1 ELEX BUS 1 HOT BAT. BUS HOT BAT BUS BATTERY BUS BUS 2 ELEX BUS 2
R41
STANDBY BUS GEN PWR
CONTROL
R356 R326 R355
STANDBY BAT BUS R1 BATTERY
AIR BUS BAT BUS
POWER OFF MANUAL
GRD
DC EXT PWR
RECEPTACLE
Figure 3 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION

GENERAL
24-00
ELECTRICAL POWER - COMPONENT LOCATION

Self explaining.
Student notes
FRA US/T NM July 2005 03/00−Location/L1 Page 8

GENERAL
24-00
GENERATOR 1
−0+
400 ELECTRICAL SYSTEM
50 DC50 CPS
AMPS 300 FREQ 420 AC EXTERNAL
CONTROL PANELS
POWER
RECEPTACLE
(RIGHT SIDE)
110 120
20
100 AC
0 DC VOLTS
40 0 VOLTS 30130
P5−13
ELECTRICAL METERS,
BATTERY AND GALLEY
TR 1 APU GEN POWER MODULE
BAT TR 2 GEN 1 GEN 2
BAT TR 3 GRD INV
BUS PWR APU GENERATOR
STBY STBY TEST
PWR BAT TEST PWR
RESID
ON
GALLEY VOLTS ELECTRONIC
ON
BAT
COMPARTMENT
OFF OFF ACCESS DOOR
DC AC P5−13
1 2
GENERATOR 2
P5−5
LOW OIL STANDBY LOW OIL
PRESSURE PWR OFF PRESSURE
HIGH OIL STANDBY POWER HIGH OIL
TEMP TEMP
POWER SYSTEM TEST
DISCONNECT DISCONNECT
BAT OFF AUTO
MODULE M400
DRIVE TEMP P5−5
RISE
FLIGHT DECK ANNUNCIATOR
GENERATOR DRIVE
MODULE M238
AND STANDBY (LOOKING FORWARD)
IN POWER MODULE
DRIVE CAN BE
RECONNECTED POWER SYSTEM TEST BUS PROTECTION PANEL
RISE ONLY ON
10 20 GRD 10 RISE20 MODULE M400 ENGINE GENERATOR
0 80 IN120
30 0 80 IN120
30 ANNUNCIATOR BREAKER 1
40 160 40 160 MODULE M238
GEN DRIVE GEN DRIVE ENGINE GENERATOR
OIL TEMP OIL TEMP GENERATOR CONTROL
C C
BREAKER 2
UNITS (1,2,APU)
P5−5
P6−1
GRD POWER
AVAILABLE
P5−4
100 100 P18−0 EXTERNAL POWER APU GENERATOR
50 150 GRD 50 150 BREAKER 2
PWR
CONTACTOR 1
AC AC
0 AMPERES
200 OFF 0 AMPERES
200 P6−2 (P6−11)
APU GCU G5 P18−1
BPP G7 APU GENERATOR
ON GCU 1 G3 EXTERNAL POWER
CONTACTOR 2 BREAKER 1 (P6−11)
BUS TRANS GCU 2 G4 P6−3 P18−2
STATIC
O A TRANSFER
TRANSFER
BUS OFFF U BUS OFF P6−6 INVERTER
F T
BUS O BUS P6−4 P18−3 NOSE WHEEL WELL BATTERY
OFF OFF
CHARGER
GEN OFF APU GEN GEN OFF
BUS OFF BUS BUS TRU 1
P6−12 P6−11 E3−1
OFF OFF TRU 2 SHELF
ON ON 28V AC TRANSFORMER TRU 3
GEN 1 APU GEN GEN 2 SHIELD J4 E3−3
APU
LOW OIL FAULT OVER P18−5 STABILIZER TRIM SHELF
MAINT
PRESSURE SPEED P6−5 P18−4
LOAD CONTROL CENTER SHIELD J5
100 (LOOKING AFT) ELECTRONIC COMPARTMENT
10 50 150
8 EGT AC P5−4 ACCESS DOOR
0 AMPERES
200 BATTERY
6 AC SYSTEM,
C X 1000
4 2 GENERATOR AND
APU MODULE
Figure 4 ELEC PWR SYSTEM - COMPONENT-LOC, OVERVIEW

GENERAL
24-00
GROUND SERVICE
SWITCH
FORWARD ATTENDANT’S PANEL

INOP INOP
INOP INOP
Figure 5 ELEC PWR SYSTEM - COMP-LOC FWD-A

TT PNL
GENERAL
24-00
LOAD CONTROL LOAD CONTROL

CENTER−RIGHT (P6) CENTER−LEFT (P18)
EXTERNAL
GENERATOR POWER INTERPHONE
NO. 2 (RH)
EXTERNAL PARKING
POWER CONN FLIGHT
BRAKE
RECEPTACLE NOSE
ELECTRONIC PILOT WHEEL WELL
COMPARTMENT ON
ACCESS DOOR NORM
NOT CALL
GENERATOR IN USE LIGHT
NO. 1 (LH)
APU RECEPTACLE P19 EXTERNAL POWER PANEL
GENERATOR
EXTERNAL
AC LINE (3 PHASE) POWER
DC LINE (28V) PANEL
T−R UNIT NO. 1

T−R UNIT NO. 2
STATIC
INVERTER
BATTERY
CHARGER
T−R UNIT NO. 3
BATTERY
FWD ELECTRONIC
COMPARTMENT
ACCESS DOOR
Figure 6 ELEC PWR SYSTEM - COMPONENT-LOCATIONS 1

GENERAL
24-00
AC LEAD (6)
CONNECTOR
CONTROL
ATTACHMENT
(4 PLACES)
RIGHT FORWARD
COMPARTMENT
SEE A
GENERATOR BREAKER (TYPICAL)
ENGINE ENGINE
GENERATOR GENERATOR
SEE B CIRCUIT CIRCUIT
EXTERNAL BREAKER 2 BREAKER 1
POWER
CONTACTOR 1
FORWARD AFT
ACCESS ACCESS
DOOR DOOR
FWD EXTERNAL
POWER
RIGHT FORWARD COMPARTMENT CONTACTOR 2
OUTBOARD OF NOSE WHEEL WELL
A FWD B
MAIN POWER CIRCUIT BREAKER INSTALLATION
Figure 7 ELEC PWR SYSTEM - COMP-LOCA
TIONS 2
GENERAL
24-00
APU - GENERATOR CONTROL UNIT P6−1

MAIN POWER
DISTRIBUTION BUS PROTECTION PANEL P6−2
M238
PANEL, P6 ANNUNCIATOR PANEL
SEE A ENG 1 - GENERATOR CONTROL UNIT
M400
ENG 2 - GENERATOR CONTROL UNIT POWER SYSTEM
TEST MODULE
P6−3
P6−4
SEE C
FLIGHT COMPARTMENT
(VIEW IN THE AFT DIRECTION)
P6−11
P6−12 FWD
SEE B
P6−12 P6−11
MAIN POWER DISTRIBUTION PANEL, P6
A
APU
GENERATOR APU
CIRCUIT GENERATOR
BREAKER 2 CIRCUIT
BREAKER 1
SCREW
NOTE: (4 LOCATIONS)
BREAKERS ARE LOCATED P6−11 AND P6−12
HINGE
TO THE REAR OF THE CIRCUIT
BREAKER PANELS P6−11 AND P6−12. MAIN POWER CIRCUIT BREAKER INSTALLATION
B

TIONS 3
GENERAL
24-00
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL
24-00
VSCF
GENERATOR/
CONVERTER
SEE A
STARTER
(REF)
QAD
RING
VSCF
CONSTANT
SPEED GENERATOR/CONVERTER ACCESSORY
GENERATOR
DRIVE GEARBOX
ACCESSORY
GEARBOX
FWD
FWD
ENGINE − LEFT SIDE ENGINE − LEFT SIDE
A A
LINE OIL FILTER LINE OIL FILTER

TIONS 4
GENERAL
24-00
ELECTRICAL POWER CONTROL PANEL (VERSION 1) Residual Volts Switch

Push to read residual voltage of Generator selected by AC Meter Selector
DC Ammeter Switch. The Generator Control Relay (Field Relay) must be tripped by the
Indicates current of source selected by the DC Meter Selector Switch. respective Generator Switch when the Engine is running.
Caution: If respective GCR has not tripped, AC Voltmeter could be damaged.
DC Voltmeter
Indicates voltage of source selected by the DC Meter Selector Switch. Low Oil Pressure Light (amber)
Illuminates when the respective CSD/VSCF oil pressure is below 120 PSI.
DC Meter Selector Switch Simultaneously, the Master Caution Warning with ELEC Annunciator comes on.
Selects DC source for DC Voltmeter and DC Ammeter.
High Oil Temperature Light (amber)
Frequency Meter Illuminates when CSD/VSCF oil temperature exceeds 157C. Simultaneously,
Reads frequency of source selected by the AC Meter Selector Switch. the Master Caution Warning with ELEC Annunciator comes on.
AC Voltmeter Standby Power Switch

Indicates (Scale Range100 − 130 V) AC voltage selected by AC Meter AUTO (guarded position):
Selector Switch. During normal operation DC Standby Bus is powered by DC Bus No. 1,
Indicates (Scale Range 0 − 30 V) Residual Voltage of the selected AC Standby Bus is powered by the 115 Volt AC Transfer Bus No. 1.
Generator when the RESID VOLTS switch is pushed. If either power source fails, the following switching will occur:
− In Air: Battery Bus will be automatically connected to the DC Standby
AC Meter Selector Switch Bus and the Battery to the Static Inverter in order to supply the AC
Selects the AC source for the AC Volt Meter and Frequency Meter. The Standby Bus.
position Test is for further measuring purpose. − On Ground: No automatic transfer switching will occur. The Standby
Busses are deenergized.
Battery Switch
OFF (unguarded center position)
ON (guarded position): With No. 2 AC Main Bus powered TR 3 provides
The Standby Busses are deenergized.
power to the Battery Bus. If No. 2 AC Main Bus is not powered, the Battery
Bus receives the power via Hot Battery Bus BAT (unguarded position)
The Battery Bus supplies the DC Standby Bus and Static Inverter supplies
OFF: Battery Bus and Switched HOT Battery Bus are deenergized and
the AC Standby Bus regardless of the BAT Switch position.

External Power will be tripped from the airplane.
Standby Power OFF Light (amber)
Galley Power Switch
Illuminates when the AC Standby Bus is not powered.
ON: The galleys are powered when the Generator Busses are energized.
OFF: The galleys are deenergized. Disconnect Switch (guarded and safetied)
Disconnects the respective CSD from Engine actuation (VSCF will be
disconnected electrical only).
CAUTION: ACTUATING IS ALLOWED ONLY WHEN ENGINE IS RUNNING
(MIN. IDLE SPEED).
FRA US/F do/ur 18.10.99 04/Elec. Panel/L1 Page 16

GENERAL
24-00
−0+
DC 400
−50 +50 CPS
FREQ 420
110 120
20 AC
DC VOLTS VOLTS 30
ELECTRICAL POWER CONTROL PANEL 40
(UPPER) P5
TR 1 APU GEN INV POSITON:

BAT GEN 1
TR 2 GEN 2 NOT ON OLD AIRPLANES
BAT TR 3 GRD
BUS PWR INV
STBY TEST
STBY TEST PWR
PWR
GALLEY RESID
OFF VOLTS
OFF
BAT
ON ON
AC
ALTERNATE INSTALLATION
1 2
1 PWR OFF 1 DRIVE 1
PRESSURE PRESSURE

TEMP TEMP
BAT OFF AUTO
Figure 10 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (VERS-1)

GENERAL
24-00
ELEC. CONTROL PANEL (VERSION 2)

General
The Panel consists of:
Alphanumeric Display,
Fault Indicating Lights,
Rotary Selector Switches,
BAT Switch,
GALLEY Switch and
MAINT Test Switch.
The panel performs a self test on power−up.
If there is a malfunction in the panel that would prevent normal operation, the
alphanumeric displays will show the failure by the display of dashes in the
associated meters.
In the event that the failure is in the display or the display driver, the
alphanumeric display will show an unusual indication.
Alphanumeric Display
The Alphanumeric Display shows the Voltage, Frequency, and Amperage
measurements. This display also shows the error messages associated with
the ELEC Fault Indicating Light.
Fault Indicating Lights
The Fault Indicating Lights are connected to the Master Caution and will make
the Master Caution light come on when one or more of these fault indicating
lights come on:
ELEC Light
TR UNIT
BAT DISCHARGE
Recall / Reset Test Switch

The RECALL/RESET switch is used to control the initiation of the Display Test,
the display of any maintenance messages, and the erasure of the maintenance
message memory.

GENERAL
24-00
DC AMPS CPS FREQ
DC VOLTS AC VOLTS
BAT
DISCHARGE TR UNIT ELEC
RECALL/RESET
TR1 APU GEN

BAT TR2 GEN2
GEN1
BAT TR3 GRD INV

BUS PWR
STBY TEST STBY
PWR TEST
PWR
OFF
OFF
BAT
GALLEY
ON ON
DC AC
Figure 11 ELEC PWR SYSTEM - ELEC PWR CONTROL PANEL (VERS-2)

GENERAL
24-00
Drive Temp Switch Bus Transfer Switch
Selector Switch with 2 positions (RISE / IN) for Generator Drive Oil The Bus Transfer Switch has 2 positions.
Temperature Indicator. AUTO (guarded):
Generator Drive Oil Temperature Indicator − Allows automatic transfer of Transfer Bus to the Generator Bus on the
opposite side, when the respective Generator Bus fails.
Displays the temperature of the oil used in the CSD / VSCF.
OFF:
RISE (outer scale)
− No power transfer switching of the Transfer Bus to the opposite
− Displays the temperature of the In and Out flowing oil within the CSD /
Generator Bus possible, when the respective Generator Bus fails.
VSCF.
(Smoke Procedure).
IN (inner scale)
− The TR 3 Disconnect Relay is open and eliminates the parallel switching
− Displays the oil temperature entering the CSD / VSCF (Normally of DC Bus No. 1 and DC Bus No. 2.
monitored).
Transfer Bus Off Light (amber)
Ground Power Available Light (blue)
Illuminates when the respective Transfer Bus is not powered. Simultaneously,
Illuminates when External Power Plug is plugged and Voltage is available. the Master Caution Warning with ELEC Annunciator comes on.
Ground Power Switch Bus Off Light (amber)
The GRD PWR switch has 3 positions: Momentary ON − OFF and spring Illuminates when the respective Generator Bus is not powered. Simultaneously,
loaded to the center position. the Master Caution Warning with ELEC Annunciator comes on.
ON: Ground Power available and Battery Switch in ON position
Generator Off Bus Light (blue)
− If Ground Power has no fault, EPC 2 and ECP 1 closes.
Illuminates when the respective Generator does not supply the Generator Bus.
− If Ground Service Switch has been switched to ON before, it will trip to
OFF position. APU Generator Off Bus Light
− If both Engine Generators supply the airplane, the following switching Illuminates when:
sequence will occur:
The APU reaches the normal RPM after starting ( Garret APU 95 %,
GB No. 2 trips and EPC No. 2 closes APS 2000 APU 98 % ) and the APU Generator does not supply any
GB No. 1 trips and EPC No. 1 closes Generator Bus.
OFF: The APU stops automatically because of a shut down signal and the APU
− Both External Power Contactors will be tripped. Start Switch is not in the OFF position.
AC Ammeter
Displays the Load of the respective Generator

GENERAL
24-00
DRIVE TEMP
RISE
Electrical Power Control Panel

IN
(LOWER) P5 DRIVE CAN BE
RECONNECTED
ONLY ON
RISE GRD RISE
10 20 10 20
0 80
IN
120 30 0 80 IN120 30
40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
C C
LOW OIL OVER

MAINT PRESSURE FAULT SPEED
B A A A
Figure 12 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (Lower)

GENERAL
24-00
Generator Switch
The Generator Switch has 3 positions: Momentary ON / OFF and spring
loaded to center position.
OFF:
− Trip signal to respective GCR and GB.
− The associated generator is disconnected from its bus.
ON:
− Close signal to the respective GCR (if tripped).
− Trips associated EPC and APU GB and closes the GB (if voltage is
correct).
APU Generator Switch

Three position switch, spring loaded to the center position.
OFF: Trip signal to APU GCR (if both switches are switched to OFF), trips
the associated APU GB.
ON: Closes APU GCR (if tripped), trips the respective ENG GB or EPC and
closes the associated APU GB.
NOTE: When airplane is in AIR, the APU Generator can be switched either on
GEN BUS No. 1 or GEN BUS No. 2., because of load limitations.
APU AC Ammeter
Indicates the APU Generator load.

GENERAL
24-00
DRIVE TEMP
RISE
Electrical Power Control Panel

IN
(LOWER) P5 DRIVE CAN BE
RECONNECTED
ONLY ON
RISE GRD RISE
10 20 10 20
0 80
IN
120 30 0 80 IN120 30
40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
C C
LOW OIL OVER

MAINT PRESSURE FAULT SPEED
B A A A
Figure 13 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (Lower)

GENERATOR DRIVE
24-10
24-10 GENERATOR DRIVE / CSD

GENERAL
The purpose of the engine generator drive (constant speed drive − CSD), is to
convert the variable speed of the engine (accessory gearbox) to a constant
speed (6000 RPM) for the driven generator to produce ac power at constant
frequency.
The constant speed drive is located on the left side of the engine, on the front
of the accessory gearbox.
The CSD is a hydromechanical transmission using hydraulic trimming and
mechanical controls to govern the output rotational speed.
Located on the CSD are:

oil inlet and outlet connection with temperature bulbs
wet spline cavity fill valves
main electrical connector and harness
vent valve mount
low oil pressure switch (LOP)
oil quantity sight glass
disconnect solenoid output pad drain (generator side) charge filter with
differential pressure Indicator
drain plug (reservoir)
case drain and magnetic drain plug
governor adjustment
reset handle
On the input end of the CSD is a QAD (Quick Attach Detach) flange for CSD
attachment to the QAD ring on the gearbox.
On the opposite face are 12 studs for the generator attachment.
FRA US/F do/ur 19.10.99 05/CSD General/L2 Page 24

GENERATOR DRIVE
24-10
MAIN
GENERATOR ELECTRICAL
ATTACHMENT CONNECTOR
AND HARNESS VENT
STUDS (12) VALVE
SIGHT
DIFFERENTIAL GLASS
PRESSURE LOW OIL
INDICATOR PRESSURE
SWITCH
DISCONNECT
SOLENOID
WET SPLINE
SERVICE PORT
OUTPUT
PAD DRAIN
CHARGE
FILTER
CASE DRAIN AND

MAGNETIC CHIP
DETECTOR
OIL INLET
PORT
GOVERNOR
ADJUSTMENT Note:
RESET
COVER Comnponents with
HANDLE DRAIN PLUG a frame are electri-
(6 o’clock (RESERVOIR)
position) QAD RING cal-components
OIL OUTLET LOCKBOLT
DOWN CONNECTION
Figure 14 CSD - VIEW: COMPONENTS

FRA US/F do/ur 19.10.99 05/CSD General/L2 Page 25
GENERATOR DRIVE
24-10
CSD - OIL SERVICING

General WARNING: DO NOT TOUCH THE OIL SYSTEM PARTS WHEN THEY ARE
The CSD sight glass has different ranges for the oil level on the left and right HOT. THESE PARTS STAY HOTTER THAN THE OTHER
engines. ENGINE PARTS AFTER AN ENGINE SHUTDOWN. OIL
SYSTEM PARTS THAT ARE HOT CAN BURN YOU.
This is because the left and right engines are at different angles.
DO NOT LET THE OIL TOUCH YOUR SKIN FOR A LONG
The oil quantity of the CSD is 10.7 pints. TIME. YOU CAN ABSORB POISONOUS MATERIALS FROM
The oil quantity of the external system is 2.75 pints. THE OIL THROUGH YOUR SKIN. OIL ON YOUR SKIN CAN
The total oil quantity for a dry CSD oil system is 13.45 pints for each engine. CAUSE DERMATITIS AFTER A LONG TIME.
The oil level shown on the sight glass of a disconnected CSD can show more CAUTION: DO NOT USE MORE THAN 40 PSIG TO FILL THE
oil than there is. GENERATOR DRIVE WITH OIL.
Expanded air can push the oil from the oil cooler into the CSD. TOO MUCH PRESSURE CAN CAUSE DAMAGE TO THE
To get an accurate indication of the oil level, fill the CSD and look at the sight GENERATOR DRIVE.
glass again. CAUTION: DO NOT PUT TOO MUCH OIL INTO THE GENERATOR
Leakage of the seal in the CSD will let oil flow from the CSD to the spline DRIVE.
cavity. TOO MUCH OIL WILL CAUSE THE GENERATOR DRIVE TO
A defective input shaft seal will cause these indications: BECOME TOO HOT AND CAUSE DAMAGE TO THE
GENERATOR DRIVE.
The oil level in the CSD will decrease.
IF YOU MOTOR THE ENGINE, DO NOT ADD OIL AGAIN.
The oil level in the spline cavity will increase. AFTER YOU MOTOR THE ENGINE, SOME OF THE OIL WILL
STAY IN THE CSD RESERVOIR.
CAUTION: PUT ONLY APPROVED OILS INTO THE GENERATOR DRIVE. THIS MAKES THE SIGHT GLASS SHOW AN OIL LEVEL THAT
OILS THAT ARE NOT APPROVED CAN CAUSE DAMAGE TO IS TOO LOW AND NOT ACCURATE.
THE GENERATOR DRIVE. YOU MUST OPERATE THE ENGINE AT AN IDLE TO GET AN
DO NOT MIX DIFFERENT TYPES OR BRAND NAMES OF OIL LEVEL INDICATION THAT IS ACCURATE.
OILS. SOME OILS WILL CHEMICALLY CHANGE WHEN YOU CAUTION: IMMEDIATELY REMOVE ALL OF THE OIL THAT FALLS ON
MIX THEM. THIS CAN CAUSE DAMAGE TO THE THE ENGINE.
GENERATOR DRIVE. THE OIL CAN CAUSE DAMAGE TO THE PAINT AND THE
DO NOT LET ALKALINE CLEANING FLUIDS OR HYDRAULIC RUBBER COMPONENTS ON THE ENGINE.
FLUID TOUCH THE GENERATOR DRIVE OIL. VERY SMALL
QUANTITIES OF THESE FLUIDS CAN CAUSE THE OIL TO
CHEMICALLY CHANGE. THIS CAN CAUSE DAMAGE TO THE
GENERATOR DRIVE.
FRA US/T NM July, 2005 06/OIL−Servicing/L2 Page 26

GENERATOR DRIVE
24-10
SIGHT GLASS
PRESSURE
FILL VALVE
OIL LEVEL BAND
RIGHT FOR ENGINE 2
OIL LEVEL BAND

FOR ENGINE 1
SIGHT GLASS
SELF−CLOSING VALVE CSD PRESSURE

(TO DRAIN THE CASE) TANK DRAIN PLUG FILL VALVE
(TO DRAIN THE RESERVOIR)
CSD
OIL COOLER CSD

(FAN AIR STREAM)
FAN CASE
SCAVENGE
FILTER
VIEW LOOKING AFT
Figure 15 CSD - OIL SERVICING

GENERATOR DRIVE
24-10
TASK 12−13−XXXXX
(In the following you will see only some important points of the task)
CSD Oil Level Check
Push the vent valve cap on the top of the CSD to remove the internal
pressure.
Look at the oil level in the sight glass on the CSD.
− If the oil level is above the top of the applicable range, drain some of the
oil from the CSD.
− If the oil level is below the bottom of the applicable range, add oil to the
CSD.
CSD Fill Procedure

Make sure that you have the correct oil for the CSD.
Refer to the marker on the CSD to find the oil that is in the CSD.
Remove the cap from the case pressure-fill valve.
Connect the coupling of the service cart to the case pressure-fill valve.
Set the pressure from the service cart to 5 - 40 psi.
CAUTION: DO NOT PUT TOO MUCH OIL INTO THE CSD. TOO MUCH
OIL WILL CAUSE THE CSD TO BECOME TOO HOT AND
CAUSE DAMAGE TO THE GENERATOR DRIVE.
Fill the CSD until the oil level increases to the bottom of the applicable
range on the sight glass.
− Stop for five minutes.
NOTE: The time will let the oil level become stable.
Look at the oil level in the sight glass on the CSD.
CSD.
− If the oil level is above the top of the applicable range, drain some oil
from the CSD.
Remove the coupling from the case pressure-fill valve and install the cap.

GENERATOR DRIVE
24-10
SIGHT GLASS
PRESSURE
FILL VALVE
OIL LEVEL BAND
RIGHT FOR ENGINE 2
OIL LEVEL BAND

FOR ENGINE 1
SIGHT GLASS
SELF−CLOSING VALVE CSD PRESSURE

(TO DRAIN THE CASE) TANK DRAIN PLUG FILL VALVE
(TO DRAIN THE RESERVOIR)
CSD
OIL COOLER CSD

(FAN AIR STREAM)
FAN CASE
SCAVENGE
FILTER
VIEW LOOKING AFT
Figure 16 CSD - OIL SERVICING

GENERATOR DRIVE
24-10
CSD - SPLINE CAVITY OIL SERVICING

General Leakage of the seal in the CSD will let oil flow from the CSD to the spline
The Wet Pad Cavity is located between the CSD and the Engine Accessory cavity.
Gearbox. It contains oil to lubricate the CSD Input Spline. The input shaft seal can be defective if these two indications occur after you fill
The Wet Spline Pressure Fill Port is on the CSD. the CSD with oil:
A standpipe attached to the Engine Accessory Gearbox limits the oil level in The oil level in the CSD decreases.
the Wet Pad Cavity during servicing. The oil level in the spline cavity increases.
Wet Pad Cavity Servicing Consumable Materials
Step 1 D00068 Oil − MIL−L−23699, MIL−L−7808, or any oil that agrees with
− Check oil level in the wet pad cavity by removing overflow drain cap on the specifications of CFM56−3 SB79−001.
engine gearbox and allow oil to flow from standpipe indicator inside the
cavity. Access
When oil stops flowing spline cavity is filled to proper level. If excessive Location Zones 506 Engine 1 − Accessory Gearbox, 8 o’clock
oil flows, check CSD seals for oil leaking into the wet spline cavity. Location Zones 606 Engine 2 − Accessory Gearbox, 8 o’clock
Step 2
Add Oil to the Spline Cavity
− To bring oil to overflow level, pump oil from service cart through spline
cavity fill check valve on CSD until it begins to flow from the standpipe. Set the bucket below the accessory gearbox to catch the oil (if you did not do
Oil quantity is 2 pints (0,95 Liter). this before).
Step 3 Remove the cap from the drain fitting for the spline cavity on the accessory
gearbox (if you did not do this before).
− Allow exess oil to flow from standpipe, then replace overflow drain cap
on engine gear case. Remove the cap from the pressure−fill valve for the spline cavity on the CSD.
Connect the coupling to the pressure−fill valve for the spline cavity.
TASK 12−13−XXXXXXXXXXX Set the pressure from the service cart to 25−40 psig.
(In the following you will see only some important points of the task) Fill the spline cavity until the oil starts to drain from the drain fitting on the
accessory gearbox.
Fill the Spline Cavity with Oil
Let the oil drain until it stops.
General Disconnect the coupling from the pressure−fill valve for the spline cavity.
Correct oil level is determined by removing the cap from the drain fitting and Install the cap on the pressure−fill valve for the spline cavity on the CSD.
filling the spline cavity until oil comes out of the drain fitting.
Tighten the cap to a torque of 30−50 pound−inches.
If when you remove the cap from the drain fitting, more oil comes out of the
Install a lockwire on the cap.
drain fitting other than the small amount that is normally contained in the
standpipe, the oil level was too high. Install the cap on the drain fitting for the spline cavity on the accessory
gearbox.
Leakage of the seal on the accessory gearbox will let oil flow from the
accessory gearbox to the spline cavity. If the oil level in the spline cavity is Finish the task.
usually too high, the accessory gearbox seal can be defective.

GENERATOR DRIVE
24-10
SPLINE CAVITY
FILLPORT
WET
ACCESSORY PAD
GEARBOX CAVITY
SPLINE CAVITY
SPLINE CAVITY STANDPIPE INDICATOR CAP
PRESSURE−FILL DRAIN & OVERFLOW
GENERATOR - CSD VALVE INPUT
SPLINE CAVITY SPLINE
DRAIN FITTING VENT TO
SPLINE CAVITY ENGINE DRAINS
DRAIN FITTING CAP
WET PAD
CAVITY
CONSTANT
SPEED DRIVE
STAND
ACCESSORY PIPE
GEARBOX
WET SPLINE CAVITY DRAIN PLUG

OVERFLOW DRAIN (REMOVE ONLY WHEN DRAINING
REMOVE SEAL FITTING CAP
WHEN FILLING CAVITY WET SPLINE CAVITY)
Figure 17 CSD SPLINE CACITY - OIL SERVICING
GENERATOR DRIVE
24-10
VSCF - OIL SERVICING

TASK 12−13−XXXXXXXX WARNING: DO NOT LET THE OIL TOUCH YOUR SKIN FOR A LONG
(In the following you will see only some important points of the task) TIME. YOU CAN ABSORB POISONOUS MATERIALS FROM
THE OIL THROUGH YOUR SKIN. OIL ON YOUR SKIN CAN
General CAUSE DERMATITIS AFTER A LONG TIME.
The VSCF sight glass has different ranges for the oil level on the left and right Remove the cap from the case pressure−fill valve.
engines. This is because the left and right engines are at different angles.
Remove the overfill drain fitting if you did not do this before.
Leakage of the seal in the VSCF will let oil flow from the VSCF to the spline
Connect the coupling to the case pressure−fill valve.
cavity. The input shaft seal can be defective if these two indications occur after
you fill the VSCF with oil: CAUTION: DO NOT USE MORE THAN 40 PSIG TO FILL THE
The oil level in the VSCF decreases. GENERATOR DRIVE WITH OIL. TOO MUCH PRESSURE CAN
CAUSE DAMAGE TO THE GENERATOR DRIVE.
The oil level in the spline cavity increases.
Set the pressure from the service cart to 5−40 psig.
Consumable Materials
CAUTION: DO NOT PUT TOO MUCH OIL INTO THE GENERATOR
D00068 Oil − MIL−L−23699, MIL−L−7808, or any oil that agrees with DRIVE. TOO MUCH OIL WILL CAUSE THE GENERATOR
the specifications of CFM56−3 SB79−001. DRIVE TO BECOME TOO HOT AND CAUSE DAMAGE TO
Refer to the marker on the VSCF to find the oil that is in the VSCF. THE GENERATOR DRIVE.
Fill the VSCF with oil:
Add Oil to the VSCF.
Fill the VSCF until the oil level increases to the middle of the applicable
CAUTION: PUT ONLY APPROVED OILS INTO THE GENERATOR DRIVE. range on the sight glass.
OILS THAT ARE NOT APPROVED CAN CAUSE DAMAGE TO
THE GENERATOR DRIVE. If you replaced the VSCF, motor the engine (without fuel) for 1 minute.
CAUTION: DO NOT MIX OILS OF DIFFERENT TYPES OR BRAND NOTE: THESE STEPS ARE NOT NECESSARY WHEN YOU ADD OIL TO
NAMES. SOME OILS WILL CHEMICALLY CHANGE WHEN A VSCF THAT YOU DID NOT REPLACE.
YOU MIX THEM. THIS CAN CAUSE DAMAGE TO THE Permit five minutes for the oil level to become stable.
GENERATOR DRIVE. Look at the oil level in the sight glass on the VSCF.
CAUTION: DO NOT LET ALKALINE CLEANING FLUIDS OR HYDRAULIC If the oil level is below the bottom of the applicable range, add oil to the VSCF.
FLUID TOUCH THE GENERATOR DRIVE OIL. VERY SMALL If the oil level is above the top of the applicable range, drain some of the oil
QUANTITIES OF THESE FLUIDS CAN CAUSE THE OIL TO from the VSCF (Ref ”Drain the Oil From the VSCF” task).
CHEMICALLY CHANGE. Install the cap on the case pressure−fill valve.
THIS CAN CAUSE DAMAGE TO THE GENERATOR DRIVE.
Install the overfill drain fitting.
Make sure that you have the correct oil for the VSCF.
CAUTION: IMMEDIATELY REMOVE ALL OF THE OIL THAT FALLS ON
WARNING: DO NOT TOUCH THE OIL SYSTEM PARTS WHEN THEY ARE THE ENGINE PARTS. OIL CAN CAUSE DAMAGE TO THE
HOT. PAINT AND SOME RUBBER PARTS.
THESE PARTS STAY HOTTER THAN THE OTHER ENGINE
PARTS AFTER AN ENGINE SHUTDOWN. OIL SYSTEM
PARTS THAT ARE HOT CAN BURN YOU.

GENERATOR DRIVE
24-10
CASE
PRESSURE−FILL
VALVE
OIL LEVEL
RANGE
(RIGHT
OVERFILL ENGINE)
FULL
DRAIN
ACCESSORY RIGHT
FITTING
GEARBOX ADD
SIGHT
GENERATOR- GLASS
CONVERTER ACCESSORY FULL
OIL LEVEL
GEARBOX
RANGE LEFT
SPLINE CAVITY (LEFT ENGINE) ADD
SPLINE CAVITY
PRESSURE−FILL
DRAIN FITTING
AND CAP VALVE
FWD SIGHT GLASS

CASE OIL LEVEL SPLINECAVITY
WHEN FILLED VENT
DRAIN
PLUG
ENGINE − LEFT SIDE

STAND−
PIPE
SPLINE CAVITY
SPLINE CAVITY DRAIN FITTING
DRAIN FITTING
CAP
Figure 18 VSCF - OIL SERVICING

GENERATOR DRIVE
24-10
CSD - OIL COOLER

General
The CSD oil cooler is used for cooling the oil from the CSD.
It is located in an opening on the right hand side of the engine fan duct.
The cooler is a small oil/air heat exchanger using fan air.
A pressure relief valve is installed in the cooler assembly. On the outlet fitting is
an HIGH OIL TEMPERATURE switch installed.
During engine operation, hot oil from the CSD passes through the cooler; fan
air provides the cooling for the oil.
If the cooler becomes blocked on the oil side, a pressure relief valve cracks
open at 50 psi differential pressure and is fully open at 90 psi differential
pressure allowing oil to bypass the cooler core.
CSD Line Filter (Scavenge Filter)

The Line oil filter collects contamination from the oil. This prevents damage to
the CSD and oil cooler.
The line filter has a pop-out button.
The pop-out button extends when the oil pressure becomes to high.
This is an indication that the oil filter element is full of contamination and will not
let the oil flow through it.
The line oil filter is on the fan case at the 5 o clock position.
FRA US/F do/ur 19.10.99 07/CSD Oil Cooler/L2 Page 34

GENERATOR DRIVE
24-10
CSD COOLER
LINE OIL
FILTER
ENGINE FAN
CASE HOUSING
CSD OIL CSD LINE FILTER
COOLER
(SCAVENGE FILTER)
BY-PASS
VALVE VIEW LOOKING AFT
OIL-OUT
PORT
POP−OUT
BOLT AND WASHER INDICATOR
OIL-IN GASKET
PORT
CSD LINE FILTER

HIGH OIL
(SCAVENGE FILTER)
TEMPERATURE
FWD
SWITCH
Figure 19 CSD - OIL COOLER, FILTER

FRA US/F do/ur 19.10.99 07/CSD Oil Cooler/L2 Page 35
GENERATOR DRIVE
24-10
CSD - DESCRIPTION OPERATION

Hydraulic System Disconnect
The constant speed drive consists of two positive displacement axial slipper The disconnect solenoid is activated by 28 volt dc from a guarded switch on
piston−type hydraulics units and mechanical axial geared differential which the P5 panel.
performs the speed summing function. The normally closed contacts of the switch connect a ground to the disconnect
One hydraulic unit is of fixed displacement and the other one is a variable solenoid; thus both sides of the coil are grounded to prevent the possibility of
displacement type. voltage pickup and inadvertently tripping the CSD.
The hydraulic system consists of the charge pump, the scavenge pump and A second section of this switch − provides 28 volt dc to the trip coil of the
the charge relief valve. generator control relay, tripping off the generator field.
The charge pump is located in the system between the all−attitude reservoir The CSD re−connection is done by an external reset handle.
and the transmission. NOTE: Disconnect of the CSD is only allowed, when the engine is running.
It supplies oil to the hydraulic units, governor, control piston and the lubricating Re-connect is only allowed, with stopped engine.
system. An overrunning clutch is provided in the output shaft permitting the generator to
The charge pump forces the oil through the charge filter which incorporates a motor freely at rotational speeds above that of the drive output.
differential indicator (not used).
Temperature Monitoring
Connected to the charge line is a low oil pressure switch which operates at
120-160 psi. Heat produced by the transmission is absorbed by the oil in the unit and
dissipated in an oil cooler at the fwd end of the engine. The hot oil passes
The scavenge pump is located in the system between the transmission sump through an external filter (Scavenge Filter) then trough the cooler.
and the external oil cooler.
Two variable resistance temperature bulbs measure the oil temperature on
The scavenge pump picks up lube oil and internal leakage and pumps it either side of the oil cooler.
through the external oil cooler into the all−attitude reservoir
One bulb measures the input oil temperature to the CSD and is read on a
Governor meter on P5 panel. A switch on the panel alters the circuit to include the oil out
The governor is a spring−biased, flyweight operated sleeve valve. temperature bulb so that the meter can indicate the rise in oil temperature
It functions to control porting of charge oil to the control cylinder. through the CSD.
The rotating sleeve valve is driven by the output gear and hence is responsive Normal temperature rise of the oil through the transmission is about 10
to transmission output speed. 0C at continuous full load with an inlet oil temperature of about 80 0C −
Flyweights pivoted on this sleeve move a valve stem located within the sleeve 90 0C (Normal) at normal input speeds.
against the bias of a spring. The oil in the transmission serves as a lubricant, as a coolant and as the
The valve allows Increasing or decreasing oil pressure application to the control hydraulic medium of the drive.
cylinder which in turn controls the variable displacement hydraulic unit. The oil returning from the cooler is deaerated in a swirl chamber in the
reservoir. If the temperature of the oil reaches 157 0C a thermal switch in the
in−line closes illuminating the HIGH OIL TEMP light on the P5 panel.
A vent valve is provided to prevent negative pressure and retain positive
pressure. Oil quantity is indicated by a sight gage.
FRA US/T NM July, 2005 08/CSD Schem./L2 Page 36

GENERATOR DRIVE
24-10
RESET HANDLE
1 2
AXIAL GEAR STANDBY
LOW OIL LOW OIL
DIFFERENTIAL PRESSURE PWR OFF PRESSURE
INPUT SPLINE 4300 - 8600 RPM 6000 RPM TO HIGH OIL STANDBY POWER HIGH OIL
IN ACCESSORY DISCONNECT GENERATOR TEMP TEMP
GEAR BOX DRIVE
FLY TO PUMPS BAT OFF AUTO

WEIGHT PUMP MOTOR ( 3 PSI ) VENT
AND GOVERNOR
AND
GOVERNOR VACUUM
VALVE DRIVE TEMP
FREQUENCY ( 20 PSI ) RISE
ADJUSTMENT CHARGE
SCREW
PRESSURE SW
DISCONNECT IN DISCONNECT
TO ( 120 PSI )
FROM
GEAR LUBE
OUTPUT TO SUMP JETS RISE RISE
10 20 10 20
CHARGE RELIEF 0 IN 30 0 80
IN 30
80 120 120
VALVE ( 250 PSI ) 40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
GRAVITY FILL PORT C C
CHARGE CHARGE VSCF
FILTER PUMP
CSD: IN - 80−90 C VSCF: IN - 40 C
SCAVENGE
PUMP
POPOUT
RESERVOIR RISE - 10 C RISE - 10 C
T
OIL OUTFLOW TO
WET PAD CAVITY
SUMP OIL COOLER
SCAVENGE
FILTER
OUT
SPLINE HIGH OIL
TEMP PRESS FILL PORT IN
CAVITY BULB TEMP TEMP BULB
PRESSURE CASE
FILL CHECK DRAIN & SWITCH
MAGNETIC FIRE MASTER
VALVE WARN
PLUG CAUTION
PUSH TO RESET PUSH TO RESET
ELEC
SUPPLY CHARGE
PRESSURE
CONTROL
PRESSURE RETURN OIL
Figure 20 CSD - BASIC SCHEMATIC

GENERATOR DRIVE
24-10
CSD - MECHANICAL DESCRIPTION AND OPERATION

General
A. D.
The two engine−driven generators are driven by constant speed drives to A charge pump moves oil from the reservoir to the governor and controls
obtain a generator speed of 6000 rpm. cylinder and replenishes oil at the stationary port plate and at various lubricated
The drive is a mechanical, differential, hydraulically controlled unit attached to surfaces.
the engine accessory gearbox. A charge relief valve restricts oil passage downstream from the port plate to
B. ensure adequate supply of oil for the control, for the variable and fixed
hydraulic displacement units, and for the lubrication nozzle.
Manual control, monitoring lights and dial indicators for the drives are on the
forward overhead panel in the control cabin. Oil in the input spline cavity lubricates the splines incidental to the input shaft
and the connection to the engine.
Lights indicate drive low oil pressure and high oil temperature. Dial indicator
show drive oil−in temperature or drive oil−rise temperature, which is determined E.
by DRIVE TEMP switch setting. The input shaft accepts torque supplied by the engine at various speeds and
Charge pressure, oil−in temperature, and oil−out temperature sensors are in delivers torque to the input end of the planetary differential gear unit in the
the drive. drive.
A disconnect switch controls an electrical solenoid−operated mechanical Depending on the difference between output speed and 6000 rpm, the variable
disconnect in the drive unit. displacement hydraulic unit will boost or retard the speed of the planetary
differential output gear to maintain a 6000−rpm output speed, as required by
C.
the governor.
The oil in the drive unit absorbs heat, lubricates, and transmits torque as the
F.
hydraulic medium.
The governor is driven directly by a gear on the output shaft and will port oil to,
Oil is forced through a line filter and external cooler by a scavenge pump which
or drain oil from , the control cylinder depending on the required speed
picks up hot oil as it collects in the sump, coming from drains, from seepage
correction.
and from lubrication points in the drive unit.
The pistion in the control cylnder will adjust the angle of the wobbler as
Cool oil is returned to the all−attitude reservoir by the scavenge oil system.
required by the variable displacement hydraulic unit.
The swirl chamber in the reservoir removes and expels air carried by the oil.
It is the angular position of the wobbler that determines the amounts and
The normal temperature rise of the oil through the drive unit is about: direction of the oil delivered to the fixed unit and the consequent speed
10 Degr. Celsius at continuous full load with an inlet oil temperature of adjustment made to the differential gears.
80−90 Degr. Celsius, at normal input speeds.

GENERATOR DRIVE
24-10
115V AC Constant Speed Drive Schematic Diagram

TRANSFER
BUS 1 GEN DR OIL
NO. 1 LOW
PRESS R1
P6−4 CIRCUIT BREAKER PANEL

CONTROLCYLINDER
1 2
2
PRESSURE PWR OFF PRESSURE 2
TEMP TEMP A3 PRINTED CIRCUIT ASSY
DISCONNECT DISCONNECT 1
BAT OFF AUTO
DRIVE TEMP
RISE FIXED VAR. DISPL.
A
DISPL. HYDRAULIC
1 HYD.UNIT UNIT
IN A
DRIVE CAN BE
RECONNECTED
RISE ONLY ON RISE
10 20 GRD 10 20
L1 GEN 1 LOW OIL PRESSURE AXIAL GEAR
IN IN
0
40
80 120 30
160
0
40
80 120 30
160
ENG ACCES LOW OIL DIFFERENTIAL
A PRESSURE
GEN DRIVE GEN DRIVE GEAR BOX
OIL TEMP
1 SWITCH
OIL TEMP A
C C
L3 GEN 1 HIGH OIL TEMP

28V DC DISCONNECT
BAT BUS NO. 1 TO GEN SOLENOID GO- GEN
SWITCH 1 VER
CSD CONT DRIVE
NOR
28V DC CHARGE AC
BUS 1 FILTER
GEN PR OIL
NO. 1 TEMP
S1 GEN DRIVE
P6−4 CIRCUIT BREAKER PANEL DISC SWITCH
RISE T
RISE
10 20
IN
0 80 120 30
40 160
GEN DRIVE
IN T
OIL TEMP
C OIL IN OIL OUT
S3 DRIVE G6 CONSTANT TANK

TEMP SELECT DRAIN GOVERNOR
SPEED DRIVE CSD DRAIN ADJUSTMENT
ENG 1 PLUG AND
RESET HANDLE
MAGNETIC
N68 DRIVE OIL TEMP P5−5 GEN DRIVE AND STANDBY CHIP DETECTOR
2
LOCATION SYSTEM SUPPLY
____ ENGINE 1 CSD DIAGRAM SHOWN 1
NOTE: TO MASTER WARNING AND LIGHT PLATE WILL SHOW OF CSD OIL LINE FILL
CAUTION CIRCUITS COOLER PORT PRESSURE RETURN
ENGINE 2 CSD DIAGRAM SIMILAR ”DRIVE” ON SOME AIRPLANES OVHT SW FILTER
Figure 21 CSD - MECHANICAL DESCR-OPERA

TION 1
GENERATOR DRIVE
24-10


GENERATOR DRIVE
24-10

PRESSURE VENT AND
PRESSURE PWR OFF VACUUM
HIGH OIL
TEMP
STANDBY POWER HIGH OIL
TEMP
VALVE
DISCONNECT DISCONNECT 33−18−33 FIXED VARIABLE
BAT OFF AUTO MASTER DIM DISPLACEMENT DISPLACEMENT
DRIVE TEMP A A
RISE POWER PRESSURE HYDRAULIC HYDRAULIC
A UNIT UNIT
C
33−18−33 AXIAL GEAR 24−21−11
IN
DRIVE CAN BE MASTER LOW OIL DIFFERENTIAL GENERATOR 1
RECONNECTED
ONLY ON TEST PRESSURE SWITCH
10 RISE20 GRD 10 RISE20
80IN120 30 80IN120 30
L1 LOW OIL
0 0
40 160 40 160 PRESSURE (GEN 1) 71−00−00
GEN DRIVE GEN DRIVE 24−11−21 ENGINE 1 VENT
OIL TEMP OIL TEMP GEN DRIVE ACCESSORY
C C 2 LIGHTS GEARBOX RESERVOIR
31−52−31
MASTER SWIRL SCAVENGE
CAUTION
TRIGGER CHAMBER
33−12−11 DISCONNECT
PANEL SOLENOID CHARGE
W LIGHTING B RELIEF
RISE
10 20 A A PUMP VALVE
METERIN CHARGE CHARGE

0 80 120 30 PUMP FILTER
40 160
T POP−OUT BUTTON: T
GEN DRIVE OUT AT 44 PSI MAX.
L3 HIGH OIL
OIL TEMP TEMP (GEN 1) WITH BYPASS
C OIL IN OIL OUT
TEMPERATURE TEMPERATURE
RISE SENSOR SENSOR
G6 CONSTANT
N68 GENERATOR NO. 1 DRIVE OIL SPEED DRIVE 1 TANK
TEMPERATURE INDICATOR (P5−5) (ENGINE 1− LEFT) DRAIN RESET HANDLE
28V DC POP−OUT BUTTON:

BUS 1 IN
OUT AT 60 PSI MAX.
24−61−11
GENERATOR (S3) DRIVE NO BYPASS
TEMPERATURE OIL FLOW
DRIVE OIL NO. 1 SELECT SWITCH
TEMP (E10) 157 C PRESSURE
28V DC FILL PORT
BATTERY BUS 24−11−21 S754 CSD 1 OIL

24−61−11 GROUND OVERHEAT SENSOR GENERATOR DRIVE 1
NO. 1 (ENGINE 1− BOTTOM) GENERATOR DRIVE 1 LINE OIL FILTER
CSD CONT (F11) OIL COOLER (ENGINE 1 −
(ENGINE 1 − BOTTOM)
NORMAL LOWER RIGHT FAN DUCT)
P6−4 AIR CONDITIONING AND
AIRSTAIR CONTROL, AC POWER
INDICATION CIRCUIT BREAKER PANEL
24−21−11 24−21−11
GEN 1 DISCONNECT
GCR 1 TRIP SWITCH
(S1) GENERATOR SUPPLY
DRIVE 1 DISCONNECT
SWITCH RETURN
P5−4 AC SYSTEM, SYSTEM
GENERATOR AND APU P5−5 GENERATOR DRIVE AND STANDBY POWER MODULE PRESSURE
MODULE
Figure 22 CSD - MECHANICAL DESCR-OPERA

TION 2
GENERATOR DRIVE
24-!0
CSD - FREQUENCY ADJUSTMENT

General Adjust the CSD Output Speed
The governor in the CSD ensures that the output speed to the generator is Make sure that the engine is stopped (Ref 71−00−00/201).
maintained at 6000 RPM corresponding to electrical frequency of 400 Hz. Remove the adjustment cap to get access to the adjustment screw.
If the frequency is out of this range the governor can be adjusted. Remove the two screws and washers from the adjustment cap on the CSD.
This is a procedure to adjust the output speed of the constant speed drive. Pull the adjustment cap away from the CSD.
There is a short test before the adjustment procedure. Adjust the CSD output speed to get a frequency of 400 ± 4 Hz. Put a
This will make sure that the CSD is only out of adjustment and not screwdriver into the adjustment screw slot.
unservicable. Push in and turn the screwdriver until the adjustment screw engages the
You can adjust the constant speed drive governor to change the output governor adjustment screw.
frequency of the generator. Turn the adjustment screw clockwise to increase the frequency, or turn it
The permitted generator output frequency is 400 ± 5 Hz (400 ± 4 Hz during counterclockwise to decrease the frequency.
adjustment). NOTE: One full turn of the adjustment screw will change the
The constant speed drive is on the accessory gearbox at the 8 o’clock position. frequency by approximately 14 Hz.
Make sure that the frequency meter on the P5−13 panel is accurate. Supply engine generator power (Ref 24−22−00/201).
Supply engine generator power (Ref 24−22−00/201). Permit the CSD to Make sure that the frequency meter on the P5−13 panel shows 400 ± 4 Hz.
operate for three minutes to become warm. If the frequency is not in limits, adjust the CSD again until the frequency is
Turn the AC meters switch on the P5−13 panel to the applicable GEN 1 or OK.
GEN 2 position.
Put electrical loads on the AC buses. Use lights, air conditioning, fuel boost
pumps, and hydraulic pumps.
Make sure that the frequency meter on the P5−13 panel shows 400 ± 5 Hz.
If the frequency is not in the limits, adjustment is necessary. Write down the
frequency value.
Remove the electrical loads that you applied before (lights, air conditioning,
fuel boost pumps, and hydraulic pumps).

Make sure that the frequency meter on the P5−13 panel shows 400 ± 5 Hz.
Replace the CSD if the conditions that follow occur: (Ref 24−11−11/401)
The frequency is not stable.
The frequency goes out of the limits and stays out when you apply or
remove the loads.
Remove the engine generator power (Ref 24−22−00/201).
HAM US/E do/ur 11.11.99 10/FREQ−ADJ/L2 Page 42

GENERATOR DRIVE
24-!0
−0+
400
−50 DC +50
CPS
FREQ 420
GOVERNOR
110 120
ADJUSTMENT
20
SCREW 100 AC 130
DC VOLTS 40 0 VOLTS 30
ADJUSTMENT
CAP
TR 1 APU GEN
GEN 1 GEN 2
BAT TR 2
BAT TR 3 GRD
BUS PWR TEST
DISCONNECT STBY TEST STBY

PWR
RESET PWR
GALLEY RESID
T−HANDLE VOLTS
OFF OFF
BAT
ON ON
AC
GOVERNOR
ADJUSTMENT
SCREW
ADJUSTMENT
SCREW
O−RING
ADJUSTMENT CAP 1 TURN = 14 Hz

NORMAL CONDITION ENGAGED CONDITION
Figure 23 CSD - FREQUENCY ADJUSTMENT
HAM US/E do/ur 11.11.99 10/FREQ−ADJ/L2 Page 43
GENERATOR DRIVE
24-10
AC GENERATOR DRIVE SYSTEM - FAULT ISOLATION

General TROUBLESHOOTING CHARTS
This procedure contains trouble charts to isolate failures in the constant speed
Figure 101
drive (CSD) system.
Sheet 1 − CSD Low Oil Pressure or Drive Light Remains on After Starting
The failures show on the indicator lights and gages on the P5−5 panel.
Engine Effectivity: CONSTANT SPEED DRIVES
You will start at the top and move down through the charts to isolate failures.
Sheet 2 − CSD Low Oil Pressure or Drive Light Remains on After Starting
WARNING: DO NOT LET THE OIL GET ON YOUR SKIN. Engine Effectivity: CONSTANT SPEED DRIVES
THE OIL CAN CAUSE SKIN PROBLEMS. Sheet 3 − CSD Low Oil Pressure or Drive Light Remains on After Starting
WARNING: USE CAUTION WHEN YOU DO WORK WITH THE OIL Engine Effectivity: CONSTANT SPEED DRIVES
SYSTEM. THE OIL CAN STAY HOT FOR A LONG TIME. HOT
Figure 102 (shown in the following example):
OIL CAN CAUSE INJURIES.
Sheet 1 − CSD Oil Temperature Gage Indicates a Temperature Rise of Over 20
Fault Isolation Tips Degrees C Effectivity: CONSTANT SPEED DRIVES
CAUTION: IF THE CSD IS DISCONNECTED, EXAMINE THE OIL SYSTEM Figure 103 (shown in the following example):
CAREFULLY BEFORE YOU DO TROUBLE SHOOTING.
Sheet 1 − Oil is Low Effectivity: CONSTANT SPEED DRIVES
CONTAMINATION IN THE OIL SYSTEM OR A LOW OIL LEVEL
CAN CAUSE DAMAGE TO THE CSD.
Carefully examine these items before you connect a CSD that was
disconnected (Ref 24−11−11/601):
(1) The magnetic plug
(2) The pressure differential indicator on the integral oil filter
(3) The CSD oil level.
HAM US/T NM July, 2005 11/GEN−DRIVE−FAULT ISOL/L2 Page 44

GENERATOR DRIVE
24-10
Airplane in normal operating condition, engines running.
CSD OIL TEMPERATURE GAGE INDICATES A TEMPERATURE RISE OF OVER 20 C.
Stop engine and check CSD for correct oil level (AMM 12−13−21/601). IF −
OIL IS LOW (Fig. 103) OK − Check oil distribution system for

clogged: oil cooler, oil lines, line
filter and integral filter
OIL IS HIGH − Drain oil to proper level (AMM 24−11−21/601, AMM 24−11−31/601,
(AMM 12−13−21/301). AMM 24−11−41/601). IF −
OK − Check oil cooler for blocked air CLOGGED − Clean or replace bad part.
passages. If blocked repair or replace Clean magnetic plug and recheck after
oil cooler (AMM 24−11−21/401). first engine run.
Airplane in normal operating condition, engines running.
CSD OIL TEMPERATURE GAGE INDICATES 0 OR FULL SCALE WHEN DRIVE OIL TEMPERATURE SEL
SWITCH IS IN RISE POSITION.
Stop engine. Disconnect connector D6 at CSD and measure resistance of each sensor.
Resistance should be 97−100 ohms at room temperature. IF −
OK − Replace indicator. If this does NOT OK − Replace CSD (AMM 24−11−11/401).

not correct trouble, check inter− Probable cause, bad sensor.
connecting wiring for continuity or
short.
Figure 102 CSD Oil Temperature Gage Indicates a Temperature Rise of Over 20 Degrees C
Figure 24 CSD - TROUBLESHOOTING CHART 1
GENERATOR DRIVE
24-10
AC GENERATOR DRIVE SYSTEM − FAULT ISOLATION
Figure 103
Sheet 1 − Oil is Low Effectivity: CONSTANT SPEED DRIVES

GENERATOR DRIVE
24-10
OIL IS LOW.
Check CSD oil filters and magnetic plug for metallic particles
(AMM 24−11−11/601). IF −
Magnetic particles not excessive, fill Magnetic particles excessive, replace

CSD to correct level (AMM 12−13−21). CSD, oil cooler, and oil cooler tubing
Operate system and check for oil leaks. (AMM 24−11−11/401, AMM−24−11−21/401).
IF −
Transmission case, input or output seals Parts such as filter, cooler, tubing,
leak, replace CSD (AMM 24−11−11/401). fittings, gaskets or seals leak, repair
or replace defective parts and fill CSD
to proper level (AMM 12−13−21).
Figure 103 Oil is Low

Figure 25 CSD - TROUBLESHOOTING CHART 2

AC GENERATION
24-20
24-20 AC GENERATION
GENERAL Generator Control Unit
The purpose of the generator control unit is to provide excitation, control and
The ac generation system consists of generators, manual controls, generator
protection functions for the generator system.
control relays (GCR), generator control units (GCU), main power circuit
breakers (GB) and annunciator lights. The three GCU’s are located in the right front of the P6 panel.
Each of the GCU’s (and also the bus protection panel - BPP) contains a
AC Generator transformer rectifier unit (TRU).
with CSD: The TRU converts the 3-phase ac power to 28 volt dc power for the control and
A rotating electromagnetic field causes the output voltage - three phase protection circuits during normal system operation.
electrical power at 115 volts and a constant frequency of 400 Hz- to be If the ac power is not available or the TRU has failed, the power for the control
induced in the stationary generator armature. and protection circuits is available from the switched hot battery bus.
The engine-driven generators are driven by CSD’s. With the battery switch in ON position the switched hot battery bus is
A complete generator assembly consists of an ac exciter generator, a connected to the three GCU‘s and the BPP as a back-up power for each of the
rotating rectifier and a main generator. TR units.
with VSCF (Variable Speed Constant Frequency)
Generator Breaker
The VSCF is interchangeable with the CSD and generator assembly.
The generator breakers connect the 115 volt ac, 400 Hz, 3-phase power to the
The VSCF gets power from a variable speed shaft on the accessory distribution system from the engine and APU generators.
gearbox on the engine.
It converts this to three phase electrical power at 115 volts and a constant Annunciator Lights
frequency of 400 Hz. The annunciator lights indicate the situation of the ac system and the
generators.
Generator Manual Controls
Manual controls and monitoring devices for the electrical power system are on APU operation
the forward overhead panel P5. On ground: Both generator breaker may be closed simultaniously.
The switches for latching contactors are momentary. In the air: Only one generator breaker may be closed at a time (first closed
does it).
There is an ac ammeter for each engine.

The APU Generator can supply:
The ac voltmeter and frequency meter monitor various systems as determined
by the selector switches below the meters. On Ground:
AC GEN BUS 1 and AC GEN BUS 2,
Generator Control Relay (GCR) TRANSFER BUS 1 and TRANSFER BUS 2
The GCR, located in the generator control unit, energizes the generator field. In Air:
The GCR and the generator field circuit are normally closed.
AC GEN BUS 1 or AC GEN BUS 2,
The GCR’s may be opened or closed by the GEN switches on the pilot’s TRANSFER BUS 1 and TRANFER BUS 2
forward overhead panel P5 or opened by signals from the GCU protection
circuits.
HAM US/T NM July, 2005 01/20 AC GENE/L1 Page 48

AC GENERATION
24-20
GRDPOWER
AVAILABLE
GENERATOR 1 GENERATOR 2
CONTROL CONTROL
BACK-UP PWR BACK-UP PWR
EXT APU
PWR GEN
TRIP TRIP
EPC 1 EPC 2
CL / TR CL / TR
45 KVA
45 KVA
GB 1 APU GB 1 APU GB 2 GB 2
FROM GCU 2 FROM GCU 1
XFER XFER
RLY 1 RLY 2
CL = CLOSE SIGNAL
TR = TRIP SIGNAL
Figure 26 AC SYSTEM - GENERAL SCHEMATIC

HAM US/T NM July, 2005 01/20 AC GENE/L1 Page 49
AC GENERATION
24-20
GENERATOR CONTROL UNIT

General Generator Control Relay Operation
Each of the three generator control units (GCU), located in the P6 panel, The GCR is closed only by placing the generator switch (P5 panel)
contains the following: momentarIy to ON.
A field power supply (TR unit) which converts 3−phase, ac power from the
generator to a dc voltage for generator excitation. The GCR opens by:
A control dc power supply (TR unit) which converts 3−phase, ac power from Manually operations:
the generator to 28 volt dc power for the control and protection circuits for 1. Generator switch momentarly to OFF
the ac power system.
2. Fire handle (P5) pulled (7 +/- 2 seconds time delay)
A voltage regulator which controls the dc power from the field power supply
3. CSD disconnect switch activated momentarly
for the generator exciter.
Automatically if:
A double-coil magnetic − latching generator control relay (GCR), which
connects the output of the field power supply to the generator exciter. 1. HV 130 +/-3 volts (with inverse time delay)
The control dc power supply in the generator control unit is backed up by 2. LV 100 +/- 3 volts (7 +/-2 seconds time delay)
28 volt dc from the switched hot battery bus. 3. OC 170-175 A (with inverse time delay)
Protection circuits are provided for: 4. DP 20-30 A (with 25 ms time delay)
Overvoltage HV 130 +/-3 volts
Undervoltage LV 100 +/- 3 volts The GCR is not opened by:
Overfrequency OF 430 +/- 5 Hertz 1. OF 430 +/− 5 Hertz (0.25 to 0.60 seconds time delay)
Underfrequency UF 365 +/- 5 Hertz 2. UF 365 +/− 5 Hertz (0.25 to 0.60 seconds time delay)
Overcurrent OC 170-175 amps Engine Shutdown
Differential Protection DP 15−20 amps The overfrequency and unterfrequency circuits are set to operate at 425 to 435
Hertz and 360 to 370 Hertz respectively.
A time delay 0.25 to 0.60 second prevents transients from the generator
causing the GB to trip.
The circuit also provides for a lockout of undervoltage protection during normal
shutdown of the system.
When an engine is shut down, the engine−driven generator will reach an
underfreuency condition there tripping the GB and disconnecting the generator
from the load bus.
FRA US/F do 07.01.98 02/20 GCU/L2 Page 50

AC GENERATION
24-20
CSD FIRE
ANNUNCIATOR DISC
PANEL M238 HANDLE
SWITCH
GEN 1 BACK - UP
FF MT FROM BATTERY
(BAT SW. ON)
HV LV ON
OFF
GENERATOR
SWITCH
CONTROL +
DC PROTECTION
POWER CIRCUITS
SUPPLY TRIP
VOLTAGE
REGULATOR CLOSE
GCR FIELD
EXCITATION
CONTROL (2−10 VDC)
CIRCUITS
GENERATOR AC
CONTROL UNIT
(GCU)
AC
DC
PERMANENT
POR MAGNETS
TO GEN 115 / 200 V AC
BUS
RECTIFYING
GENERATOR 6000 RPM DIODES
BREAKER (GB) INPUT FROM
CSD GENERATOR
VOLT FREQUENCY
V F METER
METER
Figure 27 GENERATOR CONTROL UNIT
FRA US/F do 07.01.98 02/20 GCU/L2 Page 51
AC GENERATION
24-20
CURRENT TRANSFORMER (DIFF. PROTECT.)

Engine Differential Current Transformer
The purpose of the Differential Current Transformer for the Engine Generator is
to sense the total current flow through the Generator at the neutral terminal.
There is one current transformer (T 1) on each Engine mounted on the left side
of the fan case.
Each transformer has 3 windings (one per phase). Each Generator neutral
cables passes the current transformer to a common ground terminal on the
Engine case.
APU Differential Current Transformer
The purpose of the Differential Current Transformer for the APU Generator is
to sense the total current flow through the Generator at the neutral terminal.
The Differential Current Transformer is mounted directly on the APU Generator.
The APU Generator neutral cables are connected to a common ground
terminal strip within the APU shroud. A single ground lead connects the
terminal strip to a ground outside the APU shroud.
Load Differential Current Transformer

The purpose of the Load Differential Current Transformer is to sense the
current flow to the operating systems.
Two identical current transformer (T 4 and T 5) are located in the P6 panel in
the cockpit.
Each current transformer has 6 windings (2 per phase).
One set of windings is used to compare the load current to the total current
furnished by the Engine Generator and the other set of windings is used to
compare the load current to the total current by the APU Generator.
FRA US/F do 07.01.98 03/DP Curr. Xfr/L3 Page 52

AC GENERATION
24-20
APU ACCESSORY
GEAR DRIVE
GENERATOR
CURRENT P6−12 AND P6−11

TRANSFORMER
FWD NEUTRAL FLIGHT COMPARTMENT
LEAD TO (LOOKING AFT)
SYSTEM
TO GROUND GROUND
CURRENT CURRENT
CURRENT TRANSFORMER TRANSFORMER
TRANSFORMER T5 T4
POWER FEEDER
LEAD CONNECTOR
FROM
GENERATOR
ENGINE DIFF. CURRENT TRANSFORMER APU DIFF. CURRENT TRANSFORMER LOAD DIFF. CURRENT TRANSFORMER
Figure 28 DIFFERENTIAL PROTECTION - CURRENT TRANSFORMER

FRA US/F do 07.01.98 03/DP Curr. Xfr/L3 Page 53
AC GENERATION
24-20
AC GENERATOR / CSD
General Temperature Compensation
A rotating electromagnetic field causes the output voltage to be induced in the The thermistor, mounted on the exciter frame, has an inverse temperature
stationary generator armature. resistance characteristic.
This rotating field is excited by an integral ac exciter, in which the output is The high resistance at low or normal ambient temperature blocks current flow
converted to dc by rectifiers in the generator rotor shaft. in one of the parallel wires and causes the overall shunt field resistance to be
The engine−driven generators are driven by CSDs. about that of the remaining single wire.
A complete generator assembly consists of an ac exciter generator, a rotating At the higher temperature resulting from normal operation, the resistance of
rectifier and a main generator. each single wire increases to approximately double.
The ac exciter consists of a six−pole stationary dc field and a rotating armature. At the same time, the resistance of the thermistor drops to a negligible value
permitting approximately equal current to flow in each wire.
Operation The combined resistance of the two parallel wires at higher temperatures is
The operation of the unit is as follows: approximately equal to that of the single wire at low temperature, temperature
(1) The exciter field is supplied dc power from the voltage regulator. compensation is thereby provided.
This causes a three−phase voltage in the exciter armature. Permanent Magnets (PM)
The ac voltage is rectified and fed to the ac generator rotating field. Six permanent magnets are mounted on the exciter frame between the six
This field generates the useful ac output voltage in the ac generator stator. stator poles.
(2) The exciter stator has a shunt field winding connected between terminals F These magnets, alternately reversed in polarity, provide a built−in residual
and A. voltage which results in main generator voltage build−up and eliminates the
(3) Current supplied by the voltage regulator to the shunt field winding provides need for field flashing or for a starting relay.
excitation for the exciter generator. This permanent magnets are the only powersource for initial excitation
The current controls the exciter output to the main ac generator. to build up the generators output voltage!
The shunt field winding consists of two wires wound in parallel in six series If this permanent magnets are too weak, no voltage build-up occurs!
coils mounted on the six main poles. In this case, residual voltage will be below appr. 10VAC.
The coils are alternately reversed in polarity over the six poles, on one end Generator Cooling
both insulated wires are connected to a common F terminal.

Generator cooling is by ducting engine fan air from an air outlet on the engine
On the opposite end, one wire is connected directly to the A terminal and the through the generator.
other wire is connected through a thermistor to the A terminal.
During both ground and inflight operation, air which has passed through the
generator is directed overboard through an air exit in the engine cowling.
FRA US/T NM July, 2005 04/20 GEN/L3 Page 54

AC GENERATION
24-20
CURRENT F
TRANSFORMER TO GCU-DP
CT PM
T4 T5 T6
ROTOR
110 120 C DC EXCITER
STATOR STATOR
100 AC
VOLTS 130
0 30 T1 T2 T3 T NTC
OA OB OC PM PM THERMISTOR
GENERATOR
A
POWER LIMITING
METERING
GENERATOR
AMMETER
BOOST VR PWR VOLTAGE
SUPPLY REGULATOR
RESID GCR
VOLTS
OVER
CURRENT TRIP GCR + GB
DETECTOR
28 V DC SW.
OV DETECTOR HOT BAT BUS
POR UV TRIP GCR + GB
OF DETECTOR TRIP GB
UF
GEN BKR 1 CLOSE TRIP TR
FROM CT DP
DETECTOR
TRIP GCR + GB
POWER
SUPPLY
CONTROL
GB SW. MT CIRCUITS
OFF TRIP GCR + GB
115V AC
GEN BUS 1 GENERATOR CONTROL UNIT
Figure 29 AC-GENERATION - DETAILED SCHEMATIC
FRA US/T NM July, 2005 04/20 GEN/L3 Page 55
AC GENERATION
24-20
ENGINE GENERATOR BREAKER - CONTROL

Operation
In the following diagram, we start at point

When you move the generator switch to position ON, the following occurs:
the K1 energizes, disabling the external power switch and the associated
APU generator switch. This gives the engine generator switch priority.
in the GCU, via the K602, GCR lockout relay, the K603 generator control
relay closes. In case of an existing fault from OC to UV, the GCR would trip
immediately.
now, the transistor type switch conducts and provides ground for the K801
power ready relay which energizes.
via the diode-network are 28VDC sent to the onside apu-generator breaker
and the onside external power contactor. If any one is closed, it will trip now.
via the deenergized K3 - K4 relays (here the K3) which are deenergized
with the associated breaker open, the interlock thru the generator breaker
and the external power contactor is closed
now, the generator breaker closes.
Please remember what happened:
With generator switch held in position ON and power ready available, the
onside breakers receive a trip-signal.
Via the auxiliary contacts of this breakers, which contact with open breaker,
the interlock to close the generator breaker is completed.
The principle always is: trip –> check –> close
Training information point:

At the input of the breaker there is a test-point available:
In conjunction with the meter selector panel and the switch panel M400, you
may check the close-signal of the breaker.
For more details, please see the section TROUBLESHOOTING in this manual.
FRA US/T NM July, 2005 05/20 GB−CONTR/L3 Page 56

AC GENERATION
24-20
115V AC BUS TRANS

O A
GEN 1 F U
OV − OVER VOLTAGE OA TRANSFER T TRANSFER
UV − UNDER VOLTAGE F
OB BUS OFF O BUS OFF
OF − OVER FREQUENCY
UF − UNDER FREQUENCY BUS BUS
OC L7
DP − DIFFERENTIAL PROTECTION OFF OFF
OC − OVER CURRENT GEN OFF APU GEN GEN OFF
L8
BUS OFF BUS BUS
TR
OFF OFF
S3
CONTROL ON ON
28V DC POWER GEN 1 APU GEN GEN 2
SWITCHED CONTROL SUPPLY
HOT BAT BUS APU
GENERATOR 1
(P6−4) P5−4 AC SYSTEM GENERATOR AND APU PANEL
P6 LOAD CONTROL − RIGHT TRIP
TRIP
OA
OB 115V AC
CSD DISCONNECT K602 GCR CLOSE GEN BUS 1
OC
OFF LOCKOUT
K603 GCR
TO M400 OC
DP
OV R349 XFR
NORM TRIP UV CONT RLY 1
VOLTAGE TO M238
FIRE ANN LTS
BUILD UP MASTER
RELAY MDL MAN TO APU CAUTION
ON ENG 1 FIRE TRIP LT DIFFERENTIAL A
HANDLE RESET
S3 GEN 1 SW PROTECTION MASTER TEST
GRD POWER K601 A
TO VOLTAGE PRESS TO TEST
SWITCH EPC
REGULATOR CLOSE
EPC 1 CONTROL MASTER DIM L7 BUS 1 OFF LIGHT
APU GEN
SWITCH APU
APU GB 1
GB
CLOSE
B
APU GEN DIFF
NC BKR 1 PROT
K801 PR B
K1 GEN 1 TO R349
RELAY TRANSFER L8 GEN 1 OFF BUS LIGHT
CONTROL
RELAY P5−4 AC SYSTEM GENERATOR AND
P5−4 AC SYSTEM GEN AND APU PANEL
APU PANEL TEST
POINT
K3/K4 EXTERNAL
POWER CONTACTOR 1
OF MANUAL TRIP OR EP TRIP
NOTE: GENERATOR 1 SCHEMATIC SHOWN.
UF APU GB TRIP GENERATOR 2 APU GENERATOR
28V DC TRIP SCHEMATICS SIMILAR.
LOGIC TO GCU 2
K604 GB TRIP CLOSE
CONTROL
G5 APU GEN GENERATOR BREAKER 1
CONT UNIT G3 GENERATOR CONTROL UNIT 1 (P6) (RIGHT SIDE−NOSE
WHEEL WELL)
Figure 30 ENGINE GENERATOR BREAKER - CONTROL

AC GENERATION
24-20
APU GENERATOR BREAKER - CONTROL

Operation
Close APU generator breaker with airplane in air and on ground:
In the following diagram, we start at point

When you move the APU generator switch (here the generator switch no.2) to
position ON, the following occurs:
the K2 fingertrouble relay must be deenergized
the APU has to provide „power ready“
with airplane in air:
the other generator breaker must be open (here, the C889)
the EPC 2 (C892) and the engine generator breaker no.2 (802) are tripped
(both breaker trip when you move at power ready the apu-generator switch
to the position ON).
the apu-generator breaker no.2 closes.
with airplane on ground:
the EPC 2 (C892) and the engine generator breaker no.2 (802) are tripped
(both breaker trip when you move at power ready the apu-generator switch
to the position ON).
the apu-generator breaker no.2 closes.

AC GENERATION
24-20
AIR
START
24−41−11
ON EPC 1
TRIP CR21
M560 BACKGROUND AIR

28V DC WHEN LIGHTS AND DIODES 34−49−11
MODULE (P6) A2
49−41−11
”GRD PWR”−OFF
24−23−31 GROUND GROUND
APU
28V DC POWER R38 AIR/ R281 GROUND
GROUND RELAY SENSING RELAY
OFF READY TRIP
(P6) 32−31−11
28V DC 5 AIR/GND RELAYS
(S4) APU GEN SW 1
TRIP (MOMENTARY) 1
E11 LANDING GEAR
M562 STANDBY AC LOGIC SHELF
ON VOLTAGE SENSOR
MODULE (P6)
(K1) GEN 1 RELAY
24−41−11 28V DC WHEN THE

ON
”GRD PWR” SWITCH IS ”ON”
TRIP OFF
LOGIC
(K2) GEN 2 GCR TRIP
RELAY OVERFREQUENCY
28V DC UNDERFREQUENCY TRIP
G4 GENERATOR
28V DC WHEN CONTROL UNIT 2 (P6)
”GRD PWR”−OFF
CLOSE
C890 APU GENERATOR
TRIP TRIP BREAKER 2 (P6)
ON
(S5) APU GEN SW 2 CLOSE CLOSE
(MOMENTARY) 24−41−11
EPC 2 C892 EXTERNAL C802 GENERATOR
TRIP POWER CONTACTOR 2 BREAKER 2
S4 S5
BUS OFF BUS BUS
OFF OFF
LOGIC
ON ON
GEN 1 APU GEN GEN 2
APU
24−41−11
28V DC WHEN G3 GENERATOR CLOSE
P5−4 AC SYSTEM, GENERATOR AND APU MODULE THE ”GRD PWR” CONTROL UNIT 1 (P6) C889 APU GENERATOR
SWITCH IS ”ON” TRIP TRIP BREAKER 1 (P6)
NOTES:
THIS M562 CIRCUIT IS A DROP−OUT TIME DELAY FOR R38.
1 ON GROUND: BOTH CLOSE CLOSE
IT ALLOWS TIME FOR AN APU SHUTDOWN SIGNAL WHEN THE APU-GEN BREAKERS
”BAT” SWITCH IS SET TO ”OFF” WHILE THE APU G5 APU GENERATOR CONTROL UNIT (P6) MAY BE CLOSED
C891 EXTERNAL C801
OPERATES ON THE GROUND. SIMULTANIOUSLY POWER CONTACTOR 1 GENERATOR BREAKER 1
Figure 31 APU GENERATOR BREAKER - CONTROL

AC GENERATION
24-20
AC POWER ANNUNCIATOR LIGHTS

TRANSFER BUS OFF light
The amber TRANSFER BUS OFF light illuminates:
if both the normal and alternate coil of the bus transfer relay are relaxed.
The bus transfer relay being in the center or neutral position is an indication of
loss of power to the transfer bus.
BUS OFF light

The amber BUS OFF light illuminates:
if its respective engine generator breaker, APU GB and external power
contactor are open.
For generator, it is an indication of loss of power to the generator bus and main
bus.
GEN OFF BUS light

The blue GEN OFF BUS light illuminates:
if its respective generator breaker is open.
It is an indication that the generator is not powering the respective generator
bus.
APU GEN OFF BUS light
The blue APU GEN OFF BUS light illuminates:
if both APU generator breakers are open.
It is an indication that the APU is operating and over 95% RPM or after APU
shut down, but the APU generator is not powering either generator bus.
FRA US/F do/ur 11.11.99 06/20 AC LIGHTS/L2 Page 60

AC GENERATION
24-20
28 VDC
28 VDC GCU 2
GCU 1
K1−3
SEAL-IN RELAY
P5−4
APU SPEED
SWITCH 95 %
Figure 32 AC POWER - ANNUNCIATOR LIGHTS

FRA US/F do/ur 11.11.99 06/20 AC LIGHTS/L2 Page 61
AC GENERATION
24-20
AC POWER ANNUNCIATOR LIGHTS

TRANSFER BUS OFF light
The amber TRANSFER BUS OFF light illuminates:
if both the normal and alternate coil of the bus transfer relay are relaxed.
The bus transfer relay being in the center or neutral position is an indication of
loss of power to the transfer bus.
BUS OFF light

The amber BUS OFF light illuminates:
if its respective engine generator breaker, APU GB and external power
contactor are open.
For generator, it is an indication of loss of power to the generator bus and main
bus.
GEN OFF BUS light

The blue GEN OFF BUS light illuminates:
if its respective generator breaker is open.
It is an indication that the generator is not powering the respective generator
bus.
APU GEN OFF BUS light
The blue APU GEN OFF BUS light illuminates:
if both APU generator breakers are open.
It is an indication that the APU is operating and over 95% RPM or after APU
shut down, but the APU generator is not powering either generator bus.
FRA US/T NM Aug. 2005 07/20 AC LIGHTS/L3 Page 62

AC GENERATION
24-20
24−24−11 24−21−41
ALTERNATE
D3212 D722
24−21−11 A
D8B D3212 A3 20 1
4 A2 31−52−31
A1 24−24−11 MASTER 4
TRANSFER 33−18−33 A
NORMAL CAUTION
24−21−11 BUS MASTER 3
BUS TRANS 24−22−11 TRIGGER
28 V DC CONTROL DIM & 2
SUPPLY R349 TRANSFER TEST
O A TRIP
TRANSFER F D340 D340 CONTROL RELAY 1
L6 U TRANSFER L2 6 10 11 21 L7 ”BUS OFF” 1 LIGHT
BUS OFF F T BUS OFF
BUS O BUS 24−24−11 24−24−11
12
L7 OFF OFF L3 24−33−11
G3 GENERATOR CONTROL TRANSFER TRANSFER D10596
CLOSE GEN 2 B
GEN OFF APU GEN GEN OFF UNIT 1 BUS BUS 9 1
BUS FAULT
L8 BUS BUS L4 CONTROL CONTROL
OFF BUS 4
C801 GENERATOR
BREAKER 1 P5−13 33−18−33 B
L5
ON ON ELEC METERS, MASTER 3
BAT AND GLY DIM & 2
PWR MODULE TEST
OFF OFF
GEN 1 APU GEN GEN 2 L8 ”GEN OFF BUS” 1 LIGHT
24−24−11
APU
ALTERNATE
D3214 D730
P5−4 AC SYSTEM, GENERATOR AND APU MODULE 24−21−21 A
D10B D3214 A3 17 1
4 A2 31−52−31
A1 24−24−11 MASTER 4
TRANSFER CAUTION 33−18−33 A
24−21−21 NORMAL BUS TRIGGER MASTER 3
49−41−11 24−22−21 DIM &
28 V DC CONTROL 2
SUPPLY R350 TRANSFER TEST
TRIP CONTROL RELAY 2
28 V DC WHEN THE 2NC D344 D344
SWITCH IS IN THE ”ON” 6 10 11 18 L3 ”BUS OFF” 2 LIGHT
OR ”START” POSITION
24−24−11 12 24−24−11 49−71−11
G4 GENERATOR CONTROL TRANSFER TRANSFER APU INDICATION
CLOSE B
S248 APU MASTER SWITCH UNIT 2 BUS BUS 1
CONTROL CONTROL OFF
C802 GENERATOR 4
BREAKER 2 33−18−33
D634 NC 4 B
49−52−11 MASTER
18 2 3
DIM &
D826B 5 2
28 V DC WHEN THE 41 19 3 TEST
ª 95%
APU SPEED IS 7
L4 ”GEN OFF BUS” 2 LIGHT
24−22−31 LATCH
1
TRIP K1−3 SEAL−IN

D3204 D3204 D632
M278 MISCELLANEOUS SWITCHING MODULE RELAY B
13 14 7 1
19 24−28−31
15 NC M400 49−71−11 4
20 NC TEST APU INDICATION 33−18−33 B
CLOSE MASTER 3
NOTES 24−22−31 DIM & 2
C889 APU GENERATOR TEST
1 THE SEAL−IN RELAY LETS THE APU SWITCH (S248) PROVIDE D3206
TRIP
D3206 D634
BREAKER 1
13 14 9 L5 ”APU GEN OFF BUS” LIGHT
POWER TO THE LIGHT (L5) TO MAKE IT BRIGHTER. 19 NC
15 NC
CLOSE 20 NC
D10596
GENERATOR AND POWER BUS 24−33−11
5 P5−4 AC SYSTEM, GENERATOR AND APU MODULE
C890 APU GENERATOR
FLIGHT DECK INDICATION BREAKER 2
APU 95%
24−27−11 P5−13 ELEC METERS, BAT AND GLY PWR MODULE
Figure 33 AC POWER ANNUNCIATOR LIGHTS - DETAIL 1

AC GENERATION
24-20
STUDENT NOTES:

AC GENERATION
24-20
24−24−11 24−21−41
ALTERNATE
D3212 D722
24−21−11 D8B D3212 A3 20 1 A
4 A2 24−24−11 31−52−31
A1 MASTER 33−18−33 4
TRANSFER A
24−21−11 NORMAL BUS CAUTION 3
BUS TRANS 24−22−11 MASTER
28 V DC CONTROL 2
TRIGGER DIM &
O A TRANSFER SUPPLY TRIP R349 TRANSFER
TRANSFER F D340 D340 CONTROL RELAY 1 TEST
L6 U BUS OFF L2 6 10 11 21 L7 ”BUS OFF” 1 LIGHT
BUS OFF F T
BUS O BUS 24−24−11 12 24−24−11
L7 OFF OFF L3 TRANSFER
G3 GENERATOR CONTROL TRANSFER CLOSE
GEN OFF APU GEN GEN OFF BUS BUS 1 B
L8 BUS OFF BUS BUS L4 UNIT 1
CONTROL C801 GENERATOR CONTROL 33−18−33 4
L5 BREAKER 1 B
OFF OFF MASTER 3
2
DIM &
ON ON TEST
GEN 1 APU GEN GEN 2 L8 ”GEN OFF BUS” 1 LIGHT
APU 24−24−11
ALTERNATE
24−21−21 D3214 D730
P5−4 AC SYSTEM, GENERATOR AND APU MODULE D10B D3214 A3 17 1 A
4 A2 31−52−31
A1 24−24−11 33−18−33 4
MASTER A
NORMAL TRANSFER
24−21−21 CAUTION MASTER 3
49−41−11 24−22−21 BUS TRIGGER 2
28 V DC R350 TRANSFER DIM &
28 V DC WHEN THE CONTROL
2NC SUPPLY D344 TRIP D344 TEST
SWITCH IS IN THE ”ON” 6 10 11 CONTROL RELAY 2 18 L3 ”BUS OFF” 2 LIGHT
OR ”START” POSITION
24−24−11 12 24−24−11 49−71−11
TRANSFER CLOSE TRANSFER APU INDICATION
G4 GENERATOR CONTROL BUS 1 B
S248 APU MASTER SWITCH BUS CONTROL
UNIT 2 CONTROL C802 GENERATOR OFF 33−18−33 4
49−52−11 BREAKER 2 D634 NC 4 B
18 2 MASTER 3
D826B 5 DIM & 2
28 V DC WHEN THE 41 19 3
ª 7 TEST
APU SPEED IS 95% L4 ”GEN OFF BUS” 2 LIGHT
24−22−31 LATCH
1
M278 MISCELLANEOUS SWITCHING MODULE D3204 TRIP D3204 D632 K1−3 SEAL−IN
13 14 7 RELAY 1 B
19 24−28−31
15 NC M400 49−71−11 33−18−33 4
28V DC 20 NC APU INDICATION B
BATTERY CLOSE TEST MASTER 3
BUS 3 24−22−31 DIM & 2
24−61−11 C144 AC TRANSFER C889 APU GENERATOR
BUS IND (D6) 24−24−11 D3206 TRIP D3206 BREAKER 1 D634 TEST
24−34−11 13 14 9 L5 ”APU GEN OFF BUS” LIGHT
24−34−11 NORMAL 19 NC
STATIC STATIC 15 NC
P6−5 DC POWER AND INDICATION 11 12 INVERTER 20 NC
INVERTER CLOSE
CONTROL 1 A
CIRCUIT BREAKER PANEL CONTROL 13 14
C890 APU GENERATOR BREAKER 2 33−18−33 4
28−44−11 24−24−11 28−44−11 D722 A
(SH 1) (SH 1) 23 24 18 MASTER 3
REFUELING REFUELING 31−52−31 DIM & 2
NORMAL POWER NC 21 22 NC
POWER 11 12 MASTER TEST
CONTROL ALTERNATE L6
CONTROL CAUTION ”TRANSFER BUS OFF” 1 LIGHT
13 14 TRIGGER
R3 TRANSFER RELAY 1 D730
23 24 15 1 A
28−44−11 31−52−31
21 22 28−44−11 NOTES MASTER 33−18−33 4
(SH 1) (SH 1) A
REFUELING ALTERNATE MASTER 3
REFUELING 1 THE SEAL−IN RELAY LETS THE APU SWITCH (S248) PROVIDE CAUTION
DIM & 2
POWER POWER TRIGGER
CONTROL
R4 TRANSFER CONTROL POWER TO THE LIGHT (L5) TO MAKE IT BRIGHTER. TEST
L2
RELAY 2 ”TRANSFER BUS OFF” 2 LIGHT
GENERATOR AND POWER BUS FLIGHT DECK INDICATION 24−27−11 P5−4 AC SYSTEM, GENERATOR AND APU MODULE
Figure 34 AC POWER ANNUNCIATOR LIGHTS - DETAIL 2

AC GENERATION
24-20
BUS TRANSFER
General Normal Operation
Each Transfer Bus has an associated Transfer Relay which automatically Generator No. 1 supplies Generator Bus No. 1 through closed GB 1.
selects the opposite Generator Bus as a power supply if its normal Generator The Generator Bus No. 1 supplies via Transfer Relay No. 1 (Norm coil
Bus fails and the Transfer Switch is in AUTO position. energized) the Transfer Bus No. 1.
Generator No. 2 supplies Generator Bus No. 2 through the closed GB 2.
Transfer Relays
The Generator Bus No. 2 supplies viea Transfer Relay No. 2 (Norm coil
The Transfer Relays No. 1 and No. 2 are located in the P6 panel. energized) the Transfer Bus No. 2.
The Relay contacts have three positions:
Alternate Operation
Normal
If a engine-generator fails, the respective GB trips and the associated Transfer
Alternate
Relay Alternate coil will be energized.
Off
The respective Transfer Bus is supplied by the Generator Bus from the other
The position of the contacts is controlled by auxiliary contacts of the GB’s or side (Bus Transfer Switch must be in AUTO position).
EPC’s, Transfer Control Relays and the position of the Bus Transfer Switch.
Situation is (Bus Transfer Switch in AUTO position):
If Generator No.1 fails, the GB 1 trips and the Gen Bus No.1 looses the
power.
The Norm coil of Transfer Relay 1 will be deenergized and the Alternate coil
is being energized.
The Transfer Bus No.1 is supplied by the Gen Bus No. 2.
Situation is (Bus Transfer Switch in OFF position):

If the Bus Transfer Switch has been switched to the OFF position (in case
of smoke procedure), the TR 3 Disconnect Relay is deenergized and
therefore the parallel switching of DC Bus No.1 and DC Bus No. 2 is
eliminated.
When a Generator fails, the Alternate coils of the Transfer Relays can not
be energized and the respective Transfer Bus is isolated.
FRA US/E do/ur 16.11.99 08/Bus Trans./L2 Page 66

AC GENERATION
24-20
GEN BUS 1 MAIN BUS 1 GEN BUS 2 MAIN BUS 2
TRANSFER TRANSFER
RELAY BUS TRANSFER RELAY
NO. 1 NO. 2
NORM ALT ALT NORM
BAT CHARGER
TRANSFER
TRANSFER BUS 1 TRANSFER BUS 2
TR 1 TR 2 TR 3
TR 3 DISCONNECT
DC BUS 1 RELAY DC BUS 2
GENERATOR AMMETERS AND BUS

SWITCHING PANEL (P5−4)
Figure 35 BUS TRANSFER

FRA US/E do/ur 16.11.99 08/Bus Trans./L2 Page 67
AC GENERATION
24-20
BUS TRANSFER - RELAY CONTROL

General Transfer Bus Off Lights
Each Gen Bus supplies power to a Transfer Bus through the normal position of TRANSFER BUS OFF lights for each Transfer Bus are on panel P5.
the Transfer Relays. The lights are controlled by auxiliary contacts in the Transfer Relays.
If one Gen Bus looses power, the other Gen Bus supplies power to both When the relay coils are de−energized, the lights illuminate.
Transfer Buses. Therefor, the 115−Volt AC power distribution system remains
TRANSFER BUS OFF light for Transfer Bus No. 1 extinguishes when normal
energized.
or alternate coil of Transfer Relay 1 is energized.
But the Gen Bus and the Main Busses connected to it, remain deenergized.
TRANSFER BUS OFF light for Transfer Bus No. 2 extinguishes when normal
To protect the other Generator, the galley loads are then disconnected. (See
or alternate coil of Transfer Relay 2 is energized.
topic „load-shed“ in this training manual).
Operation
When each Gen Bus is powered by engine or APU−Driven Generators or
External Power and the BUS TRANS Switch is in AUTO position, Transfer Bus
control is normal.
The normal coils of Transfer Relays 1 and 2 are energized through a closed
contact of the transfer control relays R349 and R350 with 28−Volt DC supply
from the Generator Control Unit.
If power from Generator No.1 fails, GB1 will open. If APU GB 1 and EPC 1 are
also open, the coil of relay R349 will de−energize.
The circuit to normal coil of Transfer Relay 1 will deenergize.
If Generator No. 2 or APU GB 2 or EPC 2 is still supplying power to Gen Bus
No. 2, the alternate coil of Transfer Relay No.1 will energize.
This connects Transfer Bus No.1 to Gen Bus No. 2.
To avoid simultaneously closed contacts in the relays-breakers, a 0.25−second
time delay is provided before the alternate coil energizes.
It also prevents Bus Transfer during normal power source transfer.

The sequence of transfer bus control for other power source combinations is
similar.
The 1 and 2 power distribution systems may be isolated by setting the BUS
TRANS switch to OFF.
When the BUS TRANS Switch is set to OFF, alternate coils of the Transfer
Relays 1 and 2 and TR−3 Disconnect Relay are disabled.
FRA US/T NM July, 2005 09/Bus Trans. Relay/L3 Page 68

AC GENERATION
24-20
TRANSFER
CONTROL−1
TRANSFER NORM
CONTROL−2
TO
P6−4 CIRCUIT BREAKER PANEL FROM 115V AC
115V AC TRANSFER
DC BUS IND GEN BUS BUS 1
28V DC TRANSFER
BAT BUS
DC BUS
INDICATION BAT TO BUS
OFF LT
P6−5 CIRCUIT BREAKER PANEL
ALT
0.25 S
MCD&T
A
A MCD&T
L6 TRANSFER BUS 1
DPR 1 R3 TRANSFER RELAY 1
OFF LIGHT
XFR CONT ENG GB1 28V DC
BUS TRANS RLY R349
A
O U G3 GENERATOR CONTROL UNIT 1 TO BAT 115V AC
TRANSFER F T TRANSFER CHARGER POWER
BUS OFF F O BUS OFF
EPC1
BUS BUS
OFF OFF
BUS OFF BUS BUS
APU GB1 R89 BATTERY CHARGER
TRANSFER RELAY
MCD&T
A
MCD&T
A
TO 28V DC TO 28V DC
L2 TRANSFER BUS 2 BUS 1 BUS 2
OFF LIGHT
NORM
R9 TR 3 DISCONNECT
AUTO RELAY FROM TO
TO BUS 115V AC 115V AC
OFF LT GEN BUS TRANSFER

BUS 2
0.25 S
OFF
S2 BUS TRANSFER DPR 1

ALT
SWITCH
XFR CONT ENG GB2
28V DC
P5−4 AC SYSTEM GENERATOR AND APU PANEL RLY R350
NORMAL G4 GENERATOR CONTROL UNIT 2

EPC2
ALTERNATE (TRANSFER) R4 TRANSFER RELAY 2

APU GB2
Figure 36 BUS TRANSFER - RELAY CONTROL

FRA US/T NM July, 2005 09/Bus Trans. Relay/L3 Page 69
AC GENERATION
24-20
DIFFERENTIAL PROTECTION CSD - GENERATOR

General
The Differential Protection Circuit trips the respective GCR of the Engine− or
APU Generator in case of a sensed shorted or ground circuit between neutral
feeder wires of the Generator and loading Differential Protection Current
Transformers (DIFF CUR XFMR).
Operation
The Differential Protection Current Transformer uses three windings of the
neutral differential protection current transformer T1 on the Engine / APU and
corresponding three windings of the load differential protection current
transformer T4 (GEN 1), T5 (GEN 2) in the P6 panel in the cockpit.
Two Differential Protection Relays (DPR 1 / 2) in the GCU are used to connect
the respective transformers to Differential Protection Circuit.
If a 20 Amps difference on any phase is sensed between the Ground− and
Load Diff Cur Xfmr, the protection circuit trips the GCR.
Engine Generator Differential Protection

is available, when:
the respective EPC and APU GB is tripped and therefore the Differential
Protection Relays DPR 1 and DPR 2 are deenergized.
If EPC or APU GB are closed, Diff Cur Xfmr T4 (GEN 1) and T5 (GEN 2) are
grounded.
APU Generator Differential Protection
is available, when:
External Power is not activ, ENG GB 1 or ENG GB 2 are tripped and
therefore DPR in the APU GCU is deenergized.

Engine and APU Generator Differential Protection, GB’s open:
When the Generators are not in operation, the Diff Cur Xfmr on the Engines
are still connected with the Differential Protection Circuit in the GCU’s and
protect the Generators and Feeder Wires up to the Generator Breakers.
NOTE: There is no Differential Protection Circuit for External Power.
FRA US/T NM July, 2005 10/DP−GEN/L3 Page 70

AC GENERATION
24-20
28V DC
TRIP
NO. 1 GEN
P6−4 CONT
CONTROL
CIRCUIT BRK PNL POWER
CLOSE DC EXCITER
SUPPLY K603 GCR STATOR
K901 BR
VOLTAGE FIELD EXCITER

NORM POWER
REG SUPPLY XFMR
GEN TEST
ON
OVER
OC CURRENT
DETECTOR
NC AC PWR TEST
S3 GEN 1 SW
P5−4 OC
AC SYSTEM GEN OB
AND APU PANEL OA
T7 CUR XFMR ASSY (LOWER 41 CEILING)

NOTE: DPR 1 / 2 (IN GCU 1) ARE T1
ENERGIZED IF APR-GB1 or EPC TRIP
G1 GENERATOR DIFF
1 IS CLOSED. CUR
115V AC
DPR 3 / 4 (IN GCU 2) ARE GEN BUS 1 XFMR
ENERGIZED IF APR-GB 2 GEN 1
CLOSE ENG 1
or EPC 2 IS CLOSED. LOAD CB
C801 OA OB OC
TO C801
GEN BKR 1
GEN BKR 1
TRIP APU DIFF PROT

GCR &
GB
DPR 2 T4 TO GEN 1 LOADS

DP DIFF CUR XFMR (P6)
CIRCUIT X
X
X
X: THIS WIRES ARE ONLY USED IF GCU IS USED FOR THE APU !
DPR 1 NOTE: GENERATOR 1 SCHEMATIC SHOWN.

G3 GENERATOR 1 CONTROL UNIT 1 (P6) GENERATOR 2 AND APU GENERATOR SCHEMATICS SIMILAR.
Figure 37 DIFFERENTIAL PROTECTION - CSD GENERATOR
FRA US/T NM July, 2005 10/DP−GEN/L3 Page 71
DC GENERATION
24−30
24−30 DC GENERATION
GENERAL DESCRIPTION
Purpose
The 28 volt dc power is used for operation of the airplane systems.
The power is obtained from the battery and from conversion of ac power.
System Description
The system consists of a battery, three transformer rectifiers, battery charger,
static inverter, external dc power receptacle, relays, switches and busses.
Component Locations
The components associated with the dc power are located in the electronics
compartment:
battery,
transformer rectifiers,
battery charger,
static inverter,
external dc receptacle),
on P5 panel (switches) and in
P6 panel (sensor and relays).
General Operation
If ac power is operating, the three transformer rectifiers (TRU 1, TRU 2 and
TRU 3) and battery charger supply the 28 volt dc power.
The inverter converts battery power to 115 volt ac for the standby system.
The external dc is used for starting APU if battery output is too low.
The distribution system consists of the
hot battery bus
dc bus No. 1
dc bus No. 2 and
standby bus.
FRA US/T NM July, 2005 11/DC Sys. Gen./L2 Page 72

DC GENERATION
24−30
FROM 115V AC GND FROM 115V AC

SERVICE BUS MAIN BUS 2
BATTERY
CHARGER
TRANSFER
WDM 24−31−21 WDM 24−31−21
BAT OVHT BATTERY
& APU START CHARGER
INTERLOCK CONTROL MODE
FROM 115V AC
FROM 115V AC DC EXT TRANSFER FROM 115V AC
POWER
TRANSFER BUS 1 RECEPTACLE BUS 2 MAIN BUS 2
BATTERY
TRU 1 BATTERY TRU 2 TRU 3
CHARGER
R9
R41 TR 3
DISCONNECT
GEN PWR
CONTROL

BUS 1 ELEX BUS 1 HOT BAT BUS HOT BAT BUS BAT BUS BUS 2 ELEX BUS 2
BAT SWITCH
ON P5 (ON STANDBY POWER
WDM
POS− CONNECTS 24−56−01 SWITCH ON P5
SWITCHED HOT BATTERY (BAT POS− CONNECTS
BAT BUS TO BUS RELAYS HOT BAT BUS &
BATTERY) 28V DC BAT BUS)
Figure 38 DC POWER SYSTEM - GENERAL DISTRIBUTION
DC GENERATION
24−30
DC GENERATION - GENERAL DESCRIPTION AND LOCATION

TR - UNIT Electrolyte level rises when the battery charges and lower when the battery
Three transformer−rectifier (TR) units provide 28−volt dc power by converting discharges.
115−volt ac power to 28−volt dc power. Distilled or demineralized water should be added to battery cells only when
TR−units are located in electrical equipment shelf E3−1. battery is fully charged.
Distribution EXTERNAL DC POWER RECEPTACLE
The TR−unit No. 1 is supplied with 115−volt ac power from transfer bus No. 1 The external dc power receptacle is used to connect a 28−volt dc from an
and supplies 28−volt dc to dc bus No. 1. external source in parallel with the airplane battery for starting the APU if the
The TR−unit No. 2 is supplied with 115−volt ac power from transfer bus No. 2 airplane battery voltage is too low.
and supplies 28−volt dc to dc bus No. 2. A dc power receptacle is located below the battery inside the electronic
The TR−unit No. 3 is supplied with 115−volt ac power from main bus No. 2 and compartment.
supplies 28−volt dc to battery bus and acts as a backup for TR−unit No.1 and
Physical Description
TR−unit No. 2.
The receptacle consists of two large pins (positive and negative) and a third
BATTERY small pin for correct orientation of the external connector.
The purpose of the battery is to provide dc power to emergency airplane The receptacle is enclosed in a housing with a hinged lid.
systems in the absence of normal dc supply from the transformer rectifier.
Control
It is also used as a backup power for the ac system control and protection and
for starting the APU. The connection from the receptacle to the dc system is controlled by a circuit
breaker (140 amp) marked EXTERNAL POWER DC.
The battery is located in the electronic compartment, left side just forward of
the E 2 rack. Operation
Physical Description The circuit breaker marked BATTERY CHARGER (60 amp) must be open
before the application of power, and the circuit breaker marked EXTERNAL
The battery is a 40 amp−hour capacity, 20 cell nickel−cadmium unit.
POWER DC must be closed.
The electrolyte is a solution of potassium hydroxide and water.
The cell are assembled in an uncoated stainless steel container with cover.
Venting pressure is 2 − 10 psig.

An internal thermal switch provides overtemperature protection.
It has a thermostat set at 58 0C (136 0F), which is part of battery protection
circuit.
Maintenance Practices
The nickel−cadmium battery must be serviced at regular intervals determined
by operating conditions.
The quantity of water consumed by the battery is determined by operating
methods and ambient temperatures.

DC GENERATION
24−30
T−R UNIT
NO. 1
T−R UNIT
NO. 2
T−R UNIT
NO. 3
BATTERY
CHARGER
BATTERY AND
BATTERY SHIELD
SEE A BATTERY
EXTERNAL DC POWER
CONNECTION PROCEDURE
1. OPEN BATTERY CHARGER CKT BRK
2. CONNECT EXT DC (24−28V)
3. CLOSE EXT POWER DC CKT BRK
DISCONNECT PROCEDURE
1. OPEN EXT POWER DC CKT BKR
2. CLOSE BATTERY CHARGER CKT BKR
3. DISCONNECT EXT DC
BATTERY M6
EXTERNAL POWER BATTERY SEE B

BREAKER TO BE SHIELD (J9)
OPEN EXCEPT WHEN
USING POWER C BATTERY CHARGER
POWER SEE EXTERNAL
RECEPTACLE EXTERNAL CIRCUIT BREAKER
RECEPTACLE POWER DC
CIRCUIT
FWD
C A BREAKER
Figure 39 DC EXTERNAL POWER - RECEPTACLE

DC GENERATION
24−30
DC POWER SYSTEM - DETAILED SYSTEM OPERATION

DC Power Sources are: Relays energized/de−energized
Three uncontrolled TR−units with maximum load of 28−volt dc 50 amp per Battery Charger Transfer Relay R 89:
unit. deenergized as long as Generator Bus No.1 powers the Ground Service
One controlled TR−unit (Battery Charger): 28−volt dc Bus
One nickel−cadmium accumulator with 24−volt dc and capacity of 40 energized in case of power loss of Generator Bus No. 1 and Bus Transfer
amp−hour Switch in AUTO position
One external dc ground power via the dc external power receptacle Battery Bus MANUAL Relay R 326:
energized if standby power switch is in BAT position (regardless of the
Normal DC Supply
battery switch position)
Condition:
Battery Bus AUTO Relay R 1:
Transfer bus No.1 and No.2, main bus No. 2, ground service bus are
normal deenergized
supplied.
energized if battery switch in ON position and TR−unit No. 3 powerless
Bus transfer switch in AUTO position and
Battery Bus Relay R 355:
Battery switch in ON position.
energized if battery switch in ON position and TR−unit No. 3 energized
Supply:
TR 3 Disconnect Relay R 9:
DC bus No. 1 from TR−unit No.1,
energized if bus transfer switch in AUTO position and main bus No.2 is
DC bus No. 2 from TR−unit No.2,
powered
DC battery bus from TR−unit No. 3,
deenergized if bus transfer switch in OFF position or Flight Director
Hot battery bus from battery charger. Approach or Auto Approach
Generator Power Control Relay R 41:
energized if battery switch is in ON position
AUX Standby Power Auto Relay R 397 (if installed):
energized if transfer bus No. 1 powered and standby power switch in AUTO
position
APU Start Interlock Relay R 39 (if installed):
energized during APU start sequence
deenergized in all other cases
Battery Overheat Relay R 325 (if installed):
energized if sensor in battery cell No. 19 senses Overheat
FRA US/T NM July, 2005 12/30 DC−PWR DET−Schem./L3 Page 76

DC GENERATION
24−30
1 1
115V AC + +
GROUND OUTPUT BATTERY EXTERNAL −
SERVICE − CHARGER POWER DC
BUS + BATTERY (J9) (J9) DC EXT PWR
− INTERLOCK RECP (J9)
BAT CHARGER
TR MODE CONT
115V AC R89 R 325 R 39 +TEMP SENSE
MAIN BAT CHARGER BATTERY APU START XFMR RECT
BUS 2 XFR (P6) OVERHEAT (P6) INTERLOCK
(P6) BAT CHG (E3−1)
ALT BAT
CHARGER 28V DC
+ HOT BAT BUS
HOT BATTERY BUS
115V AC
TRANSFER
BUS 2 TO VOLTMETER −
TR UNIT 2
28V DC
NO. 2 ELEX ELEX BUS 2
R328 STBY PWR
BATTERY MAN (P6) R327 AUX TO DC BUS−UNSW
TO DC R1 (P6)
28V DC
METERS BUS 2
DC BUS PWR
NO. 2
BUS TIE 2 BATTERY BUS 28V DC
TRANSFORMER RECTIFIER 2 ELEX BUS 1
(E3−1) (P6) CONTROL MAN NO. 1 ELEX
DC BUS−UNSW
28V DC
INTERNALS BUS 1
115V AC DC BUS PWR
TRANSFER SAME NO. 1 BATTERY BUS
BUS 1 AS 24−33−11 DISCONNECT CONTROL
TR2 DC METERS 1 AUTO
TR UNIT 1 TO APU BAT SW
(P5−13) AIR/GND INTLK.
TRANSFORMER NORMAL BUS TIE 2 R397 AUX STBY TO EXTERNAL
RECTIFIER 1 PWR AUTO RELAY POWER
(E3−1) R9 TR 3 DISC (P6) (P6) SWITCHED CONTROL RELAY
HOT BAT BUS
AUTO
28V DC
OFF SWITCHED
OFF GEN POWER HOT BAT BUS
115V AC INTERNALS RELAY
MAIN BAT CONTROL

SAME
BUS 2 AS
24−33−11 STBY POWER
DC METERS SW (P5) (P6)
TR2
TR UNIT 3 (P5−13)
R41 GEN PWR CONT
TRANSFORMER ON (P6)
RECTIFIER 3 BAT SW (P5) 28 VDC
P6 PANEL (E3−1) BAT BUS
R1 BAT BUS
NORMAL SUPPLY AUTO (P6)
(TR 3 AVAILABLE) BAT BUS
DC BUS BAT TRANSFER
IND TR 3 TO DC CONTROL R2 BAT XFR
ALTERNATE SUP- METERS
(P6) R326 BAT BUS
PLY (TR 3 NOT R355 1 R39, R 325, R 397 not in all 737/300/400/500 MAN (P6)
AND BATT SW ON BAT BUS (P6)
Figure 40 DC POWER SYSTEM - DETAILED SCHEMATIC

FRA US/T NM July, 2005 12/30 DC−PWR DET−Schem./L3 Page 77
DC GENERATION
24−30
BATTERY - DESCRIPTION
Purpose BATTERY CHARGER - DESCRIPTION
The main battery has these functions:
Supply power to critical airplane systems (AC and DC standby buses) if the Purpose
normal power sources are not available The main battery charger has two functions:
Backup power supply for the AC system control and protection Keep main battery at maximum charge
The auxiliary battery helps the main battery supply power to the critical airplane Supply DC power to the battery buses.
systems (AC and DC standby buses). The battery charger is a regulated system to charge nickel−cadmium storage
batteries.
Location
It operates from 115−volt, 400 Hz, 3−phase power.
The batterie is located in the EE compartment, lefthand-side.
Location
General Description
The battery charger is on shelf E3−1 in the electronic compartment.
The battery is a 20 cell nickel-cadmium battery with a 48 amp-hour capacity.
With full charge, the batterie supplies a minimum of 60 minutes of standby AC General Description
and DC power. The battery charger is capable of charging a completely discharged
The battery has an internal thermal sensor. battery to 100 percent charge state within 75 minutes.
The battery charger uses this sensor to measure internal battery temperature The battery charger has two basic modes of operation:
to prevent overcharge and by this damage of the battery.
Battery charge mode (constant current), voltage up to 33−volts.
The battery charger supplies constant current, variable voltage power in the
battery charge mode.
The battery charger overcharges the battery.
The battery charger logic calculates the amount of overcharge.
The total charge time is less than 75 minutes.
Transformer rectifier mode (constant voltage), current up to 63−amps.
In the transformer rectifier (TR) mode, the main battery charger supplies
constant voltage DC power to the hot battery bus and the switched hot battery
bus.
The main battery also receives a small trickle charge to help keep it at
maximum charge.
FRA US/T NM Aug., 2005 13/30 BATT−CHGR/L2 Page 78

DC GENERATION
24−30
BATTERY BATTERY CHARGER
E3-1 SHELF
E3 RACK
E/E COMPARTMENT
ACCESS DOOR
Figure 41 BATTERY - BATTERY CHARGER

DC GENERATION
24−30
BATTERY AND BATTERY CHARGER - INDICATION

Indication
You can see the output of each battery on the electrical meters, battery and
galley power module on the P5 forward overhead panel.
You see the voltage and current output of a battery with the DC meter selector
in the BAT position.
If the battery charger has power, you see the output voltage of the battery or its
battery charger, whichever is more.
Airplanes with alphanumeric display instead of meters:

The amber BAT DISCHARGE light comes on when any one of these output
conditions are true for either battery:
Current draw is more than 5 amps for 95 seconds
Current draw is more than 15 amps for 25 seconds
Current draw is more than l00 amps for 1.2 seconds.
Master caution and the ELEC annunciator usually come on with the
BAT DISCHARGE light.
Training information point

The DC-Amp. meter shows plus-current when the battery is being charged.
The DC-Amp. meter shows minus-current when the battery draws current
(discharging).
With fully charged battery, the DC-Amp. meter shows zero.
To make sure, the battery charger operates properly, place the standby power
switch to the position BAT and after appr. 10 seconds, back to position AUTO.
The battery charger is now back in the charge mode:

The DC-Amp. meter shows plus current until the battery voltage is
appr. 33 volts.
After this, the battery charger switches internally to TR-mode.
Any load on the battery will be supplied by the battery charger.

DC GENERATION
24−30
(AURPLANES WITH INDIVUDUAL INDICATIORS) (AIRPLANES WITH ALPHANUMERIC-DISPLAY)
DC - AMP - CPS FREQ

DC AMP
METER −0+
400 LED
DC CPS
−50 +50 FREQ 420 ALPHANUMERIC
DISPLAY
DC - VOLT -
110 120 BATTERY
METER
20 AC
DISCHARGE DC VOLTS / AC AMPS / AC VOLTS
DC VOLTS 40 VOLTS 30 LIGHT
BAT TR UNIT ELEC
DISCHARGE A A
DC METER
RECALL-RESET
DC METER SELECTOR
SELECTOR APU GEN
BAT TR1 GEN1 GEN2
TR 1 APU GEN
BAT GEN 1
TR 2 GEN 2 GRD
BAT TR2 INV
BAT TR 3 GRD BUS PWR
INV
BUS PWR
STBY TR3 STBY TEST
STBY TEST PWR
STBY TEST PWR PWR TEST
PWR OFF
GALLEY RESID OFF
OFF VOLTS
OFF BAT
GALLEY
BAT ON
ON ON
ON
AC DC AC
AC AND DC METER PANEL (P5−13) ELECTRICAL METERS, BATTERY, AND

(VERSION 1) GALLEY POWER MODULE (P5)
(VERSION 2)
Figure 42 BATTERY & BATTERY CHARGER - INDICATION

DC GENERATION
24−30
BATTERY CHARGER - POWER

General
The battery charger is a regulated system to charge nickel−cadmium storage
batteries.
It operates from 115−volt, 400 Hz, 3−phase power.
Normal power for the battery charger is from ground service bus.
The ground service bus is normally powered by the main bus no.1.
If the main bus no. 1 is not powered and main bus no. 2 is supplied, the R89
BATTERY CHARGER TRANSFER RELAY contacts to the alternate position.
So main bus no. 2 supplies power to the battery charger.
The battery charger is on shelf E3−1 in the electronic compartment.
The battery charger is capable of charging a completely discharged battery to
100 percent charge state within 75 minutes.
The battery charger operates in the charge mode or in the transformer−rectifier
(T−R) mode.
FRA US/T NM July, 2005 14/30 Page 82

BATT−CHGR−DET−SCHEM/L3
DC GENERATION
24−30
115V AC GROUND
NORMAL
SERVICE BUS öC
OPEN: BATTERY BATTERY
öB DISCONNECT
24−52−11 INTERLOCK
SHUTDOWN
AC INPUT
öA 7.5 LOW R= OVERHEAT
SHUTDOWN
BAT CHARGER OPEN: 5% OVER−CHARGE THERMISTOR
(D8)
CLOSE: 10% OVER−CHARGE
−
DC OUTPUT
ALTERNATE
+ MODE CONTROL 24−31−11
öC NC
115V AC MODE CONTROL
R89 BATTERY NC
MAIN BUS 2 öB CHARGER TRANSFER M5 BATTERY CHARGER (E3−1) 24−33−11 THERMAL SWITCH
24−51−11
RELAY (P6) DC METERS
öA 7.5
ALT BAT
2 −
CHARGER
(F8) −
49−41−11 M6 BATTERY
P6−4 AIR CONDITIONING AND AIRSTAIR (FORWARD SIDE OF
CONTROL, AC POWER INDICATION 1 AUX POWER APU START RELAY
UNIT START THE E3 RACK)
CIRCUIT BREAKER PANEL
(A3)
+
140
D1444 DC EXTERNAL
EXTERNAL POWER POWER DC
RECEPTACLE
(A1) 24−34−11
24−21−11 75
INVERTER POWER
INVERTER
28V DC WHEN MAIN 24−24−11 POWER
100
AC BUS 1 IS OFF R3 − TRANSFER (D1)
BATTERY
AND MAIN AC BUS 2
RELAY 1 CHARGER
IS ENERGIZED
(A2) 24−31−11
(24−24−11) 25
SWITCHED GEN POWER
J9 BATTERY SHIELD
G3 GENERATOR CONTROL UNIT 1 (E/E BAY − BELOW THE BATTERY) HOT BATTERY CONTROL RELAY
BUS (A1)
NOTES 24−61−11
60 R1 BAT BUS
1 EXTERNAL DC POWER CAN START THE APU RELAY AUTO
HOT BATTERY
IF THE BATTERY IS DEAD. BUS (B1)
THE BATTERY GROUND WIRE HAS A CRITICAL 28V DC

2 HOT BATTERY
LENGTH AND SIZE TO MAKE IT WORK AS A METER SHUNT. P18−5 28 V DC BATTERY BUS
POWER AND AUXILIARY POWER
CIRCUIT BREAKER PANEL
Figure 43 BATTERY CHARGER - POWER

DC GENERATION
24−30
BATTERY CHARGER - MODE CONTROL

Transformer−Rectifier Mode APU Interlock
In the transformer−rectifier mode, the charger provides 28v dc to maintain − Airplanes with large (1kW) battery charger ,
battery charge, and meets load demands on the battery bus. prior to line 2247 with SB 24−1096:
Internal current limiting circuitry reduces the output voltage to limit current to The APU start interlock relay R 39 is used to lock battery charger in
60 amps. TR (constant voltage) mode while the APU start motor is turning.
R 39 does not remove input power from battery charger.
Charge Mode
− Airplanes with large (1kW) battery charger
In the charge mode, the battery charger delivers a constant current of 38 amps after line 2247:
to the battery. The APU start interlock relay R 39 is used to lock battery charger in
The output voltage will vary with battery state−of−charge and load resistance. TR (constant voltage) mode while the APU start motor is turning.
When battery voltage reaches a threshold voltage, charging stops. R 39 does not remove input power from battery charger.
The threshold voltage is automatically temperature adjusted by a temperature
sensor in the battery. Battery Overheat
− Airplanes with large (40 AH) battery
Operation
prior to line 2247 with SB 24−1096:
The battery charger works with battery’s temperature sensor and interlock to Battery overheat relay R 325 and related circuit breaker C 792
prevent battery damage. do not exist.
Charging stops if battery temperature is outside the range, or if the battery is The Battery overheat function is contained in the battery charger.
disconnected. The battery charger monitors the temperature sensor in the battery.
The battery charger will switch to the transformer rectifier mode when the mode If the battery temperature exceeds 145 deg F the battery charger will
control loop is opened by any of the following: stop supplying 28 v dc to the battery.
Auxiliary relay to bat bus relay R 327 energizes due to loss of TRU 3 output. When the battery temperature drops below 130 deg F, the battery
charger will automatically start supplying 28 v dc to the battery.
Standby power manual relay R 328 energizes when STANDBY POWER
switch is set to BAT. − Airplanes with large (40 AH) battery after line 2247:
Battery overheat relay R 325 and related circuit breaker C 792 do not
Ground refueling power select relay R 10 energizes when ac external power
exist.
is connected to the external power receptacle.
The Battery overheat function is contained in the battery charger.
Input power to the battery charger is from 115−volt ac ground service bus, or if The battery charger monitors the temperature sensor in the battery.
this bus loses power, from the 115−volt ac main bus No. 2. If the battery temperature exceeds 145 deg F the battery charger will
stop supplying 28 v dc to the battery.
When the battery temperature drops below 130 deg F, the battery
charger will automatically start supplying 28 v dc to the battery.

DC GENERATION
24−30
OFF
BATTERY NC B2 B1 NC
B2 B1 A2 A1
24−32−11 50 A2 A1 X1
28V DC BAT X2
FROM TRU 3 X2 ON
BUS (C7) X1 28V DC SWITCHED
TRU 3 R355 BATTERY HOT BATTERY BUS
R1 BATTERY BUS RELAY (P6)
BUS RELAY AUTO
(P6) 28V DC HOT OFF
BATTERY BUS C3 49−62−11
24−61−11 3 C2 APU 24−33−11
C1 NC CONTROL
33−14−13 BAT TRANS CONT
TR MODE (P6−5, A3) B3 NC
CR25 NC B2
28−21−11 B1 24−41−11
FUEL SHUTOFF EXTERNAL
ON
M560 (P6) VALVES A3 NC POWER BAT
BACKGROUND 24−31−21 25 A2 CONTROL
LIGHTS AND BATTERY A1 OFF
DIODES MODULE CHARGE SWITCHED HOT BATTERY DC
BUS (P18−5, A1)
OFF
R327 AUX 28V DC HOT NC
RELAY TO R1 BATTERY BUS
24−61−11 3 X1
(P6)
GEN PWR CONT NC
(P6−5, B5)
X2
BATTERY
NC ON NC
24−34−11
R41 GENERATOR STANDBY
T POWER CONTROL POWER
NC
3 D RELAY (P6)
DROP−OUT
BAT BUS TIME DELAY TRU 3
ON
CONT AUTO R2 BATTERY 24−31−21
(B2) TRANSFER RELAY (P6) S5 BATTERY
8 MODE CONTROL SWITCH
TRU 3
M5 BATTERY
B2
1 CHARGER (E3−1 RACK) P5−13 ELECTRICAL METERS,
BATTERY AND GALLEY POWER
B1 MODULE
28V DC HOT 24−61−11 A2 A1 28V DC
BATTERY BUS BATTERY BUS
3 28V DC HOT BAT BUS
24−61−11 X2
X1
BAT BUS
BATTERY
CONT
MANUAL (B3) R326 BATTERY 24−34−11
33−14−13 BUS RELAY BATTERY 24−34−11 NORMAL
MANUAL (P6) NC NORMAL
P6−5DC POWER AND INDICATION CR22 NC
CIRCUIT BREAKER PANEL NORMAL NC
M560 (P6) 49−41−11
BACKGROUND APU START
R37 STANDBY POWER RELAY AUTO RELAY
LIGHTS AND
DIODES MODULE
33−14−13 APU START
CR26 R39 APU

1 24−34−11 BAT BUS START INTERLOCK
M560 (P6) RELAY
STANDBY POWER SWITCH
AN OPEN CIRCUIT AT PIN 8 PUTS THE BATTERY CHARGER R328 STANDBY
BACKGROUND
LIGHTS AND
IN THE TR MODE. A GROUND PUTS IT IN THE CHARGE MODE. POWER RELAY MANUAL (P6) DIODES MODULE
Figure 44 BATTERY CHARGER - MODE CONTROL

DC GENERATION
24−30
BATTERY CHARGER (OLD VERSION)

NOTE: The following is applicable only to airplanes without service
bulletin SB-24−1096 accomplished!
APU Interlock
Airplanes with large (1kW) battery charger:
The APU start interlock relay R 39 disconnects battery charger input power
when the APU start motor is turning. Input power is automatically restored
when the APU reaches starter cutout speed.
Battery Overheat
Airplanes with large (40 AH) battery:
The battery overheat relay R 325 disconnects battery charger input power
when the battery temperature exceeds 135 deg F.

DC GENERATION
24−30
1 1 R39, R 325, R 397 not in all 737/300/400/500
115V AC + +
GROUND OUTPUT BATTERY EXTERNAL −
SERVICE − CHARGER POWER DC
BUS + BATTERY DC EXT PWR
− INTERLOCK (J9) (J9)
BAT CHARGER RECP (J9)
TR MODE CONT
115V AC R89 R 325 R 39 +TEMP SENSE
MAIN BAT CHARGER BATTERY APU START XFMR RECT
BUS 2 XFR (P6) OVERHEAT (P6) INTERLOCK
(P6) BAT CHG (E3−1)
ALT BAT
CHARGER 28V DC
+ HOT BAT BUS
HOT BATTERY BUS
115V AC
TRANSFER
BUS 2 TO VOLTMETER −
TR UNIT 2
28V DC
R328 STBY PWR NO. 2 ELEX ELEX BUS 2
BATTERY R327 AUX TO
MAN (P6) DC BUS−UNSW
TO AMPERE R1 (P6) 28V DC
METER BUS 2
DC BUS PWR
NO. 2
BUS TIE 2 BATTERY BUS 28V DC
TRANSFORMER RECTIFIER 2 ELEX BUS 1
(E3−1) (P6) CONTROL MAN NO. 1 ELEX
DC BUS−UNSW
28V DC
INTERNALS BUS 1
115V AC DC BUS PWR
TRANSFER SAME NO. 1 BATTERY BUS
BUS 1 AS DISCONNECT CONTROL
TR2 1 AUTO TO APU BAT SW
TR UNIT 1
AIR/GND INTLK.
TRANSFORMER NORMAL BUS TIE 2 R397 AUX STBY TO EXTERNAL
RECTIFIER 1 PWR AUTO RELAY POWER
(E3−1) R9 TR 3 DISC (P6) SWITCHED
(P6) CONTROL
AUTO HOT BAT BUS
RELAY
OFF 28V DC
OFF GEN POWER SWITCHED
115V AC INTERNALS RELAY HOT BAT BUS
MAIN SAME BAT CONTROL

BUS 2 AS STBY POWER
TR2 SW (P5) (P6)
TR UNIT 3
R41 GEN PWR CONT
TRANSFORMER ON (P6)
RECTIFIER 3 BAT SW (P5) 28 VDC
P6 PANEL (E3−1) BAT BUS
R1 BAT BUS
AUTO (P6)
BAT BUS DC BUS BAT TRANSFER
IND TR 3 TO DC CONTROL R2 BAT XFR
METERS
(P6) R326 BAT BUS
R355 MAN (P6)
BAT BUS (P6)
Figure 45 BATTERY CHARGER CONTROL - OLD VERSION

EXTERNAL POWER
24−40
24−40 EXTERNAL POWER

GENERAL - CONTROLS
Purpose Training information point:
External power is the normal source of AC power for the airplane electrical The blue GRD POWER AVAILLABLE remains illuminated with external power
system when the airplane is on the ground. ON.
It lets you have the engines and APU power sources off.
It also gives power to the battery charger to charge the battery.
General
AC External Power, when provided to the External Power Receptacle, can
power the entire electrical power systems or only the Ground Service Busses.
The components of the AC External Power System are:
External Power Panel,
Bus Protection Panel (BPP),
External Power Contactors,
External Power Relay,
Ground Service Relay, and
manual control devices.
Controls
Providing power to the External Power Receptacle illuminates the:
− EXTERNAL POWER CONN and
− NOT IN USE lights on P19 panel and
− GRD POWER AVAILABLE light on P5 panel.
The EXTERNAL POWER CONN and GRD POWER AVAILABLE lights remain
on at all times that External Power is connected.
The NOT IN USE light extinguishes when the GND PWR or GROUND
SERVICE switch is set to ON or when the fueling station access door is
opened.
When the GND PWR switch on P 5 Panel is set to ON and the BPP sense no
faults, external power contactors close and the entire airplane is supplied.
FRA US/T NM Aug. 2006 15/External Power CONTR/L1 Page 88

EXTERNAL POWER
24−40
P5−4 AC SYSTEMS, GRD POWER

AVAILABLE EXTERNAL
GENERATOR, AND
POWER INTERPHONE
APU MODULE
PARK
CONN FLIGHT BRAKE
NOSE
PILOT WHEEL WELL
ON
NORM
NOT CALL LIGHT
IN USE
EXTERNAL POWER PANEL (P19)
DOOR
FLIGHT DECK GENERATOR AMMETERS AND BUS SWITCHING PANEL (P5−4)

PARKING
BRAKE
GROUND SERVICE
SWITCH
FORWARD ATTENDANT PANEL A F E

EXTERNAL POWER
DOOR 1L (FWD ENTRY)
PANEL (P19)
B C N
INOP INOP
FWD
P13 FORWARD ATTENDANT PANEL P19 EXTERNAL POWER PANEL
Figure 46 EXT PWR - CONTROLS
FRA US/T NM Aug. 2006 15/External Power CONTR/L1 Page 89
EXTERNAL POWER
24−40
BUS PROTECTION PANEL (BPP)

General
The bus protection panel is located in the panel P6.
The panel provides control and protection for the external power system.
The external power TRU, in the BPP, changes 115−volt ac external power to
28−volt dc power.
BPP Power Supply

Control power for the BPP is from the external power TRU.
Control power exits the BPP, passes through the external power plug jumper,
and re−enters the BPP. Back−up control power is from the hot battery bus.
Operation
The BPP protects against overvoltage (130 +/− 3 volts), undervoltage
(100 +/−3 volts), and negative sequence voltage.
The BPP trips the external power contactors when a fault is detected.
The BPP also has anti−cycling protection, which prevents the external power
system from cycling when a fault exists and a manual control device is held to
ON.
FRA US/E do/ur 11.11.99 16/External Power BPP/L1 Page 90

EXTERNAL POWER
24−40
BACK - UP
FROM BATTERY
(BAT SW. ON)
ON
EXTERNAL
PWR OFF
+ 28V DC
TR UNIT
(PWR SUPPLY)
ON
OFF
GND PWR
CONTROL SWITCH
AND
PROTECTION
EPCR LO-
CIRCUITRY
GIC
EPC
BUS CONTROL
PROTECTION
PANEL
EXTERNAL
A B C N F E POWER
RECEPTACLE
115/200 V AC
TO GEN
BUS 1
TO TRIP
EPC1 ENG GB 1,2
APU GB 1,2
TO GEN GROUND
BUS 2 POWER
EPC2 UNIT
Figure 47 BUS PROTECTION PANEL - (BBP)

FRA US/E do/ur 11.11.99 16/External Power BPP/L1 Page 91
EXTERNAL POWER
24−40
EXTERNAL POWER - COMPONENT LOCATION
STUDENT NOTES:
FRA US/T NM Aug. 2006 17/External Power COMP−LOC/L2 Page 92

EXTERNAL POWER
24−40
P5−4 AC SYSTEMS, GRD POWER

AVAILABLE EXTERNAL
GENERATOR, AND
POWER INTERPHONE
APU MODULE
PARK
CONN FLIGHT BRAKE
NOSE
PILOT WHEEL WELL
ON
NORM
NOT CALL LIGHT
IN USE
EXTERNAL POWER PANEL (P19)
DOOR
FLIGHT DECK GENERATOR AMMETERS AND BUS SWITCHING PANEL (P5−4)

PARKING
BRAKE
GROUND SERVICE
SWITCH
A F E
EXTERNAL POWER
PANEL (P19)
B C N
INOP INOP
FWD
FORWARD ATTENDANT’S PANEL P19 EXTERNAL POWER PANEL
Figure 48 EXT PWR - COMPONENT LOCATION 1
EXTERNAL POWER
24−40
GROUND SERVICE
SWITCH

INOP INOP
INOP INOP

EXTERNAL POWER
24−40
AC LEAD (6)
CONNECTOR
CONTROL
ATTACHMENT
(4 PLACES)
RIGHT FORWARD
COMPARTMENT
SEE A
EXTERNAL POWER CONTACTOR (TYPICAL)
ENGINE ENGINE
GENERATOR GENERATOR
SEE B CIRCUIT CIRCUIT
EXTERNAL BREAKER 2 BREAKER 1
POWER
CONTACTOR 1
FORWARD AFT
ACCESS ACCESS
DOOR DOOR
FWD EXTERNAL
POWER
RIGHT FORWARD COMPARTMENT CONTACTOR 2
OUTBOARD OF NOSE WHEEL WELL
A FWD B
MAIN POWER CIRCUIT BREAKER INSTALLATION
EXTERNAL POWER
24−40


EXTERNAL POWER
24−40
MAIN POWER
DISTRIBUTION
PANEL, P6
SEE A
BUS PROTECTION PANEL P6−1

APU - GENERATOR CONTROL UNIT P6−2
M238
ANNUNCIATOR PANEL
ENG 1 - GENERATOR CONTROL UNIT M400
ENG 2 - GENERATOR CONTROL UNIT POWER SYSTEM
TEST MODULE
FLIGHT COMPARTMENT
(VIEW IN THE AFT DIRECTION)
P6−3
P6−4
P6−11
P6−12 FWD
MAIN POWER DISTRIBUTION PANEL, P6

EXTERNAL POWER
24−40
EXTERNAL POWER - CONTROL AND PROTECTION

GRD POWER
General AVAILABLE
AC External Power, when provided to the External Power Receptacle, can
power the entire electrical power systems or only the Ground Service Busses.
The components of the AC External Power System are the External Power
Panel, Bus Protection Panel (BPP), External Power Contactors, External
Power Relay, Ground Service Relay, and manual control devices.
Operation
Providing power to the External Power Receptacle illuminates the EXTERNAL
POWER CONN and NOT IN USE lights on P19 panel and GRD POWER
AVAILABLE light on P5 panel.
The EXTERNAL POWER CONN and GRD POWER AVAILABLE lights remain
on at all times that External Power is connected.
The NOT IN USE light extinguishes when the GND PWR or GROUND
SERVICE switch is set to ON or when the fueling station access door is
opened.
When the GND PWR switch on P 5 Panel is set to ON and the BPP sense no
faults, external power relay R 348 closes. When R 348 is closed, EPC 1 and
EPC 2 close and GROUND SERVICE switch is deactivated.
If the APU or Engine Generator Breakers are closed, they will trip prior to the GENERATOR AMMETERS AND BUS SWITCHING PANEL (P5−4)
EPCs closing.
The following switching sequence will occur during power change from
APU/ENG Generator to EXT PWR: EXTERNAL
POWER INTERPHONE
With External Power Control Relay K1 energized, Relay External Power
R348 energizes
APU GB 2 (ENG GB 2) trips PARK
CONN FLIGHT BRAKE

EPC 2 closes and EXP 2 AUX Relay R351 energizes
APU GB 1 (ENG GB 1) trips PILOT
NOSE
EPC 1 closes WHEEL WELL
ON
External Power cannot be energized if there is one of the following faulty NORM
conditions: NOT CALL
IN USE LIGHT
Negative Sequence Voltage (NSV)
Over Voltage (OV) EXTERNAL POWER PANEL (P19)
Under Voltage (UV)
FRA US/T NM Aug. 2005 18/External Power/L2 Page 98

EXTERNAL POWER
24−40
1 TO SUPPLY EXTERNAL POWER, START FROM HERE EXT PWR EXT PWR
EPC 2 CLOSES FIRST
CONTR CONTR R 348
EPC 1 CLOSES AS SECOND
GCU 2 (PR)
OFF R CTRL
APU GCU (PR) L CTRL
GROUND
POWER
GCU 1 (PR) EPC 2
SWITCH
APU GB
CLOSE TRIP
TRIP TRIP
CIRCUIT
28 V CLOSE
DC
BATT
SW ON APU GB 2 ENG GB 2
APU GCU
K1 K2 ON TRIP CLOSE EXT PWR TRIP
CONTROL TRIP TRIP
RELAY
P5 - 4 (EPCR) CLOSE
CONTROL AND PROTECTION CIRCUITRY
ENG GB 1 EPC 1
APU GB 1
NEGATIVE
SEQUENCE
EPCR
DETECTOR
SLAVE
RELAY
K2 EPC 2 AUX
OVER
VOLTAGE Q7
ENTRY DETECTOR GEN
BUS 1 3 PHASE
LTS
GROUND
SERVICE
DRAIN UNDER EXT BUS
MAST ON PWR
VOLTAGE 7 +/− 2 SEC
HEATER DETECTOR BUS
R 47 GROUND R6
EXT PWR SERVICE GROUND
SENSING SWITCH SERVICE
F
REFUELING
POWER SELECT
E RELAY R 10
N (E3−3 RACK)
A EXTERNAL 1 Q5 Q2
POWER REFUELING
B POWER CONTROL
TR UNIT 7 1/2
C RELAY R 11
(E3−3 RACK)
28 V DC
SW HOT BAT BUS
BACKUP
EXTERNAL POWER (BAT SW ”ON”) CLOSE FUELING
PANEL
RECEPTACLE OPEN
DOOR
SWITCH (P15)
BUS PROTECTION PANEL (P6)
Figure 52 EXTERNAL POWER - CONTROL

EXTERNAL POWER
24−40
EXTERNAL POWER - DISTRIBUTION
STUDENT NOTES:

EXTERNAL POWER
24−40
TRIP TRIP
R
TO 115V AC TO 115V AC
L348 EXTERNAL POWER
GEN BUS 1 GEN BUS 2 CONNECTED − (P19)
CLOSE CLOSE TO GND
C891 EXT POWER CONTACTOR 1 C892 EXT POWER CONTACTOR 2 REFUELING PANEL
(R SIDE NOSE WHEEL WELL) (R SIDE NOSE WHEEL WELL) GND REFUEING
EXT POWER (P6−3)
115V AC
TO EXT
WHEN EXT POWER
POWER CONTROL
PLUG IS EXTERNAL
EXTERNAL POWER
ATTACHED GRD SERVICE POWER BUS PROT
PANEL AC (P6−12)
JUMPER (P6−12) TO LAV
E
(PART MIRROR LTS
OF EXT LAV MIRROR
F EXT PWR (P6−3)
POWER
PLUG) EXT POWER RCPT NORM
W
P19 EXTERNAL POWER PANEL
115V AC 115V AC
GND SERV BUS L349 EXTERNAL POWER
GEN BUS 1
NOT IN USE (P19)
GND SERV
T4 DIFF CURRENT
P6−11 CIRCUIT BREAKER PANEL TRANSFORMER (P6)
C892 EXTERNAL POWER
CONTACTOR 2 (RIGHT
SIDE NOSE WHEEL WELL)
TRIP
28V DC CLOSE
C891 EXTERNAL POWER
FROM EXT CONTACTOR 1 (RIGHT
PWR TR R11 REFUEL
POWER CONT SIDE NOSE WHEEL WELL)
RELAY
G7 BUS PROTECTION PANEL (P6) S12 GND SERV R6 GROUND
28V DC SW (P13) SERVICE RELAY CLOSE
FUELING (P6)
SWITCHED
HOT BAT BUS TRIP
EXT PWR SUPPLY R348 EXT PWR G7 BUS PROTECTION PANEL
P6−5 CIRCUIT BREAKER PANEL RELAY (P6) R2 (P6)
Figure 53 EXTERNAL POWER - DISTRIBUTION
EXTERNAL POWER
24−40
GROUND SERVICE CONTROL

Operation Ground Service Power Distribution
Setting the GROUND SERVICE Switch to ON energizes the Ground Service The Ground Service Bus supplies:
Relay, which connects the 115−Volt AC Ground Service Bus to External Power. the battery charger
This provides power to the Battery Charger , Equipment Cooling, Service the equipment cooling blower
Lights, and Outlets.
the vacuum cleaner outlets and
The GROUND SERVICE Switch cannot be set to ON if the External Power is
the lights, which are used for cleaning the cabin.
switched on the airplane by GRD PWR switch or if there is one of the following
faulty conditions:
Negative Sequence Voltage (NSV)
Over Voltage (OV) GROUND SERVICE
Under Voltage (UV)
SWITCH
Ground Service Relay
The ground service relay R 6 is located in the P 6 Panel.
Power to ground service buses is controlled by the ground service relay.
Setting the GROUND SERVICE switch on the entry door attendant’s panel to
ON closes the ground service relay and connects the 115−volt ac ground
service bus to external power.
When the ground service relay is de−energized, the 115−volt ac ground service
bus is connected to 115−volt ac generator bus No. 1.
Ground Service Switch

The ground service switch is two−position, solenoid−held to ON, and
spring−loaded to OFF.
Setting the switch to ON closes the ground service relay and activates the
solenoid, holding the switch to ON.

The switch cannot be held to ON if the Ground Power switch is set to ON. INOP INOP
Setting the switch to OFF opens the solenoid and ground service relay.
The switch automatically trips to OFF when the BPP signals EPCs to close or
when the EPCs close.
FRA US/T NM Aug. 2005 19/GRD Serv./L2 Page 102

EXTERNAL POWER
24−40
TRIP TRIP
R
TO 115V AC TO 115V AC L348 EXTERNAL POWER
GEN BUS 1 GEN BUS 2 CONNECTED − (P19)
CLOSE CLOSE TO GND
C891 EXT POWER CONTACTOR 1 C892 EXT POWER CONTACTOR 2 REFUELING PANEL
GND REFUEING
EXT POWER (P6−3)
115V AC TO EXT
WHEN EXT POWER
POWER CONTROL
PLUG IS EXTERNAL POWER EXTERNAL
ATTACHED POWER BUS PROT
JUMPER GRD SERVICE
F (P6−12) PANEL AC (P6−12)
(PART
OF EXT TO LAV
POWER E LAV MIRROR MIRROR LTS
PLUG) W
EXT POWER RCPT EXT PWR (P6−3)
L349 EXTERNAL POWER
EXTERNAL POWER PANEL
NORM NOT IN USE (P19)
DC BUS PWR ON
NO.1 NO.2 TR3 115V AC 115VAC
GEN BUS 1 GND SERV BUS
EXT PWR
TR STBY BATT C892 EXTERNAL POWER
GND SERV CONTACTOR 2
T4 DIFF CURRENT
P6−11 CIRCUIT BREAKER PANEL TRANSFORMER (P6) TRIP
ERASE
A
C CLOSE
INDICATE C891 EXTERNAL POWER
R11 REFUEL
TRANSFORMER POWER CONT CONTACTOR 1
RELAY
TEST
R6 GROUND
RECTIFIER B SERVICE RELAY
M 238 (P6) (P6)

GROUND POWER
AVAILABLE LIGHT P5−5
PROTECTION
CIRCUITS
OV UV NSV CLOSE
SWITCHED S12 GND SERV
HOT BAT BUS SW (P13) TRIP
R348 EXT PWR
RELAY (P6) R2
FUELING G7 BUS PROTECTION PANEL
EXT PWR SUPPLY
G7 BUS PROTECTION PANEL (P6) P6−5 CIRCUIT BREAKER PANEL
Figure 54 GROUND SERVICE - CONTROL

FRA US/T NM Aug. 2005 19/GRD Serv./L2 Page 103
STANDBY POWER SYSTEM
24−31
24−31 STANDBY POWER SYSTEM

STDBY PWR SYSTEM - GEN. DESCRIPTION (VERSION 1)
General
A static inverter converts 28−volt dc battery power to 115−volt ac power.
STANDBY POWER - INVERTER CONTROL
It supplies the flight critical loads on the ac standby bus when the primary
(VERSION 1)
power sources are off.
XFR-BUS1
The static inverter is located in the electronics compartment on the electrical
equipment shelf. DC-BUS1 NOTE: THE FOLLOWING DRAWING
Description IS SIMPLIFIED FOR LEVEL 2.
STBY PWR
FOR DETAILS SEE LEVEL 3 SCHE-
The standby power system supplies a 28v dc power to the Standby DC bus SWITCH AUTO
MATICS.
during non-normal conditions.
The standby power system supplies single phase 115v ac,400 Hz power to the
AC standby bus during non-normal conditions. BAT BUS
28VDC STBY BUS
The 115VAC are provided by the standby power static-inverter. DC-BUS1
Its input 28VDC from the battery. (PRIMARY POWER SOURCE)
The battery and standby buses give power to systems that are necessary to
maintain safe flight for about 60 minutes. STDBY PWR INVERTER
115VAC STBY BUS
The amber STANDBY PWR OFF light on the generator drive and standby
XFR-BUS1
power module (P5-5) comes on if any one of these buses lose power:
(PRIMARY POWER SOURCE)
AC standby bus
DC standby bus
XFR-BUS1 STDBY PWR
The battery supplies DC power to the DC standby bus and the battery buses. INVERTER
The battery uses the static inverter to supply power for the AC standby bus. DC-BUS1 STDBY
The inverter receives DC power from the battery through standby power control PWR
relais. SW OFF
STBY PWR ON
This lets you monitor the static inverter output on the P5-13 electrical meters SWITCH AUTO BAT BUS
panel by selecting the ac-meter position INV (if installed) or by watching the IN AIR
flag in the standby attitude indicator (for details see ATA 34, standby horizon). GRD & BUS-XFR
FRA US/T NM Aug. 2005 20/Stby Pwr./L2 Page 104

24−31
−0+
400
−50 DC+50 CPS
FREQ 420
110 120 STATIC INVERTER

20
DC VOLTS 40
AC
VOLTS 30
E 3−1
INVERTER
CONTROL RELAY R389
TR 1 APU GEN
BAT
TR 2 GEN 1 GEN 2 BATTERY
BAT GRD E 3−1
BUS TR 3 INV
PWR
STBY TEST STBY TEST STANDBY
PWR PWR POWER
RESID
OFF OFF
GALLEY
VOLTS CONTROL TRANSFER REL. R3
BAT
ON ON
AC
HOTHOT
BATBAT
BUS
LOW OIL STANDBY LOW OIL STDBY PWR IND LIGHT R330
PRESSURE A PWR OFFA PRESSURE A
TEMP A TEMP A
DISCONNECT DISCONNECT BAT BUS STDBY PWR MANUAL R328

BAT OFF AUTO
DC STDBY
DRIVE TEMP BUS
RISE
STDBY PWR AUTO R37 AC STDBY

IN BUS
DRIVE CAN BE
RECONNECTED
ONLY ON
STDBY PWR OFF R356
DC BUS 1
POWER SENSING
AC TRANSFER BUS 1 AR-GRD REL. R38
P6
Figure 55 STBY PWR - GENERAL (VERSION 1)
24−31
STDBY PWR SYSTEM - GEN. DESCRIPTION (VERSION 2)

General CAUTION: WHEN YOU CLOSE THE BATTERY SWITCH,
A static inverter converts 28−volt dc battery power to 115−volt ac power. THE BATTERY AND STANDBY BUSES MAY HAVE POWER
(DEPENDING ON THE AIRPLANES STANDARD).
It supplies the flight critical loads on the ac standby bus when the primary
power sources are off.
YOU WILL DISCHARGE THE BATTERY TO ZERO VOLTS
The static inverter is in the electronics compartment on the electrical equipment VERY FAST.
shelf.
YOU SHOULD GET AN AC POWER SOURCE ON THE
Description
ELECTRICAL SYSTEM QUICKLY.
The standby power system supplies a 28v dc power to the Standby DC bus
during non-normal conditions.
The standby power system supplies single phase 115v ac,400 Hz power to the XFR-BUS1 STANDBY POWER - INVERTER CONTROL
AC standby bus during non-normal conditions. (VERSION 2)
The 115VAC are provided by the standby power static-inverter. DC-BUS1 NOTE: THE FOLLOWING DRAWING
Its input 28VDC from the battery. IS SIMPLIFIED FOR LEVEL 2.
STBY PWR
The battery and standby buses give power to systems that are necessary to FOR DETAILS SEE LEVEL 3 SCHE-
SWITCH AUTO
maintain safe flight for about 60 minutes. MATICS.
The amber STANDBY PWR OFF light on the generator drive and standby
power module (P5-5) comes on if any one of these buses lose power: BAT BUS
28VDC STBY BUS
AC standby bus DC-BUS1
DC standby bus (PRIMARY POWER SOURCE)
The battery supplies DC power to the DC standby bus and the battery buses.
STDBY PWR INVERTER
The battery uses the static inverter to supply power for the AC standby bus. 115VAC STBY BUS
The inverter receives DC power from the battery through standby power control XFR-BUS1
relais. (PRIMARY POWER SOURCE)
This lets you monitor the static inverter output on the P5-13 electrical meters
STDBY PWR
panel by selecting the ac-meter position INV (if installed) or by watching the XFR-BUS1 INVERTER
flag in the standby attitude indicator (for details see ATA 34, standby horizon). STDBY
DC-BUS1 PWR
SW OFF
ON
STBY PWR BAT BUS
SWITCH AUTO
BUS-XFR

24−31
DC AMP CPS FREQ
STATIC INVERTER
DC VOLTS / AC AMPS / AC VOLTS E 3−1
BAT
RECALL-RESET INVERTER
AUX BAT APU GEN CONTROL RELAY R389 E 3−1
BAT TR1 GEN1 GEN2 BATTERY
BAT GRD
TR2 INV
BUS PWR
STBY TR3 STBY TEST
PWR TEST PWR
OFF TRANSFER REL. R3
OFF
BAT GALLEY
ON
ON
DC AC HOTHOT
BATBAT
BUS
STDBY PWR IND LIGHT R330
PRESSURE A PWR OFFA PRESSURE A
TEMP A TEMP A
BAT BUS STDBY PWR MANUAL R328
OFF AUTO
DC STDBY
BAT
BUS
DRIVE TEMP
RISE STDBY PWR AUTO R37 AC STDBY
BUS
IN
DRIVE CAN BE
RECONNECTED
ONLY ON
STDBY PWR OFF R356
DC BUS 1
POWER SENSING
AC TRANSFER BUS 1
P6
Figure 56 STBY PWR - GENERAL (VERSION 2)

24−31
STANDBY POWER SYSTEM -

LOCATION AND COMPONENT DESCRIPTION
General Voltage Sensor Module
The standby system is used to supply power to essential ac and dc systems. The voltage sensor module receives power from 28−volt dc bus 1 and senses
Under normal conditions (in flight), the standby power switch is in the AUTO power from 115−volt ac transfer bus 1.
position, the standby ac bus is energized from the 115−volt fA transfer bus When either power source fails, the voltage sensor signals standby power relay
No. 1, and the standby dc bus is energized from dc bus No. 1. auto R37 to de−energize, which connects static inverter output to 115−volt ac
In the event of losing either the ac or dc normal power, the auto standby power standby power bus.
relay (R37) is deactivated, connecting the dc standby bus to the battery bus The voltage sensor module is in panel P6.
and connecting the ac standby bus to the static inverter.
Standby Power Switch
During checkout of the system on the ground, or refueling the aircraft on
battery power only, the standby system is activated by placing the standby The standby power switch on panel P5 arms the standby power system when
power switch in the BAT position. set to AUTO. With normal power supply, the standby ac-bus is supplied by the
transfer bus no.1 and the standby dc-bus is supplied by the dc-bus no.1.
This activates the manual standby power relay (R328) which connects the dc
standby bus to the battery bus and the ac standby bus to the static inverter. With the STANDBY POWER switch the BAT position, the inverter output is
connected to the ac standby bus.
During electrical smoke isolation procedures, the standby system is
deactivated by placing the standby power switch in the OFF position. With the STANDBY POWER switch in the OFF position the system is
de−energized.
The ac standby power bus is a single−phase, 115−volt ac power source which
is used to supply 400−Hz power to essential ac systems. Battery Switch
A static inverter, energized by 28 volts dc from the storage battery through the The battery switch on panel P5, when set to ON, energizes the battery bus,
battery bus, is the alternate source of single−phase, 400−Hz, 115−volt power to which provides power to the standby power system, and provides power to the
the ac standby bus. standby power off light.
The power is used for essential communication and navigation equipment, so
that the pilot’s essential flight instruments will not be deactivated in the event all Standby Power Relays
400−Hz generated power becomes unavailable during flight. Standby power relay auto R37, standby power relay manual R328, auxiliary
Components of the standby power system are the voltage sensor module, power standby auto relay R397(if installed), standby power off relay R356, and
standby power ind light relay R330 are in panel P6.
static inverter, standby power switch, battery switch, standby power relays, and
the standby power off light. Standby power ind light relay directs power to the standby power off light.
Static Inverter Standby Power Off Light

The static inverter converts 28−volt dc power to 115−volt ac power. The standby power off light on panel P5 illuminates whenever the standby
It can supply 1000 watts of power to the ac standby bus. power bus is de−energized.
The static inverter is energized whenever the battery switch is set to ON.
The static inverter is on electrical equipment shelf E3−1.

24−31
DC AMP CPS FREQ AC AND DC METER PANEL (P5−13)

VOLTAGE SENSOR
−0+
MODULE,
400
−50 DC+50 CPS STANDBY POWER P6 PANEL
FREQ 420
RELAIS:
R37, R328, R356, ANNUNCIATOR
R330 AND M562 MODULE, M238
DC VOLTS / AC AMPS / AC VOLTS
110 120
(BACK OF PANEL
BAT
TR UNIT ELEC 20
AC
P6−2 COVER)
DISCHARGE INV
DC VOLTS 40 VOLTS 30
RECALL-RESET
POSITION
AUX BAT APU GEN
BAT TR1 GEN1 GEN2 1
BAT GRD
TR2 INV
BUS PWR TR 1 APU GEN
BAT
STBY TR3 STBY TEST TR 2 GEN 1 GEN 2
PWR TEST PWR BAT
TR 3
GRD
OFF BUS PWR INV
OFF
STBY TEST STBY TEST STANDBY
BAT PWR GALLEY PWR
ON
POWER OFF FWD
GALLEY RESID
ON LIGHT GENERATOR DRIVE AND
OFF OFF VOLTS
DC AC BAT STANDBY POWER PANEL (P5−5)
LOW OIL STANDBY LOW OIL ON ON AND ELECTRICAL METERS,
PRESSURE A PWR OFFA PRESSURE A AC BATTERY AND GALLEY
HIGH OIL HIGHOIL
LOW OIL STANDBY LOW OIL POWER MODULE (P5−13)
STANDBY POWER
TEMP A TEMP A A
PRESSURE PWR OFFA PRESSURE A
P6 PANEL
DISCONNECT HIGH OIL
DISCONNECT HIGH OIL
STANDBY POWER
TEMP A TEMP A
BAT OFF AUTO
DRIVE TEMP DISCONNECT DISCONNECT
RISE BAT OFF AUTO
DRIVE TEMP
IN RISE
DRIVE CAN BE
RECONNECTED
ONLY ON
IN
STANDBY
DRIVE CAN BE
RECONNECTED STATIC INVERTER
ONLY ON POWER SWITCH (E3−1)
A
1 ALL EXCEPT DLH D−ABXA THRU D−ABEA ELECTRONICS
INV POSITON: NOT ON ALL AIRPLANES EQUIPMENT RACK,
E3
(ONLY ON AIRPLANES WITH THE E & E COMP
„ROUND-SCALE STANDBY HORIZON-SCALE) ACCESS DOOR
Figure 57 STBY PWR SYSTEM - LOCATION, COMP-DECSR.
24−31
STANDBY BUS CONTROL (VERSION 1)

(AIRPLANES WITH INDIVIDUAL INDICATORS ON THE With the standby power off relay energized, and the standby power switch in
ELECTRICAL METERS PANEL P-5) the AUTO or OFF position, the connection between the dc standby bus and the
battery bus is interrupted, and the static inverter will not turn on because the
Operation turn−on signal path is disabled.
Power to the ac standby power bus is received from 115−volt ac transfer bus Standby power indicator light relay directs power to the standby power off light.
No. 1 through energized relay R 37 and relaxed relay R 328.
Relay R 37 receives power from 28−volt dc bus No. 1 and is grounded through Standby Power Off Light
transistor Q1 and standby power switch in AUTO position. The standby power off light on panel P5 illuminates whenever the standby
Transistor Q1 is biased to ground when the voltage of 115−volt ac transfer bus power bus is de−energized.
No. 1 is 100 volts or more.
Training information point
When the dc bus No. 1 loses power or 115−volt ac transfer bus No. 1 voltage is
Airplane in air:
less than 100 volts ac, Q1 is unbiased, R 37 relaxes and connects the inverter
output through normally closed contacts in R 37 and R 328 to the 115−volt ac With standby power switch in position AUTO and normal operation:
standby bus. DC bus1 supplies the DC standby bus,
With the STANDBY POWER switch in BAT position, R 328 is energized by the transfer bus1 supplies the standby AC bus.
hot battery bus and connects the inverter output to the ac standby bus. The standby power static inverter is ON.
The standby power off light L 5 comes on when standby power indicator light Except the „squared scale-type standby horizon“, there is no load on it.
relay R 330 relaxes, indicating the loss of power on the standby bus.
DC bus1 and-or transfer bus1 failed:
With the STANDBY POWER switch in the OFF position the system is
BAT Bus supplies the DC standby bus and the
de−energized.
static inverter supplies the AC standby bus.
Standby Power Relays: Airplane on ground:
Standby power relay auto R 37 With standby power switch in position AUTO and normal operation:
standby power relay manual R 328 DC bus1 supplies the DC standby bus,
auxiliary power standby auto relay R 397 (if installed) transfer bus1 supplies the standby AC bus.
standby power off relay R 356 The standby power static inverter is ON.
standby power indicator light relay R 330 are in panel P6 Except the „squared scale-type standby horizon“, there is no load on it.
Standby power relay manual directs static inverter output power to 115−volt ac DC bus1 and-or transfer bus1 failed:
standby power bus.
DC standby bus and AC standby bus are are not supplied.
Standby power relay auto directs either static inverter output power or 115−volt
The static inverter shuts off because of R3 transfer bus1 relay is not in
ac transfer bus power to 115−volt ac standby power bus.
position NORMAL.
When the airplane is on the ground with the standby power switch in AUTO,
ground sensing relay R 38 is energized, providing a ground path to energize
the standby power off relay (R 356).

24−31
TO STANDBY HORIZON INDICATOR

28V DC
BAT BUS (THE ONE WITH THE „SQUARED“ SCALE AND
STANDBY PHASE SHIFTER: SEE ATA 34)
POWER BATTERY
28V DC
BUS 1 28 VDC
STANDBY STANDBY BUS
115V AC POWER TR
TRANS BUS 1 115 VAC
STANDBY BUS STANDBY BUS
POWER AC
28V DC
BUS 1
STBY PWR R37
RELAY R328
STANDBY
POWER STANDBY
AUTO IN SENSE POWER
CONTROL AUTO R389 INVERTER
MANUAL CONTROL RELAY
VOLTAGE
SENSOR
28V DC
Q1 1
HOT BAT VOLTAGE SENSOR TO R327
BUS
BAT BUS ELECTRICAL SHELF
CONTROL
MANUAL
1
R397
28V DC AUX STANDBY
BAT BUS POWER AUTO
INVERTER AUTO BAT
OUT (115 VAC)
CONTROL
28V DC S4 STANDBY POWER SWITCH
BAT BUS IN (28 VDC)
INVERTER MASTER DIM
POWER 2 STATIC INVERTER AND TEST
E3−1 ELECTRICAL SHELF
R3 (NORMAL) OFF
TRANSFER 1
R356 A
AIR STANDBY ON L5 STANDBY POWER OFF LIGHT
R38 POWER OFF
BATTERY SWITCH
AIR/GRD GRD
28V DC P5 PANEL
HOT BAT
BUS STANDBY
POWER
IND LIGHT R330 STANDBY AC STANDBY
POWER IND LIGHT BUS INDICATION 1 TO R327 (TO SWITCH THE BAT-CHGR TO TR-MODE)
THIS RELAY IS NOT ON ALL AIRPLANES INSTALLED!!
P6 LOAD CONTROL CENTER RIGHT
2 R3: TRANSFER REL R1: ENERGIZED IF NORMAL TRASFER BUS SUPPLY,
NORMAL OPERATION DC BUS 1 / TRANSFER BUS 1 FAILED DE-ENERGIZED IF OFF OR BUS-TRASFER.
Figure 58 STBY PWR - CONTROL (VERSION 1)
24−31
STANDBY BUS CONTROL (VERSION 2)

(AIRPLANES WITH NUMERIC DISPLAY ON THE ELECTRICAL METERS PANEL P-5)
Differences: Training information point
The R397 AUX STANDBY POWER AUTO relay is removed Airplane in air:
The R38 AIR-GROUND relay is removed With standby power switch in position AUTO and normal operation:
Except the following, all the operation is the same as version1: DC bus1 supplies the DC standby bus,
since the air-ground relay is removed, even on ground with transfer bus1 transfer bus1 supplies the standby AC bus.
and-or DC-bus1 not supplied and battery switch ON, the static inverter The standby power static inverter is ON.
supplies power to the standby ac-bus!! Except the „squared scale-type standby horizon“, there is no load on it.
The standby DC-bus is also supplied by the battery-bus. DC bus1 and-or transfer bus1 failed:
This situation happens with battery switch in position ON and no ac-power BAT Bus supplies the DC standby bus and the
available (like external power not ON).
static inverter supplies the AC standby bus.
The function of the former R397 is now of the R37 and the R328.
Airplane on ground:
This means: whenever the TR3 has no output or the standby power is on
With standby power switch in position AUTO and normal operation:
battery or the APU is being started, the battery charger internally switches
to the TR-mode (constant voltage, up to max. current). DC bus1 supplies the DC standby bus,
The other functions are the same as described in STANDBY BUS CONTROL, transfer bus1 supplies the standby AC bus.
VERSION 1. The standby power static inverter is ON.
Except the „squared scale-type standby horizon“, there is no load on it.
DC bus1 and-or transfer bus1 failed with BAT-switch in position ON:
DC standby bus and AC standby bus are are supplied !!
(The DC standby bus by the battery bus and the ac-standby bus by the
static inverter).

24−31
28V DC 1 TO R327 (TO SWITCH THE BAT-CHGR TO TR-MODE)

BAT BUS THIS RELAY IS NOT ON ALL AIRPLANES INSTALLED!!
STANDBY
POWER BATTERY 1
APU START
TO R327 R39 APU START INTERL. 28 VDC
28V DC
BUS 1 STANDBY STANDBY BUS
POWER TR
115V AC 115 VAC
TRANSFER STANDBY BUS
BUS 1 STANDBY BUS TO STANDBY HORIZON INDICATOR
POWER AC (THE ONE WITH THE „SQUARED“ SCALE AND
28V DC
BUS 1 PHASE SHIFTER: SEE ATA 34)
STBY PWR R328
RELAY R37 STANDBY
AUTO IN SENSE STANDBY R389 INVERTER
CONTROL POWER AUTO POWER
VOLTAGE CONTROL RELAY
MANUAL
SENSOR Q1
28V DC
HOT BAT VOLTAGE SENSOR
BUS
BAT BUS ELECTRICAL SHELF
CONTROL
MANUAL
28V DC
BAT BUS AUTO BAT
INVERTER OUT (115 VAC)
CONTROL
28V DC S4 STANDBY POWER SWITCH
BAT BUS IN (28 VDC)
INVERTER MASTER DIM
POWER STATIC INVERTER AND TEST
E3−1 ELECTRICAL SHELF
OFF
R3 (NORMAL)
R356 TRANSFER 1 A
STANDBY 2 ON STANDBY POWER OFF
POWER OFF LIGHT
BATTERY SWITCH
28V DC P5 PANEL
HOT BAT
BUS STANDBY
POWER
IND LIGHT R330 STANDBY AC STANDBY
POWER IND LIGHT BUS INDICATION
P6 LOAD CONTROL CENTER RIGHT
R3: TRANSFER REL R1: ENERGIZED IF NORMAL TRASFER BUS SUPPLY,
NORMAL OPERATION DC BUS 1 / TRANSFER BUS 1 FAILED 2 DE-ENERGIZED IF OFF OR BUS-TRASFER.
Figure 59 STBY PWR - CONTROL (VERSION 2)

GALLEY POWER
24−30
25−30 GALLEYS
24−30 ELECTRICAL LOAD DISTRIBUTION
GALLEY POWER CONTROL
General
Galleys are located and given number references per Fig. 1.
The forward galley (1) and the aft galley (3) are supplied from the
GEN BUS No.1 with 115/200 Volt AC.
The forward galley (2) and the aft galley (6) are supplied from the
GEN BUS No.2 with 115/200 Volt AC.
The Galley Switch on the overhead panel P5 provides power to energize the
galley power relays to supply power to all galleys.
Normal Operation
The galleys are supplied with Power if :
APU GEN Breakers (1 and 2) or
EXT Power Contactors (1 and 2) or
GEN Breakers (1 and 2) are closed and
− Galley Power Switch is in positon ON.
Abnormal Operation
The loss of either generator bus causes a loss of power to all galleys.
FRA US/T NM Aug. 2005 22/Galley Pwr./L2 Page 114

GALLEY POWER
24−30
GALLEY 1
−0+
400
DC CPS
−50 +50 GALLEY 5
FREQ 420 GALLEY 2
(OPTIONAL)
110 120
20 AC
DC VOLTS 40 VOLTS 30
FWD
TR 1 APU GEN
BAT GEN 1
TR 2 GEN 2
BAT TR 3 GRD
INV
BUS PWR
STBY TEST
STBY TEST PWR
PWR
GALLEY RESID
OFF VOLTS GALLEY 6 GALLEY 3
OFF
BAT
ON GALLEY 4
ON GALLEY 4B
AC (OPTIONAL)
(OPTIONAL)
ELECTRICAL METERS, BATTERY, AND
GALLEY POWER MODULE (P5)
Fig. 1: Galley Locations (Example)

Figure 60 GALLEY LOAD SHED - INTRODUCTION
GALLEY POWER
24−30
GALLEYS - DESCRIPTION AND OPERATION

Electrical Service Normal Operation
Electrical power (115/200 volts ac) is supplied to galleys No. 1 and 4 in some The galleys are supplied with Power, when the :
airplanes, or galleys No. 1, 3, and 6 through connectors in the overhead area of APU GEN Breakers (1 and 2) or
each galley.
EXT Power Contactors (1 and 2) or
Power application is normally controlled by the GALLEY switch on the pilots’
GEN Breakers (1 and 2) are closed and
forward overhead panel.
− Galley Power Switch is in positon ON.
The Galley Switch on the overhead panel P5 provides power to energize the
galley power relays. Abnormal Operation
It provides electrical grounds for relays R61, R119 and R62, R381. The loss of either generator bus causes a loss of power to all galleys.
The galley relays will be energized if the appropriate engine generator breaker, For example:
APU generator breaker, or external power contactor is closed.
If the number 1 generator fails, the Generator Breaker 1 opens, Gen Bus 1 is
When R61, R119 and R62, R381 are energized, the galleys are connected to deenergized and power is not longer available on the galleys No.1 and No.3.
the repective generator busses.
At the same time XFR CONT RLY 2 (R349) will open.
Galley power may be automatically interrupted by protective circuits in the
The galley relay R62 is de-energized and power is removed from the aft galley
electrical power supply system (Ref Chapter 24, load-shed).
No.6.
Galley power circuit wiring is protected by circuit breakers on panel P6.
TO R62 24−24−11 28VDC

28V DC AND
(SEE NEXT PAGE)
G3 GEN CONT UNIT 1 C889 APU GEN R381
BKR N0. 1 R349 XFR
CONT RLY 1
C891 EXT PWR TO R 3 TRANSFER-BUS TRANSFER
CONTACTOR NO. 1 XFR FLY 1
WILL CAUSE ALL GALLEY
POWER TO SHUT OFF (LOAD
C801 GEN SHED)

BKR N0. 1
TO R61 24−24−11 28VDC

28V DC AND (SEE NEXT PAGE)
R119
G4 GEN CONT UNIT 2 C890 APU GEN
BKR N0. 2 R350 XFR
CONT RLY 2
C892 EXT PWR TO R4
CONTACTOR NO. 2 XFR FLY 2
C802 GEN BKR N0. 2 GALLEY LOAD SHED: INITIATED BY TRANSFER-BUS TRANSFER

GALLEY POWER
24−30
OFF
115V AC
POWER
115V AC 50
GEN BUS 2 C918 (A5)
R62 GALLEY GROUND
GALLEY RELAY 4 (P6)
ON
NO.6 GALLEY 6
OFF
115V AC
POWER
115V AC 50
GEN BUS 2 C912 (C8)
R381 GALLEY GROUND
GALLEY NO. 2 RELAY (J4) APU
ON
P6−12 GENERATOR 2 AND OVERLOAD
EXTERNAL POWER GALLEY 2
(ANY LH ALTERNATE
24−24−11
BREAKER
28V DC GALLEY
CLOSED) NORMAL POWER ON
R349 TRANSFER P5−13 ELECTRICAL METERS BATTERY
CONT RELAY 1 (P6) K1 GALLEY CONTROL RELAY
AND GALLEY POWER MODULE (P5)
OFF
115V AC
115V AC POWER
35
GEN BUS 1
C914 (C8) R61 GALLEY GROUND
GALLEY NO. 1 ON RELAY 1 (P6)
GALLEY 1
GEN BUS 1 OFF

115V AC 115V AC
POWER
35
C917 (A5) GROUND
GALLEY NO. 3 R119 GALLEY
ON RELAY 3 (P6)
ALTERNATE (ANY RH
24−24−11
P6−11 GENERATOR 1 POWER
28V DC
BREAKER GALLEY 3
NORMAL CLOSED)
R350 TRANSFER CONT RELAY 2 (P6)
Figure 61 GALLEY LOAD SHED - BUS XFR.
GALLEY POWER
24−30
APU-initiated Galley Load Shed (NOT ON ALL AIRPLANES)
If the APU is running and the APU Generator is connected to the Gen Busses
all galleys can be powered, when the Galley Switch on the overhead panel P5
has been switched on.
The Galley Load Shed Sensor Module senses the phase current in the APU
generator feeder lines.
If the current in any phase exceeds 162 amps, current through the galley
switch solenoid on in the P5 panel will exceeds 0.8 amps and the Galley Switch
will be turned to OFF position automatically.
NOTE: The galley control relay K1 needs only 15volts to energize. If the
apu-current exceeds the threshold, the K1 will deenergize and
the galley switch will revert to the position OFF.

GALLEY POWER
24−30
GALLEY
28V DC 24−35−11 RELAY
3 M238 ”;NO. 2”; GALLEYS OFF
BUS 2 CONTROL
INDICATION GALLEY IF GROUND:
LIGHT GALLEY 25−31−11
BUS NO. 2 / GALLEY ON
PWR CONT (C5) SWITCH
OFF REVERTS TO
P6−5 DC POWER & INDICATION 25−31−11
POS. OFF
CIRCUIT BREAKER PANEL GALLEY
RELAY
OFF CONTROL
GALLEYS ON
24−33−11 ON K1 GALLEY
DC METERS CONTROL RELAY
24−28−21 S4 GALLEY
SWITCH
APU GENERATOR
AMMETER PHASE P5−13ELECTRICAL METERS, BATTERY AND GALLEY POWER MODULE
SELECTION
M400 POWER SYSTEM

TEST MODULE (P6)
POWER
SIGNAL SUPPLY
CONDITIONING +
15V−
24−21−31 49−52−11
A 8
9 THRESHOLD DETECTOR:
CT
ANY APU-GENERATOR
B PHASE CURRENT
APU GENERATOR CT EXCEEDS 162 AMPS.
METERING
C
CT
T9 BOOST & M278 MISC SWITCHING
METERING CURRENT MODULE (E3−2)
TRANSFORMER (LOWER
41 CEILING) M1438 GALLEY LOAD SHED SENSOR MODULE (P6)
Figure 62 GALLEY LOAD SHED - APU OVERLOAD
AC GENERATION
24-20
AC GENERATOR - VSCF
General
The VSCF (Variable Speed Constant Frequency) changes mechanical energy
from a variable speed shaft on the accessory gearbox to constant frequency
electrical power.
The VSCF is on the left side of the engine at the 8 o’clock position.
A quick attach−detach (QAD) adapter kit holds the VSCF to the front of the
accessory gearbox.
The VSCF is interchangeable with the constant speed drive and generator
assembly.
The VSCF weighs approximately 140 pounds (63.5 kg).
A Built In Test (BIT) feature is included in the VSCF unit.
Fault data are displayed by two red LED’s located adjacent to a test
toggle-switch or two test push-buttons.
The VSCF is interchangeable with the constant speed drive and generator
assembly.
FRA US/T NM July, 2005 01/VSCF GEN/L2 Page 120

AC GENERATION
24-20
CURRENT
TRANSFORMER
LEADS
POWER AND BIT
EXCITATION NEUTRAL SWITCH
LEADS TERMINALS
MAIN
CONNECTOR BIT
CASE BUTTONS
BIT
LIGHTS PRESSURE−FILL
VALVE
BIT
LIGHTS
INPUT
SHAFT
LOCK−
VSCF GENERATOR/CONVERTER
WIRE
OVERFILL
DRAIN
COOLING FITTING
AIR SIGHT
INLET GLASS
CASE BIT SPLINE CAVITY

COOLING DRAIN INSTRUCTION PRESSURE−FILL VALVE
AIR PLUG PLATE
EXHAUST OIL OUT
PORT IDENTIFICATION
PLATE
VSCF −14 VSCF -15 TO -26
Figure 63 VSCF - GENERAL

AC GENERATION
24-20


AC GENERATION
24-20
MAIN
CONNECTOR
GCCU
CT/EMI FILTER
AC FILTER
DC FILTER
AIR
OUTLET
DUCT BIT
SWITCH
OIL PUMP
GENERATOR
HEAT
EXCHANGER
GEARBOX
INVERTER
Figure 64 VSCF - COMPONENTS

AC GENERATION
24-20
AC GENERATOR / VSCF
General Generator Converter Control Unit (GCCU)
The variable speed constant frequency generator/converter (VSCF) is The generator converter control unit (GCCU) uses a microprocessor to
interchangeable with the CSD and generator assembly. operate.
The VSCF gets power from a variable speed shaft on the accessory gearbox It gets power from the permanent magnet generator (PMG) in the generator
on the engine. housing.
It converts this to three phase electrical power at 115 volts and a constant The GCCU has two important functions:
frequency of 400 Hz. (a) The GCCU controls the generator and the inverter.
Components The voltage regulator in the GCCU sends a signal to the field of the
generator to control the generator output voltage.
These are the components of the VSCF:
The GCCU also controls the output transistors in the inverter.
The generator converts shaft energy at variable speeds to three phase
electrical power at 115 volts. It makes them come on and go off at the correct times to make the output
voltage waveform.
The output frequency of the generator depends on the engine speed; it varies
from 1370 to 2545 Hz. (b) The GCCU also monitors the operation of the VSCF.
The dc filter rectifies the generator output to 270 volts dc. The GCCU monitors the dc link voltage from the dc filter.
The dc filter also uses large capacitors to remove the ripple from the dc link It uses this signal to control the generator output voltage.
voltage. The GCCU monitors the generator output voltage.
The inverter uses transistors to convert the dc link voltage to a three phase, It uses this signal as feedback for the voltage regulator.
pulse−width modulated (PWM) waveform. The GCCU monitors the operation of the internal circuitry of the VSCF.
Inside the inverter is the neutral forming transformer. The GCCU looks for failures and stores failure data for use
This adds a neutral lead to the three−wire output of the transistors. during BITE testing.
The neutral forming transformer permits the transistors to equally share a load The GCCU monitors the output of the VSCF through the CT/EMI filter.
that is not balanced.
This information helps the GCCU find failures that are external to the VSCF.
The ac filter uses capacitors to change the PWM waveform from the inverter to
a three phase sinusoid at 115 volts and 400 Hz.
The current transformer/electromagnetic interference (CT/EMI) filter monitors

the output current of the VSCF.
It also removes unwanted signals from the VSCF output.

AC GENERATION
24-20
INPUT: OUTPUT:
VARIABLE SPEED 3−PHASE, 4−WIRE,
SHAFT POWER 115 VOLT, 400 HZ
FROM THE 60 KVA ELECTRICAL
ACCESSORY POWER
GEARBOX ON 3−PHASE
THE ENGINE 3−WIRE
115V AC 270V DC 3−PHASE 3−PHASE
1370 TO (DC LINK PWM 4−WIRE
2545 HZ VOLTAGE) WAVEFORM 115V AC
400 HZ
A
DC FILTER INVERTER CT/EMI B
GENERATOR AC FILTER
(RECTIFIER) FILTER C
N
POWER GENERATOR
SUPPLY OUTPUT
SIGNAL DC LINK
FROM VSCF
VOLTAGE
PMG OUTPUT
SIGNAL
FIELD AND SIGNAL
EXCITATION INVERTER
FROM THE STATUS
VOLTAGE
REGULATOR
OUTPUT
TRANSISTOR
CONTROL
GCCU
CONTROLS,
MONITORS, BIT
VSCF
Figure 65 VSCF - BLOCK DIAGRAM

AC GENERATION
24-20
VSCF - DESCRIPTION AND OPERATION

General Variable Speed Constant Frequency Generator/Converter
The ac generator drive system changes shaft energy from the engine to The VSCF changes mechanical energy from a variable speed shaft on the
electrical power for the airplane. accessory gearbox to constant frequency electrical power.
These are the components of the ac generator drive system: The VSCF is on the left side of the engine at the 8 o’clock position.
The variable speed constant frequency (VSCF) generator/converter A quick attach−detatch (QAD) adapter kit holds the VSCF to the front of the
The oil cooler accessory gearbox.
The line oil filter The VSCF is interchangeable with the constant speed drive and generator
assembly.
The quick attach−detach (QAD) ring
The VSCF weighs approximately 140 pounds (63.5 kg).
The oil overheat switch
The related tubes and fittings
The VSCF contains these components

The gearbox is between the accessory gearbox and the generator.
It increases the speed of rotation of the generator with a ratio of 2.96 to 1.
There is a sight glass on the gearbox.
The sight glass lets you see the oil level in the VSCF.
The generator changes mechanical energy from a variable speed shaft to
variable frequency electrical power.
There is an oil pump on the generator case. The oil pump makes oil flow to
lubricate the VSCF and keep it cool.
The generator/converter control unit (GCCU) controls the operation of the
generator and the inverter. It also monitors the operation of the most important
parts of the VSCF.
The heat exchanger lets cool air from the engine fan remove the heat from the
oil in the VSCF.
FRA US/T NM July, 2005 02/VSCF−COMPON/L2 Page 126

AC GENERATION
24-20
CT/EMI
GCCU DC FILTER AC FILTER
CASE
PRESSURE−
TO GEN AIR/OIL HEAT FILL
DRIVE EXCHANGER VALVE
OIL
TEMP T AIR
METERS LOW OIL EXHAUST
ON PRESSURE
P5−5 OIL−OUT SWITCH
GENERATOR
TEMPERATURE
SENSOR STATOR TO LOW OIL
ENGINE− PRESSURE
ACCESSORY OR DRIVE
SPEED GENERATOR OIL
GEAR−BOX INCREASER BYPASS LIGHT ON
ROTOR PUMP VALVE P5−5
250 PSI SIGHT
GLASS
TO
GEN INVERTER HOUSING
DRIVE
OIL AND OIL RESERVOIR
T
TEMP
OVERFILL
METERS DRAIN FITTING
ON
P5−5 OIL−IN CASE
TEMPERATURE DRAIN PLUG
SENSOR
COOL AIR TO HIGH OIL LINE
FROM THE POP−OUT
TEMP LIGHT OIL FILTER OIL
FAN DUCT BUTTON
ON P5−5 OIL COOLER
AIR
315 F OIL OVERHEAT
(157 C) SWITCH
Figure 66 VSCF - SCHEMATIC
AC GENERATION
24-20
VSCF COOLING AND LUBRICATION

General
The VSCF−Components are air or oil cooled.
Air cooled components are:
CT/EMI Filter Module
DC−Filter
AC−Filter
GCCU
Cooling air is taken from the engine fan duct and routed directly to the VSCF
package through an air inlet duct mounted on the back side of the GCCU.
The cool air also remove heat from the oil through the internal heat exchanger
and the external oil cooler.
Oil cooled components are:
Generator
Inverter
Operation
The VSCF uses MIL−L−7808 or MIL−L−23699 oil for cooling and lubrication.
The oil also gives viscous damping for the generator bearings to reduce
vibration.
The oil pump is inside the generator case.
The generator shaft turns the oil pump through a set of gears.
This keeps the speed of the oil pump below 12,000 rpm.
The oil pump keeps approximately 30 psig (207 kPa) of pressure in the oil
system.
If the oil system becomes blocked, the bypass valve opens at approximately
250 psig (1,724 kPa).
This prevents damage to the oil pump.

AC GENERATION
24-20
CT/EMI
GCCU DC FILTER AC FILTER
CASE
PRESSURE−
TO GEN AIR/OIL HEAT FILL
DRIVE EXCHANGER VALVE
OIL
TEMP T AIR
METERS LOW OIL EXHAUST
ON PRESSURE
P5−5 OIL−OUT SWITCH
GENERATOR
TEMPERATURE
SENSOR STATOR TO LOW OIL
ENGINE− PRESSURE
ACCESSORY OR DRIVE
SPEED GENERATOR OIL
GEAR−BOX INCREASER BYPASS LIGHT ON
ROTOR PUMP VALVE P5−5
250 PSI SIGHT
GLASS
TO
GEN INVERTER HOUSING
DRIVE
OIL AND OIL RESERVOIR
T
TEMP
OVERFILL
METERS DRAIN FITTING
ON
P5−5 OIL−IN CASE
TEMPERATURE DRAIN PLUG
SENSOR
COOL AIR TO HIGH OIL LINE
FROM THE POP−OUT
TEMP LIGHT OIL FILTER OIL
FAN DUCT BUTTON
ON P5−5 OIL COOLER
AIR
315 F OIL OVERHEAT
(157 C) SWITCH
Figure 67 VSCF - COOLING AND LUBRICATION
AC GENERATION
24-20
VSCF SERVICING
General NOTE: Leakage of the seal in the VSCF will let oil flow from the VSCF to
A sight glass on the VSCF shows the oil level in the VSCF oil system. the spline cavity.
A standpipe on the accessory gearbox on each engine shows the oil level in The input shaft seal can be defective if these two indications occur after you fill
the spline cavity. the VSCF with oil:
The oil quantity of the VSCF is 6 pints. The oil level in the VSCF decreases.
The oil quantity of the external system is 2.75 pints. The oil level in the spline cavity increases.
The total oil quantity for the VSCF oil system is 8,75 pints for each engine.
VSCF Oil Level Check VSCF Oil Fill Procedure

The VSCF sight glass has different ranges for the oil level on the left and right Make sure that you have the correct oil for the VSCF.
engines. This is because the left and right engines are at different angles. Remove the cap from the case pressure−fill valve.
After engine shutdown allow 15 minutes to elapse before checking VSCF oil ON VSCFs WITH OVERFILL DRAIN FITTINGS, remove the overfill drain
level. fitting if you did not do this before.
Release the pressure from the VSCF by the Vaccum Break Valve Connect the coupling to the case pressure−fill valve.
(if installed). Set the pressure from the service cart to 5−40 psig.
ON VSCFs WITH OVERFILL DRAIN FITTINGS, remove the overfill drain
CAUTION: DO NOT PUT TOO MUCH OIL INTO THE GENERATOR
fitting.
DRIVE.
NOTE: If you do not release the air pressure, the sight glass can show an TOO MUCH OIL WILL CAUSE THE GENERATOR DRIVE TO
incorrect oil level. BECOME TOO HOT AND CAUSE DAMAGE TO THE
WARNING: REMOVE THE OVERFILL DRAIN FITTING SLOWLY. HOT GAS GENERATOR DRIVE.
OR OIL CAN COME OUT WHEN THE ENGINE IS HOT. HOT Fill the VSCF until the oil level increases to the middle of the NORMAL
GAS OR OIL CAN BURN YOU. range on the sight glass. If you replaced the VSCF, motor the engine
(without fuel) for 1 minute.
CAUTION: DO NOT REMOVE THE VACUUM BREAK VALVE FROM THE
VSCF. IF YOU REMOVE THE VACUUM BREAK VALVE, YOU Permit five minutes for the oil level to become stable.
CAN DAMAGE THE VSCF. Look at the oil level in the sight glass on the VSCF.
Look at the oil level in the sight glass on the VSCF. − If the oil level is below the bottom of the applicable range, add oil to the
− If the oil level is above the top of the applicable range, do one of these VSCF.
steps − If the oil level is above the top of the applicable range, drain some of the
If it is a warm VSCF unit, do not drain oil from the VSCF. oil from the VSCF.
If the VSCF unit has not been operated within a six hour period Remove the coupling from the case pressure-fill valve and install the cap.
before the oil level check, drain some of the oil from the VSCF. Install the overfill drain fitting, if applicable.
VSCF.
FRA US/T NM Aug. 2005 03/VSCF Servic.−15,16/L2 Page 130

AC GENERATION
24-20
CASE
PRESSURE−FILL
VALVE
OIL LEVEL
RANGE
(RIGHT ENGINE)
LOCKWIRE 2 FULL
CASE
RIGHT
PRESSURE−FILL
ADD
VALVE
OVERFILL
DRAIN
FITTING FULL
OIL LEVEL
RANGE
(LEFT ENGINE) LEFT
A ADD
SIGHT
GLASS
SEE 1
SIGHT GLASS
1 SOME VSCFs HAVE VACUUM BREAK VALVES
A
INSTEAD OF OVERFILL DRAIN FITTINGS
2 NOT USED WITH VACUUM
BREAK VALVES
Figure 68 VSCF - VSCF OIL SERVICING

AC GENERATION
24-20
VSCF WET PAD CAVITY

General
Between the VSCF and the Engine Accessory Gearbox is the Wet Pad Cavity
located.
It contains oil to lubricate the VSCF Input Spline.
The Wet Spline Pressure Fill Port is on the VSCF.
A standpipe attached to the Engine Accessory Gearbox limits the oil level in
the Wet Pad Cavity during servicing.
The oil quantity of the spline cavity is 2.75 pints.
Wet Pad Cavity Servicing

Step 1
− Check oil level in the wet pad cavity by removing overflow drain cap on
engine gearbox and allow oil to flow from standpipe indicator inside the
cavity.
When oil stops flowing spline cavity is filled to proper level. If excessive
oil flows, check VSCF seals for oil leaking into the wet spline cavity.
Step 2
− To bring oil to overflow level, pump oil from service cart through spline
cavity fill check valve on VSCF until it begins to flow from the standpipe.
Step 3
− Allow exess oil to flow from standpipe, then replace overflow drain cap
on engine gear case.

AC GENERATION
24-20
VSCF
SPLINE CAVITY
OIL LEVEL
VENT
SPLINE CAVITY WHEN FILLED
PRESSURE−FILL
VALVE
VSCF ACCESSORY
STANDPIPE ACCESSORY
GEAR BOX GEARBOX
SPLINE CAVITY
DRAIN FITTING
AND CAP SPLINE CAVITY
DRAIN FITTING
CAP
SPLINE CAVITY
DRAIN FITTING
ENGINE
(LEFT SIDE)
Figure 69 VSCF - WET PAD CAV. OIL SERVICING
AC GENERATION
24-20
DIFFERENCES CSD - GEN TO VSCF

General
Because of the interchangeability of VSCF and CSD/Generator, there are
some requirements:
Operating and indicating must be identical for both systems in the cockpit.
If a VSCF is installed, the GCU is still in use and controls the respective
Generator Control Relay (GCR) and the Generator Breaker (GB).
Voltage Regulation CSD - GEN

If a CSD/Generator is installed, the Generator delivers Residual Volts
(appr. 18 V) when the GCR is open and the Engine is running.
With engine running and GCR closed, the excitation of the generator is
provided by the voltage regulator in the GCU.
Voltage Regulation VSCF
If a VSCF is installed, the VR signal of the GCU is not primary used for
generator-excitation.
The internal Generator Converter Control Unit (GCCU) regulates the exciting
voltage.
The VR signal from the GCU is used as bias regulating (compensation for
voltage-drop because of the resistance of the generator feeder lines).
The GCCU also needs the VR signal from the GCU to know about the status of
the GCR (open/close) in order to deliver the output voltage 115 Volt.
(If the VSCF receives no excitation voltage from the GCU and there is no
current flow in the generator feeder lines, it assumes that the generator breaker
is open).
Protection Circuits
− The Protection Circuits in the GCCU provide additional protection.
− In case of failure, the response-time of the GCCU is faster than the one
of the GCU: Except the Differential Protection Circuit.
− In case of Differential Protection, the GCCU delivers a signal to the GCU
in order to trip the GCR and GB.
FRA US/F do 07.01.98 04/Diff. CSD/VSCF/L2 Page 134

AC GENERATION
24-20
CSD/GEN VSCF
APU
EP
Figure 70 DIFFERENCES - CSD-GEN T

O VSCF
FRA US/F do 07.01.98 04/Diff. CSD/VSCF/L2 Page 135
AC GENERATION
24-20
VSCF - CONTROL
General GCR Close Sensing
The VSCF must provide the same output voltage as the conventional When the excitation pulses delivered by the voltage regulator, are received in
CSD/Generator combination. the VSCF, the VSCF supposes a closed GCR.
The output voltage is controlled by the GCCU. Loss of pulses indicate an open GCR.
The rated value is produced by the generator field switch (GFS) in the GCCU
GB Close Sensing
and compared with the effective value at the current transformer.
Current flow via the current transformer is recognized as closed GB (except in
If the GFS is open the VSCF output is zero volts.
case of differential fault).
The GFS opens at:
Generatorspeed < 50% N2 (via speed switch US1) Voltage Regulation (VSCF)
VSCF internal protection or start−up fail The internal VSCF voltage regulator controls an constant output voltage of 115
volt at the current transformer (VSCF−POR).
Disconnect
The aircraft GCU−VR is using the System−POR near to the GB to compensate
In closed position four different output values can be controlled:
loss of voltage on the feeder line.
120 volts:
Dependent of the pulse wide of the VR the VSCF calculates a correction
Voltage Regulator fault in the GCU (GCR open and GB close ) (BIAS) for its internal voltage control.
115 volts: From this 115 volt results at the System−POR.
The system operates normal and the GCR is closed.
Voltage Regulator (VSCF) Fail
18 volts:
If the A/F input at the VSCF senses no pulses from the GCU−VR, an open
The system operates normal, but GCR and GB are open.
GCR is supposed.
The voltage simulates the residual voltage level.
An open GCR will trip the GB.
8 volts:
When the system was in normal operating mode (115 volt output) until this time
Indicates an internal fault without opening the GFS (Internal fault). and a current is still collected by the aircraft system (GB closed) the VSCF will
The voltage simulates a faulty residual voltage signal. suppose a fault like a defective, shorted or missing VR−signal (VR−Fail).
The frequency is influenced by a second speed switch. This speed switch In this condition, the VSCF continues to control 115 volts and changes the bias
controls the output frequency to 400 Hz normal value at generator speed > signal to its maximum value.
55% N2 (US 2). The output voltage will increase to 120 volts at normal load.
If the generatorspeed drops below 55 % N2 the output frequency will be When due to a power transfer the GB automatically opens (no manual trip),
changed to 360 Hz. both conditions come true:
This frequency is always used during engine shut down to switch off the GB open
generator system automatically.
GCR open (due to the missing excitation current)
The GFS will change to 18 volt control (residual voltage level). Seven seconds
later, the under-voltage protection circuit will illuminate the LV light at the M
238 panel.
FRA US/T NM Aug. 2005 05/VSCF CONTR−MON/L2 Page 136

AC GENERATION
24-20
GCU - POINT OF
1 VSC - POINT OF REGULATION
US 1 = < 50% N2 REGULATION (POR) (POR)
US 2 = < 55% N2
CONV /
G FREQ
CONTR
2
CURRENT FLOW =
GB IS CLOSED GENERATOR
BREAKER
SPEED 2
SWITCH CURRENT VSCF OUTPUT-VOLTAGE:
1+2 SENSE 0V: GFS OPEN
1 VOLTAGE 8V: GFS CLOSE AND INTERNAL FAIL
VSCF
CONTROL
ENABLE
18V: GFS CLOSE AND INTERNAL FAIL
AND GCR/GB OPEN
8V 115V: GFS CLOSE AND INTERNAL FAIL

18 V AND (GCR CLOSE OR VR FAIL)
REF
115 V
GFS
GCR VR
BIAS GCR OPEN/CLOSE
A
FILTER F
VSCF
GCU
Figure 71 VSCF - CONTROL

AC GENERATION
24-20
VSCF - OPERATION
Operation During Engine Start
1. At 20 to 30% N2, there is enough voltage from the PMG to operate the ENGINE
GCCU. SHUT DOWN
At 45 to 50% N2, the GCCU commands the inverter to create 15 to 20 volts
(phase to neutral) at 360 Hz.
< 55% N2
This simulates the residual voltage from the CSD/generator operation.
( US 2 )
2. The GCCU now looks at the input from the voltage regulator in the
GCU.
− If there is less than 5 volts dc, the GCCU knows that the GCR in the
GCU is open.
OUTPUT VOLTAGE
The voltage stays at 15−20 V and 360 Hz until the GCR closes. 115VAC, 360 HZ
− If there is more than 5 volts dc, the GCCU knows that the GCR in the GCCU:
GCU is closed. UF LOCKOUT
Then, at approximately 50% N2, the GCCU controls the voltage to
115 V and 400 Hz.
GCU GEN SWITCH
Now, you can push the GEN switch to connect the VSCF to the ac
UF SENSED OFF
buses.
(360HZ)
Operation During Engine Shutdown
1. When the engine speed decreases to about 50% N2, the GCCU controls
the frequency back to 360 Hz. GCU
GB OPENS GB OPENS
The voltage stays at 115 volts. Then, the GCU will see an underfrequency GCR MANUAL TRIP
condition and opens the generator breaker.
2. At 45 to 50% N2, the GCCU sees a generator underspeed condition.
Then, it disconnects the generator field and stops the inverter. < 50% N2 GB
3. At 20 to 30% N2, the PMG voltage is too low to operate the GCCU and the < 50%
TRIPN2
(( US
US11 )) ( US 1 )
GCCU stops.
VSCF OFF OUTPUT VOLTAGE

(GFS OFF) 18VAC
400HZ
VSCF - SYSTEM SHUT DOWN

AC GENERATION
24-20
ENGINE
START
20−30% N2:
PMG-POWER
AVAIL.
> 50% N2 NOTE: ( US 1 ) = more than 50% N2
( US 1 ) ( US 2 ) = more than 55% N2
GCR YES
CLOSED
NO
OUTPUT VOLTAGE OUTPUT VOLTAGE

18VAC, 360 HZ 115VAC, 400 HZ
> 55% N2 > 55% N2

( US 2 ) ( US 2 )
NO
OUTPUT VOLTAGE YES OUTPUT VOLTAGE

18VAC, 400 HZ GEN SW: ON GCR CLOSES 115VAC, 400 HZ GEN SW: ON POWER READY:
GB CLOSES
Figure 72 VSCF - START SEQUENCE

AC GENERATION
24-20
VSCF - PROTECTION
Operation During a Failure Condition Fault Memory
The VSCF has built−in test (BIT) circuits. VSCF related faults are memorized in the non-volatile memory of the VSCF.
The microprocessor in the GCCU always monitors the operation of the VSCF. The fault memory sets a „start up disable (SUDIS)“ after a fault was detected
If a failure occurs in the VSCF, the GCCU stores data in the non−volatile and one restart (GEN-switch to the ON-position).
memory (NVM). It doesn‘t matter, wether the restart was successful or not!!
You can use this data in the shop to do trouble−shooting on the VSCF. The system only allows one restart after a fault.
The VSCF has a RS−232 serial port on the main connector. Even the restart was successful, a second restart (closing the generator
This permits you to use an ”IBM compatible PC” to get failure data from the breaker) is disabled because of the set „SUDIS“!!!
NVM in the GCCU. This could lead to the following situation:
The GCCU has protective functions which are also in the GCU. − The VSCF shut down in flight.
Thus, the GCU protective functions are back−ups for the GCCU protective − The pilot attempted one time a generator re-start, which was successful.
functions. − After landing, he forgot to report this.
These are the protective functions: − Now, after engine start with normal volt-frequency indication, he placed
Overvoltage (130 +/− 3 volts) the GEN-switch to the position ON: Nothing happened and the generator
Undervoltage (100 +/− 3 volts) voltage drooped to zero.
Overfrequency (430 +/− 5 Hz) Reason: This was a second restart of the VSCF after a fault-related
Underfrequency (365 +/− 5 Hz) shutdown, which sets the start-up disable SUDIS.
Overcurrent (180.5 +/− 13.5 Amps) Even if a restart after a fault-related VSCF shutdown was successful, the
maintenance has to carry out a VSCF-RESET procedure!
Differential Protection (25 +/− 5 Amps)
Reset procedure:
If a failure occurs in the VSCF, these things occur:
VSCF with 2−LEDs:
− A bad VSCF will put a signal into the differential protection circuits.
− Connect a test equipment to the VSCF and reset the SUDIS.
This will cause the GCU to energize the feeder fault (FF) light on the M238
annunciator panel. VSCF with 3−LEDs:
− Then, the GCU will open the GCR and the GB. − Do the BITE-test, using the test-pushbuttons on the VSCF
− This disconnects the VSCF from the ac buses.
− The GCCU disconnects the generator field.
− This will make the VSCF output voltage go to 0 volts.
− The GCCU sets a latch relay.
When you push the BIT switch to INDICATE, the latch relay will make the
VSCF FAULT DETECTED light come on.

AC GENERATION
24-20
OC FIRE HANDLE
OV
OP OF
UV UF
INT-
FAIL OC GB TRIP
DP
MT
AIRPLANES GENERATOR CONTROL UNIT (GCU)

DRIVE
DP DISCONNECT
OV SWITCH
UV BITE
OF VSCF OPEN
FAIL PHASE US 1 (<50% N1)
UF GFS TRIP
INT
PROTETECTION
SECOND
SET GFS CLOSE

RESTART
VSCF-RESET BY FAULT START-UP DISABLE
„VSCF-RESET BOX) (SUDIS)
RESET
VSCF-BITE RESET
(ONLY 3−LED VERSION) FAULT MEMORY
NOTE: (WHICH TYPE OF VSCF-RESET TO CARRY OUT
DEPENDS ON THE VSCF-VERSION INSTALLED)
VSCF
Figure 73 VSCF - PROTECTION

AC GENERATION
24-20
VSCF PROTECTION − After 2 to 3 seconds, the GCCU will try to set the VSCF voltage back to
15−20 volts again. NOTE: During the 2 to 3 seconds time, the VSCF
Operation During a Failure Condition voltage will be 5−10 volts.
1. The VSCF has built−in test (BIT) circuits. The microprocessor in the A. If the VSCF can operate, it will set the output voltage to 15−20 volts.
GCCU always monitors the operation of the VSCF. Then, the GCU will see a ”power ready” condition. Now, you can push
2. If a failure occurs in the VSCF, the GCCU stores data in the non−volatile the GEN switch to ON. The VSCF voltage will go to 115 volts and the
memory (NVM). You can use this data in the shop to do trouble−shooting GCR and the GB will close. Subsequently, after you manually
on the VSCF. disconnect the VSCF (push the GEN switch to OFF or do a transfer to a
different power source), the VSCF voltage will go to 8 volts and stay
− The VSCF has a RS−232 serial port on the main connector. This there.
permits you to use an ”IBM compatible PC” to get failure data from the
NVM in the GCCU. B. If the VSCF can not operate, the output voltage will go to 8 volts and
stay there. The GCU will not see a ”power ready” condition and you can
3. The GCCU has protective functions which are also in the GCU. Thus, the not manually connect the GB. When you push the GEN switch to ON,
GCU protective functions are back−ups for the GCCU protective functions. the GCR and the GB will not close.
These are the protective functions:
5. If the voltage regulator in the GCU has a failure, the VSCF will keep the
− Overvoltage (130 +/− 3 volts) output voltage between 120 and 125 volts. The VSCF will not disconnect in
− Undervoltage (100 +/− 3 volts) this case.
− Overfrequency (430 +/− 5 Hz) When you manually open the GB (or engine shut-down), the output voltage
− Underfrequency (365 +/− 5 Hz) will go to 15−20 volts (Usually, it would stay at 115 volts).
− Overcurrent (180.5 +/− 13.5 Amps) The GCU will see an undervoltage condition and energizes the ”LV” light.
− Differential Protection (25 +/− 5 Amps) 6. The GCCU also has open phase protection. The open phase protection
4. If a failure occurs in the VSCF, these things occur: operates when the low phase has less than 5 +/− 1 Amps and the next
lowest phase has more than 10 +/− 2 Amps.
− A bad VSCF will put a signal into the differential protection circuits. This
will cause the GCU to energize the feeder fault (FF) light on the M238 A. This function is not in the GCU. Only the GCCU has the open phase
annunciator panel. Then, the GCU will open the GCR and the GB. This protection.
disconnects the VSCF from the ac buses. B. If the GCCU finds an open phase, it sets a latch relay. When you push
− The GCCU disconnects the generator field. the BIT switch to INDICATE, the AIRCRAFT OPEN PHASE
DETECTED light will come on.

This will make the VSCF output voltage go to 0 volts. C. An open phase will cause the feeder fault (FF) light on the M238
− The GCCU sets a latch relay. When you push the BIT switch to annunciator panel to come on. The GB will also open and the VSCF
INDICATE, the latch relay will make the VSCF FAULT DETECTED light becomes disconnected from the ac buses.
come on. 7. The VSCF failure, differential protection, overvoltage, undervoltage,
− AIRPLANES WITH VSCF−19/−20 AND SUBSEQUENT VSCF DASH overfrequency, and underfrequency protective functions cause the GCCU
NUMBERS: If after 20 flight cycles, a fault does not reoccur, the VSCF to disconnect the generator field. The failure of the GCU voltage regulator,
FAULT indication light will not come on when the INDICATE button is overcurrent, and open phase protective functions will not cause the GCCU
pushed. This is a reset feature for erroneous VSCF FAULT detection. to disconnect the generator field.
Refer to Sunstrand CMM 24−20−98 for manual reset instructions of the
VSCF fault relay.
FRA US/T NM Aug. 2005 06/VSCF PROT/L3 Page 142

AC GENERATION
24-20
Protective Funktion Conditions for Failure VSCF opens GB and Generator Field VSCF BIT light on Indication from the
energizes ”FF” light ? opened? GCU
VSCF Failure Internal problem Yes Yes (1) ”VSCF FAULT None
DETECTED”
Failure of the voltage re- Incorrect or missing No (2) No None ”LV” light (5)
gulator in the GCU waveform at ”F” lead
Overvoltage 130 +/− 3 V Yes Yes (1) ”VSCF FAULT ”HV” light & GB open (3)
DETECTED”
Undervoltage 100 +/− 3 V Yes Yes (1) ”VSCF FAULT ”LV” light & GB open (3)
DETECTED”
Overfrequency 430 +/− 5 Hz Yes Yes (1) ”VSCF FAULT GB open (3)
DETECTED”
Underfrequency 365 +/− 5 Hz Yes Yes (1) ”VSCF FAULT GB open (3)
DETECTED”
Overcurrent (4) 180,5 +/− 13,5 A Yes No None ”FF” light & GB open (3)
Differential Protection 25 +/− 5 A Yes Yes (1) None ”FF” light & GB open
Open Phase <5 +/− 1 A on the Low− Yes No ”AIRCRAFT OPEN None
Phase PHASE DETECTED”
>10 +/− 2 A on the next
Phase
(1) = After 2 to 3 seconds, the generator field will connect again. If the VSCF
can operate, the voltage will go to 15 − 20 Volts; if the VSCF cannot
operate, the voltage will go to 5 − 10 Volts.

(2) = The GB stays closed; the voltage goes to 120 − 125 volts.
(3) = The GCU will only do this function if the VSCF does not
react first.
(4) = The GCU sets the overcurrent protection at 185 +/− 18 Amps
(5) = The GCU energizes The ”LV” light after you manually open the GB.

AC GENERATION
24-20
VSCF - DIFFERENTIAL PROTECTION, DIFFERENCES VSCF - DIFFERENTIAL PROTECTION

General General
In case of Differential Protection, a signal will be delivered from the VSCF to The Differential Protection Circuit trips the Generator in case of a sensed
the GCU to trip the GCR and GB. shorted or ground circuit between neutral feeder wires of the Generator and
The internal current transformer in the VSCF is used and the respective wires loading Differential Protection Current Transformers (DIFF CUR XFR).
are plugged onto the current transformer connection of T 1 on the Engine.
Operation
The Diff Cur Xfmr T 1 on the Engine is still present but not connected.
The VSCF differential protection has a higher threshold than the generator
If a VSCF should be installed instead of a GEN/CSD, the VSCF current control unit.
transformer plug has to be connected to the T 1 receptacle.
So, if a feeder line fault occurs, the generator control unit responses first and
If this wire routing should not be performed after VSCF installation, the opens the generator control relay GCR.
Differential Protection Circuit trips the GCR and GB if a load is applied to the Because of this, the generator breaker also opens.
VSCF-Generator.
The FF-light on the M238 illuminates.
The VSCF now „sees: no excitation voltage from the generator control unit and
no current flow on the feeder lines.
This means, from the point of view of the VSCF, it has to lower its output
voltage to residual voltage level, which is about 18VAC.
If the differential protection circuit in the generator control unit fails, the
differential current increases to the higher threshold of the VSCF differential
protection level.
The VSCF now lowers its output voltage to 18VAC.
If the malfunction persists, it also will open its generator field switch (GHIS) and
the VSCF output voltage drops to zero volts.
Anyway, the generator control unit will response because of differential
protection, or, with this function failed, because of low voltage, the GCR and
the GB opens.
Differential Protection with open GB:

With VSCF operating, but the respective generator breaker open, the Diff
current transformer of the VSCF are still connected to the Differential
Protection Circuit in the VSCF and the GCU’s.
This provides still protection of the the Generators and Feeder Wires up to the
Generator Breakers.

AC GENERATION
24-20
28V DC
NO. 1 GEN TRIP DP
SINGALS
CONT
CONTROL F
P6−4 CLOSE
POWER
CIRCUIT BRK PNL SUPPLY K603 GCR GCR
K901 BR A
CONTROL
VOLTAGE FIELD
NORM POWER EXCITER
REG XFMR
SUPPLY
GEN TEST
ON
OVER
OC CURRENT
DETECTOR
NC AC PWR TEST
S3 GEN 1 SW
P5−4 AC SYSTEM GEN OC
AND APU PANEL
OB
OA
T1
T7 CUR XFMR ASSY (LOWER 41 CEILING) DIFF
NOTE: DPR 1 / 2 (IN GCU 1) ARE 1 2 34 CUR
TRIP VSCF
ENERGIZED IF APR-GB1 or EPC XFMR
1 IS CLOSED. 115V AC GENERATOR/
GEN BUS 1 CONVERTER 1 1
DPR 3 / 4 (IN GCU 2) ARE
2 2
ENERGIZED IF APR-GB 2 CLOSE GEN 1
3 3
or EPC 2 IS CLOSED. LOAD CB
OAOBOC 4 4
GEN BKR 1
C801 GEN BKR 1
ENG 1
TRIP
APU DIFF PROT
GCR &
GB
DPR 2 T4 TO GEN 1 LOADS

DP DIFF CUR XFMR (P6)
CIRCUIT X
X
X
X: THIS WIRES ARE ONLY USED IF GCU IS USED FOR THE APU !
DPR 1 NOTE:
____ GENERATOR 1 SCHEMATIC SHOWN.
G3 GENERATOR 1 CONTROL UNIT 1 (P6) GENERATOR 2 SCHEMATIC SIMILAR.
Figure 74 VSCF - DIFFERENTIAL PROTECTION
AC GENERATION
24-20
VSCF - DETAILED SCHEMATIC
STUDENT NOTES
FRA US/T NM Aug. 2005 07/VSCF−DET−SCHEMATIC/L3 Page 146

AC GENERATION
24-20
VARIABLE−SPEED SHAFT POWER FROM THE
NORMAL 24−28−31 +DC

DC RECTIFIER
GENE AND
VOLTMETER RATOR DC FILTER NEUTRAL AC
FORMING FIL
FIRE öC öB öA TRANS− TER
FORMER
BASE
(S9) ENGINE 2 DRIVE
FIRE SWITCH F CONTROL
P8−1 ENGINE AND APU A (GCCU)
FIRE CONTROL MODULE −DC NEUTRAL DPCT
GEN OFF VSCF GENERATOR/CONVERTER 2(ENGINE 2 − LOWER LEFT SIDE)
BUS
OFF
ON 24−21−41
GEN 2 GENERATOR FIELD EXCITATION SIGNAL
EXCITE −
OFF NORMAL
OUTPUT
+
1C
NC POWER
24−11−21 LIMITING
VOLTAGE
NC ”DISCONNECT”
4C LOCK−OUT TRIP REGULATOR
SWITCH
(K602) GCR (K603)
NC LOCK−OUT GENERATOR BOOST
5C RELAY CONTROL RELAY NC
ON 24−27−21
”MT” RELAY 24−23−21
(S6) GEN 2 ”ON” COIL
SWITCH POINT−OF− OVERCURRENT
FOR OUTPUT SENSING OVER−
REGULATION
BELOW 65 VOLTS,
24−28−31 K901 FORCES THE FEEDBACK CURRENT
OFF DC VOLTMETER OVERCURRENT INPUT
DIFF. PROT. VR FULL ON.
NC OVERVOLTAGE 24−28−21
UNDERVOLTAGE LOW VOLTS GENERATOR 2
AMMETER
24−27−21 24−22−21
”MT” RELAY GB 2 TRIP METERING
ON ”OFF” COIL
T8 BOOST &
(K2) GEN 2 METERING
RELAY 24−22−21 NORMAL CURRENT
8 TRANSFORMER
POWER READY
RELAY (K901) (RIGHT SIDE−
P5−4 AC SYSTEM, GENERATOR 24−27−11 VOLTAGE 24−22−21
NOSE WHEEL TRIP
AND APU MODULE BUILD−UP WELL)
P5−4 LIGHTS RELAY 24−23−21
5 PROTECTION B1 A1 24−51−11
SENSING
28V DC 28V DC B2 A2 115V AC
SUPPLY GENERATOR
BATTERY BUS B3 A3
24−61−11 7.5 TRANSFORMER BUS 2
DC POWER RECTIFIER AC POWER CLOSE
C5 CONTROL
GENERATOR NO. 2 SUPPLY SUPPLY öB
(D11) 3 24−28−11 C802 GENERATOR
C16 AC METERS
P6−4 AIR CONDITIONING, AIRSTAIR BREAKER 2
G4 GENERATOR CONTROL UNIT 2 (P6)GENERATOR 2 CONTROL AC INDICATION
CONTROL AND AC POWER INDICATIONPANEL GENERATOR NO. 2 (P6−4, A11)
Figure 75 VSCF - DETAILED SCHEMATIC

FRA US/T NM Aug. 2005 07/VSCF−DET−SCHEMATIC/L3 Page 147
AC GENERATION
24-20
VSCF - BITE
General
Power for the VSCF-BITE is provided by the DRIVE LIGHT (low oil pressure
light) circuit of the VSCF.
With light test switch in position bright and both bulbs of the DRIV LIGHT (low
oil pressure light) on, power is provided to the VSCF bite module.
The VSCF bite lights (LEDs) VSCF-FAIL and OPEN-PHASE only illuminate if
the test switch is in position INDICATE or TEST.
Because of both bulbs of the DRIVE LIGHT (low oil pressure light) are ok,
enough current is available to illuminate both LEDs.
FRA US/T NM Aug. 2005 08/VSCF Test/L2 Page 148

AC GENERATION
24-20
ENGINE
OFF
PROVIDE
BIT-POWER - FF-LIGHT ON
- LV-LIGHT ON
LIGHT SW: IN - LV-LIGHT ON

POS BRT, BOTH
LOP-BULBS OK
- HV-LIGHT ON
LOW OIL NO
PRESS- CHECK BULBS /
LITE ON SWITCH / WIRINGS
YES
BITE-SW PERFORM
TO POS TEST BITE
NO LOW OIL NO OPEN

BOTH CHECK WIRINGS TROUBLESHOOT
PRESS- PHASE
LEDS ON FOR LOP-LIGHTS AIRCRAFT OPEN

LITE OFF LED ON
PHASE
YES YES REPLACE VSCF-BITE MODULE

OR REPLACE VSCF
BITE SW TO VSCF-FAIL DO A VSCF-RESET

POS INIDCATE LED ON OR REPLACE VSCF
Figure 76 VSCF BITE - FLOWCHART

AC GENERATION
24-20
VSCF BITE - TEST (2 LED VERSION)

General
This procedure uses the built−in test equipment (BITE) circuits in the Variable
Speed Constant Frequency Generator/Converter (VSCF).
Fault data are displayed via the GCCU by two red LED’s located adjacent to a
test toggle-switch or two test push-buttons.
A failure in the VSCF will make a FF indication show on the M238 annunciator
panel. If the FF indication shows, do this test before you do the
trouble−shooting for a Feeder Fault.
DC power for the BIT is through the ”Low Oil Pressure” light (P5) and
requires the Master Dim and Test Switch in the „BRT“ position (the
GCCU needs 28 VDC for the BIT function).
VSCF FAIL LED

One LED is labeled ” VSCF FAIL” and illuminates with the switch in the
”INDICATE” position if the BIT has detected a fault within the VSCF generator
(this information would have been stored by setting a latch relay).
The latch relay will keep a failure indication if a malfunction occurs in the VSCF
during operation. It can be reseted by an external reset box, which must be
connected on the VSCF electrical connector J6 (on engineering request only).
OPEN PHASE LED
The second LED is labeled ”OPEN PHASE” and illuminates also with the
switch in the ”INDICATE” position if an open phase fault was detected during
the previous flight cycle.
The Open Phase latch relay will be reseted automatically during next power up
cycle, when the open phase item has been repaired.
NOTE: The ”INDICATE” position is also used for an electrically reset of

the VSCF, if it has been disconnected by the CSD DISC switch
on P5.
Lamp Test
The opposite switch - or the other pushbutton - is labeled ”LAMP TEST”, and
when the switch is in this position (normally done at first), the both LED’s must
illuminate.

AC GENERATION
24-20
BAT BUS (DRIVE LIGHT)

1 LOW OIL
PRESS LIGHT
DC BUS 1
2
BAT BUS
„LIGHTS“ SWITCH ON PILOTs
DISC FORWARD PANEL MUST BE
IN „BRT“ POSITION FOR
DRIVE DISC SWITCH BIT/TEST OPERATION
MD&T
TO
GCCU
M238 VSCF SET RESET

DISCONNECT
RELAY
LOW OIL
PRESS SW
GCCU
VSCF OPEN BIT SWITCH ON -14 VSCF
FAIL PHASE
VSCF FAIL „LIGHTS“ SWITCH ON PILOTs

FORWARD PANEL MUST BE
SET IN „BRT“ POSITION FOR
BIT/TEST OPERATION
RESET
OPEN PHASE
SET
NOTE: TEST
INDICATE
OP = OPEN PHASE
RESET BITE-
MANUAL SWITCH
1 DC BUS 1, DC BUS 2
BIT SWITCH ON -15 / -16 VSCF
GEN 2 VSCF
2 DC BUS 1, DC BUS 2
Figure 77 VSCF - BITE (2 LED VERSION)
AC GENERATION
24-20
VSCF BITE - TEST (3 LED VERSION)

General
VSCF trips will make a FF indication show on the M238 annunciator panel.
If the FF indication shows, troubleshoot the AC Generation System (AMM
24−21−00/101).
A low power Fault History Display Module on the VSCF allows now display of
VSCF trip history and trip particulars without the need for ground support
equipment.
An Expanded Fault History Display Procedure on the Display Module may be
used to determine a more detailed description of faults internal and external to
the VSCF.
You use the Switch 1 (S1) on the display module for display of
DISPLAY MODULE SELF−TEST RESULTS
LAST VSCF FAULT
LAST SYSTEM FAULT SINCE RESET
EXPANDED MEMORY FAULT DISPLAY for Display Module Self Test
Results, Last VSCF Fault
You use the Switch 2 (S2) on the display module for display of
VSCF DISCONNECT RESET
FLIGHT FAULTS
SYSTEM FAULT RESET

AC GENERATION
24-20
CURRENT
POWER AND TRANSFORMER
LEADS
NEUTRAL
TERMINALS
MAIN SWITCHES
EXCITATION CONNECTOR CASE
LEADS PRESSURE−FILL
SEE A
VALVE
DISPLAY MODULE DISCONNECT RESET
SELF−TEST FLIGHT MESSAGES
LAST VSCF FAULT SYS FAULT RESET
LAST SYS FAULT
SINCE RESET
INPUT
SHAFT S1 S2
LIGHTS
A
VACUUM
BREAK
VALVE
COOLING
SIGHTGLASS
AIR
INLET CASE SPLINE CAVITY

COOLING DRAIN INSTRUCTION PRESSURE−FILL
AIR PLUG PLATE VALVE
VSCF
EXHAUST GENERATOR/ IDENTIFICATION
CONVERTER OIL OUT SEE B PLATE
PORT
VSCF Generator/Converter Display Module Indications
Figure 78 VSCF - DISPLAY MODULE

AC GENERATION
24-20
VSCF SELF TEST DISPLAY PROCEDURE (PUSH S1)

General FAULT condition for a message:
This procedure uses the NVM and 3−LED-display circuits in the Variable Speed If the first message (DISPLAY MODULE SELF−TEST RESULTS) is not a
Constant Frequency Generator/Convertor (VSCF). sequential flash of each light, do the following steps:
Replace the Display Module (AMM 24−11−71/401) unless subsequent
Procedure
troubleshooting indicates a need to replace the VSCF unit.
Supply electrical power to the airplane busses from External Power or the
Use VSCF NVM Interrogation procedure to troubleshoot cause of system trip
APU.
(AMM 24−21−00/101).
On the P1−1 or P2−2 instrument panel, push the LIGHTS switch to BRT.
NOTE: The VSCF can be used without an operable Display Module.
Open the CSD access door.
If the second message (LAST VSCF FAULT) is not a sequential flash of each
Push and release switch S2 to make sure the VSCF is connected.
light, do one of the following steps:
Ignore any light illumination. (S1 will not function if the VSCF is disconnected.)
a) Replace the VSCF unit if the indicated fault is VSCF FAULT −
Push and hold switch S1 on the VSCF to see three messages. PROTECTIVE TRIP (AMM 24−11−11/401).
All three messages will be displayed in less than 10 seconds if no fault. b) Replace the VSCF unit at the next scheduled AC Generation System Test
First Message: DISPLAY MODULE SELF−TEST RESULTS interval if the indicated fault is VSCF FAULT − PASSIVE (AMM 24−11−11/401).
Second Message: LAST VSCF FAULT If the third message (LAST SYSTEM FAULT SINCE RESET ) is not a
Third Message:LAST SYSTEM FAULT SINCE RESET sequential flash of each light:
If the third message (LAST SYSTEM FAULT SINCE RESET ) is a sequential Continue to hold S1.
flash of each light, This initiates the VSCF EXPANDED FAULT DISPLAY PROCEDURE.
Release switch S1.
The third message will be maintained for 20 seconds if abnormal.
Make sure each message is a sequential flash of each light (left, center, right).
This indicates a NO FAULT condition for each message.

AC GENERATION
24-20
SWITCHES
FAULT HISTORY MESAGES =LIGHT OFF =LIGHT ON

DISPLAY MODULE DISCONNECT RESET
SELF−TEST INDICATION CONDITION
FLIGHT MESSAGES
LAST VSCF FAULT S1 PUSHED−NO FAULT.
SYS FAULT RESET SEQUENCIAL FLASH OF
LAST SYS FAULT S2 PUSHED−END OF FLIGHT
ALL LIGHTS
CR 30 SEC SYS FAULT RESET
SINCE RESET
S1 S2 DC CONTENT TRIP
OPEN PHASE TRIP
OVERHEAT TRIP
OVER CURRENT TRIP
DP FAULT TRIP
VSCF FAULT−PASSIVE
VSCF FAULT−PROTECT TRIP
LIGHTS
DISPLAY MODULE OPERATION
1) PLACE ”LIGHTS” SWITCH ON PILOT’S FORWARD
PANEL TO THE ”BRIGHT” POSITION
2) PUSH S2 AND RELEASE IF VSCF IS DISCONNECTED.
(S1 IS DISABLED WHEN VSCF IS DISCONNECTED)
3) PUSH S1 AND HOLD TO SEE 3 MESSAGES−RELEASE.
1) DISPLAY MODULE SELF−TEST RESULTS.
CASE 2) LAST VSCF FAULT.
PRESSURE−FILL 3) LAST SYSTEM FAULT SINCE RESET.
4) A) PUSH S2 AND HOLD TO SEE LAST FLIGHT
VALVE MESSAGE−RELEASE. WAIT 1 SECOND OR MORE.
B) REPEAT STEP A) TO SEE FLIGHT MESSAGES IN
SEQUENCE−UP TO 40 MESSAGES SHOWN.
C) ONLY ONE MESSAGE SHOWN IF ALL S2 MESSAGE
INPUTSHAFT ARE NORMAL.
D) OPERATE S1 TO RETURN S2 TO LAST FLIGHT
MESSAGE.
VACUUM 5) TO RESET SYSTEM FAULT,

BREAK − PUSH S2 AND HOLD FOR 30 SECONDS TO SEE A
SEQUENTIAL FLASH OF LIGHTS−RELEASE.
VALVE − DO STEP 3) TO MAKE SURE LAST SYSTEM FAULT
INDICATION IS RESET.
SIGHT GLASS REFERENCE AMM 24−11−11/501
SPLINE CAVITYPRESSURE−FILLVALVE
INSTRUCTION
PLATE IDENTIFICATION
PLATE
VSCF Generator/Converter Display Module Indications VSCF Generator/Converter Display Module Indications
Figure 79 VSCF - DISPL. MODULE INDICATIONS
AC GENERATION
24-20
Expanded Fault History Display
This procedure may be used when performing the Fault History Display
Procedure (AMM 24−11−11/501) to determine a more detailed description of
faults internal and external to the VSCF.
The following functions are now available on the VSCF-BITE module:
DISPLAY MODULE SELF−TEST RESULTS
LAST VSCF FAULT
LAST SYSTEM FAULT SINCE RESET
The three Display Module lights are used to display seven binary numbers
(zero is not used), which are interpreted as their decimal equivalent by the
user.
Light ON is binary 1, Light OFF is binary 0.
001 = decimal 1
010 = decimal 2
011 = decimal 3
100 = decimal 4
101 = decimal 5
110 = decimal 6
111 = decimal 7
Fault messages are expanded into two parts that are displayed sequentially to
build the fault message.
The conditions that relate to the two−part fault message indications are
described in the Expanded Fault Messages chart (see following pages).
For example, a two−part fault message indication of 101 followed by 100 would
be interpreted and noted by the user as 5, 4.

Using the Expanded Fault Messages chart (see this training manual), the
corresponding condition would be OVERCURRENT TRIP, PHASE C
HIGHEST.

AC GENERATION
24-20
INDICATED
SWITCHES 2−PART CONDITION
MESSAGE
CODE
1,2 VSCF fault−protective trip,
GCFTD
1,3 VSCF fault−protective trip, Open phase trip, phase not
DISPLAY MODULE DISCONNECT RESET OVTD 4,3
SELF−TEST
determined
FLIGHT MESSAGES 1,4 VSCF fault−protective trip,
LAST VSCF FAULT 4,5 Open phase trip, phase A
LAST SYS FAULT
SYS FAULT RESET UVTD
4,6 Open phase trip, phase B
SINCE RESET 1,5 VSCF fault−protective trip,
4,7 Open phase trip, phase C
S1 S2 1,6
DCCINT
VSCF fault−protective trip, 5,1 Overheat trip
AFTD 5,2 Overcurrent trip, phase A
1,7 VSCF fault−protective trip, highest
EFTD 5,3 Overcurrent trip, phase B
LIGHTS EFAHI or FEFAS or FRR 5,4 Overcurrent trip, phase C
LINKOV 5,6 DP trip, low voltage
2,4 VSCF fault−protective trip, 5,7 DP trip, 115V
FDCC
6,1 VSCF fault−passive, FMEM
2,5 VSCF fault−protective trip,
FEXCAL 6,2 VSCF fault−passive, FDMUX
Light ON is binary 1. Light OFF is binary 0. 2,6 VSCF fault−protective trip, 6,3 VSCF fault−passive, FATOD
UNKNOWN 6,4 VSCF fault−passive, FFREQS
001 = decimal 1
3,1 Display Module SR1800 clock 6,5 VSCF fault−passive, FACSEN
010 = decimal 2 line fail
6,7 VSCF fault−passive, FUVSEN
011 = decimal 3 3,2 Display Module SR1900 WR_ERR
7,1 Not used − reserved for
100 = decimal 4 3,4 Invalid message message, all VSCF fault−passive message
zeros
101 = decimal 5 3,5 Unused or invalid message 7,2 Not used − reserved for
VSCF fault−passive message
110 = decimal 6 message
3,6 Invalid message message, all 7,3 VSCF fault−passive, FTBIAS
111 = decimal 7
ones 7,4 VSCF fault−passive, FRTC
3,7 Display Module memory 7,5 Missing messages, (PWRCNT
failure overflow)
4,2 DC content trip 7,6 Not used − reserved for
Display Module failure
message
Expanded Fault Messages Chart

Figure 80 VSCF - EXPANDED MESSAGE CHART
AC GENERATION
24-20
VSCF EXPANDED FAULT DISPLAY PROCEDURE (PUSH S1) VSCF LAST FLIGHT MESSAGES (PUSH S2)
If the third message (LAST SYSTEM FAULT SINCE RESET ) is not a
General
sequential flash of each light, do the expanded fault display procedure and
First do the VSCF SELF TEST DISPLAY PROCEDURE: If the 3 LEDs did continue withe display module switch S2 for last flight messages.
not flash sequently 3times within 10 seconds, there is a fault in the system.
Use switch S2 to see flight messages in sequence. Up to 40 flight messages
The third message will maintain for 20seconds. can possibly be shown; however, only one flight message will show if all S2
Now do not release the S1, keep it pressed! flight messages are normal.
In approximately 30 seconds, after pushing switch S1, the two−part Use switch S2 to correlate fault messages to the flight in question or use switch
message display begins with an expanded message for each of the first S2 to verify that corrective action and the subsequent engine runup and
three S1 messages in their same order, shutdown has resulted in no new fault messages.
− followed by a 12 second lights off interval
Procedure
− followed by a sequence of fault messages beginning with the most
Push and hold switch S2 to see the last flight message.
recent fault message and
If a system fault is displayed which requires maintenance action,
− continuing in sequence to a maximum of 15 fault messages, if
troubleshoot the AC Generation System (AMM 24−21−00/101).
applicable.
If any of the switch S2 flight messages are VSCF FAULT − PROTECTIVE
Release switch S1.
TRIP, replace the VSCF unit (AMM 24−11−11/401).
NOTE: The user should note each two−part message (e.g., 5, 4), as it is If any of the switch S2 flight messages are VSCF FAULT − PROTECTIVE
displayed, for later reference to the Expanded Fault Messages TRIP, replace the VSCF unit (AMM 24−11−11/401).
chart.
Release S2 for >1second.
VSCF DISCONNECT RESET (PUSH S2) Push and hold switch S2 again to see the next flight message in sequence.
The last flight message should be an END OF FLIGHT message
Use switch S2 to reset a VSCF DISCONNECT by pilots. (sequential flash of each light) indicating the end of the last flight.
Push switch S2 to see a sequential flash of the lights. Release S2.
Release switch S2 To start again interrogate the last flight messages, operate switch S1 to return
S2 to the last flight message (the starting point of the flight message
VSCF SYSTEM FAULT RESET (PUSH S2)
sequence).
Use switch S2 to reset the LAST SYSTEM FAULT SINCE RESET message.
Push and hold switch S2 for 30 seconds to see a sequential flash of the
lights.
Release switch S2

AC GENERATION
24-20
VSCF SELF TEST EXPANDED FAULT MEMORY LAST FLIGHT MESSAGE
PUSH S1 PUSH S2
1) DISPLAY MODULE LAST FLIGHT MESSAGE

SELF TEST RESULTS DISPLAYED
2) LAST VSCF FAULT S1 FOR MORE EXPANDED FAULT MESSAGE
3) LAST SYSTEM FAULT THAN 30 SEC PRESSED DISPLAY STARTS
AFTER RESET RELEASE S2 >1s
2−PART MESSAGE DISPLAY

FOR DISPLAY MODULE FAULTS
PUSH S2
RELEASE S 1
ALL 3 LEDS FOR 12 SEC OFF
LAST FLIGHT MESSAGE
DISPLAYED
FOR RESULTS SEE 2−PART MESSAGE DISPLAY

DISPLAY MODULE IN- FOR LAST VSCF FAULTS RELEASE S2 >1s
DICATION RESULTS
2−PART MESSAGE DISPLAY

FOR LAST SYS FAULT SINCE RE- PUSH S2
SET FAULTS
RELEASE S 1 CONTINUE UNTIL END OF FLIGHT

MSG (ALL 3 LEDS FLASHES SUBSEQUENTLY)
RELEASE S 2
FOR RESULTS SEE FOR RESULTS SEE

EXPANDED FAULT DISPLAY MODULE
MESSAGE CHART INDICATION RESULTS
Figure 81 VSCF - TEST SEQUENCE
GENERAL
24-00
M238 - ELECTRICAL POWER ANNUNCIATOR PANEL

GENERAL
The Electrical Power Annunciator Panel M238 is located in a well of the P6
panel in the Cockpit entrance way and faces aft.
It is used for the indication of power on the individual AC and DC Busses and
indication of Faults which trip the Generator Control Relays.
The M238 is divided into three sections:
AC Bus Lights (neon type)
DC Bus Lights (white)
Malfunction Lights (white)
There are to switches on the M238:
ERASE (S1)
− The latched Malfunction Lights can be deleted when switch is being
pushed (except MT−Light)
INDICATE/TEST (S2)
− INDICATE:
All DC Bus Lights illuminate, when DC Busses are powered.
− TEST:
Light Test for DC Bus Lights and Malfunction Lights.
FRA US/F do 07.01.98 01/M238/L2 Page 160

GENERAL
24-00
M238 LOCATION
DC BUS
INDICATION LIGHTS MALFUNCTION LIGHTS
AC BUS
INDICATION LIGHTS
(COVERED)
Figure 82 M238 - ELECTR PWR ANNUNCIATOR PANEL

FRA US/F do 07.01.98 01/M238/L2 Page 161
GENERAL
24-00
ELECTRICAL POWER ANNUNCIATOR PANEL (M238)

DC Annunciator Lights
The Lights on the Annunciator Lights Module M238 illuminate when power is
on:
DC Bus No.1
DC Bus No. 2
DC Standby Bus
External Power T−R Unit is energized
T−R Unit No. 3 has output power
The INDICATE/TEST switch S2 on the module must be set to INDICATE for
the lights to illuminate.
When the INDICATE−TEST switch is set to TEST, all lights except EXT PWR
TR are grounded and connected to the 28−Volt DC Bat Bus.
The EXT PWR TR light, which is always connected to Bus Protection Panel, is
grounded.
This verifies that all lamps on the M238 module are operable.
FRA US/NM Aug. 2005 02/M238/L3 Page 162

GENERAL
24-00
DC BUS PWR ON GEN 1

NO.1 NO.2 TR3 FF MT
EXT PWR
TR STBY BATT HV LV
ERASE AC BUS
S1 OA
NO.1 NO.2
INDICATE
OC
S2
NORMAL
TEST
FAULT 28V DC WHEN
EXTERNAL POWER INDICATE
R2
IS CONNECTED
G7 BUS PROTECTION PANEL (P6)

TEST
S2 INDICATE
TEST SWITCH
28V DC
BUS 1 DC BUS PWR ON
DC BUS INDICATION
BUS NO. 1
NO.1 NO.2 TR 3
28V DC W W W
BUS 2 DC BUS INDICATION
BUS NO. 2
28V DC BATT
TR 3 W
DC BUS INDICATION
TR NO. 3 W W
28V DC EXT PWR TR STBY DC IND
BAT BUS DC BUS INDICATION
BAT
28V DC
STBY BUS
DC BUS INDICATION
STBY
P6−5 CIRCUIT BREAKER PANEL M238 ANNUNCIATOR LIGHTS MODULE (P6)
Figure 83 M 238 - DC BUS INDICATING LIGHTS
GENERAL
24-00
AC BUS INDICATING LIGHTS
The neon lights illuminate when phases A and C of their AC Busses are
powered.
Each light is connected directly to a circuit breaker on its respective bus and all
lights are connected to a common ground.
The Lights are covered by a hinged panel which can be opened when a quick
opening device is released.
NOTE: The indicators for Voltage, Frequency and Amperes are normally
switched to the phase B.

GENERAL
24-00
115V AC
STANDBY
BUS AC STANDBY BUS
INDICATION
115V AC AC INDICATION
GROUND GRD SERVICE A AC BUS PWR ON
SERVICE
BUS
OA
AC INDICATION
GRD SERVICE C NO. 1NO. 2 NO. 1 NO. 2 GRD STBY
TRANS TRANS SVC
OC
115V AC AC INDICATION
TRANSFER TRANSFER BUS 1 A
BUS 1
AC BUS INDICATION LIGHTS
AC INDICATION AC BUS PWR ON
TRANSFER BUS 1 C
L21 L23 L28 L27
OA L19 L25
AC INDICATION
BUS NO. 1 A OA NO. 1 OA NO. 2 OA NO. 1 OA NO. 2 OA GRD SVC OA STBY
115V AC TRANS TRANS
MAIN BUS 1
L20 L22 L26
OC L24 L29
AC INDICATION
BUS NO. 1 C OC NO. 1 OC NO. 2 OC NO. 1 OC NO. 2 OC GRD SVC
TRANS TRANS
AC INDICATION
115V AC BUS NO. 2 A
MAIN BUS 2
AC INDICATION
BUS NO. 2 C
AC INDICATION
115V AC TRANSFER BUS 2 A
TRANSFER
BUS 2
AC INDICATION
TRANSFER BUS 2 C
P6−4 CIRCUIT BREAKER PANEL M238 ANNUNCIATOR LIGHTS MODULE (P6)

Figure 84 M 238 - AC BUS INDICATING LIGHTS
GENERAL
24-00
GENERATOR MALFUNCTION LIGHTS
General
The white Malfunction Lights (4 for each generator) are controlled by
double-coil relays inside the GCU’s.
The lights show the reason for tripping of the Generator Control Relay.
Operation
All lights have 28 Volt DC Battery Bus power available (provided the battery
switch is in ON).
A ground will be connected within a GCU by energizing the trip coil of the
applicable fault light relay.
If the trip coil of the relay has been energized, it will be latched in the Trip
position by a permanent magnetic latch, and can only be released by
energizing the reset coil.
The only possibility for energizing the reset coils and deleting the FF, HV and
LV lights is by pushing the ERASE button.
The only possibility for energizing the reset coil and deleting the MT lights is by
switching the respective GEN Switch to the ON position.
The ERASE button has no effect on the MT lights.
Reasons for indication:
High Voltage (HV): Voltage > 130 V
Low Voltage (LV): Voltage < 100 V
Feeder Fault (FF): Overcurrent or Differential Protection (VSCF Fault)
Manual Trip (MT): Generator Breaker Switch to OFF or CSD Disconnect
Switch to Disconnect position.

GENERAL
24-00
28V DC
BATTERY DC BUS PWR ON GEN 1 GEN 2 APU
BUS NO. 1 NO. 2 TR3 FF MT FF MT FF MT
DC BUS INDICATION
BAT
EXT PWR STBY BATT
P6−5 CIRCUIT BREAKER PANEL TR HV LV HV LV HV LV
INDICATE
ON
TEST AC BUS PWR ON
ERASE
ERASE OA
/
MANUAL S2 INDICATOR S1
S1 ERASE TEST SWITCH NO. 1 NO. 2 NO. 1 NO. 2 GRD STBY
CONTROL TRANS TRANS SVC
SWITCH INDICATE
OC
/
OFF S2
MANUAL TRIP TEST

INTERNALS MT
SAME AS
RESET G−3 FF W
W
DIFFERENTIAL
LV
PROTECTION
HV W
DC G5 APU GENERATOR W
CONTROL UNIT (P6)
APU
TRIP
FEEDER FAULT
MT
INTERNALS FF W
RESET
SAME AS W
G−3
UNDER LV
HV W
VOLTAGE
W
DC GEN 2
G4 GENERATOR CONTROL
TRIP
UNIT 2 (P6)
LOW VOLTAGE MT
FF W
RESET W
LV
OVER HV W
VOLTAGE W
DC
GEN 1
TRIP M238 ANNUNCIATOR LIGHTS MODULE (P6)

HIGH VOLTAGE
G3 GENERATOR CONTROL UNIT 1 (P6)
Figure 85 M 238 - GENERATOR MALFUNCTION LIGHTS
GENERAL
24-00
M400 - POWER SYSTEM TEST MODULE M400

General
The Power System Test Module M400 is a switch panel for testing the airplane
power system with current transformer selecting relays and portable meter
jacks. M400 LOCATION
It permits measuring DC voltages and current values, and AC voltages, current
values and frequency at various electrical system component connections
throughout the electrical system.
The module is at the top of the load control center panel P6.
Calibrated portable meters may be connected to check the accuracy of meters
on the pilot’s overhead panel P5.
The system test operation consists of selecting various combinations of
settings on the two switches (S1 and S2) in M400 and observing the meters on
P5.
The DC and AC rotary switches on pilot’s overhead panel are turned to TEST
position for meter readings of DC volts, AC volts, and frequency.
Generator ammeter readings are depend on the position of S2 switch;
voltmeter and frequency meter readings depend on the position of S1 and S2
switches.
FRA US/F do 07.01.98 03/M400/L2 Page 168

GENERAL
24-00
−0+
DC 400
−50 +50 CPS
FREQ 420
110 120
20 AC
DC VOLTS VOLTS 30
40
TR 1 APU GEN
BAT GEN 1
TR 2 GEN 2
BAT TR 3 GRD INV
BUS PWR
STBY TEST
STBY TEST PWR
PWR
GALLEY RESID
OFF VOLTS
BAT OFF
ON ON
AC
S2 S1
POWER SYSTEM TEST
F G 6 7
JACKS FOR E H 5 8
EXTERNAL D A 4 1
METER 3 2
C B
PART NO.
SER. NO.
AC DC
M 400
Figure 86 M400 - POWER SYSTEM TEST MODULE
FRA US/F do 07.01.98 03/M400/L2 Page 169
GENERAL
24-00
M 400 - AC VOLTAGE / FREQUENCY METERING

Additional test points may be selected from combinations of the two M400
selector switches:
S1 positions 1 − 3 and
S2 position A − F.
When the AC Meter Selector Switch is in the TEST position, the additional
values can be displayed on the Frequency and AC Voltmeter on P5−13.
These test points may also be selected for reading AC Volts and Frequency on
portable meters connected to the M400 Test Module AC jacks J1 and J2
(independent of AC Meter Selector Switch position).
The following outputs can be monitored:
Main Bus 1 / 2
Transfer Bus 1 / 2
External Power Bus
Ground Service Bus
FRA US/T NM Aug. 2005 04/M400/L3 Page 170

GENERAL
24-00
C F
115V AC G
EXTERNAL B
E H NC
POWER A C
BUS PROTECTION PANEL AC
A
P6−12 CIRCUIT BREAKER PANEL D J1 J2
B
C
400
AC INDICATION NC NC 380 420
115V AC GROUND GND SERVICE C
CPS
SERVICE BUS AC INDICATION FREQ
GND SERVICE B 1
NC
AC INDICATION 3 2
GND SERVICE A
F G
AC INDICATION S1 WAFER SWITCH FREQUENCY METER
E H NC
115V AC TRANSFER BUS 2 C
TRANSFER B
AC INDICATION
BUS 2 TRANSFER BUS 2 B 110 120
A
AC INDICATION D 100
TRANSFER BUS 2 A 130
C B 0 30
POWER SYSTEM TEST AC
F G 6 7 VOLTS
AC INDICATION E H 5 8
115V AC BUS NO 2 C D A 4 1
MAIN BUS 2 AC INDICATION C B 3 2
BUS NO 2 B
AC INDICATION AC VOLTMETER
BUS NO 2 A
AC DC
F G APU GEN
AC INDICATION E H NC GEN 1 GEN 2
115V AC TRANSFER BUS 1 C
A GRD
TRANSFER AC INDICATION TEST
TRANSFER BUS 1 B J1 J2 PWR
BUS 1 A POSITION OF M400 SW S1
AC INDICATION D POSITION OF M400 SWITCH S2 STBY
TRANSFER BUS 1 A B PWR RESID
C VOLTS
A B C D E F
AC INDICATION
BUS NO 1 C 1 MAIN BUS 1 MAIN BUS 1 MAIN BUS 1 XFR BUS 1 XFR BUS 1 XFR BUS 1
115V AC A B C A B C
MAIN BUS 1 AC INDICATION
BUS NO 1 B MAIN BUS 2 MAIN BUS 2 MAIN BUS 2 XFR BUS 2 XFR BUS 2 XFR BUS 2 RESIDUAL VOLTS SWITCH
2
AC INDICATION A B C A B C
BUS NO 1 A
3 GND SVCE GND SVCE GND SVCE EXT PWR EXT PWR
BUS A BUS B BUS C A C TEST
S2 WAFER SWITCH
115V AC B M400 POWER SYSTEM TEST MODULE (P6) GEN 2
GENERATOR 2 AC INDICATION
GENERATOR 2
115V AC B APU GEN
APU GENERATOR AC INDICATION
APU GENERATOR
115V AC B GEN 1
GENERATOR 1 AC INDICATION GND PWR
GENERATOR 1
115V AC STBY PWR
STANDBY BUS AC INDICATION
STBY
S957 AC METER SELECTOR SWITCH
P6−4 CIRCUIT BREAKER PANEL P5−13 ELECTRICAL POWER METERSMODULE
Figure 87 M400 - AC METERING
GENERAL
24-00
M 400 DC VOLTAGE METERING

Additional test points may be selected from combinations of the two M400
selector switches S1 positions 1 − 8 and S2 position A − C.
When the DC Meter Selector Switch is in the TEST position, the additional
values can be displayed DC Voltmeter on P5−13.
These test points may also be selected for reading DC Voltage on portable
meter connected to the M400 Test Module DC jacks J3 and J4 (independent of
DC Meter Selector Switch position).
The following outputs can be checked:
Generator Field of the three Generators (2 − 10 VDC)
DC output of the three GCU’s (min. 22VDC)
Close signals of the four GB’s (min. 22 VDC)
Close signals of the both EPC’s (min. 22 VDC)

GENERAL
24-00
POWER SYSTEM TEST

F G 6 7
E H 5 8
D A 4 1
S2 C B 3 2 TR1
S1
BAT TR2
J3 J4 BAT BUS TR3

AC DC
TEST
STBY PWR 20
0 40
DC VOLTS
J1 J2 J3 J4 S956 DC
CLOSE SIGNAL SELECTOR
SWITCH
APU GENERATOR
BREAKER 1 (P6) F G TR 1
BAT TR 2
E H
M400 S2 SWITCH POSITION BAT
BUS TR 3
CLOSE SIGNAL A B C
D A STBY PWR TEST
EXTERNAL POWER 1 NO. 1 NO. 2 APU
DC VOLTMETER
C B GEN FIELD GEN FIELD GEN FIELD
CONTACTOR 2 (RIGHT
M400 S1 SWITCH POSITION

SIDE NOSE WHEEL WELL) 6 7
S2 WAFER SWITCH 2 NO. 1 NO. 2 APU
5 8 GCU DC GCU DC GCU DC
CLOSE SIGNAL D
4 1 3 ENG GB 1 ENG GB 2 APU GB 1
P5−13 ELECT, METERS, BATTERY &
CLOSE COIL CLOSE COIL CLOSE COIL
EXTERNAL POWER
CONTACTOR 1 (RIGHT
3 GALLEY POWER PANEL
4 APU GB 2
SIDE NOSE WHEEL WELL) NORMAL 2
APU CLOSE COIL
GEN EPC 1
CLOSE SIGNAL 6 7 5
CONT FIRE CLOSE COIL
APU GENERATOR UNIT 5 8 EPC 2
S10 APU C 6 GCR CLOSE
BREAKER 2 (P6) CLOSE COIL
FIRE SW 4 1 SIGNAL
APU GEN
3 7 G5 APU GENERATOR
2 FIELD
CLOSE SIGNAL CONTROL UNIT (P6)
NORMAL GCR CLOSE
ENGINE GENERATOR GEN 2
BREAKER 2 (RIGHT SIDE SIGNAL
CONT 6 7
NO. 2 GEN
NOSE WHEEL WELL) UNIT G4 GENERATOR

FIRE 5 8 FIELD
B CONTROL UNIT 2 (P6)
S9 ENG 2 4 1
FIRE SW GCR CLOSE
3 SIGNAL
CLOSE SIGNAL 2 NO. 1 GEN
G3 GENERATOR
NORMAL FIELD
CONTROL UNIT 1 (P6)
ENGINE GENERATOR GEN 1
BREAKER 1 (RIGHT SIDE CONT P5−4 AC
NOSE WHEEL WELL) UNIT S1 WAFER SWITCH SYSTEMS AND
FIRE
APU MODULE
S8 ENG 1 M400 POWER SYSTEM TEST MODULE (P6)
FIRE SW
P8−1 ENGINE & APU

FIRE CONTROL PANEL
Figure 88 M400 - DC VOLTAGE METERING
GENERAL
24-00
AC AMPERES METERING
The three AC Ammeters on P5 overhead panel for the two engine generators
and the APU generator normally read the phase ”B” line current. CURRENT CURRENT CURRENT
Each of the Ammeters senses current using one of the metering transformer TRANSFORMER TRANSFORMER TRANSFORMER
windings in its line current transformer assembly in the ceiling of the electrical T7 T9 T8
electronics compartment.
The Ammeter can read phase A, B or C current by selecting positions of the
switch S2 on the Power System Test Module M400 in the P6 panel.
For each Ammeter the connection from the line current transformer windings to
the Ammeter is made through contacts of three relays inside M400 module.
The relative positions of the relays are controlled by switch S2.
If the switch is in position A or D relays K1 and K2 are energlzed and the phase
A windings are connected to all three Ammeters.
If the switch is in position B, E, G or H all three relays are relaxed and the
phase B windings are connected to all three Ammeters.
Swittch position ”B” is normal position.
Please verify this position when you leave the cockpit !
If the switch is in position C or F relay K2 and K3 are energized and the phase
C windings are connected to all three Ammeters.
GENREATOR FEEDER LINES CURRENT TRANSFORMER

(LOCATED IN THE MAIN E&E COMPARTMENT, RH-FWD CEILING

GENERAL
24-00
A
POWER SYSTEM TEST
F G 6 7
APU B E H 5 8 S2 SWITCH POSITION
METER
GENERATOR D A 4 1 READING
C 3 2 A B C D E F
C B GEN 1
T9 CURRENT A B C A B C
TRANSFORMER AMMETER
ASSEMBLY GEN 2 A B C A B C
AC DC AMMETER
APU GEN
A A B C A B C
AMMETER
B
M400
ENGINE 2
GENERATOR
C
T8 CURRENT
TRANSFORMER
ASSEMBLY
ENGINE 1 B
GENERATOR
C
T7 CURRENT 100 100

50 150 50 150
TRANSFORMER AC AC
ASSEMBLY 0 200 0 200
AMPERES AMPERES
LOWER 41−CEILING
(STA 285, RBL 50)
GENERATOR 1 GENERATOR 2
AMMETER AMMETER
K2 K1
K3
100
50 150
F G AC
H 0 200
E AMPERES
28V DC
BUS 1 A
DC BUS
INDICATION D
BUS 1
C B
APU GENERATOR
P6−5 CIRCUIT BREAKER S2 WAFER SWITCH AMMETER
PANEL
P5−4 AC SYSTEM GENERATOR AND APU MODULE

M400 POWER SYSTEM TEST MODULE (P6)
Figure 89 M400 - AC AMPERE METERING
GENERAL
24-00
M238 - ELECTRICAL POWER ANNUNCIATOR PANEL

GENERAL
The Electrical Power Annunciator Panel M238 is located in a well of the P6
panel in the Cockpit entrance way and faces aft.
It is used for the indication of power on the individual AC and DC Busses and
indication of Faults which trip the Generator Control Relays.
The M238 is divided into three sections:
AC Bus Lights (neon type)
DC Bus Lights (white)
Malfunction Lights (white)
There are to switches on the M238:
ERASE (S1)
− The latched Malfunction Lights can be deleted when switch is being
pushed (except MT−Light)
INDICATE/TEST (S2)
− INDICATE:
All DC Bus Lights illuminate, when DC Busses are powered.
− TEST:
Light Test for DC Bus Lights and Malfunction Lights.
FRA US/NM Aug. 2005 05/TS/L2 Page 176

GENERAL
24-00
M238 LOCATION DC BUS

INDICATION LIGHTS
MALFUNCTION LIGHTS
(NORMALLY OFF:
ON: S2 TO TEST OR INDICATE) (ON: WITH FAULTS)
AC BUS
INDICATION LIGHTS
(COVERED)
(ON:
WITH POWER
AVAILABLE)
Figure 90 M238 - ANNUNCIATOR PANEL

GENERAL
24-00
M400 - POWER SYSTEM TEST MODULE M400

General
The Power System Test Module M400 is a switch panel for testing the airplane
power system with current transformer selecting relays and portable meter
jacks. M400 LOCATION
It permits measuring DC voltages and current values, and AC voltages, current
values and frequency at various electrical system component connections
throughout the electrical system.
The module is at the top of the load control center panel P6.
Calibrated portable meters may be connected to check the accuracy of meters
on the pilot’s overhead panel P5.
The system test operation consists of selecting various combinations of
settings on the two switches (S1 and S2) in M400 and observing the meters on
P5.
The DC and AC rotary switches on pilot’s overhead panel are turned to TEST
position for meter readings of DC volts, AC volts, and frequency.
Generator ammeter readings are depend on the position of S2 switch;
voltmeter and frequency meter readings depend on the position of S1 and S2
switches.
Note:
With M400 not being used, the switch S2 should be set to position B.
(This makes shure, that the indicators on the electrical meeters and
galley power module show the genertor phase B).

GENERAL
24-00
−0+
DC 400
−50 +50 CPS
FREQ 420
110 120
20 AC
DC VOLTS VOLTS 30
40
TR 1 APU GEN
BAT GEN 1
TR 2 GEN 2
BAT TR 3 GRD INV
BUS PWR
STBY TEST
STBY TEST PWR
PWR
GALLEY RESID
OFF VOLTS
BAT OFF
ON ON
AC
S2 S1
POWER SYSTEM TEST
F G 6 7
JACKS FOR E H 5 8
EXTERNAL
METER D A 4 1
C B 3 2
PART NO.
SER. NO.
AC DC
M 400
Figure 91 M400 - POWER SYSTEM TEST MODULE
GENERAL
24-00
ELEC. CONTROL PANEL (VERSION 2) ground.

The intermittent faults (indicated by an ”I” after the fault message) and the
General ELEC light can be cleared by the MAINT Test switch.
The Panel consists of Alphanumeric Display, Fault Indicating Lights, Rotary NOTE: Except for the Generator No. 1 and No. 2, the faults cannot be cleared
Selector Switches, BAT Switch, GALLEY Switch and MAINT Test Switch. by the MAINT button when the fault condition still exists.
The panel performs a self test on power−up. TR UNIT LIGHT
If there is a malfunction in the panel that would prevent normal operation, the The TR UNIT light comes on for any one of these reasons:
alphanumeric displays will show the failure by the display of dashes in the − Any TRU fails on the ground, or
associated meters. − TRU 1 fails in flight, or
In the event that the failure is in the display or the display driver, the − TRU 2 and TRU 3 fail in flight
alphanumeric display will show an unusual indication.
BAT DISCHARGE LIGHT
Alphanumeric Display − The BAT DISCHARGE light will come on when the battery is in a
The Alphanumeric Display shows the Voltage, Frequency, and Amperage discharge condition.
measurements. This display also shows the error messages associated with During an APU start, the BAT DISCHARGE light comes on. This will not
the ELEC Fault Indicating Light. cause the MASTER CAUTION lights to come on.
Fault Indicating Lights RECALL / RESET Switch
The Fault Indicating Lights are connected to the Master Caution and will make The RECALL/RESET switch is used to control the initiation of the Display Test,
the Master Caution light come on when one or more of these fault indicating the display of any maintenance messages, and the erasure of the maintenance
lights come on: message memory.
ELEC LIGHT NOTE: The AC and DC selector switches must be in the TEST position and
The ELEC light will come on for these fault messages: airplane on the ground for the RECALL/RESET switch to be operable.
− STAT INV INOP The Static Inverter is defective. The Display Test is initiated when the RECALL/RESET switch is operable and
− BAT CHGR INOP The Battery Charger is defective. is pressed for the first time.
− GEN1 FAULT A fault exists in the NO. 1 VSCF The Display Test will exercise all of the elements in the alphanumeric display to
Generator. allow the operator to verify the functionality of the display.
− GEN2 FAULT A fault exists in the NO. 2 VSCF The Display Test is terminated automatically after a complete test cycle or
Generator. when the RECALL/RESET switch has been pushed during the Display Test.
− STBY BUS XFER FAULT The AC Standby Bus is on a source Maintenance Messages, if any exist, are displayed after the Display Test.
other than that selected by the pilot. The first message will automatically be displayed.
− BAT BUS XFER FAULT The Battery Bus is on a source other Push the RECALL/RESET switch each time after the Display Test to see the
than that selected by the pilot. subsequent messages.
− INTERFACE FAILURE The P5−13 panel programming pins are Push the RECALL/RESET switch after the last message and an informational
not connected correctly. message to clear the fault messages will be displayed.
If the faults occur while the airplane is in the air, they will be stored and the The Maintenance Messages will be removed when the RECALL/TEST button
ELEC light will not come on until 30 seconds after the airplane is on the is pressed and held for approximately 6 seconds.

GENERAL
24-00
AIRPLANE ON GROUND
SELECTOR SWITCHES TO TEST POSITIONS NOTE:
PUSH SWITCH 2
DC AMP CPS FREQ TEMPORARILY PUSH RECALL/RESET SWITCH TIMES TO BYPASS
DISPLAY TEST
DISPLAY TEST
ALPHANUMERIC NO FAULT DATA
BAT CHGR INOP
DISPLAY
FIRST MESSAGE NO FAULTS
STORED
TEMPORARILY PUSH RECALL/RESET SWITCH

DC VOLTS / AC AMPS / AC VOLTS
MAINTENANCE
BAT
SWITCH SUBSEQUENT MESSAGES
a a a
RECALL/RESET
TEMPORARILY PUSH RECALL/RESET SWITCH
TR1 APU GEN
BAT TR2 GEN1 GEN2 AC SELECTOR HOLD BUTTON
BAT GRD INV SWITCH CLEAR FAULTS
BUS TR3 PWR
STBY STBY PUSH AND HOLD RECALL/RESET SWITCH
PWR TEST TEST
PWR
(3 SEC)
OFF
OFF HOLD UNTIL

BAT DC FAULTS CLEAR
GALLEY
SELECTOR (3 SEC)
ON
ON SWITCH
FAULTS
DC AC CLEARED
ELECTRICAL METERS, BATTERY, AND GALLEY
RELEASE SWITCH BLANK DISPLAY
POWER MODULE (P5)
UNTIL YOU MOVE
SELECTOR SWITCH
Figure 92 ELEC-METERPANEL (VERSION 2) - TEST

GENERAL
24-00
ELCTRICAL POWER SYSTEM - TROUBLESHOOTING

General
This training manual should be understood as introduction to
troubleshooting only!
In the following troubleshooting examples is the PMA (Portable Maintenance
Aid) the reference.
All examples are taken from the maintenance manual.
This training manual is not revised: Do not use it as a reference for on the
job-work!

GENERAL
24-00
Figure 93 ELEC PWR TROUBLESHOOTING - PMA SEARCH

GENERAL
24-00
AC GENERATION SYSTEM - FAULT ISOLATION

This training manual should be understood as introduction to To trouble shoot the electrical generation and distribution system you can use
troubleshooting only! these components as circuit analyzers:
The annunciator panel (module M238) (Ref WDM 24−25−01, 24−27−21,
General
and 24−35−01).
This procedure contains the following tasks:
The warning and control systems.
General Trouble Shooting Procedures
The switches on the forward overhead panel let you use the airplane
Trouble Shooting Chart electrical meters and temperature indicators.
Anaylsis of the Malfunctions in the Electrical Generation System The battery/galley power module (WDM 24−28−11).
Trouble Shooting an Open Phase Condition Connectors and receptacles are found at different locations in the electrical
Trouble Shooting a Feeder Fault Condition distribution system.
Trouble Shooting Differential Protection System Faults These connection points let you connect meters to examine the circuits and
VSCF Non−volital Memory (NVM) Interrogation (Sunstrand Ground Support components (Wiring Diagrams 24−28−21 and 24−28−31 and panel P6−6).
Equipment (GSE)) Do not use the meter probes to examine the circuits at the airplane connectors.
Trouble Shooting a VSCF Failure to Energize to Normal Voltage The meter probes can cause damage to the contacts in the connectors.
Connect the test instruments to a test connector and then use the test
General Trouble Shooting Procedures
connector to make the connections to the airplane connectors.
Use the trouble shooting procedures to isolate the failures as follows:
Be careful when you use the airplane connectors, you can cause damage to
CAUTION: MAKE SURE THAT THE GENERATOR CONTROL RELAY the electrical connector, the pin or the wires.
(GCR) AND THE GENERATOR CIRCUIT BREAKER (GCB) If you cause damage to a connector, carefully clean and repair it.
ARE OPEN BEFORE YOU REMOVE THE GENERATOR
CONTROL UNIT (GCU). One or more of these indications will show when there is a failure in the
IF THE GCR OR THE GCB ARE CLOSED, YOU CAN CAUSE electrical generation system:
DAMAGE TO THE CURRENT TRANSFORMERS WHEN YOU A signal on the annunciator panel
OPEN THE SECONDARY CIRCUIT. A Generator or a bus failure will show on the pilot’s overhead panel.
Make sure that you have the 28 volt dc control power before you start to look at A part of the electrical system will not operate correctly.
the system. The automatic safety devices will open defective circuits.
The 28 volt dc power is necessary is to operate the circuit breakers in the The airplane meters show indications that are not usual.
control circuits.
Make sure that the circuit breakers for the generator control units, the bus
protection panel, and the annunciator panel are closed.
If you find a tripped−breaker, examine the electrical wires to make sure that
there are no short circuits.
The control system will not operate correctly all of the time.

GENERAL
24-00
Figure 94 AC GENERATION - PMA FAULT ISOLATION

GENERAL
24-00
TROUBLE SHOOTING CHARTS - AC-POWER

General
You will find that the Trouble Shooting Chart shows the most likely causes of
the trouble signal.
You can look into a number of incorrect causes before you start the correct
procedure to isolate the problem.
Procedure
These steps will help you use the Trouble Shooting Charts:
Make a note of the signals on the M238 annunciator panel.
Think about the problem and the possible causes of the problem.
Use the procedures to remove the possible causes that do not apply.
When you find two possible actions to correct the problem, do the easiest
one first.
Examine the component with the manufacturer’s recommended procedures
before you remove it from the airplane.
If you think you have an oil problem in a VSCF, examine the drive filter and the
line filter before you replace the VSCF.

GENERAL
24-00
PREVIOUS PAGE
NEXT PAGE
TROUBLE POSSIBLE CAUSE ISOLATION PROCEDURE REMEDY
Figure 95 AC GENERATION - TROUBLESHOOTING CHART

GENERAL
24-00
DC GENERATION SYSTEM - FAULT ISOLATION

This training manual should be understood as introduction to Prepare for Trouble Shooting
troubleshooting only! Supply external power (Ref 24−22−00/201).
General Open DC circuit breakers on P6−5 and P6−6 panels ALL EXCEPT:
The trouble shooting procedures are based on the performance of the system − TR 3 DC INDICATION
adjustment/test and are presented in a tree−type format. − DC BUS 2 INDICATION
The steps that make up the trouble shooting tree are connected by lines to sho − DC BUS 1 INDICATION
OK condition path. − HOT BAT BUS INDICATION
When all steps on OK condition path check out, system is operable. − BAT BUS INDICATION
When a test step does not check out take corrective action listed. − STDBY DC BUS INDICATION
Perform specified corrective action, then repeat step at which failure occurred. Make sure that the M238 electrical power annunciator panel is operable and
Trouble shooting procedures are based on the assumption that wiring is OK DC BUS PWR ON lights on the module come on.
and electrical power is available. Make sure that the M400 power system test module is serviceable.
If corrective action does not correct problem, check wiring using the wiring Make sure that the AC and DC meters on the P5 overhead panel operate
diagram. and that the meters read correctly.
After completion of trouble shooting, check that system has been returned to The following is an excample for troubleshooting charts, available in the
normal: maintenance manual:
Make sure that the circuit breakers on the P6−5 and P6−6 panels are
closed. Figure 101
Make sure that the BATTERY CHARGER circuit breaker on the battery Sheet 1 − Troubleshoot DC Generation System (see next page)
control shield is closed. Sheet 2 − Troubleshoot DC Generation System
Make sure that the STANDBY POWER switch is set to AUTO. Sheet 3 − Troubleshoot DC Generation System
Make sure that the BUS TRANS switch is set to AUTO. Sheet 4 − Troubleshoot DC Generation System
Remove electrical power if it is not necessary (Ref 24−22−00/201). Sheet 5 − Troubleshoot DC Generation System
Make sure that the battery switch is set to OFF. Sheet 6 − Troubleshoot DC Generation System
Sheet 7 − Troubleshoot DC Generation System


GENERAL
24-00
(continioud on figure 101, sheet 2)

(not shown in this training manual)
Troubleshoot DC Generation System

Figure 101 (Sheet 1)
Figure 96 DC GENERATION - TROUBLESHOOTING CHART
GENERAL
24-00
STANDBY POWER SYSTEM - FAULT ISOLATION

General
Assume that there are no wiring malfunctions nor more than one problem in the
system.
If there is more than one malfunction or there are open or shorted wires, further
isolation is necessary.
WARNING: EXERCISE EXTREME CAUTION WHEN WORKING AROUND
ENERGIZED PANELS.
HIGH VOLTAGES PRESENT CAN BE FATAL.
If it is not practical to make the listed checks, replacement of the suspected
part(s) may be more efficient for short ground−time maintenance.
Refer to wiring diagram 24−34−01 and 24−50−00.
Prepare for Trouble Shooting

Verify that battery is charged (Ref 24−31−11).
Provide electrical power (AMM 24−22−00/201).
Standby Power System Trouble Shooting Charts
Place BAT switch and GRD PWR switch to ON.

GENERAL
24-00
Figure 97 STDBY PWR SYSTEM - FAULT ISOLATION

GENERAL
24-00
ELEC LIGHT ON - TROUBLESHOOTING


GENERAL
24-00
The ELEC Light Oon the P5−13 Panel comes on

Figure 103 (Sheet 1)
Figure 98 ELEC LIGHT ON - TROUBLESHOOTING

GENERAL
24-00
TR-UNIT LIGHT ON - TROUBLESHOOTING


GENERAL
24-00
THE ”TR UNIT” LIGHT PREREQUISITES

ON THE P5−13 PANEL MAKE SURE THE AIRPLANE IS IN THIS CONFIGURATION:
COMES ON ELECTRICAL POWER IS ON (AMM 24−22−00/201)
1 SET THE DC METER SELECTOR

NO 21 REPLACE THE TR1
SWITCH ON THE P5−13 PANEL TO (AMM 24−21−31/401).
THE ”TR1” POSITION.
DOES THE DC AMMETER SHOW
MORE THAN 6 1 AMPS?
YES

SWITCH TO THE ”TR2” POSITION. (AMM 24−21−31/401).
DOES THE DC AMMETER SHOW
MORE THAN 6 1 AMPS?
YES

SWITCH TO THE ”TR3” POSITION. (AMM 24−21−31/401).
DOES THE DC VOLTMETER SHOW
28 6V DC?
The TR-UNIT Light Oon the P5−13 Panel comes on
YES
Figure 102 27 REPLACE THE P5−13 PANEL.
(ENLARGED IMAGE)
Figure 99 TR-UNIT LIGHT ON - TROUBLESHOOTING

GENERAL
24-00
BATT-DISCHARGELIGHT ON - TROUBLESHOOTING

GENERAL
24-00
(ENLARGED IMAGE)
THE ”BAT DISCHARGE” PREREQUISITES

LIGHT ON THE P5−13 MAKE SURE THE AIRPLANE IS IN THIS CONFIGURATION:
PANEL COMES ON ELECTRICAL POWER IS ON (AMM 24−22−00/201)
YES YES
1 SET THE DC METER SWITCH ON 11 DO THE BATTERY CHARGER 21 REPLACE THE MAIN BATTERY
THE P5−13 PANEL TO THE ”BAT” TEST (AMM 24−31−21/501). CHARGER (AMM 24−31−21/401).
POSIITON. DOES THE TEST SHOW THAT
DOES THE DC AMMETER THE BATTERY CHARGER IS BAD?

INDICATE A NEGATIVE CURRENT?
NO
NO 23 IF THE PROBLEM CONTINUES,
The BATT DISCHARGE Light Oon the P5−13 Panel comes on
REPLACE THE P5−13 PANEL.
Figure 101
29 REPLACE THE P5−13 PANEL.
Figure 100 BATT-DISCHARGELIGHT ON - TROUBLESHOOTING

GENERAL
24-00
AC EXTERNAL POWER - FAULT ISOLATION

This training manual should be understood as introduction to Make sure ................ the following in the maintenance manual mentioned
troubleshooting only! paragraphs are not mentioned in this training manual.
The training manual should be understood as introduction to troubleshooting
In the following paragraphs, not all steps are mentioned! It is only for
only!
learning how to do troubleshooting in the system.
Open the external power receptacle door.
General
WARNING: BEFORE YOU CONNECT THE EXTERNAL POWER CABLE
These trouble−shooting procedures are necessary if incorrect indications show TO THE AIRPLANE, MAKE SURE THE EXTERNAL POWER
when you supply the external power. CABLE IS NOT ENERGIZED.
The bus protection panel (BPP) monitors the voltage at the external power ELECTRICAL ARCS CAN CAUSE INJURY TO PERSONS AND
receptacle. DAMAGE TO EQUIPMENT.
If the voltage is incorrect, the BPP will not let you connect the external power Connect an external power cable to the to P19 receptacle.
source to the ac buses. Energize the external power cable.
Also, an incorrect voltage will cause the BPP to disconnect a defective source Look at the EXTERNAL POWER − CONN and NOT IN USE lights on the P19
that is on the ac buses. panel.
These are incorrect voltages: Continue with the paragraphs in the maintenance manual. .......
Undervoltage (UV) − less than 100 ñ 3 volts
Procedure
Overvoltage (OV) − more than 130 ñ 3 volts
Do the trouble−shooting in figure 101.
Negative Sequence Voltage (NSV) − the phase sequence is incorrect
Figure 101
The AC External Power Does Not Operate Correctly Sheet 1 − AC External Power Does Not Operate Correctly
Standard Tools and Equipment ........ Sheet 2 − AC External Power Does Not Operate Correctly
External Power Supply − 115/200 volts ac, 3−phase, 400 Hz ......... Sheet 3 − AC External Power Does Not Operate Correctly
References .......... Figure 102
Access .......... Sheet 1 − Neutral Pin to Airplane Ground Stud Continuity Check Exceeds
Location Zones ........ 0.1 Ohms
Prepare for the Trouble−shooting.

Make sure that no electrical power is on the airplane buses.
Make sure that the GRD PWR, GEN, and APU GEN switches on the P5−4
panel are in the OFF position.
Make sure that the GROUND SERVICE switch on the forward attendent’s
panel P13 is in the OFF position.

GENERAL
24-00
ENLARGED IMAGE
PREREQUISITES:
MAKE SURE THESE CIRCUIT BREAKERS ARE CLOSED:
CIRCUIT BREAKER ON THE FACE OF THE BPP ON P6
C32 FUELING AND EXTERNAL POWER CONTROL ON P6−5
C1075 EXTERNAL POWER CONTROL ON P6−5
C813 GROUND SERVICE ON P6−11
C811 BUS PROTECTION PANEL ON P6−12
C812 GROUND SERVICE − EXTERNAL POWER ON P6−12
C6 CONTROL GENERATOR APU ON P6−4
MAKE SURE THE AIRPLANE IS IN THIS CONFIGURATION:

AC EXTERNAL POWER ALL ELECTRICAL POWER OFF (AMM 24−22−00/201)
DOES NOT OPERATE EXTERNAL POWER CABLE CONNECTED AND ENERGIZED
CORRECTLY REFUELING STATION ACCESS DOOR CLOSED
NO
1 PREPARE AC EXTERNAL POWER 41 EXAMINE THE EXTERNAL POWER
FOR THE TROUBLESHOOTING RECEPTACLE (AMM 24−41−11/601),
(REF PARAGRAPH D.). THE EXTERNAL POWER CABLE, AND

IS THE ”EXTERNAL POWER − THE EXTERNAL POWER SOURCE.
CONN” LIGHT ON? REPAIR THE PROBLEMS THAT
YOU FIND.
YES
IF THE PROBLEM CONTINUES,
REPLACE THE ”EXTERNAL POWER −
CONN” BULB L348.
NO
2 IS THE ”EXTERNAL POWER − 42 REPLACE THE ”EXTERNAL
NOT IN USE” LIGHT ON? POWER − NOT IN USE” BULB L349.
IF THE PROBLEM CONTINUES,
YES REPAIR OR REPLACE THE WIRING
AND RELAYS BETWEEN PIN F OF
Figure 101 AC-EXTERNALPWR SYSTEM - TROUBLESHOOTING THE EXTERNAL POWER RECEPTACLE
FRA US/NM Aug. 2005 05/TS/L2 AND THE BULB L349 Page 199
(WDM 24−41−11,−13).
GENERAL
24-00
ELECTRICAL POWER SYSTEM - TROUBLESHOOTING L3

The following detailed descriptions and system-schematics should be
used to understand more deeply the process of doing troubleshooting,
especially in systems, which are not monitored by BITE-systems as used
in „state of the art“ aircrafts!
Student notes:

GENERAL
24-00
DC AMPS CPS FREQ
POSITION OF THE LEFT SWITCH (M400)
POSITION OF THE RIGHT SWITCH (M400)

POWER SYSTEM TEST
F G 6 7 A B C D E F G H
LEFT 5 8 RIGHT
E H TRANSFER TRANSFER TRANSFER
SWITCH D A
4 1
SWITCH 1
MAIN BUS 1, MAIN BUS 1, MAIN BUS 1,
BUS 1, BUS 1, BUS 1,
3 2 PHASE A PHASE B PHASE C PHASE A PHASE B PHASE C
(S2) C B (S1)
PART NO. MAIN BUS 2, MAIN BUS 2, MAIN BUS 2, TRANSFER TRANSFER TRANSFER DC VOLTS AC VOLTS
SER. NO. 2 BUS 2, BUS 2, BUS 2,
PHASE A PHASE A PHASE A PHASE A PHASE B PHASE C BAT
TR UNIT ELEC
DISCHARGE
EXTERNAL AC DC GROUND GROUND GROUND EXTERNAL EXTERNAL RECALL/RESET
J4 J1 3 SERVICE BUS, SERVICE BUS, SERVICE BUS, POWER BUS, 3 POWER BUS,
AC METER EXTERNAL PHASE A PHASE B PHASE C
TR 1 APU GEN
PHASE A PHASE C BAT TR 2 GEN 1 GEN 2
DC METER DC METERS AC METERS
JACKS J3 J2 JACKS BAT TR 3 GRD INV
SELECTOR BUS PWR SELECTOR
4−8 STBY TEST STBY
2 2 SWITCH PWRBAT PWR TEST SWITCH
M400 POWER (S2) GALLEYRESID
VOLTS (S3)
SYSTEM TEST MODULE SIGNALS ON THE AC VOLTMETER AND FREQUENCY METER (P5−13) −0+ 0N ON
1 400 1
DC50 BAT
50AMPS CPS
OFF 300 FREQ 420 FREQUENCY
OFF
METER
DC AC (N3)
POSITION OF THE LEFT SWITCH (M400)
P5−13ELECTRICAL METERS, BATTERY,
SWITCH (M400)
POSITION OF THE LEFT SWITCH (M400) OF THE RIGHT 110 120
POSITION
A B C D E F G H
DC AND DC
GALLEY
20 POWER
VOLTS 100 AC
0 VOLTS
MODULE
130
30 AC
0 40
A B C D−H
GENERATOR GENERATOR GENERATOR GENERATOR GENERATOR GENERATOR VOLTMETER VOLTMETER
1−8
GENERATORGENERATOR APU 1, PHASE A 1, PHASE B 1, PHASE C 1, PHASE A 1, PHASE B 1, PHASE C (N1) (N4)
1 GENERATOR
POSITION OF THE RIGHT SWITCH (M400)
1 FIELD 2 FIELD FIELD TR 1 APU GEN

4
SIGNALS ON THE GENERATOR 1 AMMETER (P5−4) BAT TR 2 GEN 1 GEN 2 AC METERS
GCU 1 DC GCU 2 DC APU GCU DC METERS BAT GRD INV
2 OUTPUT OUTPUT DC OUTPUT BUS TR 3 PWR SELECTOR
SELECTOR STBY STBY
SWITCH PWRBATTEST PWR TEST SWITCH
GB 1 CLOSE GB 2 CLOSE APU GB 1
(S2) GALLEYRESID (S3)
3 CLOSE ON VOLTS
SIGNAL SIGNAL SIGNAL 1 ON 1
BAT
APU GB 2 POSITION OF THE LEFT SWITCH (M400) OFF OFF
SWITCH (M400)
OF THE RIGHT
4 CLOSE
SIGNAL
POSITION
A B C D E F G H DC AC
EPC 1
CLOSE GENERATOR GENERATOR GENERATOR GENERATOR GENERATOR GENERATOR GRD POWER
5 1−8 AVAILABLE
SIGNAL 100 100
2, PHASE A 2, PHASE B 2, PHASE C 2, PHASE A 2, PHASE B 2, PHASE C 50 150 GRD 50 150
AC PWR AC
EPC 2 GENERATOR AMPERES OFF GENERATOR
CLOSE 0 200 0AMPERES 200
6 4
SIGNAL SIGNALS ON THE GENERATOR 2 AMMETER (P5−4) 1 AMMETER 2 AMMETER
APU 95% (N1) ON
(N2)
7 SPEED BUS TRANS
SIGNAL O A TRANSFER
TRANSFER
BUS OFFF
F
U BUS OFF
T
8 POSITION OF THE LEFT SWITCH (M400) BUS O BUS

OFF OFF
SWITCH (M400)
OF THE RIGHT

BUS OFF BUS BUS
POSITION
A B C D E F G H
SIGNALS ON THE DC VOLTMETER (P5−13) OFF OFF
APU APU APU APU APU APU
1−8 GENERATOR, GENERATOR, GENERATOR, GENERATOR, GENERATOR, GENERATOR, ON ON
PHASE A PHASE B PHASE C PHASE A PHASE B GEN 1 APU GEN GEN 2
PHASE C
NOTES APU
LOW OIL FAULT OVER
THE AC AND DC METERS SELECTOR SWITCHES MUST BE IN 4 MAINT
PRESSURE SPEED
1 SIGNALS ON THE APU GENERATOR AMMETER (P5−4)
THE ”;TEST”; POSITION TO SEE THE M400 SIGNALS ON
THE P5−13 METERS. 100 150
10 50
2 YOU CAN CONNECT AN EXTERNAL METER INTO THE PLUGS 8 EGT AC APU
ON THE M400 TO MEASURE THE SIGNALS THAT SHOW ON THE
AC VOLTMETER, FREQUENCY METER, AND DC VOLTMETER.
POWER SYSTEM TEST MODULE FUNCTIONS 24−28−01 6
C X 1000
0 AMPERES 200
GENERATOR
4 2 AMMETER
3 PHASE B OF THE EXTERNAL POWER BUS ONLY SHOWS WHEN THE
AC METERS SELECTOR SWITCH IS IN THE ”GRD PWR” POSITION. (N3)
P5−4
4 THE POSITION OF THE RIGHT SWITCH HAS NO EFFECT ON THE
THREE GENERATOR AMMETERS.
AC SYSTEM, GENERATOR AND APU MODULE
Figure 102 AC POWER TROUBLESHOOTING - M400 GENERAL
GENERAL
24-00
24−28−21
24−41−11 24−41−11
D3210 BREAKER NC 6 7 NC
POWER SYSTEM TEST GENERATOR SYSTEM TEST
CLOSE 23 INTERLOCK FG 6 7
SIGNAL 21 NC 5 A 8 E H 5 8
COM 24−28−11 S2 S1
D A 4 1
NC 4 1 CB 3 2
AC SYSTEM
2
C892 EXTERNAL 3 METERS PART NO.
SER. NO.
POWER CONTACTOR 2
24−22−31 D3204 NC 6 7 AC DC
NC
19 NC 5 E 8 J2 J1
APU GEN 14 24−27−11 COM
ON 28V DC WHEN NC 4 1
THE APU SPEED
IS ª95% NC 3 2 J4 J3 J2 J1
CLOSE 21
SIGNAL 23 24−22−31 D1134
2 7 24−28−11 F G
BREAKER 6 7
C889 APU GEN AC SYSTEM NC 24−33−11
BREAKER 1 INTERLOCK 5 5 E D H 8 D1134 D652
3 6 METERS (SH 1)
4 D A COM
1
30 9
24−22−31 D 8 NC
D3206 COM 3 C B 2
21 5 4
CLOSE 23 24−22−31
SIGNAL 6 3 S2
BREAKER
LEFT WAFER SWITCH P5−13 ELECTRICAL
INTERLOCK 8 1
C890 APU GEN METERS, BATTERY &
BREAKER 2 26−21−11 7 2
(SH 1) GALLEY POWER MODULE
24−21−41
24−21−31 26−21−11
D12B D634 D634 (SH 3)
VR OUTPUT 8 31 11
WHEN THE NC 6 7
NORMAL NC
GCR IS CLOSED 24−21−31 D580 NC 5 C 8
17 COM
APU GEN 16 24−21−31 NC 4
G5 APU GENERATOR 15 APU GEN
CONTROL FIRE
CONTROL UNIT S10 APU CONTROL
D1132 3
FIRE SW 7 2
24−41−11
8 1 BREAKER D3208 24−41−11
NORMAL D578
17 INTERLOCK 23
16 24−21−21 NC 6 7 4 21 CLOSE
15 NC
FIRE GEN 2 NC 5 B 8 SIGNAL
24−21−21 D10B D730 D730 COM
S9 ENG 2 CONTROL
VR OUTPUT 8 9 10 NC 4
FIRE SW
WHEN THE C891 EXTERNAL
GCR IS CLOSED 24−21−21 NORMAL POWER CONTACTOR 1
D576 D938
GEN 2 17 7 2
G4 CONTROL 16 24−21−11 3 24−22−21 24−22−21
GENERATOR 15 8 1 BREAKER D344
CONTROL UNIT 2 FIRE GEN 1 D1132 INTERLOCK 23
CONTROL 6 21 CLOSE
S8 ENG 1
FIRE SW S1 RIGHT WAFER SWITCH
SIGNAL
P8−1 ENGINE
24−21−11 C802 GEN BREAKER 2
& APU FIRE CONTROL (RIGHT SIDE NOSE
GEN 1
CONTROL MODULE WHEEL WELL)
24−21−11 24−22−11
D8B D722 D722 24−22−11
VR OUTPUT 8 9 10 BREAKER D340
WHEN THE D938 INTERLOCK 23
GCR IS CLOSED 6 21 CLOSE
SIGNAL
P5−4 AC SYSTEM,
G3 GENERATOR GENERATOR AND M400 POWER SYSTEM TEST MODULE (P6) 24−28−31
C801 GEN BREAKER 1
CONTROL UNIT 1 APU MODULE (RIGHT SIDE NOSE
WHEEL WELL)
Figure 103 AC POWER TROUBLESHOOTING - M400 DETAILED

GENERAL
24-00
24−21−11
24−21−41
28V DC
5
24−21−11 24−11−11 D722 TRIP
4 BUS
D8B DISCONNECT OFF D3
7 NC D2 24−41−11
SWITCH GEN OFF
D8B OFF BUS NC D1 EPC
34 10 3 1NO B3 CONTROL
D8A S3 B2
33 5 1C OFF NC B1
12 GCR TRIP NC1NC C3 24−22−31
C2 APU GB TRIP
24−21−11 ON NC C1 CONTROL
GEN 1 A1 B1 115V AC
24−21−11 NC A3 24−21−11
OFF NC4NC A2 GENERATOR 1 A2 B2 GENERATOR
24−41−11 GCR LOCKOUT 24−21−11 6 4C A1 BUS 1
13 4NO X1 CONTROL A3 B3
RELAY FIRE 24−51−11
EPC 1 TRIP X2
SWITCH 5NC 24−21−11
SIGNAL 5C ON
D8A READY 5NO BUILD UP D340 D340
8 (K1) GEN 1 NC 16 17 NC
ON RELAY RELAY
(K801) POWER READY 18 NC
(S3)GEN 1 SWITCH
24−23−11
D8B 24−27−11
OVER VOLTAGE 35 8 10 11
UNDER VOLTAGE 24−24−11 BREAKER
OVER CURRENT INDICATION
NC 16 P5−4 AC SYSTEM, GENERATOR AND APU MODULE TRANSFER BUS 1 12
UNDER FREQ. CONTROL 14 24−24−11
OVER FREQ. 19 NC TRANSFER BUS
13
DIFF. PROT. CONTROL
15 NC
6 20 NC
NC 13 24−23−31 4 5 NC
DIFFERENTIAL
24−22−31 PROTECTION 6
4
APU GB 1 24−23−11 24−22−31 24−41−11 24−41−11
TRIP SIGNAL 8 7
NORMAL D3204 TRIP D3204 D3208 TRIP D3208 24−41−11
EPC 1 CLOSE
5 D8A EPC 1 CLOSE 9
36 8 7 5 4 COIL
SIGNAL
9 6
1 24−22−31 2 1 24−22−31
DISABLE CLOSE CLOSE APU GB 1 APU GB 1
24−22−31 2 CONTROL 3
(K3) CLOSE COIL
APU GB 3 DIFFERENTIAL C891 EXTERNAL 24−28−31 21
PROTECTION D8B 24−41−11
CONTROL
NC 11 RELAY 2 39 POWER CONTACTOR 1
GB 1 TRIP C889 APU
SIGNAL FROM GENERATOR 23

D8B EPC
NC 21 38 NC BREAKER 1
NORMAL
24−22−31 24
20
GB 1 TRIP 40 22
SIGNAL FROM
APU GB 1
GB 1 CLOSE
TRIP
SIGNAL CLOSE
(K604) GB TRIP CONTROL
TO M400
C801 GENERATOR
GCR 1 TRIP SIGNAL 24−21−11
UNDERFREQUENCY 24−23−11 BREAKER 1 (RIGHT SIDE−
OVERFREQUENCY 24−23−11
GENERATOR BREAKER 1CONTROL 24−22−11 NOSE WHEEL WELL)
G3 GENERATOR CONTROL UNIT 1 (P6)
Figure 104 AC POWER TROUBLESHOOTING - GEN. BREAKER
GENERAL
24-00
115V AC D58 24−41−12

1 A TRIP D3236 24−41−12 TRIP 115V AC
EXTERNAL öA SENSE FAULT
24−41−12 28−44−11 A3 NC EXTERNAL
3 7 2S GROUND (SH 1) B1 A1 GENERATOR
POWER BUSöB SERVICE GROUND A1 A B POWER B2 A2 BUS 2
2.5 5 100 3 VOLTS POWER REFUEL A2 B3 A3
24−52−11 öC
C811 EXTERNAL POWER BUS CONTROL CONTROL D3236 B3 NC RECEPTACLE D3210 24−51−11
PROT PANEL AC (D5) UNDERVOLTAGE DETECTOR B2 M1242 BLOCKING 1 24−22−31
P6−12 GENERATOR 2 AND EXTERNAL POWER CONDUCTS B1 2 APU GENERATOR
24−28−11
SENSE FAULT WHEN X1
DIODE (P6) D12B24−21−31 3 BREAKER CONTROL
CIRCUIT BREAKER PANEL AC METERS INVERSE THERE 14 APU GB 1 4
TRIP 5 24−22−21
130 3 VOLTS IS NO GB 2 CONTROL
24−21−41 FAULT. X2 6
D58 A B 24 APU GB 2 7 24−23−31
OVERVOLTAGE DETECTOR 17 CLOSE TRIP 8 APU DIFF
9 PROTECTION
D634 R351 EXTERNAL M713 BLOCKING 10 24−24−11
2 24 SENSE FAULT POWER 2 AUX G5 APU GENERATOR 11 TRANSFER BUS
D632 RELAY (P6) DIODE (P6) D3210 12 CONTROL
B 1 8 5−8 VOLTS 1 26 CONTROL UNIT 13 14
NEGATIVE SEQUENCE 16 NC 19 NC
3 33−18−33 18 NC 15
B VOLTAGE DETECTOR 24−28−31 NC 20 16 24−41−12
4 MD&T 24−22−31 24−22−21 17
TRU TRIP
CLOSE SIGNAL 18 NC INDICATION
24−41−12 D3206 D3206 D344 TRIP D344 TO M400 21
L1 GND POWER AVAILABLE LIGHT 31 5 4 5 4 23
28V DC CIRCUIT 6 6
1 10 BREAKER AND 24
11 CLOSE CLOSE 22
24−22−21 24−22−11 NC 20 INTERLOCK
NC 21 C890 APU C802 GENERATOR
OFF OFF 24−41−12 GENERATOR BREAKER 2
C3 B3 35 28V DC INTERNAL BUS BREAKER 2
C2 B2 24−21−21D10B
NC C1 B1 NC OFF CLOSE
EPC 2 13
D3 D10B TRIP D3220 OFF C892EXTERNAL POWER
D2 D3 D634 15 39 GB 2 B3 D3220 CONTACTOR 2 (NOSE
NC D1 D2 14 OFF TRIP B2 GEAR WHEEL WELL −
ON NC D1 B1 RIGHT SIDE)
ON C3 24−41−12
K2 GEN 2 CONDUCTS WHEN: G4GENERATOR CONTROL C2 GROUND SERVICE
K1 GEN 1 UNIT 2 TRIP 115V AC
RELAY GROUND POWER C1 NC 24−41−12
RELAY SWITCH IS ON A3 B1 A1 GENERATOR
OFF ON AND NO A2 EXTERNAL B2 A2 BUS 1
1NO 13 24−21−11 D8B A1 POWER B3 A3
1C K1 EXTERNAL GROUND GB 1 39 NC D3 D3208 24−51−11
1NCNC POWER CONTROL ON TRIP D2 RECEPTACLE 1 24−22−31
2NONC RELAY D1 2 APU GENERATOR
NC 2C K2 EXTERNAL EPC 1 13 3 BREAKER CONTROL
2NCNCÙ 37 POWER CONTROL TRIP X1 4
NC 38 AUX RELAY 5 24−22−11
G3 GB 1 CONTROL
X2 6
GENERATOR CONTROL 7 24−23−31
3NCNC UNIT 1 GROUND POWER 8 APU DIFF
3C 40 9 PROTECTION
3NO 15 32 R348 EXTERNAL 10 24−24−11
NC33 19 POWER RELAY (P6) D3208 11 TRANSFER BUS
4C 24−21−31 28V DC 7 NC 19 12 CONTROL
4NC 24−21−31 24−31−11 14 13
APU CONTROL CONDUCTS WHEN: NC 15
4NO D632 CONDUCTS WHEN: D1636 OFF 24−28−31 NC 20 16 24−41−12
ON 24−22−31 12 UNDERVOLTAGE NC B3 D1636 17
A FAULT OR A MANUAL CLOSE SIGNAL 18 NC INDICATION
GND PWR TRIP 2 OCCURS WHILE B2

S1 GROUND SIGNALS OR AN AUTOMATIC TRIP B1 TO M400 21
GROUND POWER
POWER SWITCH L1 S1 OCCURS. THIS MAKES ON 23
SWITCH IS ON. R41
THIS WILL NOT K1 DE−ENERGIZE. 24
GRD POWER GENERATOR
AVAILABLE LET K1 ENERGIZE. POWER CONTROL RELAY 22
100 100
50 150 GRD 50 150 A 28
AC PWR AC
AMPERES OFF AMPERES
0 200 0 200 CONDUCTS WHEN: 24−22−31 24−22−11
GROUND POWER SWITCH IS
ON. THIS WILL NOT D3204 TRIP D3204 D340 TRIP D340 CLOSE
ON
LET K1 DE−ENERGIZE. 39 5 4 5 4
6 6 C891 EXTERNAL POWER
CONTACTOR 1 (NOSE
CLOSE CLOSE GEAR WHEEL WELL −
P5−4 AC SYSTEM, GENERATOR AND APU MODULE RIGHT SIDE)
28V DC HOT G7 BUS PROTECTION PANEL (P6) C889 APU GENERATOR C801 GENERATOR NOTES:
BATTERY BUS GENERATOR BREAKER 1 1 CAUSES OF A NSV FAULT:
24−61−11 3 BREAKER 1
− INCORRECT PHASE SEQUENCE
C1075 EXT PWR CONT (D4) − L−L OR L−N FAULT
− FREQUENCY 325 10 HZ
− FREQUENCY ª 485 20 HZ
P6−5 DC POWER & INDICATION CIRCUIT BREAKER PANEL AC EXTERNAL POWER CONTROL 24−41−11
Figure 105 AC POWER TROUBLESHOOTING - EXTERNAL PWR
GENERAL
24-00
TRIP
TRIP 24−41−12
24−41−12 EXTERNAL 115V AC
115V AC B1 A1
B1 A1 GENERATOR
EXTERNAL GENERATOR POWER B2 A2
B2 A2 BUS 2
POWER BUS 1 B3 A3
B3 A3 RECEPTACLE 24−51−11
24−51−11 D3210
RECEPTACLE D3208
1 24−22−31
1 24−22−31
2 APU GENERATOR
2 APU GENERATOR 3
3
4
4 24−22−21
24−22−11 5
5 6 GB 2 CONTROL
GB 1 CONTROL
6 7 24−23−31
7 24−23−31 8 APU DIFF
8 APU DIFF 9 PROTECTION
9 PROTECTION 10 24−24−11
10 24−24−11 11 TRANSFER BUS
D3208 11 TRANSFER BUS D3210 12 CONTROL
NC 19 12 CONTROL 13 14
14 13 19 NC
NC 15 15
NC 20 16 24−41−12 NC 20 16 24−41−12
17 INDICATION 17 INDICATION
24−28−31 18 NC 24−28−31 18 NC
21 21
CLOSE SIGNAL 23
CLOSE SIGNAL 23
TO M400 TO M400
24 24
22 22
CLOSE CLOSE
C891 EXTERNAL POWER C892 EXTERNAL POWER

CONTACTOR 1 (NOSE CONTACTOR 2 (NOSE
GEAR WHEEL WELL − GEAR WHEEL WELL −
RIGHT SIDE) RIGHT SIDE)
Figure 106 AC POWER TROUBLESHOOTING - EXT PWR CONTACTORS

B737−3 24 B1
TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . 1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 72
DC GENERATION - GENERAL DESCRIPTION AND
24-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ELECTRICAL POWER PRECAUTIONS . . . . . . . . . . . . . 2 DC POWER SYSTEM - DETAILED SYSTEM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
AC POWER PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . 2
BATTERY - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 78
AC POWER GENERATION . . . . . . . . . . . . . . . . . . . . . . . . 2
BATTERY CHARGER - DESCRIPTION . . . . . . . . . . . . . . 78
APU SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
BATTERY AND BATTERY CHARGER - INDICATION . . 80
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
BATTERY CHARGER - POWER . . . . . . . . . . . . . . . . . . . . 82
ELECTRICAL POWER - COMPONENT LOCATION . . . 8
BATTERY CHARGER - MODE CONTROL . . . . . . . . . . . 84
ELECTRICAL POWER CONTROL PANEL (VERSION 1) 16
BATTERY CHARGER (OLD VERSION) . . . . . . . . . . . . . . 86
ELEC. CONTROL PANEL (VERSION 2) . . . . . . . . . . . . . 18
24−40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
24-10 GENERATOR DRIVE / CSD . . . . . . . . . . . . . . . . . . . . . . . . 24
GENERAL - CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . 88
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
BUS PROTECTION PANEL (BPP) . . . . . . . . . . . . . . . . . . 90
CSD - OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
EXTERNAL POWER - COMPONENT LOCATION . . . . . 92
CSD - SPLINE CAVITY OIL SERVICING . . . . . . . . . . . . . 30
EXTERNAL POWER - CONTROL AND PROTECTION 98
VSCF - OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
EXTERNAL POWER - DISTRIBUTION . . . . . . . . . . . . . . 100
CSD - OIL COOLER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
GROUND SERVICE CONTROL . . . . . . . . . . . . . . . . . . . . 102
CSD - DESCRIPTION OPERATION . . . . . . . . . . . . . . . . . 36
CSD - MECHANICAL DESCRIPTION AND OPERATION 38 24−31 STANDBY POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . 104
CSD - FREQUENCY ADJUSTMENT . . . . . . . . . . . . . . . . 42 STDBY PWR SYSTEM - GEN. DESCRIPTION
(VERSION 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
AC GENERATOR DRIVE SYSTEM - FAULT ISOLATION 44
STDBY PWR SYSTEM - GEN. DESCRIPTION
24-20 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 (VERSION 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 STANDBY POWER SYSTEM - LOCATION AND
GENERATOR CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . 50 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 108
CURRENT TRANSFORMER (DIFF. PROTECT.) . . . . . . 52 STANDBY BUS CONTROL (VERSION 1) . . . . . . . . . . . . 110
AC GENERATOR / CSD . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 STANDBY BUS CONTROL (VERSION 2) . . . . . . . . . . . . 112
ENGINE GENERATOR BREAKER - CONTROL . . . . . . 56 25−30 GALLEYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
APU GENERATOR BREAKER - CONTROL . . . . . . . . . 58 24−30 ELECTRICAL LOAD DISTRIBUTION . . . . . . . . . . . . . . . 114
AC POWER ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . 60 GALLEY POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . 114
AC POWER ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . 62 GALLEYS - DESCRIPTION AND OPERATION . . . . . . . 116
BUS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 AC GENERATOR - VSCF . . . . . . . . . . . . . . . . . . . . . . . . . . 120
BUS TRANSFER - RELAY CONTROL . . . . . . . . . . . . . . . 68 AC GENERATOR / VSCF . . . . . . . . . . . . . . . . . . . . . . . . . . 124
DIFFERENTIAL PROTECTION CSD - GENERATOR . . 70 VSCF - DESCRIPTION AND OPERATION . . . . . . . . . . . 126
24−30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 VSCF COOLING AND LUBRICATION . . . . . . . . . . . . . . . 128
Page i
B737−3 24 B1
TABLE OF CONTENTS
VSCF SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 BATT-DISCHARGE LIGHT ON - TROUBLESHOOTING 196
VSCF WET PAD CAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . 132 AC EXTERNAL POWER - FAULT ISOLATION . . . . . . . . 198
DIFFERENCES CSD - GEN TO VSCF . . . . . . . . . . . . . . . 134 ELECTRICAL POWER SYSTEM -
VSCF - CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 TROUBLESHOOTING L3 . . . . . . . . . . . . . . . . . . . . . . . . . 200
VSCF - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
VSCF - PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
VSCF PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
VSCF - DIFFERENTIAL PROTECTION,
DIFFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
VSCF - DIFFERENTIAL PROTECTION . . . . . . . . . . . . . . 144
VSCF - DETAILED SCHEMATIC . . . . . . . . . . . . . . . . . . . . 146
VSCF - BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
VSCF BITE - TEST (2 LED VERSION) . . . . . . . . . . . . . . 150
VSCF BITE - TEST (3 LED VERSION) . . . . . . . . . . . . . . 152
VSCF SELF TEST DISPLAY PROCEDURE (PUSH S1) 154
VSCF EXPANDED FAULT DISPLAY PROCEDURE
(PUSH S1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
VSCF DISCONNECT RESET (PUSH S2) . . . . . . . . . . . 158
VSCF SYSTEM FAULT RESET (PUSH S2) . . . . . . . . . . 158
VSCF LAST FLIGHT MESSAGES (PUSH S2) . . . . . . . . 158
M238 - ELECTRICAL POWER ANNUNCIATOR PANEL 160
ELECTRICAL POWER ANNUNCIATOR PANEL (M238) 162
M400 - POWER SYSTEM TEST MODULE M400 . . . . . 168
M 400 - AC VOLTAGE / FREQUENCY METERING . . . . 170
M 400 DC VOLTAGE METERING . . . . . . . . . . . . . . . . . . . 172
M238 - ELECTRICAL POWER ANNUNCIATOR PANEL 176
M400 - POWER SYSTEM TEST MODULE M400 . . . . . 178
ELEC. CONTROL PANEL (VERSION 2) . . . . . . . . . . . . . 180
ELCTRICAL POWER SYSTEM - TROUBLESHOOTING 182
AC GENERATION SYSTEM - FAULT ISOLATION . . . . 184
TROUBLE SHOOTING CHARTS - AC-POWER. . . . . . . 186
DC GENERATION SYSTEM - FAULT ISOLATION . . . . 188
STANDBY POWER SYSTEM - FAULT ISOLATION . . . 190
ELEC LIGHT ON - TROUBLESHOOTING . . . . . . . . . . . . 192
TR-UNIT LIGHT ON - TROUBLESHOOTING . . . . . . . . . 194
Page ii
B737−3 24 B1
TABLE OF FIGURES
Figure 1 AC POWER SYSTEM - GENERATION . . . . . . . . . . . . . . . . . . . 3 Figure 33 AC POWER ANNUNCIATOR LIGHTS - DETAIL 1 . . . . . . . . 63
Figure 2 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION. . . . . . 5 Figure 34 AC POWER ANNUNCIATOR LIGHTS - DETAIL 2 . . . . . . . . 65
Figure 3 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION. . . . . . 7 Figure 35 BUS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 4 ELEC PWR SYSTEM - COMPONENT-LOC, OVERVIEW . . . 9 Figure 36 BUS TRANSFER - RELAY CONTROL . . . . . . . . . . . . . . . . . . 69
Figure 5 ELEC PWR SYSTEM - COMP-LOC FWD-A TT PNL . . . . . . . . 10 Figure 37 DIFFERENTIAL PROTECTION - CSD GENERATOR . . . . . 71
Figure 6 ELEC PWR SYSTEM - COMPONENT-LOCATIONS 1 . . . . . . 11 Figure 38 DC POWER SYSTEM - GENERAL DISTRIBUTION . . . . . . 73
Figure 7 ELEC PWR SYSTEM - COMP-LOCA TIONS 2 . . . . . . . . . . . . 12 Figure 39 DC EXTERNAL POWER - RECEPTACLE . . . . . . . . . . . . . . . 75
Figure 8 ELEC PWR SYSTEM - COMP-LOCA TIONS 3 . . . . . . . . . . . . 13 Figure 40 DC POWER SYSTEM - DETAILED SCHEMATIC . . . . . . . . 77
Figure 9 ELEC PWR SYSTEM - COMP-LOCA TIONS 4 . . . . . . . . . . . . 15 Figure 41 BATTERY - BATTERY CHARGER . . . . . . . . . . . . . . . . . . . . . . 79
Figure 10 ELEC PWR SYSTEM - ELEC PWR CONT PANEL Figure 42 BATTERY & BATTERY CHARGER - INDICATION . . . . . . . . 81
(VERS-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 BATTERY CHARGER - POWER . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 11 ELEC PWR SYSTEM - ELEC PWR CONTROL PANEL Figure 44 BATTERY CHARGER - MODE CONTROL . . . . . . . . . . . . . . 85
(VERS-2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 45 BATTERY CHARGER CONTROL - OLD VERSION . . . . . . . 87
Figure 12 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (Lower) 21
Figure 46 EXT PWR - CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 13 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (Lower) 23
Figure 47 BUS PROTECTION PANEL - (BBP) . . . . . . . . . . . . . . . . . . . . 91
Figure 14 CSD - VIEW: COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 48 EXT PWR - COMPONENT LOCATION 1 . . . . . . . . . . . . . . . . 93
Figure 15 CSD - OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 16 CSD - OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 17 CSD SPLINE CACITY - OIL SERVICING . . . . . . . . . . . . . . . . 31
Figure 18 VSCF - OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 52 EXTERNAL POWER - CONTROL . . . . . . . . . . . . . . . . . . . . . . 99
Figure 19 CSD - OIL COOLER, FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 53 EXTERNAL POWER - DISTRIBUTION . . . . . . . . . . . . . . . . . . 101
Figure 20 CSD - BASIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 54 GROUND SERVICE - CONTROL . . . . . . . . . . . . . . . . . . . . . . 103
Figure 21 CSD - MECHANICAL DESCR-OPERA TION 1 . . . . . . . . . . . . 39
Figure 55 STBY PWR - GENERAL (VERSION 1) . . . . . . . . . . . . . . . . . . 105
Figure 22 CSD - MECHANICAL DESCR-OPERA TION 2 . . . . . . . . . . . . 41
Figure 56 STBY PWR - GENERAL (VERSION 2) . . . . . . . . . . . . . . . . . . 107
Figure 23 CSD - FREQUENCY ADJUSTMENT . . . . . . . . . . . . . . . . . . . . 43
Figure 57 STBY PWR SYSTEM - LOCATION, COMP-DECSR. . . . . . . 109
Figure 24 CSD - TROUBLESHOOTING CHART 1 . . . . . . . . . . . . . . . . . 45
Figure 58 STBY PWR - CONTROL (VERSION 1) . . . . . . . . . . . . . . . . . . 111
Figure 25 CSD - TROUBLESHOOTING CHART 2 . . . . . . . . . . . . . . . . . 47
Figure 59 STBY PWR - CONTROL (VERSION 2) . . . . . . . . . . . . . . . . . . 113
Figure 26 AC SYSTEM - GENERAL SCHEMATIC . . . . . . . . . . . . . . . . . 49
Figure 60 GALLEY LOAD SHED - INTRODUCTION . . . . . . . . . . . . . . . 115
Figure 27 GENERATOR CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 61 GALLEY LOAD SHED - BUS XFR. . . . . . . . . . . . . . . . . . . . . . 117
Figure 28 DIFFERENTIAL PROTECTION - CURRENT
TRANSFORMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 62 GALLEY LOAD SHED - APU OVERLOAD . . . . . . . . . . . . . . . 119
Figure 29 AC-GENERATION - DETAILED SCHEMATIC . . . . . . . . . . . . 55 Figure 63 VSCF - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 30 ENGINE GENERATOR BREAKER - CONTROL . . . . . . . . . . 57 Figure 64 VSCF - COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 31 APU GENERATOR BREAKER - CONTROL . . . . . . . . . . . . . 59 Figure 65 VSCF - BLOCK DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 32 AC POWER - ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . . . 61 Figure 66 VSCF - SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 67 VSCF - COOLING AND LUBRICATION . . . . . . . . . . . . . . . . . 129
Page iii
B737−3 24 B1
TABLE OF FIGURES
Figure 68 VSCF - VSCF OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . 131 Figure 103 AC POWER TROUBLESHOOTING - M400 DETAILED . . . 202
Figure 69 VSCF - WET PAD CAV. OIL SERVICING . . . . . . . . . . . . . . . . 133 Figure 104 AC POWER TROUBLESHOOTING - GEN. BREAKER . . . 203
Figure 70 DIFFERENCES - CSD-GEN T O VSCF . . . . . . . . . . . . . . . . . . 135 Figure 105 AC POWER TROUBLESHOOTING - EXTERNAL PWR . . 204
Figure 71 VSCF - CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 106 AC POWER TROUBLESHOOTING - EXT PWR
Figure 72 VSCF - START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 CONTACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 73 VSCF - PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 74 VSCF - DIFFERENTIAL PROTECTION . . . . . . . . . . . . . . . . . 145
Figure 75 VSCF - DETAILED SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 76 VSCF BITE - FLOWCHART . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 77 VSCF - BITE (2 LED VERSION) . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 78 VSCF - DISPLAY MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 79 VSCF - DISPL. MODULE INDICATIONS . . . . . . . . . . . . . . . . 155
Figure 80 VSCF - EXPANDED MESSAGE CHART . . . . . . . . . . . . . . . . 157
Figure 81 VSCF - TEST SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 82 M238 - ELECTR PWR ANNUNCIATOR PANEL . . . . . . . . . . 161
Figure 83 M 238 - DC BUS INDICATING LIGHTS . . . . . . . . . . . . . . . . . . 163
Figure 84 M 238 - AC BUS INDICATING LIGHTS . . . . . . . . . . . . . . . . . . 165
Figure 85 M 238 - GENERATOR MALFUNCTION LIGHTS . . . . . . . . . . 167
Figure 86 M400 - POWER SYSTEM TEST MODULE . . . . . . . . . . . . . . 169
Figure 87 M400 - AC METERING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 88 M400 - DC VOLTAGE METERING . . . . . . . . . . . . . . . . . . . . . . 173
Figure 89 M400 - AC AMPERE METERING. . . . . . . . . . . . . . . . . . . . . . . 175
Figure 90 M238 - ANNUNCIATOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 91 M400 - POWER SYSTEM TEST MODULE . . . . . . . . . . . . . . 179
Figure 92 ELEC-METER PANEL (VERSION 2) - TEST . . . . . . . . . . . . . 181
Figure 93 ELEC PWR TROUBLESHOOTING - PMA SEARCH . . . . . . 183
Figure 94 AC GENERATION - PMA FAULT ISOLATION . . . . . . . . . . . . 185
Figure 95 AC GENERATION - TROUBLESHOOTING CHART . . . . . . 187
Figure 96 DC GENERATION - TROUBLESHOOTING CHART . . . . . . 189
Figure 97 STDBY PWR SYSTEM - FAULT ISOLATION . . . . . . . . . . . . 191
Figure 98 ELEC LIGHT ON - TROUBLESHOOTING . . . . . . . . . . . . . . . 193
Figure 99 TR-UNIT LIGHT ON - TROUBLESHOOTING . . . . . . . . . . . . 195
Figure 100 BATT-DISCHARGE LIGHT ON - TROUBLESHOOTING . . 197
Figure 101 AC-EXTERNAL PWR SYSTEM - TROUBLESHOOTING . 199
Figure 102 AC POWER TROUBLESHOOTING - M400 GENERAL . . . 201
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B737-300/400/500 Boeing: Electrical Power 24

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B737-300/400/500 Boeing: Electrical Power 24

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ATA 24 ELECTRICAL POWER

FRA US/T-4 NeA Jan 12, 2007 ATA DOC Page 1

− AC GEN BUS 1 or AC GEN BUS 2

FRA US/F do 07.01.98 01/00−General/L1 Page 2

ENGINE EXTERNAL APU ENGINE

AC GEN BUS 1 AC GEN BUS 2

TRANSFER RELAY TRANSFER RELAY

AC TRANSFER BUS 1 AC TRANSFER BUS 2

ESSENTIAL LOAD ESSENTIAL LOAD

FRA US/NM Aug. 2006 02/00−Schematic/L2 Page 4

EXTERNAL POWER EXTERNAL POWER

ENGINE 1 GENERATOR GENERATOR ENGINE 2

J5 115V AC NORMAL ALTERNATE

115V AC 115V AC 115V AC

AC STATIC TRANSFORMER R389 BATTERY TRANSFORMER TRANSFORMER AC

28V DC 28V DC 28V DC SWITCHED 28V DC 28V DC 28V DC 28V DC

Figure 2 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION

Effectivity: Olny Latest B737−Classic models:

FRA US/NM Aug. 2006 02/00−Schematic/L2 Page 6

EXTERNAL POWER EXTERNAL POWER

ENGINE 1 GENERATOR GENERATOR ENGINE 2

J5 115V AC NORMAL ALTERNATE

115V AC 115V AC 115V AC

AC STATIC TRANSFORMER R389 BATTERY TRANSFORMER TRANSFORMER AC

28V DC 28V DC 28V DC SWITCHED 28V DC 28V DC 28V DC 28V DC

Figure 3 ELEC PWR SYSTEM - AC / DC BUS DISTRIBUTION

ELECTRICAL POWER - COMPONENT LOCATION

FRA US/T NM July 2005 03/00−Location/L1 Page 8

Figure 4 ELEC PWR SYSTEM - COMPONENT-LOC, OVERVIEW

FORWARD ATTENDANT’S PANEL

FORWARD ATTENDANT’S PANEL

Figure 5 ELEC PWR SYSTEM - COMP-LOC FWD-A

LOAD CONTROL LOAD CONTROL

T−R UNIT NO. 1

Figure 6 ELEC PWR SYSTEM - COMPONENT-LOCATIONS 1

APU - GENERATOR CONTROL UNIT P6−1

Figure 8 ELEC PWR SYSTEM - COMP-LOCA

THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/T NM July 2005 03/00−Location/L1 Page 14

ENGINE − LEFT SIDE ENGINE − LEFT SIDE

LINE OIL FILTER LINE OIL FILTER

ELECTRICAL POWER CONTROL PANEL (VERSION 1) Residual Volts Switch

AC Voltmeter Standby Power Switch

the AC Standby Bus regardless of the BAT Switch position.

FRA US/F do/ur 18.10.99 04/Elec. Panel/L1 Page 16

TR 1 APU GEN INV POSITON:

HIGH OIL STANDBY POWER HIGH OIL

Figure 10 ELEC PWR SYSTEM - ELEC PWR CONT PANEL (VERS-1)

ELEC. CONTROL PANEL (VERSION 2)

Recall / Reset Test Switch

FRA US/F do/ur 18.10.99 04/Elec. Panel/L1 Page 18

DC AMPS CPS FREQ

TR1 APU GEN

BAT TR3 GRD INV

Figure 11 ELEC PWR SYSTEM - ELEC PWR CONTROL PANEL (VERS-2)

FRA US/F do/ur 18.10.99 04/Elec. Panel/L1 Page 20

Electrical Power Control Panel

LOW OIL OVER