B767 L3 ATA 24 Electrical Power

Training Manual
BOEING 767--300
ELECTRICAL POWER
ATA 24
For training purpose and internal use only.
Copyright by Lufthansa LAN Technical Training S.A.
All rights reserved. No parts of this training manual may
be sold or reproduced in any form without permission of:
Lufthansa LAN Technical Training S.A.
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ELECTRICAL POWER BOEING 767
Lufthansa LAN Technical Training
INTRODUCTION
ATA 24-- 00
ATA 24 ELECTRICAL POWER

24--00 767 ELECTRICAL SYSTEM
For Training Purposes Only
SCL /nuv Nov 2001 Page: 1

INTRODUCTION
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GENERAL - AC AND DC ELECTRICAL POWER
AC Power Hydraulic Motor Generator
AC electrical power for airplane ground operations is supplied through the ex- A hydraulic motor generator (HMG) operates as a non--time limited backup
ternal power panel or by the auxiliary power unit (APU) generator. source if there is loss of all main electrical power.
For inflight operations, power is normally supplied by an integrated drive The HMG supplies ac and dc power to the:
generator (IDG) mounted on each engine or by the APU generator. S standby system,
Power sources are not paralleled. S captain’s flight instruments,
S and selected navigation, communication, lighting, and anti--icing loads.
Major ac system--components, located in the main equipment center include: The HMG has a generator control unit located in the main equipment center.
S four generator control units (GCU’s),
S the bus power control unit (BPCU),
System Control and Indication
S and power panels.
Manual and automatic source selection is controlled using the electrical system
control panel (P5) in the flight compartment.
The GCU’s and BPCU provide:
The auxiliary electrical system control panel (P61) is used to test generator out-
S automatic source selection, put.
S protection, A momentary test switch (P61) is used for HMG checkout.
S and fault monitoring for the electrical system. Electrical system monitoring is available on EICAS.
DC Power
Airplane dc power is normally produced by ac to dc conversion. A battery sys-
tem provides alternate dc and standby power.
Major dc system components, located in the main equipment center, include:

S the main battery,
S main battery charger,
S three transformer rectifier units (TRU’s),
S and a static inverter.
DC system components located in the aft equipment center, include the:

S APU battery,
S battery charger,
S and APU TRU.

INTRODUCTION
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Figure 1 767 Electrical System

INTRODUCTION
ATA 24-- 00
ELECTRICAL POWER SYSTEM
General DC Power
The electrical power system consists of both 115 and 28 volt ac and dc dis- The left and right dc buses supply power to those loads requiring dc power.
tribution buses. Each main dc bus is divided into independent sections. When either bus is un-
powered the dc tie control unit automatically energizes the dc tie relay.
The dc standby bus supplies power to certain essential airplane loads and will
AC Power transfer sources in case of primary source loss.
The main ac buses supply all of the essential ac loads in the airplane. Each The dc ground handling bus supplies dc power for ground handling equip-
bus is divided into independent sections. ment and is energized on the ground only.
An ac tie bus provides interconnection between the main buses under certain A main battery/battery charger system provides a dedicated source of power
conditions. for operation of the standby and autoland systems.
The utility buses supply non--essential loads such as passenger entertain- The separate APU battery/battery charger system provides power for APU
ment and reading lights. starting.
Galley power is also considered as non--essential load. The non--essential
load can be de--energized automatically for load shedding purposes.
The APU starter motor is energized by the APU TR unit if the right main ac Hydraulic Motor Generator System
bus is energized during APU starting. The hydraulic motor generator system provides a non--time limited alternate
The ground service bus supplies both inflight and ground loads. These in- source of ac and dc power after loss of all generator power. An ac generator
clude interior lights, battery chargers and cooling fans. supplies captain’s flight instrument, left and right transfer buses. A dc genera-
tor can power the hot battery bus.
The ground handling bus supplies loads such as cargo handling equipment
that are used only during ground operations. This bus is only powered on the
ground.
The center buses supply both ac and dc power to the center channel equip-
ment of the autoland system. During category III autoland operation, the buses
are supplied from alternate sources independent of the main buses.
The flight instrument transfer buses supply power to selected captain’s and
first officer’s flight instruments and allows automatic transfer to an alternate
power source in case of normal source failure.
The ac standby bus supplies single phase power to essential flight loads and
will automatically transfer power sources in case of primary source loss.

INTRODUCTION
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Figure 2 Electrical Power System

INTRODUCTION
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ELECTRICAL SYSTEM PANELS
General AC BUS OFF Lights
Normal operation of the electrical power system is performed at the electrical An ac BUS OFF indicator light illuminates when the associated main ac bus is
system control panel and the auxiliary electrical system control panel. Both de-energized.
momentary and alternate action pushbutton switches are used on the electrical
panels. The alternate action switches are normally in the latched (ON) position.
This allows automatic operation of the electrical system breakers and relays Utility Bus Switches
under the control of the system‘s computers. Switch indicator lights are powe- The alternate action utility bus switches provide manual control of the power
red by the master dim and test system. relays connecting utility and galley buses to the main ac buses. The ON legend
is seen when the switch is latched (ON). The amber OFF light illuminates when
the associated utility bus relay (UBR) is open.
Electrical System Control Panel (P5)
The momentary external power switch controls the position of the external
power contactor. A white AVAIL light indicates power is of proper quality. The Generator Drive Disconnect Switches
white ON light illuminates when the external power contactor is closed. Pushing the momentary generator drive disconnect switches causes a me-
chanical disconnection between the integrated drive generator and the engine
when the associated engine fuel control switch is not off. An amber DRIVE light
Generator Control Switches on the switch illuminates for either high IDG oil temperature or low IDG oil pres-
The generator control switches provide a control signal which closes the sure.
generator control relay (GCR), and, when proper power is available, enables
automatic closing of the generator circuit breaker (GCB). The flow bar and ON
legend indicate switch position. An amber OFF light illuminates when the asso-
ciated generator circuit breaker is open.
AC Bus Tie Switches

The ac bus tie switches allow manual or automatic control of the bus tie
breaker (BTB). When a switch is unlatched, the associated BTB is locked
open, isolating the associated main ac bus from the ac tie bus. In this case, the
AUTO indication is not visible and the amber ISLN light is illuminated. Latching
an ac bus tie switch (ON) enables automatic operation of the associated bus tie
breaker. In this case, the AUTO light normally illuminates and the ISLN light is
OFF. If the ISLN light illuminates when the bus tie switch is latched, then a fault
has tripped and locked the BTB open.

INTRODUCTION
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Figure 3 Electrical System Panels

INTRODUCTION
ATA 24-- 00
Battery Switch
The alternate action battery switch controls connection of the battery bus to the
left dc bus or the hot battery bus. The ON legend is seen when the switch is
latched (ON). An amber OFF light illuminates when the battery switch is un-
latched during normal ground and flight operations.
Battery Discharge Light

For the main battery, a dedicated battery discharge light illuminates if the
battery is discharging.
Standby Power Switch

The standby power mode of operation is controlled by the standby power se-
lector switch. To turn the switch off, push the switch in when going from the
AUTO to the OFF position. An amber standby power bus OFF light illuminates
when the ac or dc standby bus is unpowered.
Auxiliary Electrical System Control Panel (P61)

The momentary generator field manual reset switch is pushed to open and
close the generator field control relay when the generator control switch is
unlatched. A white FIELD OFF light illuminates when the generator control
relay (GCR) is open.

INTRODUCTION
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Figure 4 Electrical System Panels

INTRODUCTION
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GROUND SERVICE/MISC TEST PANEL
Ground Service Switch
A single momentary switch allows the ground service bus to be powered
directly from the APU generator or external power. Pushing the ground service
switch connects or disconnects the APU generator or external power if the right
main ac bus is de--energized. A light inside the switch illuminates to indicate
that the ground service bus is powered directly from external or APU generator
power.
Hydraulic Motor Generator Test Switch

A momentary toggle switch (EQUIP COOL/HYD GEN) on the right side P61
panel is provided for hydraulic motor generator system testing. When toggled
to the HYD GEN position, the test switch simulates loss of both main ac buses,
and provides a start--up signal to the hydraulic motor generator system.
Release of the test switch causes system shutdown and transfer of loads back
to normal bus sources.

INTRODUCTION
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Figure 5 Ground Service/Misc Test Panel

INTRODUCTION
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AC EXTERNAL POWER SYSTEM

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24--40 AC EXTERNAL POWER SYSTEM

SCL/nuv Nov 2001 Page: 13


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Purpose Operation
The ac external power system supplies 115/200 volts, 3 phase, 400Hz ground The Bus Power Control Unit (BPCU) controls the EPC. The EPC controls the
power to the airplane ac electrical loads. flow of external power to the ac tie bus. When external power of acceptable
quality (as determined by the BPCU) is first connected, the AC CONNECTED
and PWR NOT IN USE lights on the P30 panel come on. Also, the AVAIL light
System Description on the EXT PWR switch comes on. Pressing the momentary EXT PWR switch
A ground power source can be connected at the airplane external power recep- closes the EPC. When the EPC closes, the ON light on the EXT PWR switch
tacle to supply power to the 767 ac electrical power system. Power is supplied comes on.
to main load buses when the external power contactor (EPC) and correspond-
ing bus tie breakers (BTB‘s) close. The external power source also supplies External power always has priority over the IDGs and APU generator when
power to the ground service and ground handling buses, using the ground manually selected. If both engines are started and the IDGs are ready to
service select, ground service transfer, and ground handling relays. supply electrical power, then, automatically, the EPC and BTBs are tripped
open and the GCB’s close. If both engines are operating, and external power is
supplying power to the main buses, cycling the generator control switches (un-
Component Locations latch--latch) also causes the EPC and BTBs to trip open and the GCB’s to
An external power receptacle (P30 panel) is located on the lower fuselage, just close.
aft of the nose gear. All other external power system components are located in
the main equipment center.
The 115 volt ac ground handling bus is automatically powered on the ground if
There are two control switches: external power is of acceptable quality. The BPCU controls the three position
S An EXT PWR switch is located on the P5 overhead panel. ground handling relay and automatically gives external power priority over the
S A ground service switch is located on the P21 forward attendant’s panel. APU generator.
Ground service bus power is supplied to equipment which must be powered in

both air and ground modes. This bus receives power automatically from the
right main ac bus if that bus is powered. If the right main bus is not powered,
pressing the ground service switch allows supply of either external power or
APU generator power (whichever is first available) to the ground service bus.
If both external and APU generator power are available when the ground ser-
vice switch is pressed, external power is used.
If a fault exists in the external power circuit, BPCU trips the EPC to protect the
power source and loads.


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Figure 6 AC External Power System


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EXTERNAL POWER PANEL
Purpose
The panel provides a connection point for the ground power plug and indicating
lights.
Location
The panel is located on lower right side of section 41. Two latches provide for
opening/closing. The forward end incorporates two hinge assemblies.
Physical Description/Features
The external power receptacle allows connection of ac ground power. An
AN3114--1B receptacle accommodates an AN3430 plug. A cover on the back
of the receptacle protects the feeder connections. An optional plug support
attachment can provide support for the plug and cable when connected. Pins
A, B, C and N are used for ac power. Pins E and F complete the dc interlock
circuit.
The external power interlock circuit is compatible with three groundpower cart
configurations:
1. Pin F shorted to pin E.
2. Pin F isolated and 28 volts dc applied to pin E by a ground source.
3. Pin F driving the hold--in coil of a manually--set ground contactor. When the
contactor is closed, 28 volts dc is applied to pin E by a ground source.
Inside the panel are two indicating lights:

S A white AC CONNECTED light.
S A clear PWR NOT IN USE light.


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Figure 7 External Power Panel


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EXTERNAL POWER EQUIPMENT LOCATIONS PHYSICAL DESCRIPTION/FEATURES
Purpose Ground Power Current Transformer
The current transformer assembly (CTA) senses external power current flow for Power feeders pass through the primary windings with a single electrical
protection and load monitoring. connector for secondary output. There is a primary to secondary current ratio
of 1000:1.
The external power contactor (EPC) is an electrically held three phase
contactor that controls use of external ground power.
External Power Contactor
Each unit weighs 3.5 pounds. Nut stud feeder connections are provided for 115
The ground power transformer rectifier unit converts 115 volt ac to 28 volt dc volt ac. A single electrical connector Is provided for auxiliary contact/coil
power. circuits. The EPC is solenoid operated normally open type. A pull--in coil
operates with 15 to 29.5 volts dc, while the holding coil operating voltage is 10
The ground handling/ground service relays are used to select ground handling to 29.5 volts dc.
and service bus power.
Ground Power Transformer Rectifier Unit
The interlock fuses protect bus power control unit circuitry.
The unit weighs 5 pounds. Input and output connections are made to a terminal
strip. Input power is 115 volt ac, 3--phase, 380--440 Hz; output power is 28 volt
dc at 20 amperes.
Location
All components are located in or on the P34 APU/external power panel except
the ground service transfer relay, which is located In P32 miscellaneous relay Ground Handling/Service--Relays
panel.
The ground handling relay is a 3PDT (3 pole--double throw) center--off type.
The ground service select and transfer relays are both 3PST (3 pole--single
throw), energized by 28 volt dc.
External Power Contactor

Each unit weighs 3.5 pounds. Nut stud feeder connections are provided for 115
volt ac. A single electrical connector is provided for auxiliary contact/coil cir-
cuits. The EPC is solenoid operated normally open type. A pull--in coil oper-
ates with 15 to 29.5 volts dc, while the holding coil operating voltage is 10 to
29.5 volts dc. throw), energized by 28 volt dc.


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Figure 8 External Power Components


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BUS POWER CONTROL UNIT
Purpose Operation
The Bus Power Control Unit (BPCU) controls: The BPCU contains all of circuitry necessary for external power monitoring and
S Electrical system external power monitoring and protection, protection, load shedding on the utility and galley buses, tie bus differential
protection, and control of the external power contactor, ground handling relay,
S Load shedding,
and ground service relays. In addition, built--in test equipment (BITE) circuitry is
S Tie bus differential protection, included to aid on--aircraft fault isolation for external power.
S Autoland power transfer
S BITE. The BPCU utilizes a microprocessor system for control, protection and BITE
functions. The basic software timing cycle is 5 msec which gives sufficient time
to perform the longest operating path. The approximate division of time for
Location flight or ground operations is protection (1 msec), control (1 msec) and BITE (3
The BPCU is located in the main equipment center, rack mounted on the E2--4 msec). The information required by the microprocessor comes from peak
shelf. sensing circuits that sense external power voltage, current, frequency and
phase. Additional inputs are external power and ground service switch inputs,
external power contactor auxiliary contacts, and generator control unit BITE
Physical Description/Features information.
The BPCU is packaged in an ARINC 600 3 MCU enclosure and weighs 7.7 The switch, auxiliary contact, and voltage/current peaks are brought into the
pounds. The BPCU is held in the tray with an extractor front hold down microprocessor system through input conditioning circuits. The microprocessor
assembly. Forced air cooling is provided through rack. The air enters BPCU system in turn supplies both digital and analog outputs through output condi-
through a matrix of small openings in the base and is baffled by the chassis tioning circuits.
before exiting through holes in cover.
A BITE display panel and controls are located on the box front panel. A non--volatile memory in the BPCU is used to store external power system
passive BITE and fault data. The non--volatile memory is an Electrically
Alterable Read Only Memory (EAROM).
Power
The power required to operate internal BPCU circuits, external contactors and
relays is derived from: Digital data communication links between the BPCU and the three generator
control units are provided within the BPCU. System status, control and BITE
S External power, information is exchanged on these serial data links.
S Airplane battery bus
S The right main dc bus.

Front panel circuit breakers (CB1 and CB2) are used to isolate power to
external circuits.


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Figure 9 Bus Power Control Unit


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EXTERNAL POWER QUALITY
Operation
The Bus Power Control Unit (BPCU) monitors the quality of power applied to
the airplane. This is to insure that equipment which is sensitive to voltage,
frequency and phase is not damaged.
The following is a summary of the conditions involved in producing an External

Power (EP) available signal:
External 3 phase, 115/200 volts ac ground power is applied through pins A, B,
C and N. In the BPCU the overvoltage cutout detector energizes an over-
voltage cutout relay if the highest phase voltage exceeds 150 vrms. Energizing
a relay in the overvoltage cutout detector, prevents BPCU components on an
internal dc bus from being damaged by excessive voltage. This is accom-
plished by removing ac input to the TRU/power supply. If no backup dc is
available the BPCU remains unpowered until the highest phase voltage drops
below 150 volts rms. Normal BPCU powering (ac or dc applied) causes a
power--up reset. The power--up reset input is the start signal for the micro-
processor to begin executing instructions.
Before the external power contactor is allowed to close, external power quality
is sensed by the BPCU. The BPCU checks the external power for:
S Over/Under Voltage (OV, UV).
S Over/Under Frequency (OF, UF).
S Phase sequencing.
The highest phase voltage is sensed for OV (130.75 +/-- 1.75 volts ac) and a 3
phase average is determined for UV (104.5 +/-- 1,5 volts ac).
Single phase frequency sensing is used for UF (372.5 +/-- 2.5 Hz) and OF
(427.5 +/-- 2 Hz). Proper phase sequence is A, B, C.
The external power plug completes the external power interlock circuit through
pins E and F.
Good power quality causes the EXT PWR AVAIL, AC CONNECTED and NOT
IN USE lights to illuminate.


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Figure 10 External Power Quality


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GROUND HANDLING SYSTEM
Operation
The ground handling bus powers equipment used during ground operation.
The bus is not connected to the airplane main ac buses and is supplied from
external power or the APU generator only. External power has priority over
APU power. Relays in the BPCU operate the external, 3--position--center--off
K101 ground handling relay. The BPCU supplies a continuous nominal 28 volt
signal to the appropriate coil of the ground handling relay.
External Ground Handling Power

The external power fault protection RS flip--flop is reset at initial BPCU
power--up when no faults are present.
When the ground power plug is installed an EP INTLK signal is present.
Initial external power quality (EP QUALITY) must be satisfactory.
The external power coil of K101 is then energized.
A fault detected by external power fault protection module No. 2 sets the
external fault protection RS flip--flop. This locks out external power to the
ground handling bus until a reset occurs.
Resetting requires either:
S Re--establishing the external power interlock OR
S New BPCU power--up OR
S Pushing the ground service switch with the ground service transfer relay
relaxed.
APU Ground Handling Power

When external power is not available the BPCU can provide a signal to the
APU power coil of K101.
The APU GEN AVAIL and GND MODE signals are received over the serial
data link.
APU GEN AVAIL signal indicates no faults, GCR closed and APU on speed.
APU shutdown or air mode deenergizes this K101 coil.


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Figure 11 Ground Handling System


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GROUND SERVICE SYSTEM
Operation Ground Service Power Control (APU Generator)
The ground service bus supplies power to inflight loads and can provide power When APU generator power is available the BPCU receives the APU GEN
on the ground for airplane cleaning and servicing operations. AVAIL signal over the serial data link from the APU generator control unit.
The ground service bus is energized from either : If external power is not available and the right main ac bus is not energized,
S External power. then manual selection energizes K103 GND SVCE SEL relay and K102 GND
SVCE XFR relay to power the 115 volt ac ground service bus from the APU
S APU generator.
generator.
S The right main bus.
The ground service bus remains powered from the APU generator until either
Control relays are provided in the BPCU to operate an external ground service APU GEN AVAIL or GND MODE signal removal.
select relay (GSSR) and an external ground service transfer relay (GSTR).
These control relays operate in conjunction with a ground service switch on the
P21 panel. Ground Service Bus Reconnection to Main Bus
The ground service bus is reconnected to the right main ac bus by:
Ground Service Power Control (External Power) S Momentary actuation of the ground service switch.
Normal BPCU powering (ac or dc applied) will cause a power--up reset signal. S Removal of power source.
This is the start signal for the microprocessor to begin executing instructions. S Right main ac bus energized.
The power up signal applies a 50 msec logic 1 to perform resetting. S Protection trips.
External power must be available (EP AVAIL). no faults present and the right
main ac bus de--energized to allow manual selection of ground service power.
The main power breaker positions are sensed directly by the BPCU through
hardwire connections.
A ground is sensed through main power breaker auxiliary contacts when the
breaker is closed (APB POS, L or R GCB POS, EPC POS, and L or R BTB
POS).
The auxiliary power breaker position is sent over the serial data link to the APU
generator control unit for BITE. Pushing the ground service switch generates a
discrete GND SVCE SW input signal.
The K103 GND SVCE SEL relay remains de--energized and the K102 GND
SVCE XFR relay energizes to power the 115 volt ac ground service bus from
external power.
Panel light indications are on the P21 and P30 panels. A white light illuminates
on the forward flight attendants panel and the NOT IN USE light at P30 extin-
guishes.


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Figure 12 Ground Service System


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EPC CONTROL
Operation External Power Removal
The following is a summary of the conditions allowing closure of the EPC. The external power contactor is tripped manually by the EXT PWR switch on
the flight compartment control panel or automatically by a fault protection sig-
nal.
Normal BPCU powering (ac or dc applied to BPCU) causes a power--up reset
signal. The power--up reset input is the start signal for the microprocessor to A protection trip is reset by generating a new power up signal or pushing the
begin executing instructions contained in the read only memory (ROM). The momentary EXT PWR switch with the EPC open or by generating a new EP
power up signal is a 50 msec pulse which applies a logic 1 to reset the RS flip INTLK signal with no faults.
flops. The external power contactor trips after both IDGs are brought on line and the
corresponding GCB’s are closed.
If the power quality is acceptable and no external power protection (EP
PROT‘N) signal is present, the K114 External Power Contactor (EPC) is closed
Indications
by momentary actuation of the EXT PWR switch.
When the EPC closes the white NOT IN USE light (P30) extinguishes and the
External power has priority over the engine driven generators when manually
flight compartment external power ON light illuminates. If the EPC is tripped
selected.
either manually or automatically the NOT IN USE light illuminates and the ON
Pushing the momentary EXT PWR switch will cause an external power request light extinguishes.
(EP REQ) signal to be sent to all generator control units. This signal causes
tripping of the generator circuit breakers (GCB’s) and auxiliary power breaker
(APB).
The main power breaker position is sensed directly by the BPCU through
hardwire connections. A ground is sensed through main power breaker
auxiliary contacts when the breaker is closed (APB POS, L or R GCB POS,
L or R BTB POS).
With all conditions satisfied, a power control relay energizes to supply nominal
28 volt dc power to the external power contactor pull--in coil.
The EPC holding coil remains energized until the power control relay is deener-
gized. The pull--in coil operates with 15--29.5 volts dc, while the holding coil op-
erating voltage is 10 to 29.5 volts dc.


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Figure 13 EPC Control


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EXTERNAL POWER PROTECTION
General Protective Functions
The BPCU protection functions monitor external power parameters including Phase Sequence Protection
current, voltage and frequency as well as tie bus differential current. The phase sequence protection prevents EPC closure if the voltage phase
These monitored functions, along with lockout signals from the GCUs, work to sequence at the receptacle side of the EPC is not A--B--C.
prevent or limit damage to the generating system, loads and the external power Phase A and B voltages are sensed to determine sequence.
sources from out--of--limits power quality or fault conditions.
Tie Bus Differential Protection
Tie bus differential protection isolates any short circuit fault on the external
Inputs power feeder or tie bus with a minimum interruption of power. The tie bus
differential protection trip times are carefully coordinated with the differential
The BPCU receives three phase AC power through circuit breaker C320 EXT
protection time delays in the generating channel.
PWR BPCU to perform voltage, frequency and phase sequence protective
functions. Overfrequency and Underfrequency Protection
Current transformer assemblies T112 L BUS TIE DPCT, T113 R BUS TIE Overfrequency and underfrequency protection frequency information is sensed
DPCT, T115 APU TIE BUS DPCT and T116 EXT PWR TIE BUS DPCT on phase A at EP receptacle side of EPC.
monitor current flow information for tie bus differential fault protection sensing. Overcurrent Protection
The T122 GND PWR CURRENT XFMR supplies current flow data for Overcurrent protection operates in conjunction with a current transformer lo-
detecting open phase, overcurrent and overload faults. cated on the EP receptacle side of the EPC.
The BPCU monitors external power overload current via the ground power
current transformer.
In the event of an external power source overload the appropriate electrical
load control units (ELCU) and utility bus relays (UBR) are shed in the sequence
and after the time delays shown in load shedding section.
Overvoltage Protection
Overvoltage protection determines if the highest phase of the three phase
voltages at the EPC terminals has exceeded limits.
Undervoltage Protection
Undervoltage protection senses the average of the three phase voltages at the
EPC terminals.
External Power Overvoltage Cutout Protection

External power overvoltage cutout protection operates to open an internal
BPCU relay located between the external power input and BPCU power
supplies when an overvoltage condition exists.


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Figure 14 External Power Protection


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INTEGRATED DRIVE GENERATOR Pratt & Whitney PW-4000

24--11
24--11 IDG SYSTEM (PW)



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INTEGRATED DRIVE GENERATOR SYSTEM
Purpose System Interfaces
Each integrated drive generator supplies 115/200 volt ac, 3 phase, 400 hz IDG main generator output is connected to its respective ac bus through the
power to a main ac bus while the external oil cooling circuit maintains proper generator feeders and the associated left or right Generator Circuit Breaker
IDG oil temperature. (GCB).
The generator control unit (GCU) provides automatic control and protection
System Description
functions for the IDG by monitoring the IDG output and control switches. The
The integrated drive generator (IDG) consists of a constant speed drive and GCU provides voltage regulation control for the IDG and transmits protective
generator installed side--by--side in a common housing. The external oil system trip commands to the GCB, preventing damage to loads and source equip-
consists of an air/oil heat exchanger and fuel/oil cooler connected in series. ment, if IDG output exceeds safe operating limits.
General component Locations IDG oil pressure and temperature information is provided to both EICAS com-
Each integrated drive generator (IDG) is attached to the back of the main puters for display and message generation.
gearbox. The air/oil heat exchanger and fuel/oil cooler are mounted on the
right and left side of each engine.
General Subsystem Features

The constant speed drive section of the IDG converts the variable speed from
the main gearbox to a constant speed of 12 000 rpm for the generator drive
shaft. Constant generator speed is maintained by a mechanical speed gover-
nor. Pressurized oil flow is used for cooling and lubrication.
The generator section is a spray oil cooled, brushless, rotating rectifier--type

which includes a permanent magnet generator (PMG), exciter generator and
main generator.
Engine fuel flow is the primary cooling source through the fuel/oil cooler. An
air/oil heat exchanger provides supplemental cooling. The air/oil heat ex-
changer valve is controlled by the electronic engine control (EEC) or the gener-
ator control unit (GCU). Fan air or 2.5 bleed air flows through the air/oil heat
exchanger during periods of low fuel flow, high IDG oil temperature or high en-
gine oil temperature.


24--11
Figure 15 IDG System


24--11
INTEGRATED DRIVE GENERATOR
Purpose Drain, Fill and Vent Ports
The integrated drive generator produces115/200 volt ac, three phase, 400 hertz Oil is drained from the IDG case by removal of the case drain plug. The pres-
power. sure fill fitting connects to the pressure fill port for pressure filling of the IDG.
The overflow drain connects to an internal standpipe, and is used during servic-
Location ing. Under normal operating conditions the case pressure is in the range of 5 to
The IDG is located on aft left side of the main gearbox. 10 psig.
IDG Housing and Weight Charge Pressure Test Port
The IDG housing is a two--piece magnesium casting with single bolted The charge pressure test port provides a monitoring point for charge pump
interface. The dry weight of the IDG is 117.7 pounds. pressure.
Electrical Connectors Case Thermal Relief Valve
Two electrical connectors interface with airplane wiring for control, protection The case thermal relief valve allows hot IDG oil to drain overboard during over-
and monitoring circuits.Connector A provides electrical connection for the temperature conditions.
permanent magnet generator (PMG), charge pressure switch and oil tempera-
ture bulbs. The input speed sensor, disconnect solenoid, internal current trans- Oil Level Indicator
former assembly and exciter field are connected through connector B. All wiring The low oil level indicator is a prismatic sight glass with a display section which
between IDG components is located within the housing. provides a visual indication when the IDG oil is below the add level.
Terminal Block Scavenge Filter and Delta Pressure Indicator
The main generator stator 3 phase output and neutral output leads are termi- A non--bypassing filter on the discharge side of the scavenge pumps, filters all
nated at a 4 stud terminal block. The studs are 3/8” diameter stainless steel. oil flow leaving the IDG.
The neutral output is grounded to the upper strut structure. The scavenge filter contains a pop--up delta pressure indicator. A red button
pops out when the pressure drop reaches 60 psid. The differential pressure
Spline
indicator is locked out below 145 degrees F (63 degrees C) to prevent
A male spline on the input drive shaft provides the main gearbox connection. nuisance tripping.
The shear section is designed to break with an input torque of 9000 +/--400
inch pounds. A replaceable spline muff is attached to the drive shaft by a single Governor Adjustment
screw. The governor adjustment is used to change the IDG output frequency. IDG
frequency is normally set before delivery of the unit. Periodic frequency adjust-
Disconnect Reset Ring
ment is not a normal maintenance action. If the generator’s steady state
Allows ground only restoration of main gearbox and IDG input spline mechani- operating frequency is observed outside 400 +/--5 Hz but within 400 +/--20 Hz,
cal connection, by resetting a spring--loaded split--nut pawl. a one time governor adjustment may be performed. One turn changes the fre-
quency 3 to 3.5 Hz, counterclockwise to increase and clockwise to decrease.
Oil Ports
Set frequency to 400 +/--1 Hz.
The oil in and oil out ports provide the interface between the IDG and the exter-
nal oil cooling system.


24--11
Figure 16 Integrated Drive Generator


24--11
DRIVE GENERATOR SYSTEM
Deaerator Scavenge Pump
Oil and airflow entering the IDG from the external system is passed through the The scavenge pump is a gear driven, positive displacement, dual chamber,
high--speed, mechanically driven deaerator which forces oil to the inlet of the vane pump driven from the output ring gear of the differential. The scavenge
charge pump at all attitudes. The deaerator is driven at constant speed from pump picks up oil used for lubricating, cooling, and from internal leakage, and
the output ring gear of the differential. pumps it through the external oil circuit.
Charge Pump and Charge Pressure Relief Valve Scavenge Pressure Relief Valve
The charge pump is a gear driven, positive displacement, vane pump driven at The scavenge pressure relief valve provides protection for the scavenge filter
constant speed from the output ring gear of the differential. The pump supplies and scavenge pump from over--pressure under abnormal conditions of extreme
pressurized oil for governor control, hydraulic unit control, lubrication, cooling cold or nearly plugged scavenge filter. The relief valve operates at a nominal
and pressure annunciation. 350 psi.
Oil is sprayed from the rotor shaft through calibrated nozzles cooling the ac
Scavenge Filter and Delta Pressure Indicator
stator, exciter stator and exciter armature. The diodes are spray oil cooled. The
nominal charge pressure is 250 psi which is maintained and regulated by the The scavenge filter is a non--bypassing filter, located on the discharge side of
spring--loaded charge pressure relief valve. This valve operates between the scavenge pump. It filters all oil flow from the IDG. The filter rating is 10
240--280 psi. microns.
The delta pressure indicator is a pop--up type indicator. A red button pops out
Charge Pressure Switch near the filter housing when the pressure drop reaches a nominal 60 psid, indi-
When charge pressure falls below a nominal 140 psi the pressure switch sig- cating that the filter element is nearly full and should be replaced. A tempera-
nals the Generator Control Unit (GCU). The GCU illuminates the amber DRIVE ture lockout feature using a bimetal element is incorporated into the indicator to
light on the GEN DRIVE DISC switch and signals the EICAS computers to prevent false pressure differential indication at start--up with cold oil. The
display the advisory message L GEN DRIVE with the engine running. lockout temperature is below approximately 145 degrees F (63 degrees C).
Governor External Oil Circuit Bypass Valve
The governor is a spring--biased flyweight operated hydraulic control valve The external oil circuit bypass valve limits pressure seen by the oil coolers due
(pressure regulator). The governor shaft is driven through idler gears from the to a clogged oil cooler or cold oil at start--up. The valve cracks open if the
output ring gear of the differential. Charge pressure is used by the governor as pressure differential across the external circuit reaches 250 psi and bypasses
supply pressure. A return port to the sump, along with a regulated control oil flow in parallel with the external circuit.
pressure port, enables the governor to function as a 3--port pressure regulator.
Deviations from correct output drive speed cause the governor to raise or lower Case Thermal Relief Valve
control pressure to the control piston. The case thermal relief valve contains a spring--biased, soldered piston--to-
sleeve assembly. The valve opens at approximately 450 degrees F

Case Pressurization Valve (232 degrees C) to drain overtemperature oil overboard or into the engine cowl.
The case pressurization valve is a spring actuated check valve located on the The valve cannot be reset.
IDG end housing. The valve allows air to enter the IDG case to overcome the
vacuum created by the operation of the charge and scavenge pumps at
startup.


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Figure 17 Drive Generator System


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Input Speed Sensor
The input speed sensor is a magnetic pickup (MPU) device that senses engine In overdrive speed trimming, the trim gear is rotated in the opposite direction of
input speed through rotation of the input interconnect shaft. The attraction the carrier shaft, thereby applying increased rotational speed to the trim planet
between the magnet and the teeth of the input interconnect shaft induces a gear. This causes the output planet gear to turn faster, increasing output ring
current in the lead and coil assembly. This induced current signal is sent to the gear speed.
Generator Control Unit (GCU). When the input speed is below 4300 +/--30 rpm
the GCU signals the generator circuit breaker to open. Underdrive Phase
This phase occurs when the engine input speed is greater than that needed to
Disconnect Mechanism produce the required output speed of 12,000 rpm. The CSD hydraulically
The input shaft of the IDG can be disconnected from the engine by actuating a subtracts the necessary speed through the differential.
guarded switch on the flight compartment electrical panel when the associated The governor responding to an increase in output speed, ports oil away from
engine fuel control switch is not in the ”CUT OFF” position. This momentarily the control piston to the sump. This allows the internal spring to reposition in
energizes the disconnect solenoid, allowing a spring--loaded slit--nut pawl to the variable wobbler in the subtract position.
engage a (threaded) slideable section of the input disconnect. This forces
The variable hydraulic unit still rotates but no longer applies any holding force
separation of two halves of a dog tooth clutch. Reset is accomplished only on
to the fixed hydraulic unit. The fixed hydraulic unit acts as a pump and the
the ground by externally repositioning the pawl with a reset ring on the IDG.
volume for the accommodating oil on the high pressure side is increased. The
IDG Hydraulic Speed Control fixed hydraulic unit rotates in the direction opposite to the carrier shaft.
The constant speed drive of the IDG adds to or subtracts from the variable en- This will cause the trim gear to rotate in the same direction as the carrier shaft.
gine input speed through controlled differential action to produce a constant The trim gear turns in the same direction as the carrier shaft, reducing the rota-
output speed of 12,000 rpm. No electrical speed trimming is provided. There tional speed of the trim gear planet. The output planet trims the speed of the
are three operational phases: overdrive, underdrive and straight through drive. output ring gear.
The constant speed drive of the IDG adds to or subtracts from the variable en-
Straight Drive Phase
gine input speed through controlled differential action to produce a constant
output speed of 12,000 rpm. No electrical speed trimming is provided. There When the input speed is sufficient to maintain a desired output speed of 12,000
are three operational phases: overdrive, underdrive, and straight through drive. RPM, the governor positions the control piston so that the variable hydraulic
unit stroke goes to zero (except for leakage losses). While in this position, the
Overdrive Phase variable unit pistons do not reciprocate. Therefore, the hydraulic oil is not
This phase occurs when the engine input speed is less than that needed to pressurized. Because the fixed unit is no longer receiving pressurized oil, it
produce the required output speed of 12,000 rpm. The CSD hydraulically adds stops rotating. The fixed unit ring gear, which is in mesh with the fixed unit, also
the necessary speed through the differential. stops turning. In this phase the generator is driven directly by the carrier shaft
input speed.
The governor, responding to a decrease in output speed, ports charge oil to the
control piston. This causes the variable wobbler to move in the add direction.
The variable hydraulic displacement unit functions as a hydraulic pump. High
pressure oil is ported to the fixed hydraulic unit. The fixed hydraulic unit
functions as a hydraulic motor and rotates in the same direction as the carrier
shaft. Power flows from the carrier shaft to variable and fixed hydraulic units
and then to a trim gear. The trim gear will rotate in the opposite direction of the
carrier shaft.


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Figure 18 Drive Generator System


24--11
IDG REMOVAL/INSTALLATION
General
A quick--attach--detach (QAD) ring holds the IDG to the back of the high speed
external gearbox. The QAD adapter plate bolts to the gearbox mount pad.
A tension bolt rotates the QAD ring around the adapter plate outside flange.
IDG Removal
Access to the IDG is through the left hinged cowls. Drain the IDG and external
cooling system oil. After removing and capping the oil lines and electrical
connections, the IDG is ready for removal. Use a support to remove any weight
on the IDG input shaft and QAD ring. Loosen the QAD ring tension bolt until
the screw head bottoms on the lug or until the alignment mark on the QAD ring
aligns with the mark on the IDG. A ground support equipment hoist adapter
and lifting fixture are used to remove the IDG. Pull the hoist adapter straight
back to remove the IDG from the QAD ring.
IDG installation
Before installation, inspect the QAD assembly for damage. Align the mark on
the QAD ring with the mark on the QAD engine adapter plate. After the IDG is
square with the engine adapter plate, tighten the QAD tension bolt.
CAUTION: DO NOT ALLOW THE IDG TO HANG ON THE INPUT SHAFT

DURING INSTALLATION. FAILURE TO SUPPORT THE IDG
PROPERLY OR BUMPING THE SHAFT CAN DAMAGE THE
FITTED MEMBERS OF THE INPUT SEAL.
CAUTION: TAP THE QAD RING ONLY IN THE AREA SHOWN. DAM-
AGE TO THE QAD RING COULD RESULT IF TAPPING IS
NOT PROPERLY DONE.
Tap the QAD ring with a soft mallet to center the ring. Check the torque value
of the tension bolt. Install the oil lines and electrical connections, service the
IDG and check for proper operation.


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Figure 19 IDG Removal / Installation


24--11
FUEL/OIL COOLER
Purpose
The IDG oil cooling core transfers heat from the IDG oil system to the engine
fuel system.
Location
The unit is mounted to the left side of the engine.
A single housing contains separate engine oil and integrated drive generator
heat exchanger cores that share a common internal fuel flow passage.
Fuel flow through the unit is continuous, but is affected by N2 and a fuel pump
bypass valve. A pressure relief valve permits the fuel to bypass the integrated
drive generator heat exchanger core if fuel icing occurs in the core.
The integrated drive generator oil flow is continuous and is not affected by the
engine fuel/oil cooler bypass valve.
The engine fuel/oil cooler is a line replaceable unit.



24--11
Figure 20 Fuel / Oil Cooler


24--11
IDG AIR/OIL COOLING
Purpose IDG Air/Oil Heat Exchanger Valve

The IDG Air/Oil Heat Exchanger cools the IDG oil when the Fuel/Oil Cooler has The air/oil heat exchanger valve is a two position valve that ducts fan air or 2.5
insufficient capability. Airflow through the heat exchanger is controlled by the bleed air to the heat exchanger. The valve is located just forward and is directly
IDG Air /Oil Heat Exchanger Valve. bolted to the air/oil heat exchanger.
The HPC secondary Flow Control/IDG Air oil Heat Exchanger Valve Override The valve consists of three main subassemblies: solenoid, dual butterfly
Solenoid controls Ps3 pneumatic pressure to the Override Fuel Pressure valves mounted on a single shaft, and a fuel pressure driven actuator. Valve
Switch. operation is either fully open or closed and is initiated by a signal to the
solenoid. The valve is spring loaded to the open (fail--safe) position. Dual rotary
switches, located on the bottom edge of the valve body, provide valve position
Location signals for EICAS. A visual valve position indicator is located on the top edge
The IDG Air/Oil Heat Exchanger and Valve are mounted in the aft side of the of the valve body. The valve is a line replaceable unit.
intermediate case at the 4 o’clock position.
HPC Secondary Flow Control / IDG Air / Oil Heat Exchanger Valve Override
The HPC Secondary Flow Control/IDG Air/Oil Heat Exchanger Valve Override Solenoid
Solenoid and the Override Fuel Pressure Switch are mounted on the aft side of
The unit consists of two solenoids mounted to a common valve housing. Indi-
the intermediate case at the 1 o’clock position.
vidual solenoids are not line replaceable units. The left solenoid controls filtered
Ps3 muscle pressure to the override fuel pressure switch. This solenoid is con-
trolled by the Electronic Engine Control (EEC).
IDG Air/Oil Heat Exchanger
The air/oil heat exchanger is a tube and fin assembly in one housing. The oil in
and return ports are located on opposite sides of the heat exchanger aft face. Override Fuel Pressure Switch
Exchanger installation orientates the outlet port above the inlet port. This is a
The switch is a single pole, double throw type, and normally spring loaded open
line replaceable unit.
during static conditions. This is a line replaceable unit.


24--11
Figure 21 IDG Air/Oil Cooling


24--11
IDG AIR/OIL COOLING CONTROL
General
IDG oil is cooled by an external cooling system using engine fuel as the
primary cooling source. Supplemental cooling is provided by air (either fan air
or 2.5 bleed air) through the IDG air/oil heat exchanger. The cooling airflow is
controlled by the engine Electronic Engine Control (EEC) or Generator Control
Unit (GCU). The left engine system is shown.
Electronic Engine Control

The EEC enables or overrides the GCU control of the IDG air/oil heat
exchanger valve. When the EEC senses engine oil temperature above 160
degrees C or N2 speed less than 72% it vents Ps3 pressure from the override
fuel pressure switch. This causes the switch to open, removing power from the
IDG AIR/OIL heat exchanger valve. Spring force opens the valve.
Generator Control Unit

When the engine oil temperature is less than 1600C and N2 speed is above
72%, Ps3 air pressure closes the override fuel pressure switch. This enables
the GCU to control the IDG air/oil heat exchanger valve. IDG inlet oil tempera-
ture above 1130C energizes an internal relay in the GCU. Power is supplied to
the L IDG AIR COOLER VALVE relay. Energizing this relay causes the IDG
air/oil heat exchanger valve solenoid to de--energize, opening the valve. The
internal GCU solid--state switch opens after the inlet oil temperature falls to
790C.
Valve Position Indication

A valve that fails to open or close in 20 seconds with the engine running
causes an open circuit input to both EICAS computers. This initiates the status
and maintenance message L IDG VALVE. The message is stored in nonvolatile

memory.


24--11
Figure 22 IDG Air / Oil Cooling Control


24--11
IDG TEMPERATURE MONITORING
Operation
The generator control unit monitors the IDG inlet and outlet oil temperature
sensors located in the IDG. The sensors are temperature bulbs whose
resistance varies with oil temperature. Each sensor is read by the micropro-
cessor through an analog--to--digital converter. The signals are converted to
temperature units in degrees C.
The generator control unit provides IDG oil temperature signals to both EICAS
computers for display on the EICAS ELEC/HYD maintenance page.
A dc reference voltage is supplied by each EICAS computer. The generator

control unit controls the current flow based on IDG outlet and rise temperature.
Current flow varies up to a maximum of 1 ma. A voltage divider is used to send
a voltage to each EICAS computer. This voltage is compared with the dc
reference voltage to compute either IDG OUT or IDG RISE temperature. The
data is displayed from 0 to 180 degrees C.
The K1 TIMER module located in the P61 panel changes the information
requested every 0.5 second (from open to closed then back to open). The
closed circuit discrete represents a request for IDG RISE temperature and the
open condition a request for IDG OUT temperature. Real time updating occurs
200 msec after the IDG OUT temperature discrete is sensed. Each outlet
temperature pulse normally resets and starts a 5 second counter. If the IDG
OUT discrete ceases for greater than 5 seconds, the opposite value of IDG
OUT temperature or IDG RISE temperature for both IDGs goes blank. The
remaining displayed value is continuously updated.


24--11
Figure 23 IDG Temperature Monitoring


24--11
IDG TEMPERATURE MESSAGES
There are five EICAS messages for IDG temperature problems:
MESSAGE LEVEL REMARKS REASON

L(R) GEN DRIVE C Auto Event High oil temperature or low oil pres-
sure when the engine is running.
L (R) IDG OIL TEMP S,M NVM IDG is overheated, possible cooling
Auto Event system problem.
10 min. time delay
L (R) IDG TEMP SENS S,M Rise temp of zero with IDG on-line or Temperature sensor has an electrical
sensor is electrically open. short or open with the IDG on-line.
IDG RISE TEMP M NVM Rise temperature of the two IDG‘s is
Auto Event different with both on-line, possible
IDG internal damage.
10 min. time delay
IDG OUT TEMP M NVM Out temperature of the two IDG‘s is
Auto Event different with both IDG‘s on-line, and
the same power setting possible cool-
10 min. time delay ing system problem for one engine.
The Auto Events are for the Electrical System. The 10 minute time delays as-
sure that the messages appear only for a sustained problem in a stabilized
environment.


24--11
Figure 24 IDG Temperature Messages


24--11
IDG SERVICE ACCESS
Servicing
A hinged IDG access door is located on the left core cowl panel. This door
allows IDG servicing using the pressure fill and overflow drain connections.


24--11
Figure 25 IDG Service Access


24--11
IDG SERVICING
Pump oil from the service cart into the IDG.
WARNING: FAILURE TO DEACTIVATE THE THRUST REVERSER
ISOLATION VALVE FOR GROUND MAINTENANCE COULD CAUTION: SOON AFTER STARTING TO PUMP OIL INTO THE IDG, OIL
RESULT IN INADVERTENT THRUST REVERSER OP- MAY FLOW FROM THE OIL--DRAIN HOSE. THIS DOES NOT
ERATION WITH POSSIBLE INJURY TO PERSONNEL AND/ INDICATE A FULL IDG. CONTINUE SERVICING UNTIL A
OR DAMAGE TO EQUIPMENT. (APPLIES TO PW4000 MINIMUM OF ONE QUART (ONE LITER) OF OIL HAS
ENGINES ONLY) OVERFLOWED INTO THE CONTAINER. THIS IS
REQUIRED TO ASSURE THE IDG OVERFLOW DRAIN
Oil Level Check COUPLING IS FULLY ATTACHED. FAILURE TO OBTAIN
NOTE: DO NOT CHECK THE OIL LEVEL IF THE IDG IS DISCONNECTED. NEEDED DRAINAGE CAN RESULT IN OVERFILLING AND
REFER TO 24--20--00 FAULT ISOLATION AND CORRECT FOR CAUSE DAMAGE TO THE IDG.
DISCONNECT TRIP BITE MESSAGE.
Immediately remove the pressure fill hose from the fill valve when a minimum
An oil level check should follow any maintenance action that results in loss of of one quart (one liter) has overflowed into the container. When oil from the
oil. If the oil level check is being performed after a flight or engine run allow 5 overflow drain hose subsides to a slow drip remove the drain hose. Install
minutes minimum stabilization time following the engine shutdown before per- protective covers.
forming the oil level check. When the oil level indicator is viewed at the ob- CAUTION: DO NOT REMOVE THE DRAIN HOSE FROM THE OVER-
server viewing angle, the white marks should align. Adding oil is required when FLOW DRAIN COUPLING UNTIL DRAINAGE SUBSIDES TO
oil is not visible over the entire viewing area of the indicator. A SLOW DRIP. FAILURE TO DRAIN THE IDG PROPERLY
WILL RESULT IN AN OVERFILLED CONDITION AND
Integrated Drive Generator Oil Servicing CAUSE DAMAGE TO THE IDG.
If the IDG is being serviced due to oil loss during system maintenance, drain
IDG case and then continue servicing. If IDG is being serviced for any other
reason draining is not required. Changing the IDG Oil
A pressure fill servicing cart capable of pumping oil at 5 to 15 psi with an This procedure is used when an oil change is required due to an oil sample
Ozone OMP 2506--3 coupling on the fill house and a drain hose with an Ozone check, scavenge filter inspection, or by an operator.
OMP 2505--3 coupling is required. Remove the protective cover from the pres- Drain the IDG before changing the oil or before removing the IDG from the
sure fill valve and connect the pressure fill hose. Remove the protective cover engine gearbox. Depressurize the IDG by connecting the drain line to the over
from the overflow drain valve and connect the drain hose. flow drain valve. Remove the case drain plug and O--ring.
CAUTION: WHEN SERVICING THE IDG, DO NOT MIX TYPES OR Allow oil to drain into a suitable one gallon container. Pump oil from the service
BRANDS OF OIL. MIXING OILS COULD CAUSE DAMAGE cart into the IDG until an additional 1 to 1.5 gallons are collected from the case
TO THE IDG drain. Replace the scavenge filter and install the case drain plug after
CAUTION: CHECK THAT THE OIL--DRAIN HOSE IS LOWER THAN THE lubricating and installing a new O--ring on the plug. Service the IDG using the
IDG AT ALL POINTS. HOLDING THE HOSE ABOVE THE Integrated Drive Generator oil servicing procedure.
IDG WILL GIVE AN INCORRECT IDG OIL LEVEL. THIS
COULD RESULT IN AN OVERFILLED CONDITION AND
CAUSE DAMAGE TO THE IDG.


24--11
Figure 26 IDG Servicing


24--11
Scavenge Filter Check
If the red button on the delta pressure indicator is extended, replace the IDG
and check and replace the filter element. If the filter element is damaged or
collapsed, or there are indications that oil is bypassing the filter, then, in addi-
tion to replacing the IDG, replace the heat exchangers used for the IDG oil
cooling system. Also, flush all lines connecting the IDG with the heat exchang-
ers.
When replacing the scavenge filter, lubricate and install new O--rings on the
filter element and filter cover. Install the filter element into the filter cavity until
an O--ring seal is obtained. Then, install the filter cover. When replacing a
scavenge filter, check it for contamination. Contamination is indicated by
deposits of metallic chunks or pieces that would result from internal breakage
in the IDG or in the external IDG oil cooling system. A moderate number of
bronze or silver colored metallic flakes or flakes of generator insulation are
normal products of wear during operation. Also, damage to the IDG or external
oil cooling system is not necessarily indicated by a considerable number of
nonmetallic items such as black epoxy chips, sleeving, and other forms of
generator insulation. If the filter is contaminated, replace both the filter and the
IDG. When replacing the scavenge filter, lubricate and install new O--rings on
the filter element and filter cover. Install the filter element into the filter cavity
until an O--ring seal is obtained. Then, install the filter cover.
CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDG

SCAVENGE FILTER CAVITY BEFORE INSTALLING THE
FILTER COVER. DO NOT FORCE FILTER COMPONENTS
INTO THE HOUSING BY TIGHTENING FILTER COVER.


24--11
Figure 27 IDG Servicing


24--11
IDG OIL LEVEL INDICATION
Servicing
The low oil level indicator is shown with the oil level at three different levels.
In the left view, the indicator is dark except for the letters ”OK”, which appear to
indicate a full IDG oil level.
The middle view shows the oil level approximately one quart (liter) low, which is
indicated by a light area in the center of the oil level indicator. The letters,
”OK”, do not appear in this case.
The right view shows a totally light area, indicating the oil level is very low.
The middle and right views indicate IDG oil servicing is required.


24--11
Figure 28 IDG Oil Level Indicator


24--11


INTEGRATED DRIVE GENERATOR General Electric CF6--80C2

24--11
24--11 IDG SYSTEM (GE)



24--11
INTEGRATED DRIVE GENERATOR SYSTEM
Purpose
Each Integrated drive generator supplies 115/200 volt ac, 3 phase,400 hz
power to a main ac bus while the external oil cooling circuit maintains proper
IDG oil temperature.
System description
The integrated drive generator (IDG) consists of a constant speed drive (CSD)
and generator installed side--by--side in a common housing. The external oil
system consists of an air/oil heat exchanger and fuel/oil heat exchanger con-
nected in series.
General Components Locations
Each integrated drive generator (IDG) is located in the respective engine
nacelle. The IDG is attached to the engine--driven gearbox by a quick--attach
detach (QAD) coupling. The air/oil heat exchanger and fuel/oil heat exchanger
assemblies are located on the lower right side of each engine.
General Subsystem features

The IDG input shaft receives variable speed engine shaft power. The constant
speed drive section converts the variable speed of the gearbox drive shaft to a
constant speed for the generator drive shaft input, and provides pressurized oil
flow for cooling and lubrication of the IDG. The generator output speed is
12,000 rpm. Constant generator speed is maintained solely by mechanical
means without electrical trim adjustment components. The generator section is
a spray oil cooled, brushless, rotating rectifier--type which Includes a
permanent magnet generator (PMG) that provides self--sustaining power for
startup, control and protection of the generating channel.


24--11
Figure 29 Integrated Drive Generator System


24--11
IDG FUEL/OIL HEAT EXCHANGER
Purpose
This unit provides primary cooling for the integrated drive generator oil during
normal flight operations.
Location
The heat exchanger is attached to the accessory gearbox lower right side.
The heat exchanger is supported by brackets attached to the accessory
gearbox underside. The brackets are clamped to the fuel inlet and fuel outlet
ports by bolts securing each flanged fuel manifold to the heat exchanger. Oil
ports are threaded for adapters. The IDG fuel/oIl heat exchanger is removed
and replaced as a LRU.
A tubular core is mounted inside the heat exchanger welded case. Oil flow is
directed by flow control ribs, and circulates continuously unless the IDG is
disconnected. Metered fuel from the fuel flowmeter passes through core tubes
absorbing oil heat.


24--11
Figure 30 IDG Fuel/Oil Heat Exchanger


24--11
IDG AIR/OIL COOLING
Purpose
The air/oil heat exchanger cools IDG oil when the fuel/oil heat exchanger has
insufficient fuel flow. A cooling air shutoff valve controls fan air flow to the
air/oil heat exchanger.
Location
The air oil heat exchanger and cooling air shutoff valve are on the engine
compressor case at approximately 4 o’clock.
IDG Air/Oil Heat Exchanger
The air/oil heat exchanger is a tube and fin--type heat exchanger. Heated oil
flows from the inlet port through tubes to the outlet port. An air supply duct on
the engine fan case directs fan air through the cooling air shutoff valve. The
fan air passes over the heat exchanger fins. A pressure relief valve allows oil
flow directly to the outlet port, bypassing the heat exchanger core area. An
obstruction in the oil passages increases the pressure drop. The pressure
relief valve opens at 50 psid. Also, oil flow is bypassed when oil viscosity is
high.
Cooling Air Shutoff Valve
The cooling air shutoff valve is a butterfly type valve actuated by 11th stage
compressor bleed air and controlled by a 28 volt dc solenoid. The valve is
flange coupled to the inlet of the air/oil heat exchanger and to the fan air supply
duct. Two signals are sent to the valve; a 28 volt dc enabling signal and an
11th stage air pressure signal. When the 28 volt dc signal is available, increas-
ing air pressure closes the valve at 50 psig, and decreasing air pressure opens
the valve at 35 psig. When the 28 volt dc signal is not available, the valve is
open.
When the IDG inlet oil temperature exceeds 270 degrees F (127 degrees C),
the corresponding generator control unit can also remove the 28 volt dc
enabling signal.


24--11
Figure 31 IDG Air/Oil Cooling


24--11
IDG AIR/OIL COOLING CONTROL
General
IDG oil is cooled by an external cooling system (one system for each IDG)
using engine fuel flow as the primary cooling source Supplemental cooling is
provided by air flow through the IDG air/oil heat exchanger. The cooling airflow
is controlled by the Generator Control Unit.
Generator Control Unit
With the engine at idle power the IDG inlet oil temperature is below 127
degrees C (260 degrees F). The IDG cooling air shutoff valve solenoid is ener-
gized. The spring force on the actuator holds the valve open and fan air is
supplied to the IDG air/oil heat exchanger.
When the engine is operating above minimum cruise power 11th stage com-
pressor bleed air forces the fan air shutoff valve closed. If the inlet oil tempera-
ture exceeds 127 degrees C (260 degrees F) a generator control unit internal
relay is energized. Power is supplied to K1031 L IDG AIR COOLER VALVE
and K466 L IDG VALVE FAILURE relays. When K1031 is energized the IDG
cooling air shutoff valve solenoid is de--energized, causing the valve to open. If
the valve opened K468 is disabled. The generator control unit internal
solid--state switch opens after the inlet oil temperature falls to 104 degrees C
(220 degrees F).
The inlet oil temperature setpoint is selectable. An open input changes the
inlet oil temperature valves to 113 degrees C (valve opened) and 79 degrees C
(valve closes).
Valve Position Indication
When the shutoff valve fails to open within 6 seconds K468 remains energized.
A ground signal is sent to both EICAS computers. This initiates the status and
maintenance message L IDG VALVE. The message is stored in non--volatile
memory.


24--11
Figure 32 IDG Air/Oil Cooling Control


24--11


AC POWER SYSTEM
24--20
24--20 AC POWER SYSTEM


AC POWER SYSTEM
24--20
INTRODUCTION
Purpose
The ac power system generates 115 volt ac and provides control and protec-
tion for airplane electrical loads.
System Description
The primary ac system is a three--phase, four wire, wye-connected system
which operates at a nominal voltage of 115/200 volts ac, nominal frequency of
400 hz and is rated at 90 kva.
The system is divided into left and right main ac channels.
Each channel consists of a main ac bus supplied by an associated integrated
drive generator (IDG).
An APU driven auxiliary generator provides dispatch capability if one primary
source IDG is inoperative and also provides a self sufficient power source for
ground operation.
An external power source can be connected to the ac tie bus through the exter-
nal power receptacle and the external power contactor (EPC).

Both main ac buses can be supplied concurrently from any one of four isolated
power sources (left and right IDG, auxiliary generator and external power) by
means of the interconnecting ac tie bus when the appropriate GCB, APB, EPC
and BTBs are closed.
Operation of these contactors is controlled automatically by the generator con-
trol units (GCU) and bus power control unit (BPCU) to maintain power on the
buses from any available source.
Also, the two main ac buses can be supplied independently from two different
operating sources.

AC POWER SYSTEM
24--20
Figure 33 AC Power System

AC POWER SYSTEM
24--20
Control and Protection
The three generator control units provide automatic control and protection Information returned from the GCU includes:
functions for each channel by monitoring IDG output, BPCU status information S Generator differential protection and overload information,
and control switch positions. The GCU provides protective trip commands to
S Breaker position and status,
the GCB and/or BTB to prevent load and source equipment damage if faults or
failures occur in the system. S Ground mode,
S Dead tie bus,
The BPCU wilI transmit load shedding signals to de--energize non--essential S Underspeed,
load on both main ac buses if an in flight generator shutdown or power source S APU available and
overload occurs. S BITE code data.
The BPCU provides tie bus fault protection by tripping the EPC and sending
signals to GCU’s when a fault occurs on the tie bus.
Protective functions for the external power system are provided by the BPCU BITE
when unacceptable power is supplied or when overload conditions persist. Each GCU and the BPCU has built--in test equipment (BITE) with self--check
and fault diagnostics capability. The BITE display and operating controls are
mounted on the BPCU.
Electrical system status, protection and control information as well as BITE
information is exchanged between the bus power control unit and generator
control units.
The serial data link is bi--directional and bi--polar.
The bus power control unit establishes communications with each GCU. It
sends a data word to the GCU first. The GCU then responds by returning a
data word to the BPCU. This continues until the BPCU has sent and received
data from all three GCU’s.
The BPCU sends the GCU’s information on:

S Differential faults,
S Breaker position,
S External power,
S Autoland,
S APU generator overload,

S BITE request.

AC POWER SYSTEM
24--20
Figure 34 AC Power System

AC POWER SYSTEM
24--20
APU GENERATOR EXTERNAL DETAILS
Purpose
The APU generator provides 115 volt ac power, either inflight as a back--up
source or during ground operation.
Location
The unit is mounted to the auxiliary power unit accessory gearbox.
The electromagnetic components of the auxiliary generator are the same as
those used in the IDG and are interchangeable except that the APU generator
is contained in its own magnesium cast housing and has a different input spline
and mounting flange. The generator weighs 61.9 pounds (27.63 kg) dry weight.
Keyhole slots allow mounting of the generator to the auxiliary power unit
accessory gearbox. An aluminum seal plate is installed between the generator
mounting flange and gearbox drive pad. The mounting flange incorporates
three locating pins to position the generator on the APU flange. Elastomer
compound inserts are installed in the seal plate OIL-IN and OIL-OUT ports.
The input shaft incorporates a shear section that shears at 4700 +/- 300 in--lbs.
The APU generator is spray oil cooled and lubricated using APU engine oil.
Pressurization, scavenging and filtering of the oil is provided by the auxiliary
power unit. Generator case pressure, 5 psig above ambient, is introduced from
the APU gearbox through a rotating screw passageway in the input shaft. APU
generator oil is filtered by a 20/40 micron filter. The delta pressure (popout)
indicator activates at 20 psid. A mechanical lockout prevents activation when
oil temperature is below 115 degrees F (46 degrees C). When the filter delta
pressure reaches 35 psid and oil temperature above 115 degrees F
(46 degrees C) an APU shutdown is initiated by the delta P switch.
A terminal block with four stainless steel studs provides the feeder connec-
tions. A single electrical connector provides all other electrical connections.

AC POWER SYSTEM
24--20
Figure 35 APU Generator External Details

AC POWER SYSTEM
24--20
APU GENERATOR REMOVAL/INSTALLATION
Generator Removal Generator Installation
Remove the auxiliary power unit (APU) harness connector from the generator Lubricate a new O--ring with acryloid and install it in the groove on the genera-
and install the protective connector cap. Be certain all phase leads are identi- tor input spline shaft. Using a hoist, lift the generator by the lifting lug into the
fied. Remove the terminal block and disconnect the phase leads. airplane. Position the generator toward the mounting pad and support the gen-
erator to ensure that no weight is put on the input shaft. Remove protective
covers. Insert the generator onto the APU mounting pad so that the stud nuts
Attach a hoist to the generator case after installing a lifting eye in the lifting
pass through the larger holes in the generator mounting flange and the genera-
boss. Using the hoist, support the generator to be sure its weight does not bear
tor locating pins engage the holes in the seal plate.
on the input shaft. Loosen the generator mounting stud nuts at least seven
complete turns.
Rotate the generator about 7 degrees counterclockwise until the studs are
against the ends of the keyholes in the generator mounting flange. The genera-
CAUTION: DO NOT ALLOW THE GENERATOR TO HANG ON THE IN- tor will then move axially until the generator mounting flange is against the seal
PUT SHAFT DURING REMOVAL. FAILURE TO SUPPORT plate.
THE GENERATOR PROPERLY OR BUMPING THE SHAFT
CAN DAMAGE THE INPUT SHAFT.
Install the phase leads on the generator terminal block. Carefully connect the
APU harness to the generator electrical connector. Test the APU generator.
Pull the generator axially away from the APU mounting pad so that the align-
ment pins on the generator mounting flange are free from the mating holes.
Rotate the generator approximately 7 degrees clockwise. Refer to the Maintenance Manual 24--21--0l for detailed procedures.
With the generator supported by the hoisting mechanism, pull the generator
axially from the mounting pad. Install protective covers over the oil ports and
spline shaft.

AC POWER SYSTEM
24--20
Figure 36 APU Generator Removal/Installation

AC POWER SYSTEM
24--20
GENERATOR CONTROL UNITS
Purpose
The generator control unit (GCU) provides automatic control and protection
functions for each channel by monitoring output parameters and commands.
Location
The generator control units (3) are mounted to the E1 and E2 racks.
Each unit is packaged in an ARINC 600 3 MCU case and weighs 7.5 pounds.
Forced air cooling is provided through E1 and E2 equipment racks. These units
are electrostatic sensitive devices.
Power
The power required to operate internal GCU circuits and external GCB and
BTB contactors is derived from the IDG PMG source with backup from airplane
28 volt dc. Two 3 ampere circuit breakers are provided on the GCU to protect
external dc circuits.
Operation
The APU GCU is functionally and physically interchangeable with the IDG
GCU; however, some control and protective functions are changed by pin con-
nections accomplished through the airplane wiring.
All input signals are run through input conditioning circuits to provide signal
shaping and discrete signal levels for sensed inputs.
Output conditioning circuits provide digital--to--analog conversion and discrete
signal levels.
A basic software cycle of 5 msec is used. This allows sufficient speed for fault
isolation and input of new information.
The GCU has built--in test equipment (BITE) with self--check and system fault
diagnosis capability. Communication between the GCU and BPCU is initiated

by the BPCU.
The serial data link carries BITE data and status information.

AC POWER SYSTEM
24--20
Figure 37 Generator Control Unit

AC POWER SYSTEM
24--20
MAIN POWER BREAKERS
Purpose
Main power breakers allow ac power to flow between source and load.
Location
All units are mounted in the main equipment center.
The left generator power panel (P31) contains left channel GCB and BTB.
The P32 right generator power panel contains right channel GCB and BTB.
The APB is mounted in the P34 APU/ external power panel.
The generator circuit breakers (GCB), bus tie breakers (BTB) and auxiliary
power breaker (APB), are all identical and interchangeable each weighing 3.75
pounds. Physical size of the units is 4.7” high x 6.1” Iong x 4.1” wide.
The main contacts allow an electrical power source to be connected to the

main load bus or ac tie bus. The feeder circuit wiring to the main contacts is
completed using 3/8” diameter nut stud main terminals. The main contacts are
three pole single throw magnetic Latching type rated at 275 amperes, 115/200
volt ac, 400 Hz.
A single electrical connector is provided for auxiliary contacts and control coil
power. Seven normally open, seven normally closed single pole single throw
contacts are rated at 1 ampere at 240 volt ac and 7.5 amperes at 28 volt dc.
The breaker actuator is held open by a core spring. The self de--energizing
close coil supplies actuator closing force. A permanent magnet provides closed
contact holding force. The self de--energizing trip coil overcomes the perma-
nent magnet holding force.

AC POWER SYSTEM
24--20
Figure 38 Main Power Breakers

AC POWER SYSTEM
24--20
CURRENT TRANSFORMER ASSEMBLY
Purpose
The current transformer assembly (CTA) senses current flow for:
S Open phase,
S Load monitoring,
S Overload and differential current protection circuits.
Location
The CTA’s are located in P6, P31, P32, P34 panels.
The CTA comprises three toroidal current transformer sections in a single
package. They are rated at 250 amperes primary current, and have a primary
to secondary current ratio of 1000:1. Each transformer consists of 1000 turns
of number 28 wire wound on a toroidal core. The CTs are capable of operating
over a frequency range from 350 to 440 Hz.
The CTA’s provide load current sensing to the GCU’s for use in open phase,
load monitoring and overload protection circuits. And, are used with similar
current transformers integral to the IDG and auxiliary generator for IDG and
auxiliary generator differential current protection circuits.
The BPCU uses CTA current sensing for tie bus differential protection, external
power overload and external power load monitoring circuits.

AC POWER SYSTEM
24--20
Figure 39 Current Transformer Assembly

AC POWER SYSTEM
24--20
ELECTRICAL LOAD CONTROL UNIT
Purpose Phase Unbalance
The electrical load control unit (ELCU) connects airplane galley load and elec- When the difference between the highest and the lowest phase current is
trically driven hydraulic pumps to the main generator bus. greater than 27 +/- 7 amperes, the phase unbalance protection, sensed by the
internal CTs, will trip and lockout the ELCU in 12 +/- 2 seconds.
The unbalance current protection circuit is deactivated by a jumper for the
Location galley feeder application.
The ELCU’s are located in left and right generator power panels (P31 and
P32).
Anti--Cycle/Lockout Protection
The unit is tripped and a lockout occurs for any fault condition or on a remote
Physical Description/Features trip command.
Each ELCU is housed in an aluminum enclosure fitted with a single electrical The lockout is reset by removing and reapplying the 28 volt dc control power.
connector.
Also, a trip and lockout occur whenever an ac fault in excess of 250 amps
Main ac connections are by means of six 3/8 inch terminals. results in a drop (less than 7 volts dc) of the remote control voltage to the
The ELCU is rated for three--phase, 115/200 volts, 400 Hz and 40 kva. anti--cycle protection.
Each ELCU consists of a three--phase main contactor, integral current trans-
formers and sensing circuits for overcurrent, phase unbalance current, differen-
tial current, anti--cycle and lockout protection. Remote Control
ELCU contacts are controlled by a remote control input and by a remote trip
signal.
Overcurrent Protection The main three phase contacts will be closed by maintaining nominal 28 volt dc
The overcurrent protection has an inverse time delay characteristic and the power at the remote control input.
level can be selected to protect a 10, 20, 30 or 40 kva feeder by proper place- The contacts will be tripped and locked out by a protective trip or by a remote
ment of a jumper between assigned connector pins. trip signal.
Reset is accomplished by removing and reapplying the remote control voltage.
Differential Protection The load shedding relays in the BPCU provide a closed circuit to ground at the
remote trip input of the ELCU during normal galley operation, and opens that
The differential fault current protection function detects the phase current
differences between the phase current sensed by the internal and external CTs. ground from the remote input for load shedding operation.
If the difference of any phase current exceeds 30 amperes, it will trip the ELCU The utility bus switches on the flight compartment electrical panel control power
within 0.05 seconds and lockout. to the remote control input of the ELCU and also reset the load shedding relays
within the BPCU.
Shorting of ELCU pins in lieu of connecting an external CT will disable differen-
tial protection. This is done on the hydraulic pump ELCUs so that only the over-
load protection of the internal CTs is used.

AC POWER SYSTEM
24--20
Figure 40 Electrical Load Control Units

AC POWER SYSTEM
24--20
UTILITY BUS RELAY
Purpose
The utility bus relay (UBR) connects utility bus load to the main generator bus.
Location
The utility bus relays are located in the P31 and P32 generator power panels.
The UBR is rated for 115/200 volt ac, 400 Hz, 50 amp, three--phase power.
The three--pole single--throw (3PST) relay is normally open.
A control coil is rated at 28 volt dc and pulls in at any voltage above 18 volt dc.
A single set of auxiliary contacts are used to provide UBR status indication.
Operation
During normal operation, a load shedding relay within the BPCU provides a
closed circuit to ground for the relay coil, and opens the ground for load
shedding operation.
The utility bus switch in the flight compartment controls the power to the relay
and resets the load shedding relay within the BPCU.

AC POWER SYSTEM
24--20
Figure 41 Utility Bus Relay

AC POWER SYSTEM
24--20
APU GENERATOR CONTROL -- GCR
General GCR Closure and Tripping
A magnetically latching type relay with separate trip and close coils, known as The GCR is tripped and closed by manual operation of the GEN CONTROL
the generator control relay (GCR), is provided in the GCU to make and break alternate action pushbutton switchlight in the flight compartment.
the voltage regulator PMG power supply circuit. Switch actuation to the latched (ON) position closes the GCR, if open.
When the GCR is tripped the generator field is de--energized. Switch actuation to the released (OFF) position opens the GCR, if closed.
A FIELD OFF light wilI indicate GCR position.
Aircraft with GEN FIELD MANUAL RESET Switches
Voltage Regulator The GCR is also closed and tripped by a momentary GEN FIELD pushbutton
The generator voltage regulator is a self--contained solid state, ”pulse width” switch (optional) installed on the flight compartment accessory panel.
type voltage regulator which controls the system point of regulation (POR) This switch is inhibited if GEN CONT switch is in latched (ON) position.
voltage by varying the full--wave rectified main exciter field power supply
If the GEN CONTROL switch is in the released position, momentary operation
current.
of GEN FIELD pushbutton closes the GCR. A second momentary operation of
The voltage regulator maintains the POR voltage at 115 +/- 1 volt ac for all the pushbutton trips the GCR.
normal steady--state conditions. When the voltage at the point of regulation
The GEN FIELD switch enables the generator to be energized for voltage and
(POR) is lowered or raised the voltage regulator increases or decreases the
frequency checks without closing the APB.
generator exciter field current.
The exciter field current and voltage range from 0 to 4 amperes and 0 to 35 volt
dc respectively for generator loads up to 150 kva.
The voltage regulator is disabled if the generator frequency is less than
335 +10 Hz or the GCR is open.
A ”high--phase takeover” circuit within the voltage regulator limits the highest
phase voltage to 128 volt ac line to neutral. A stability network is included
within the voltage regulator to ensure minimal modulation of steady--state
voltage.
The voltage regulator includes a current limiting feature to limit the maximum
short circuit current of the APU generator to between 550 and 670 amperes per
phase for any fault. The generator internal current transformer provides the
load current input.

AC POWER SYSTEM
24--20
Figure 42 APU Generator Control - GCR

AC POWER SYSTEM
24--20
GCR Protective Tripping
The GCR is tripped by internal GCU protective circuits and by the external fire
switch.
Internal fault protection circuitry trips the GCR for:
S Under/Over frequency.
S Under/Over voltage.
S Differential fault,
S Open phase,
S Shorted rotating diode,
S Shorted permanent magnet generator and
S Watchdog circuit protection.
Shorted Rotating Diode
A shorted diode in the generator rotating rectifier assembly is detected by
sensing the average exciter field current and the average 3--phase main
generator current.
When a shorted diode is detected, (generator load current less than 247 amps
and exciter field current greater than 2.76 amps) the GCR is tripped in 5.5 to 7
seconds. This method of detecting shorted diode will sense, under most oper-
ating conditions, two open diodes.
Shorted Permanent Magnet Generator
The shorted PMG protection circuit prevents GCU damage in the event of a
short to ground on any PMG phase. For this type of fault a large ac compo-
nent in the three--phase half--wave rectified PMG signal would be detected and
a GCR trip will occur within 2.0 seconds maximum.
The shorted rotating diode protection locks out the shorted PMG protection
circuit.
Protection Trip Reset
All protection trips require a reset signal. Resetting occurs when the GEN
CONT switch is unlatched to the OFF position.
The system returns to automatic operation by latching the switch back to the
ON position.

AC POWER SYSTEM
24--20
Figure 43 APU Generator Control - GCR

AC POWER SYSTEM
24--20
AUXILIARY POWER GENERATOR CONTROL - APB
General APB Request
The auxiliary power breaker (APB) is automatically controlled by the APU The APB REQUEST signal requires that there are:
generator control unit (APU GCU) when the APU generator control switch is S No differential faults.
latched (ON). When the control switch is unlatched (OFF), then the APB is
S APU generator switch is latched (ON).
tripped open.
S APU RPM is at least 95%.
S GCR is closed.
Power S APB initial protection does not detect abnormal frequency or voltage.
The battery bus or the APU generator permanent magnet generator (PMG)
supplies power to energize the APB close and trip coils. The circuit breakers
(CB1 and CB2), located on the GCU front panel, control power to the APU gen- Close and Trip Commands
erator control switch and the APB. When there is an APB REQUEST signal and no EPC REQUEST signal while
in the GND mode, the APB close control relay automatically closes if there is
no voltage on the tie bus. If the main power breakers (GCB, BTB, EPC) are
APB Control Relays open and phase B voltage on the tie bus is zero, then an enabling signal is
APB close and trip control relays in the APU GCU control close and trip signals available to gate 1 from gate 3. After gate 1 is enabled, a 50 msec close pulse
to the APB. The momentary type relays route 50 msec close or trip signals to is generated by the single shot (SS).
the magnetic latching type APB. A close signal requires an output from gate 1.
This requires an APB REQUEST with no EPC REQUEST while in the ground
Any protective function trip of the GCR also energizes the APB trip control
(GND) mode and no voltage on the tie bus.
relay. The system is reset after a protective function trip by cycling the APU
generator control switch OFF and, then, ON. This closes the GCR, It will trip
again if the fault still exists.
APU Generator/External Power Priority
External power has priority over APU generator power when there is an EPC
REQUEST signal in the GND mode. This removes the enabling signal to gate Indications
1 frorn gate 4. If closed, the APB trips open and the EPC then closes. The
The OFF light on the APU generator control switch is illuminated when the
BPCU sends the EPC REQUEST signal over the serial data link when external
switch is unlatched (manual trip). The OFF light is also illuminated when the
power quality is acceptable and the external power control switch is pushed
switch is latched, and the APU RPM is at least 95%, and both the EPC and
while the EPC is open. The GND mode is determined by an air/ground relay
APB are open (fault trip).
and thrust lever microswitches. Pushing the external power switch while the
EPC is closed removes the EPC REQUEST signal and opens the EPC. Gate
4 then supplies an enabling signal to gate 1 to allow the APB to close. The EICAS advisory message APU GEN OFF is displayed after a five second
time delay when the APB is tripped open manually or automatically because of
a fault.

AC POWER SYSTEM
24--20
Figure 44 APU Gen Ctrl - APB

AC POWER SYSTEM
24--20
LEFT GENERATOR CONTROL -- GCR
General Aircraft with GEN FIELD MANUAL RESET Switches
A magnetically latching type relay with separate trip and close coils, known as The GCR is also closed and tripped by a momentary GEN FIELD pushbutton
the generator control relay (GCR), is provided in the GCU to make and break switch (optional) installed on the flight compartment accessory panel.
the voltage regulator PMG power supply circuit. This switch is inhibited if GEN CONT switch is in latched (ON) position.
When the GCR is tripped the generator field is de--energized. If the GEN CONTROL switch is in the released position, momentary operation
A FIELD OFF light wilI indicate GCR position. of GEN FIELD pushbutton closes the GCR. A second momentary operation of
The left and right GCR generator control are the same. the pushbutton will trip the GCR.
The GEN FIELD switch enables the generator to be energized for voltage and
Voltage Regulator frequency checks without closing the GCB.
The generator voltage regulator is a self--contained solid state, ”pulse width”
type voltage regulator which controls the system point of regulation (POR)
voltage by varying the full--wave rectified main exciter field power supply
current.
The voltage regulator maintains the POR voltage at 115 +/- 1 volt ac for all
normal steady--state conditions. When the voltage at the point of regulation
(POR) is lowered or raised the voltage regulator increases or decreases the
generator exciter field current. The exciter field current and voltage range from
0 to 4 amperes and 0 to 35 volt dc respectively for generator loads up to 150
kva. The voltage regulator is disabled if the generator frequency is less than
335 +/- 10 Hz or the GCR is open.
A ”high--phase takeover” circuit within the voltage regulator limits the highest
phase voltage to 128 volt ac line to neutral. A stability network is included
within the voltage regulator to ensure minimal modulation of steady--state
voltage.
The voltage regulator includes a current limiting feature to limit the maximum
short circuit current of the IDG to between 550 and 670 amperes per phase for
any fault. The generator internal current transformer provides the load current
input.
GCR Closure and Tripping

The GCR is tripped and closed by manual operation of the GEN CONTROL
alternate action pushbutton switchlight in the flight compartment.
Switch actuation to the latched (ON) position closes the GCR, if open.
Switch actuation to the released (OFF) position opens the GCR, if closed.

AC POWER SYSTEM
24--20
Figure 45 Left Generator Control GCR

AC POWER SYSTEM
24--20
GCR Protective Tripping
The GCR is tripped by internal GCU protective circuits, by the external fire
switch and by the IDG disconnect switch when the associated engine fuel
control switch is not in the “OFF” positon.
Internal fault protection circuitry trips the GCR for:
S Under/Over frequency,
S Under/over voltage,
S Differential fault,
S Open phase,
S Shorted rotating diode,
S Shorted permanent magnet generator and
S Watchdog circuit protection.
Shorted Rotating Diode
A shorted diode in the generator rotating rectifier assembly is detected by
sensing the average exciter field current and the average 3--phase main
generator current.
When a shorted diode is detected, (generator load current less than 247 amps
and exciter field current greater than 2.76 amps) the GCR is tripped in 5.5 to 7
seconds. This method of detecting shorted diode will sense, under most
operating conditions, two open diodes.
Shorted Permanent Magnet Generator

The shorted PMG protection circuit prevents GCU damage in the event of a
short to ground on any PMG phase. For this type of fault a large ac
component in the three--phase half--wave rectified PMG signal would be
detected and a GCR trip will occur within 2.0 seconds rnaximum.
The shorted rotating diode protection locks out the shorted PMG protection
circuit.
Protection Trip Reset

All protection trips require a reset signal. Resetting occurs when the GEN
CONT switch is unlatched (OFF).
The system returns to automatic operation by latching the switch back ON.

AC POWER SYSTEM
24--20
Figure 46 Left Generator Control GCR

AC POWER SYSTEM
24--20
LEFT GENERATOR CONTROL -- GCB
General
The generator circuit breakers (GCB) connect the main generators to main ac
Ioad buses.
These breakers are automatically controlled by the associated generator
control unit (GCU) if the appropriate generator control switch is latched to the
ON position.
Since both GCBs operate identically only the left GCB control will be
discussed.
Power Requirements
The battery bus or the IDG permanent magnet generator (PMG) supply power
to energize the GCB close and trip coils.
The circuit breakers (CB1 and CB2) control power to the respective close/trip
coils and generator control switch.

AC POWER SYSTEM
24--20


AC POWER SYSTEM
24--20
GENERATOR CIRCUIT BREAKER CONTROL
GCB Control Relays Close and Trip Commands
GCB close and trip control relays are provided in the GCU for supplying close When generator power is of proper voltage and frequency, the GCB close
and trip signals to the external generator circuit breaker. control relay shall automatically close provided there is no voltage on the main
The non--latching type relays route 50 msec close or trip signals to the bus.
magnetic latching GCB. If the BTB trips open and phase B voltage on the main bus is zero, then an
enabling signal is applied to gate 2.
IDG/Ext Power Priority
When all conditions at gate 1 are satisfied a 50 msec close pulse is generated
Initially powering the generator control unit on the ground (GND), all control by the single shot.
switches in automatic position, causes an enabling output from gate 6 to be
Any protective function trip of the GCR also energizes the GCB trip control
applied to gate 1.
relay.
Assume the Ieft IDG is operating and the associated generator circuit breaker
The system is reset after a protective function trip by actuating the GEN
is closed.
CONTROL switch to OFF and then back to ON again. This action will close the
The BPCU sends the EPC REQUEST signal over the serial data link when GCR.
external power is available, EPC open and the external power switch is
If the fault condition is still present, a second protective trip function is initiated.
pressed. The EPC REQUEST signal is accepted only during ground conditions
(sensed by air/ground relay and thrust lever microswitches). Indications
This gives priority to external power and removes the enabling signal to Gate 1. The OFF indicator light in the GEN CONT switchlight illuminates whenever the
The left GCB trips open allowing the left BTB to close. GCB is tripped.
Pushing the momentary external power switch after the EPC is closed, EICAS displayes the advisory (caution-CAA) message “L GEN OFF” when the
removes EPC REQUEST signal and also applies a trip signal to the EPC. An GCB is open and the “L ENG SHUTDOWN” message is not present.
enabling signal is reapplied to gate 1. A BUS OFF light illuminates if the GCB is tripped and the ac load bus is not
When the BUS TIE switch is unlatched an enabling output is supplied from powered from another source (BTB open).
gate 6. The caution message “L AC BUS OFF” is displayed by EICAS.
GCB Request
Upon engine start--up, the IDG has priority over external or APU generator
power. The GCB REQUEST enabling signal causes the BTB to trip open
isolating the main ac load bus from external or APU generator power.
The GCB REQUEST signal requires the following conditions to be satisfied:
S No differential faults.
S Generator control switch latched ON otherwise a 28 volt dc signal is sent to
the GCB trip coil through the GCB trip isolation diode.
S The IDG input speed must be greater than 4300 rpm.
S GCR is closed and GCB initial protection does not detect abnormal fre-
quency or voltage problems.

AC POWER SYSTEM
24--20
Figure 47 L GEN Ctrl - GCB

AC POWER SYSTEM
24--20
LEFT GENERATOR CONTROL BTB
General
The bus tie breakers (BTB), when their main contacts are closed connect ac tie
bus to a main ac load bus.
These breakers are automatically controlled by the associated generator con-
trol unit (GCU) if the appropriate bus tie switch is latched to the AUTO position.
If the control switches are released to the ISLN position the BTBs are opened
by a trip signal transmitted directly from the switch to the breaker coil.
Both BTBs operate identically. Only the left BTB control is discussed here.
Power Requirements
The battery bus or the IDG Permanent Magnet Generator (PMG) supply power
to energize the BTB close and trip coils. The circuit breakers (CB1 and CB2)
Iocated on the GCU front panel control power to the respective close/trip coils
and BUS TIE switch.

AC POWER SYSTEM
24--20


AC POWER SYSTEM
24--20
BUS TIE BREAKER CONTROL
BTB Control Relays BTB Protection Lockout
BTB cIose and trip control relays are provided in the GCU for supplying close The BTB protection lockout is activated for main ac load bus and ac tie bus
and trip signals to the bus tie breaker. differential fault protection, additional overload protection for IDG and APU
The non-latching type relays route a 50 msec close or trip signal to the generator and additional undervoltage protection when a single IDG is
magnetic latching BTB. supplying both main ac load buses.
Close and Trip Commands Autoland Lockout

When the BUS TIE switches are in the latched (AUTO) position, the BTBs If an autoland lockout signal is received from the bus power control unit and the
operate automatically to maintain power to the main ac buses from any BTB is open, it will be locked open to prevent both main buses from being
operating generator, with the following power source priority: supplied from a single source during autoland power transfer.
S Associated integrated drive generator, Except for the autoland condition, the BTB lockout is removed by resetting the
appropriate BTB switch.
S APU generator,
This is accomplished by actuating the switch to the released position and re-
S Other integrated drive generator
turning it to the latched (AUTO) position.
Note that external power (EP) has priority over all other power sources when
EP is manually selected and a ground mode condition exists. Indications
The associated integrated drive generator has priority on engine startup. A ground is provided in the GCU to illuminate the BUS TIE ISLN indicator light
on the electrical panel whenever the BUS TIE switch is latched (AUTO) and a
BTB Close Command with GCB Open BTB protection lockout has occurred. With the BUs TIE switch unlatched and
With the BUS TIE switch actuated to the latched (AUTO) position and no BTB BTB open the light also illuminates. The ISLN light is inhibited during an auto-
lockout signals (BTB protection or autoland) present, the L BTB close coil is land BTB lockout condition.
energized if the L GCB is open (L GCB OP), no request to close (L GCB REQ) EICAS will display the advisory message “L BUS ISOLATED” for a BTB
is present and there is no ac voltage (V=0) on the corresponding main ac load protection lockout or manually locked open bus tie breaker.
bus. See Gate 1.
A BUS OFF light will illuminate if the GCB and BTB are both tripped.
This illustrates power flowing from ac tie bus to main load bus.
The caution message “L AC BUS OFF” is displayed by EICAS.
BTB Close Command with GCB Closed
The L BTB close coil is also energized if the L GCB is closed (L GCB CL), BUS
READY signal present and no ac voltage (V=0) on ac tie bus. See Gate 2.
This illustrates power flowing from main load bus to ac tie bus.
When the conditions at Gate 3 are satisfied the BTB close control relay is
energized for 50 msec. 28 volt dc must pass through airplane interlock circuitry
before reaching the BTB close coil.
The bus tie breaker is magnetic latching.
With the BUS TIE switch actuated to the latched (AUTO) position, the BTB trip
coil will be energized if the GCB is commanded to close (L GCB REQ at
gate 1) or a BTB protection lockout signal is present.

AC POWER SYSTEM
24--20
Figure 48 L GEN Ctrl - BTB

AC POWER SYSTEM
24--20
BUS READY/INTERLOCK CIRCUITRY
Operation
The bus ready input is important when the bus tie breaker is closing to allow
power flow into the ac tie bus.
The bus ready signal is provided to allow normal bus transfer and inhibit
paralleling of two power sources.
Without APB Request present

A dc signal or open is applied to the left and right generator control units if the
proper main power breakers are open and the APU generator control unit
auxiliary power breaker request (APB REQ) signal is not present.
APB Request present

The APB request signal indicates APU speed above 95%, APU GEN CONT
switch ON, GCR closed and no faults.
With an APB REQUEST signal and ac tie bus not powered the APB automati-
cally closes.
A ground applied to the left or right GCU, the BUS READY input inhibits BTB
closure.
Automatic BTB closure requires a dc signal from the GCU to the BTB close
coil.
This signal is routed through the airplane interlock circuitry.
The dc signal path depends on whether the the BTB is closing to allow
115 volt ac into or out of the ac tie bus.
Power Flow into the AC TIE Bus

If power is flowing into the ac tie bus the APB, EPC and opposite GCB must be
open.
Power Flow out of the AC TIE Bus

For power flow out of the ac tie bus the corresponding GCB must be open.

AC POWER SYSTEM
24--20
Figure 49 Bus Ready / Interlock Circuitry

AC POWER SYSTEM
24--20
AC POWER INDICATIONS
Generator Load
Each GCU provides a dc voltage output to both EICAS computers proportional
to the associated ac generator channel load.
The GCU senses generator load current from the generator current
transformers.
Generator load is displayed on the EICAS ELEC/HYD maintenance page for
values between 0 and 1.50 (1.00 = 90 KVA).
External Power Load
The BPCU provides a dc voltage output to both EICAS computers proportional
to the external power load.
The BPCU senses external load from the ground power current transformer.
The ac load for main ac, ground service and ground handling buses is dis-
played for values between 0 and 1.50 (1.00 = 90 KVA) on the EICAS
ELEC/HYD maintenance page.
AC Voltage and Frequency

For each main power source (IDG, APU generator, EXT PWR, and HYD
MOTOR GEN) the voltage and frequency is sensed from phase B.
The single phase output of the static inverter is sensed to display voltage and
frequency.
All signals are supplied to both EICAS computers except the APU GENERA-
TOR (L computer only) and HYD MOTOR GEN (R computer only).
Indications are displayed on the EICAS ELEC/HYD maintenance page. AC
voltage and frequency is displayed between 0/100 to 130 volts ac and 0/380 to
420 Hz.

AC POWER SYSTEM
24--20
Figure 50 AC Power Indications

AC POWER SYSTEM
24--20


AC POWER SYSTEM
24--20
Figure 51 AC Power Indications

AC POWER SYSTEM
24--20
GCU FAULT PROTECTION
General Shorted Permanent Magnet Generator Protection
The GCU protective functions monitor system parameters including current, The shorted permanent magnet generator protection prevents GCU damage in
voltage and frequency. They protect the main generating channel in the event the event of a short to ground on any PMG phase. For this type of fault, a large
of system faults and protect equipment connected to the system from ac component in the three--phase half--wave rectified PMG input to the voltage
”out--of--limits” electrical power quality. regulator would be detected.
The limits and the delays of the various protective functions are such as to
Overfrequency and Underfrequency Protection
selectively isolate any fault with a minimum reduction of generating capacity
and a minimum interruption of power to the airplane load buses. Overfrequency and underfrequency protection information is sensed from the
permanent magnet generator frequency.
The system is designed such that any fault producing a signal which trips both Shorted Rotating Diode
the GCR and GCB, a reset must be initiated. A shorted diode in the generator rotating rectifier assembly is detected by
The reset is accomplished by unlatching and re-latching the Generator control sensing the average exciter field current and the average three--phase main
switch. The GCR is closed and GCB will be enabled for automatic operation. generator current. Under most operating conditions, this method of detecting a
A reset can also be generated by removing and applying power to the shorted diode will also sense two open diodes and provide a GCR trip.
corresponding Generator control unit. The shorted rotating diode protection is locked out by underspeed to prevent
nuisance trips.
Inputs
In addition, shorted rotating diode protection is locked out during single IDG
The Generator control unit senses three phase power from the permanent operation. After automatic load reduction a single generator with one or two
magnet Generator for frequency protection functions. open diodes will be capable of carrying the remaining load without causing a
The point of regulation (POR) feedback provides three phase ac input for protective trip.
under/overvoltage protection functions.
Underspeed Protection
Generator internal current transformers provide current sensing for open phase
and shorted rotated diode protection. A four pole magnetic pickup unit (MPU) located on the IDG input shaft senses
the IDG input speed and provides an output signal proportional to input speed
Protective Functions to the GCU for underspeed protection.
In the air, an underspeed fault trip is inhibited unless an underfrequency FAULT
Overvoltage/Undervoltage Protection
also occurs.
Overvoltage protection determines if the highest phase of the three--phase
voltages has exceeded limits at the point of regulation.
Undervoltage protection senses the average of the three phase peak sensed
voltages at the point of regulation.

AC POWER SYSTEM
24--20
Figure 52 GCU Fault Protection

AC POWER SYSTEM
24--20
CURRENT SENSING
Operation
The current transformer assemblies(CTAs) provide load current sensing to the
GCUs for use in:
S Open phase,
S Overload protection circuits, and
S Operate with current transformers integral to the IDG and auxiliary genera-
tor for use in IDG and auxiliary generator differential current protection
circuits.
The internal current transformers also supply EICAS with load information.
The BPCU uses CTA current sensing for:
S Tie bus differential protection.
S External power overload.
S External power load monitoring circuits.

AC POWER SYSTEM
24--20
Figure 53 Current Sensing

AC POWER SYSTEM
24--20
DIFFERENTIAL CURRENT FAULTS
General Generator Differential Protection
The generator differential protection isolates any short circuit fault within the Only left IDG channel operation is discussed since both channels are the
generator/generator feeder/load bus zones with a minimum interruption of same.
power. Assume the GCBs are closed and BTBs are open.
There are three generator differential protection current transformer (DPCT) When a fault (current difference greater than 31.5 +/-- 3.5 amps) is sensed at
assemblies per IDG channel. Flag 1 by the GCU a generator differential protection signal causes the left BTB
The APU channel contains two transformers. When a GCU senses a genera- followed by the left GCB to trip and lock open.
tor differential protection fault it initiates an isolation sequence. If the fault disappears, fault isolation is complete. If the fault persists at Flag 2,
The tie bus differential protection isolates short circuit faults on external power the generator field control relay is tripped and the LBTB is enabled for auto-
feeder or tie bus with a minimum interruption of power. matic operation.
Each channel contains a single tie bus differential protection current trans- The auxiliary power generator control unit (APGCU) differential protection cir-
former. These CTs send current flow information to the BPCU for generating a cuitry isolates any short circuit fault between APU generator neutral return and
tie bus differential protection signal. The signal does not trigger any action in T111.
the system directly, but is used in conjunction with the generator differential If a minimum differential fault current of 31,5 +/-- 3,5 amps is sensed by the
protection signals (or lack of signals). current transformers the APGCU initiates an APB trip signal. An uncleared
The generator differential protection and tie bus differential protection zones fault will cause the GCR to trip.
have a common area called the overlap zone. Current sensing in the overlap
zone is done by the overlap current transformers, T127 and T128. For faults
located in the overlap zone the tripping sequence must be coordinated for any
combination of operating generators so that the fault condition is isolated
without unpowering more than one main ac bus.

AC POWER SYSTEM
24--20
Figure 54 Differential Current Faults

AC POWER SYSTEM
24--20
Tie Bus Differential Protection
External Power Assume L IDG is powering both main buses.
If external power is the power source, when a tie bus differential protection If fault is at flag 3 tripping sequence is same as first example.
signal (fault current of 30 amps) is generated the BPCU trips the EPC and For a fault at flag 5 the tripping sequence is as follows:
locks it open.
Right GCU senses a current difference in the generator differential protection
APU Generator zone causing the RBTB to trip and lock open isolating the fault.
When the APU generator is a single source of power the APU generator Assume L IDG is powering left channel and the APU generator is powering
control unit receives a tie bus differential protection signal from the BPCU over right channel.
the serial data link. This causes the APB to be tripped and locked open.
With the fault at flag 3 the tripping sequence is the same as first example.
For external or APU generator power the BPCU also signals the GCUs to trip
When the fault is at flag 4 the left GCU senses a generator differential protec-
and lock open the BTBs.
tion fault and the BPCU senses a tie bus differential protection fault. These
IDG two signals plus LBTB open and no current input to the left GCU from L GEN
OVERLAP CT indicate a fault on tie bus side of LBTB.
When either IDG supplies both main buses the BPCU sends a tie bus differen-
tial protection signal to each GCU that causes both BTBs and APB to be The following tripping sequence occurs: L GCU locks LBTB open, BPCU sends
tripped and locked open. The BPCU locks out the EPC. a tie bus differential protection signal to APU and RGCU to trip and lock open
APB and RBTB respectively, and BPCU locks EPC open.
When each main bus is powered from a separate source and a tie bus differen-
tial protection signal is generated with no generator differential protection Indications
signals the APB, EPC and both BTBs receive trip signals and are locked open.
The indications for differential faults consist of P5 electrical system control
Overlap Fault Zone Protection panel lights and corresponding EICAS messages. The BITE messages and
fault isolation manual should be used for troubleshooting.
The tie bus differential protection coordinates with the generator differential
protection for faults located in the overlap zone of these protective loops. The The corresponding BUS TIE, GEN CONT and EXT PWR switches must be
protection will instantly open the BTB (if closed) for any fault directly on either cycled to reset the tripped breaker.
side of the GCB, APB, EPC or other BTB if required to isolate the fault.
Assume both IDG’s are operating, GCB’s closed and BTB’s open.
If the fault is at flag 3, then generator differential protection and tie bus differen-
tial protection signals are generated.
The tripping sequence is as follows:
Left GCU senses a current difference in the generator differential protection

zone and locks open the LBTB. The tie bus differential protection signal
(received from BPCU over serial data link) is then used with L GEN OVERLAP
CT current flow (greater than 10 amperes) and LBTB open for tripping and
locking open the LGCB. Isolation of the fault allows remaining portion of electri-
cal system to operate automatically.

AC POWER SYSTEM
24--20
Figure 55 Differential Current Faults

AC POWER SYSTEM
24--20
DIFFERENTIAL FAULT ANALYSIS
This illustration shows the actions resulting from a differential fault in the
different sections.

AC POWER SYSTEM
24--20
Figure 56 Differential Fault Analysis

AC POWER SYSTEM
24--20
AC ELECTRICAL LOADS
During two generator operation, the Electrical Power System can supply all
required electrical power.
Each generator is rated for 90 kva continuous operation measured at the
generator terminals. The capacity available at the load bus for an IDG is
86 kva and for the auxiliary generator is 83.2 kva. This allows for feeder losses
of 4 and 6.8 kva respectively, at 90 kva.
During single generator operation, the total airplane load demands can exceed
the continuous rated capacity of one generator. Automatic load shedding
circuits are provided which will de--energize the left and right utility and galley
buses to prevent generator overload.
However, the APU generator can be used as a power source and the galley
loads can be applied again.
The airplane may be dispatched with one engine generator and the APU gener-
ator supplying power to the buses.

AC POWER SYSTEM
24--20
Figure 57 AC Electrical Loads

AC POWER SYSTEM
24--20
AC LOAD SHEDDING
General Utility Bus Switchlights
Load shedding is accomplished automatically using relays, power breaker and The two alternate action utility bus switchlights on the flight compartment
switch position and load shed logic in the BPCU. Electrical power is selectively control panel, latched to ON position, provide airplane 28 volts dc power to the
removed from non--essential loads, such as those powered from the utility coil(s) of the corresponding ELCU(S) and UBR for closing.
buses and galleys. Actuation to the released (out) position will remove coil power opening the
relays and also provides the BPCU with a manual reset signal.
Purpose
An OFF indicator light in the utility bus switchlight assembly illuminates
The primary purpose of ac load shedding is to protect an electrical power
whenever the left utility bus relay or right utility bus relay is de--energized.
source (generator or external power) from an existing overload or from an
anticipated overload. (An overload is anticipated, for example, when a source is
lost during operations that would normally use two sources). Another purpose
of load shedding is to maximize the pneumatic output of the APU for engine
starting when the APU is also being used to supply electrical power to the air-
plane.
Normal Sequence
Electrical load management/shedding is provided to maintain electrical loading
within source ratings during both normal and abnormal airplane operating con-
ditions.
This load reduction is achieved by selectively de--energizing non--essential
loads and buses, as required, during airplane conditions where the source is
overloaded or where there is a high probability that normal procedures (such as
prior to and at engine start) will cause an overload.
System load shedding is controlled primarily through the bus power control unit
(BPCU) which normally provides a circuit to ground for the left and right Utility
Bus Relays (UBR) and the galley Electrical Load Control Units (ELCU).
The BPCU monitors overload information from all main ac power sources as
well as all main power breaker positions, and contains the logic for load
shedding in the event of a source overload or a generator loss in flight.
Other airplane load reduction methods are implemented by relays and circuits
external to BPCU.

AC POWER SYSTEM
24--20
Figure 58 AC Load Shedding

AC POWER SYSTEM
24--20
Load Shedding Controlled by the Bus Power Control Unit Load Shedding Controlled by Relays and the Bus Power Control Unit
Certain load sheds are completely controlled by load shed logic in the BPCU. There is a load shed which is controlled by both the BPCU and relays. On the
If a generator is lost in the air mode, the BPCU automatically trips utility bus ground with the APU or external power supplying electrical power to the air-
relays (UBR’s) and electrical load control units (ELCU’s) to remove non--essen- plane, if any electric hydraulic pump (other than the right pump) is operating
tial utility bus and galley loads. The purpose of this load shed is to prevent an and the source becomes overloaded, then galley loads are automatically shed.
overload of the remaining generator. In the ground mode, loss of a generator This is accomplished using relays and pump switches to sense pump opera-
does not automatically cause a load shed. In this mode, one source operation tion. In addition, the BPCU, senses the overload condition.
is normal.
Load Shed Reset
Another example of load shedding controlled completely by the BPCU is a
generator overload not caused by operation of electric hydraulic pumps. The In most cases, a load shed is reset automatically when the condition causing
BPCU automatically removes power to non--essential loads powered by the the load shed goes away. The exception is a load shed caused by a source
overloaded source by tripping the appropriate UBR’s and ELCU’s. overload. This requires a manual reset and is usually accomplished by cycling
utility bus switches corresponding to the shed utility bus and galley loads.
Load Shedding controlled by Relays
Some load shedding is automatically controlled by relays, using switch and
breaker positions (APB and GCB’s).
An example is the engine start load shed. If the APU is being used for both
electrical power and pneumatics, an engine start automatically causes load
shedding of any utility bus and galley loads powered by the APU generator.
Another example of load shedding controlled by relays, and using switch and
breaker positions, is the fuel jettison load shed. If the fuel jettison switch is ON,
and only one source is available, then the closed position of both BTB’s and
load shed relays are used to remove power to additional (other than utility bus
and galley loads) non--essential loads.
If an engine is shut down in the air mode, and the right utility bus relay is open,
a load shed relay is energized to remove power from the ground service exten-
sion bus. This is another example of a load shed controlled by relays and, in
this case, engine speed cards.

AC POWER SYSTEM
24--20
Figure 59
AC POWER SYSTEM
24--20
AC LOAD SHEDDING BY BPCU
Operation
Load shedding in response to a generator loss (and subsequent one generator
operation) in the air mode and a source overload in the air and ground modes,
is controlled using load shed logic in the BPCU. The BPCU can open and close
the utility bus relays (UBR’s) and the galley electrical load control units
(ELCU’s) by controlling a circuit to ground for each relay.
When the BPCU is powered, when 115 volt ac power is available for main
buses, and when no load shed condition exists, solid state switches are energi-
zed to provide closed circuits to ground for the UBRs and ELCUs. This allows
the relays to be closed.
When a load shed condition exists, the BPCU opens some or all of these
relays by de--energizing solid state switches to remove grounds.
The BPCU receives overload data for the IDG’s and the APU generator and
information about main power breaker position (GCBs, BTBs, and APB) via
serial data link inputs from the generator control units. Also, the BPCU moni-
tors the external power load and EPC position directly.
The overload limits are 90 kva and 112.5 kva. Main power breaker positions
are checked to determine the number of operating power sources.
Air or ground mode is determined from individual thrust lever switches wired in
series with an air/ground relay.
When the two alternate action utility bus switches (P5) are latched (ON),
28 volt dc power is available to enable closing of associated UBRs and ELCUs.
Unlatching these switches, opens the relays and provides the BPCU with a
manual reset signal.
An OFF light on a utility bus switch illuminates when the associated UBR is
open.

AC POWER SYSTEM
24--20
Figure 60 Load Shedding by BPCU

AC POWER SYSTEM
24--20
LOAD SHEDDING - GENERATOR LOSS
General
Normally, two generators are used for electrical power during operation of the
airplane. If a power source is lost while in the air mode, there is automatic load
shedding to protect the remaining power source. Loss of a power source in the
ground mode does not result in automatic load shedding. (It is normal to use
one power source, the APU generator, in the ground mode. Also, it is not as
critical to protect a remaining IDG when in the ground mode).
Normal Sequence
In the inflight mode, the ac electrical system sheds all utility and galley bus
power with the loss of a power source. The inflight mode is defined as the
ground/air relays in the air mode or both power levers advanced greater than
9--1/2 degrees from idle.
This load shed protects the remaining IDG from overloading during and after
takeoff.
When this load shed occurs, the OFF light on the corresponding utility bus
switch comes on, and the advisory message ”L(R) UTIL BUS OFF” appears on
EICAS.
Reset is automatic when a second generator becomes available (the APU

generator may be used).

AC POWER SYSTEM
24--20
Figure 61 Generator Loss

AC POWER SYSTEM
24--20
LOAD SHEDDING -- SOURCE OVERLOAD
General Normal Sequence -- Without Electric Hydraulic Pumps
Automatic load shedding is available to protect a power source (IDG, APU Each generator control unit (GCU) monitors the load at the generator output to
generator, or external power) if there is a source overload. protect its channel against an overload condition. If the GCU detects an
There are two cases to consider. The first case is without an electric hydraulic overload between 90 to 112.5 kva (overload 1) or greater than 112.5 kva
pump operating, other than the right pump. (overload 2), the GCU signals the BPCU over the serial data link that an
overload condition exists on its channel. If the overload 1 condition exists for
Source Overload Without Electrical Hydraulic Pumps Operating 4.5 minutes or the overload 2 condition exists for 4 seconds, the BPCU causes
For this case, an overload condition is defined as 90 to 112.5 kva for 4.5 load shedding and determines which non--essential loads are to be shed.
minutes or greater than 112.5 kva for 4 seconds. If a power source is As an example, if both main ac buses are powered from their respective IDGs,
overloaded in either the air or ground mode, the ac electrical system sheds any and an overload condition occurs for the left IDG, the BPCU signals the left
utility bus and galleys powered by that power source by tripping the associated UBR and all ELCUs connected to the left main bus to trip in 4.5 minutes for an
UBR(s) and ELCU(s). overload 1 condition and in 4 seconds for an overload 2 condition. This action
sheds the left utility bus and associated galleys.
Source Overload With Electrical Hydraulic Pumps Operating
When a load shed occurs, the corresponding UTILITY BUS switch OFF light
The second case is with any electric hydraulic pump, other than the right pump, comes on and the advisory message L(R) UTIL BUS OFF appears on EICAS.
operating on the ground and either external power or the APU generator Reset is manual by cycling the utility bus switch.
supplying electrical power. In this case, a source overload condition is defined
as 90 kva for 3 seconds. Normal Sequence -- With Electric Hydraulic Pumps Operating
If either external power or the APU generator is overloaded, the ac electrical The BPCU monitors the external power system load and receives APU genera-
system sheds only galley power by tripping all ELCU’s. For this load shed, tor control unit signals to initiate load shedding in response to overload condi-
there is only a 3 second time delay because it is assumed that the cause of the tions.
overload is operation of the pump(s), and that, without load shedding, the Each of the four electric hydraulic pumps is rated at 15 kva (45 amps per
overload will continue as long as the pump(s) are operating. Also, only galleys phase) and draws 167 amps per phase start--up current. If an overload condi-
are shed because this is sufficient to remove an overload caused by using the tion exists with any pump (other than the right pump) operating, only galleys
electric hydraulic pump(s). are shed. Here, an overload condition is defined as 90 kva for 3 seconds. The
right electric hydraulic pump is normally operated on the ground for brakes and
is not included in the overload circuit.
Reset is manual and is accomplished by turning the electric hydraulic pump
switches off (all pumps except the right demand pump) or by cycling either BTB
switch or by pulling and resetting the ENGINE START LOAD SHED RESET
circuit breaker.

AC POWER SYSTEM
24--20
Figure 62 Load Shedding Source Overload

AC POWER SYSTEM
24--20
LOAD SHEDDING - ENGINE START
Normal Sequence
An operating auxiliary power unit can simultaneously supply air for pneumatics
and electrical power. The electrical power has priority over pneumatics.
In order to maintain proper air supply to the engine during starting, the electri-
cal load on the APU generator is reduced by automatic load shedding.
First Engine Start

With the APU generator supplying both load buses through closed bus tie
breakers, the ac electrical system will load shed all utility and galley buses
when the first engine start switch is positioned to the ground (GND) start posi-
tion. As the IDG comes on line with GCB closure, all utility and galley buses
have power restored automatically.
Second Engine Start

When the second engine start switch is positioned to the ground (GND) start
position, only the utility bus and galley buses associated with the engine being
started are load shed.
After the closure of the second GCB, power to the effected utility bus and
galley buses is automatically restored.

AC POWER SYSTEM
24--20
Figure 63 Load Shedding - Engine Start

AC POWER SYSTEM
24--20
LOAD SHEDDING - FUEL JETTISON
When the fuel jettison control switch (S3) on the P5 overhead panel is ”ON”
and both BTBs are closed (only one generator operating), load shed relays
K2091 (left) and K2092 (right) are energized. This sheds loads that receive
power through these relays.
This is in addition to shedding utility buses and galleys and minimizes the
possibility of an overload while the fuel jettison pumps are operating.

AC POWER SYSTEM
24--20
Figure 64 Load Shedding - Fuel Jettison

AC POWER SYSTEM
24--20
LOAD SHEDDING - GND SERVICE EXTENSION BUS
General
Normally, in the air mode with only one generator supplying power to both main
buses, only utility buses and galleys are shed. This applies to the case where
both engines are running (and a fuel jettison pump is not operating).
If, however, either engine is not running, then the associated ac hydraulic
motor pump (ACMP) operates.
To prevent this additional electrical load from causing an overload of the one
operating generator, additional non--essential loads (ground service extension
bus loads) are shed.
Normal Sequence
In the inflight mode, if a generator is lost and there is only one source
operating, the ac electrical system trips both utility bus relays (UBR’s) and all
electrical load control units (ELCUs) to remove power from the utility buses and
associated galleys.
Indications are OFF lights on the utility bus switches and the advisory
messages L UTIL BUS OFF and R UTIL BUS OFF.
If, in addition, either engine is not running, a load shed relay (K622) is energi-
zed. This removes power to selected non--essential ground service loads
(ground service extension bus loads), such as indirect ceiling lights, water line
heaters, and drain mast heat.
There is no flight compartment indication of this load shed.
Reset is automatic when both engines are running, or a second generator

becomes available, or the airplane is in the ground mode.

AC POWER SYSTEM
24--20
Figure 65 Load Shedding - Ground Service Extension Bus

AC POWER SYSTEM
24--20
ELECTRICAL LOAD SHED/AUTO RESET
Operation Ground Load Shed with APU or External Power
On the ground, with external power or the APU generator supplying airplane
Engine Start Load Shed
loads and electric hydraulic pumps operating, the overload limits are changed.
The APU is capable of supplying both electric and pneumatic power simulta- Any electric hydraulic pump operating (except the right pump) reduces the
neously to airplane systems. Electrical power has priority over pneumatics. overload limit to 90 KVA for 3 seconds and limits load shedding to galleys only.
During engine start, electrical loads are automatically shed to increase air flow
A load shedding circuit is armed when K204 AIR/GND SYS NO. 2 relay is en-
to the engine starter when the APU is supplying both electric and pneumatic
ergized and any electric hydraulic pump switch (except the right pump) is ON.
power.
The BPCU monitors external power system load, and receives overload signals
When the left engine start switch is in GND, the K10247 L ENG START 2 relay
from the APU generator control unit. Exceeding 90 KVA load limit for 3 seconds
is energized. Both L and R utility bus reset relays are energized, removing all
energizes and latches K10391 GND GALLEY LOAD SHED CONT relay.
power from utility buses and galleys.
This causes K10136 GALLEY GND LOAD SHED relay to energize, removing
The utility bus OFF lights illuminate. EICAS does not display the advisory
all galley power controlled by ELCUs.
message(s) L (R) UTIL BUS OFF.
No indicator lights or EICAS messages appear.
When the left generator circuit breaker closes, the K1 L UTIL BUS RESET
relay relaxes, establishing left utility bus and left aft galley power. The K10247 Reset is done in any of three ways:
L ENG START 2 relay relaxes at engine starter cutout. S Turn OFF all electric hydraulic pump switches except the right pump.
When the left engine is running (IDG powering the busses), moving the right S Cycle either BTB switch.
engine start switch to GND energizes K10250 R ENG START 2 relay and S Pull and reset the ENG START LOAD SHED RESET CB.
K2 R UTIL BUS RESET relay. Power is removed from the right utility bus and
forward galleys. Automatic Flight Reset
The right utility bus OFF light illuminates. EICAS does not display the advisory When an IDG fails in flight, both utility buses and all galleys are load shed and
message R UTIL BUS OFF. locked out until a second power source is established. An automatic reset
These buses are again powered when the right generator circuit breaker signal is sent to the BPCU only in flight.
closes. The K10250 R ENG START 2 relay relaxes at engine starter cutout. With only one power source available in flight, both bus tie breakers are
normally closed automatically. Establishing a second power source automati-
cally opens one bus tie breaker, which energizes K10109 UTIL/GALLEY FLT
RESET relay.
This relay energizes for 1.5 seconds when power is applied.
K1 and K2 then energize for 1.5 seconds, applying a ground to the BPCU
GLR/ELCU reset input lines.

AC POWER SYSTEM
24--20
Figure 66 Load Shed - Auto Reset

AC POWER SYSTEM
24--20
AC GENERATION BUILT - IN TEST EQUIPMENT
General APU Underspeed Overlap Load Sense
The Generator Control Units (GCU’s) and Bus Power Control Unit (BPCU) are IDG Underspeed Bus Ready/Aux Contacts
individually responsible for isolating fault conditions and storing the results in Exciter Field/Voltage Regulator
non--volatile memory (NVM). This memory is used to store the results of opera-
The protection trips for the BPCU are the following:
tional and maintenance BITE tests. A special memory chip is used that retains
data even if power is removed. The memory is divided into flights. The defini- Overfrequency Open Phase
tion of a flight is both engines shutdown followed by the start of one main Underfrequency Overcurrent
engine and a cycle of the ground mode input. Overvoltage Differential Current Protection
Undervoltage
A primary feature of BITE is the alphanumeric display located on the BPCU.
This is a 24 character readout that displays English language messages The status monitors check the ac electrical system for active or passive failures
describing what faults have occurred and which area of the system contains that do not cause a protection trip. The status monitors look at the circuits
the problem. BITE defines which LRU has failed or if a failure has occurred in within the GCU or BPCU to insure operation within a known band; if operation
the wiring or sensors associated with the ac electrical system. falls outside the band an isolation procedure is started to identify the LRU.
Operational BITE For the BPCU, the status monitors are:

The operational BITE is made to respond to protection trips and commands to Power Supplies Circuit Breakers (Front Panel)
operate breakers. It also has status monitors which check the GCU or BPCU Current Sensing CT Loop
for known regions of correct operation. Ext. Power Phase Sequence Ground Service Select,Relay
Auxiliary Breaker Contacts Ground Service Transfer Relay
For protection trips operational BITE identifies what trip has occurred and
Tie Bus Ground Handling Relay
attempts to isolate what LRU caused the trip.
Gnd Mode Signals EPC
If a LRU can not be identified, a message which points to an area of the Ext. Power Interlock Load Shedding Relays
system will aid in determining what caused the trip. Overvoltage Cutout Serial Links
The protection trips for the GCU are the following: Maintenance BITE
Overfrequency IDG Disconnect The maintenance BITE performs a limited end--to--end check of the GCU or
Underfrequency Failed PMG or Shorted Rotating Diode BPCU.
Overvoltage Fire Switch
Undervoltage Overload (Trips BTB) The circuits checked in the GCU are:
Open Phase External Overload (Trips BTB) S Digital Input Circuits
Differential Current Protection Excitation (Trips BTB)
S Voltage and Current Input Peak Holding Circuits Frequency Sense Circuit
The status monitors for the GCU are shown below: S Speed Measurement Circuit
Power Supplies Temperature Bulbs
The circuits checked in the BPCU are:
Current Sensing GCB/APB
Circuit Breakers (Front Panel) BTB S Digital Input Circuits
CT Loop GCR S Voltage and Current Input Peak Holding Circuits
Serial Link GEN Control SW/BTB SW S Frequency Sense Circuit
Low Oil Pressure Dead Main Bus Sense

AC POWER SYSTEM
24--20
Figure 67 AC Generation BITE

AC POWER SYSTEM
24--20
BITE DISPLAYS - BIT
Power Requirements
The BITE tests can be performed with the airplane completely powered or with
only the battery switch latched to ON.
Built--In Test (BIT) Switch
Pressing and releasing the BIT switch retrieves the fault message stored in the
GCU and BPCU non--volatile memories (NVM) for faults detected by opera-
tional BITE.
The system message is displayed for 2 seconds.
The fault message, displayed for 15 seconds, identifies any protection trips or
status monitor faults.
The failed component or circuit message is displayed for 15 seconds. If there is
no fault data stored for a flight, an OK is displayed for 2 seconds.
Fault data from previous flights is retrieved by pushing the BIT switch during
the 15 seconds that FOR PREVIOUS FLT PUSH NOW message displays.
Previous flight data is retrievable for up to six flights.
For the messages that identify the GCU or BPCU as failed, a hexadecimal
code number is displayed.

AC POWER SYSTEM
24--20
Figure 68 BITE Displays - BIT

AC POWER SYSTEM
24--20
BITE DISPLAYS - PERIODIC TEST/RESET
Periodic Test
The periodic test is normally performed at scheduled airline checks.
Pushing and releasing the PERIODIC TEST switch starts the maintenance
BITE test which is a limited end--to--end test of the GCU or BPCU.
The results of the test are stored in the NVM.
When the test is complete and stored in the NVM, the contents of the NVM for
that flight are displayed.
The NVM contents are the maintenance test results plus any operational BITE
faults detected for the last flight.
For the messages that identify the GCU or BPCU as failed, a hexadecimal
code number is displayed.
The PERIODIC TEST switch can retrieve previous flight data in the same
manner as the BIT switch.
Reset
The RESET switch clears the BPCU and GCU memories each time it is
pushed. This action makes previous memory entries inaccessible.
Each time the switch is pushed, the display will state that the BPCU, Left,
Right, and APU GCU memories were cleared when the power system name
appears.

AC POWER SYSTEM
24--20
Figure 69 BITE Displays - Periodic Test/Reset

AC POWER SYSTEM
24--20


HYDRAULIC MOTOR GENERATOR

SYSTEM 24--25
24--25 HYDRAULIC MOTOR GENERATOR SYSTEM 5KVA



SYSTEM 24--25
HYDRAULIC MOTOR GENERATOR SYSTEM
Purpose
The hydraulic motor generator system provides a non--time limited backup
source after loss of all generator electrical power.
System Description
The Hydraulic Motor Generator (HMG) is located in the left wheel well. The
generator is driven by a hydraulic motor supplied from the center hydraulic sys-
tem.
An air driven hydraulic pump (ADP), supplied by right or left engine bleed air,
can pressurize the center hydraulic system.
A motor driven hydraulic shutoff valve provides on/off control for the HMG.
Automatic activation of the hydraulic motor generator system occurs with loss
of power to both main ac buses. A flow limiter regulates hydraulic flow to the
trailing edge flaps and leading edge slats during HMG operation.
Control and protection functions are performed by the generator control unit
located in the P65 panel.
A momentary test switch (P61 panel) is provided for system checkout.
The HMG system operational status and electrical parameters are monitored
by EICAS.


SYSTEM 24--25
Figure 70 Hydraulic Motor Generator System


SYSTEM 24--25
HMG - POWER DISTRIBUTION
General Operation VOR OVHD PNL & Aisle Stand Lts
AC bus transfer relays connect the left and right ac transfer buses and the C ILS Night & Lav Lights
captain’s flight instrument transfer bus to the hydraulic motor generator ac C IRU FWD/AFT Ceiling Lts
output. Two 115/28 volt ac single auto transformers supply 28 volt ac loads
Standby Engine Ind Thrust Reversers
from the left and right ac transfer buses. A dc contactor connects the hydraulic
motor generator dc output to the hot battery bus. Wing Anti--Ice Eng EEC Discretes
Bleed Valves L IRU
The following loads can be powered by the hydraulic motor generator:
Rudder Trim Packs Control
Fire Warning Engine Start Ign
Capt and Aux Pitot Heat ADF
Stall Warning APU Start
Probe Heat Ind
Master Warning Hyd Pump Control
Standby Instr RAT Control
Air Data Computer Equipment Cooling
Clocks Man. Pressurization
Standby Power Control Outflow Valve Pos
Spoilers Capt & Aux Pitot Heat
Yaw Damper AOA Probe Heat
Flap/Slat Eng TT2 Probe Heat
Cabin/F.O. Instr Gages Cargo Heat Control
Altn Gear Extend HF Comm
Gear Indication Flap Pos Ind.
Antiskid Capt IAS/MACH
Capt Panel Flood Lights Capt Altimeter
Aisle Stand Flood Lights L Radio Altimeter
Fuel Shutoff EFIS Sym Gen
Fuel Crossfeed Capt EADI
Defueling Valves Capt EHSI

Fuel Quantity FMCS
DC Fuel Pump Capt VSI
VHF Comm L DME
Flight/Cabin Intph L ILS
RDMI Auto Pressurization


SYSTEM 24--25
Figure 71 HMG Power Distribution


SYSTEM 24--25
HYDR MOTOR GENERATOR/SHUTOFF VALVE
Purpose
The Hydraulic Motor Generator (HMG) provides power to standby system,
captains flight instruments, and selected navigation, communication, lighting
and anti -- icing loads when both main ac buses are unpowered inflight.
The hydraulic motor generator shutoff valve controls hydraulic fluid flow to the
hydraulic motor generator.
Location
The generator and shutoff valve are located in the left wheel well.
The hydraulic motor generator is attached to the keel beam by two mounting
bolts. A pin on the keel beam restricts vibration. Hydraulic inlet and return
pressure connections are different size. Three electrical connectors are
provided for power output and system interface. Drainage from the seal drain is
into the wheel well. A case drain returns hydraulic motor generator case fluid to
the left hydraulic system heat exchanger.
The HMG is composed of three major components:
S The hydraulic motor.
S Electrohydraulic servovalve
S Generator
All assembled as one line replaceable unit.
An electrohydraulic servovalve controls motor displacement to maintain a
constant generator speed of 12,000 RPM. The servovalve is controlled by a
feedback signal from the generator output. Speed control circuits are located in
the generator control unit. A mechanical overspeed governor provides backup
speed control. The conduction--oil--cooled, brushless, self--excited generator is
comprised of a main generator, an excitor generator and a permanent magnet
generator.
The main generator develops 5 kva, 120/208 volt ac at 400 hz and 50 ampere,
28 volt dc power.
The hydraulic motor generator shutoff valve is a three port rotary selector
valve. The valve is opened electrically by a 28 volt dc valve actuator motor or
manually using the manual override arm (position indicator).


SYSTEM 24--25
Figure 72 HMG & HMG Shutoff Valve


SYSTEM 24--25
HMG GENERATOR CONTROL UNIT
Purpose
The Generator Control Unit (GCU) provides both main generator voltage regu-
lation and control sensing for system operation.
Location
The GCU is located inside the P65 Hydraulic Generator Control panel. This
panel is installed forward of the EICAS E8 rack on the left lower sidewall,
hinged on the forward side and held closed by two fasteners on the aft end.
The GCU is a convection--cooled, solid--state unit attached to the back of the
P65 panel. A single electrical connector allows interface with the hydraulic
motor generator. The test connector is used for shop checkout.
Power
GCU operational power is derived from the HMG permanent magnet generator.
Operation
The primary operational functions of the unit are:
S Voltage regulation and control.
S Field excitation.
S Undervoltage and underfrequency protection.
S Application or--removal and lockout of the power ready signal to external
bus transfer relays.
S An electrical speed control signal to the electrohydraulic servovalve in
response to deviations in generator output frequency.


SYSTEM 24--25
Figure 73 HMG - GCU


SYSTEM 24--25
HMG CONTROL
Control/Operation Sequence When the slide valve feedback spring torque equals the torque motor torque,
With the left and right 115 volt ac buses powered K858 and K859 L or R AC the jet pipe returns to center position stopping flow to the slidevalve.
BUS OFF relays energized and after a 0.5 second time delay the K860 HYD The electrohydraulic servovalve maintains main generator output frequency at
GEN CONT relay close coil is energized. 400 +/-- 2 Hz under steady--state conditions.
The loss of voltage to both main ac buses inflight for at least 0.5 seconds ener- In the event of feedback--signal or electrohydraulic servovalve failure a
gizes the open coil of K860. A permanent magnet holds the relay in open posi- mechanical overspeed governor maintains the frequency within 430 +/-- 10 Hz.
tion (until close coil is energized) to prevent power loss on touchdown. The generator portion of the HMG is composed of a:
Energizing the open coil of K860 completes the power ready circuit to external S Permanent magnet generator,
bus transfer relays. K873 GEN RESET relay sends a reset signal to the
S Exciter generator
generator control unit, K865 HYDR GEN ADP CMD relay applies a ground to
K684 ADP ON DEMAND relay to turn on the air driven pump. S main generator with rotors mounted on a common shaft.
The V147 HYD MTR GEN SHUT--OFF valve opens supplying hydraulic The permanent magnet generator supplies 3--phase 800 Hz power to the GCU
pressure to the HMG. for excitation, control and protection functions. A ten--pole ac exciter generator
supplies a 3--phase ac output to a half--wave rotating rectifier bridge for main
When the shutoff valve is not fully closed, EICAS displays HYD GEN VAL
field excitation.
status and maintenance message (after 5 second time delay).
The GCU voltage regulator controls excitation current to maintain a nominal
The constant speed variable displacement motor is controlled electronically by
120 volts ac line to neutral at the Point of Regulation (POR).
the remotely located GCU, utilizing the generator frequency signal for
feedback. When first energized hydraulically the motor is at maximum The main generator has two output windings; one to produce 5 kva, 400 Hertz,
displacement due to a stroking piston spring. The electrohydraulic servovalve is 120/208 volt three phase ac power and the other winding output is rectified by
slightly biased in the maximum displacement direction to prevent destroking a full wave bridge rectified to supply 50 amperes between 24 to 30 volts dc.
before the GCU is energized. As the motor rapidly accelerates, the Permanent Initial main generator voltage and frequency above 100 volts ac and 380 Hz
Magnet Generator (PMG) provides GCU operational power. The PMG allows the generator power ready relay to close energizing the external bus
frequency is also used as a feedback signal to the GCU speed control module. transfer relays (K861, K862, K863, K864).
The frequency feedback signal is compared to a reference frequency and any If power to both main ac buses is recovered, the hydraulic shutoff valve closes
error is transmitted to the electrohydraulic servovalve to modulate displace- automatically after a 0.5 second time delay. The hydraulic motor generator –
ment. shuts down and the bus transfer relays are de--energized.
Electrohydraulic servovalve primary components are:
S The torque motor.
S Jet pipe.
S Slide valve.
S And feedback spring (not shown).
A change in generator load causes a speed change. The speed control module
supplies servo power and completes the circuit to either increase or decrease
speed coil. Motor displacement increases or decreases causing an increase or
decrease in motor speed.


SYSTEM 24--25
Figure 74 HMG Control


SYSTEM 24--25
HMG OPERATION
Operation Undervoltage or Underfrequency
The Permanent Magnet Generator (PMG) power enters the GCU and is three An undervoltage or underfrequency fault condition that lasts longer than 9 +/-- 1
phase full--wave rectified to produce 28 volt dc power. The power is used by seconds trips the generator power ready relay, de--energizing the bus transfer
the GCU voltage regulator and sensing circuits. The average of the point of relays. The generator remains excited. A ground applied to the sensing level
regulation ac voltage is monitored by the voltage regulator for supplying exciter shift circuit enables power ready sensing.
generator field excitation. K873 applies a reset signal automatically for 1.5 seconds after the trip occurs.
If the fault condition has not cleared, the generator power ready relay is
Power Ready
inhibited from closing by a fault signal from gate 2 through relay contacts to
When hydraulic motor generator output voltage and frequency reach the power gate 3.
ready limits (100 volts ac and 380 Hz) and K873 GEN RESET relay is relaxed,
If the fault condition has cleared, the 1.5 second reset signal removes lockout
enabling signals are applied to gate 1. The generator power ready relay closes
and after K873 relaxes, the voltage regulator is enabled. The generator power
and dc power is applied to K861, K862, K863, K864.
ready relay closes after power ready limits are reached. Bus transfer relays
Ground signal removal from the sensing level shift circuit enables the under- reclose automatically after one second to re--energize loads.
voltage and underfrequency trip levels at 104.5 +/-- 1.5 volts ac (three phase
average) and 385 +/-- 5 Hz. The fault Signal path from gate 2 to gate 3 is HMG Shut Down
inhibited. If power to both main ac buses is recovered, the hydraulic motor generator
shuts down and de--energizes the bus transfer relays.
Power Transfer
When energized K861 HYD GEN POWER relay connects dc generator output
to the hot battery bus and disables K873 GEN RESET relay.
Energizing K862 INSTR TRANSFER BUS, K863 and K864 L(R) TRANSFER
BUS relays connects ac generator output to the captain’s flight instrument, left
and right transfer buses.
EICAS Indication
Also, both EICAS computers receive a dc voltage input (K862 energized) that
activates the HYD GEN ON status and maintenance message (NVM in air).
Emergency Light and RDMI Source Transfer
A ground applied from K864 to K868 EMER LTS ALT TRANSFER relay
switches emergency light power source from the right dc bus to battery bus.
Grounding the L Radio Distance Magnetic Indicator (L RDMI) Inertial Refer-
ence System (IRS) source select input changes heading data source from right
IRS to center IRS.


SYSTEM 24--25
Figure 75 HMG Operation


SYSTEM 24--25
HMG SYSTEM CHECKOUT
Operational Checkout
A momentary toggle switch (GND PROX/HYD GEN) on the P61 right side
panel initiates system checkout.
Checkout is done with the:
S Main buses energized,
S EICAS operating,
S Pneumatic power available to operate airdriven pump
S And the C1 and C2 electrically driven hydraulic pumps turned off.
When toggled to the HYD GEN position, the test switch opens the sensing
leads to the L and R ac bus off sensing relays to simulate bus loss, and
provides a signal to start--up the HMG system.
The test switch also deactivates the main battery charger during the test. If the
hydraulic shutoff Valve is not fully closed, a HYD GEN VAL status/maintenance
message appears after a 5 second time delay.
After the HMG is started and the captain’s instrument transfer bus relay
transfers, a status/maintenance message HYD GEN ON is displayed on
EICAS. The EICAS ELEC/HYD maintenance page displays the ac and dc
output voltage and the ac frequency during the checkout test.
Release of the switch shuts down the HMG system. Loads are transferred
back to normal sources and the EICAS messages “HYD GEN ON” and “HYD
GEN VAL” are removed from the display.


SYSTEM 24--25
Figure 76 HMG System Checkout


SYSTEM 24--25


DC GENERATION
24--30
24--30 DC GENERATION

DC GENERATION
24--30
GENERAL
Purpose General Subsystem Features
The dc power system is provided on the airplane to supply loads requiring dc
TRU
power.
The TRU’s are normally operated isolated to supply their respective load
System Description buses. In addition, under normal system operation, the battery bus, dc standby
The main dc system is a 2--wire system using the airframe structure as the bus and the center dc bus are supplied from the left 28 volt dc bus.
ground return circuit. Two main distribution buses, located in the P6 panel, sup-
DC Tie Bus
ply essential and non--essential loads.
A dc tie bus and automatic operating dc tie control unit allows a single TRU to
Transformer rectifier units (TRU), energized by the main ac buses, separately
supply both main dc buses.
power each main dc bus.
The battery/battery charger systems consist of a 24 volt vented nickel -- Battery Charger
cadmium battery and a separate dedicated battery charger to recharge and Battery charging is constant current and temperature compensated to prevent
maintain the battery at its full state of charge. thermal runaway. A temperature sensing device and a thermal switch, both
A standby power system is provided to supply 28 volt dc and single phase 115 integral to the battery, provide temperature sensing and overtemperature
volt ac power to essential instrument, communication and navigation equip- protection signals for charger control and deactivation.
ment in the event of complete loss of primary ac power. The second battery/battery charger system is dedicated to supply dc power to
The main and APU batteries are automatically tied together using a remote start the auxiliary power unit.
control circuit breaker (RCCB) (Aircraft with extended stby power). If the HMG
is not available, the batteries and static inverter supply power to the standby APU TRU
buses. In this case, up to 90 minutes of 28 volt dc and single phase 115 volt ac The APU start transformer rectifier unit can operate to supply dc power to the
power is available to essential instrument, communication, and navigation APU starter motor when the 115 volt ac right bus is powered.
equipment.
Static Inverter
The standby system also serves as an independent source for the autoland
system center channel. The static inverter converts dc power to single phase ac power for the ac
standby bus. Two switches located on the P5 panel control the standby
General Component Locations system.
The TRU’s, main battery/battery charger system and static inverter are located The BATTERY switch controls inverter backup dc input power and the
in the main equipment center. STANDBY POWER rotary Switch controls auto/manual standby modes.
A second, separate battery/battery charger system and the APU transformer System Status Indication
rectifier unit are located in the aft equipment center.

The dc system status information is displayed on EICAS and by control panel
caution lights.

DC GENERATION
24--30
Figure 77 DC Generation
DC GENERATION
24--30
DC ELECTRICAL LOADS
General Features
Two transformer rectifier units (TRU) supply dc power to the airplane. Each unit
has a 120 amp capacity.
If one TRU should become inoperative in--flight, one unit is capable of

supplying all the dc loads.
However, dispatch with one TRU inoperative is not permitted because of the
requirement of a backup unit.

DC GENERATION
24--30
Figure 78 DC Electrical Loads

DC GENERATION
24--30
TRANSFORMER RECTIFIER UNIT (TRU)
Purpose
The transformer rectifier unit is a non--regulated ac to dc converter. It converts
115/200 volt ac, 3 phase, 400 Hz power to 28 volt dc output power for the main
dc system.
Location
Both TRU’s are located in the main equipment center on the E3 rack.
Each TRU is packaged in a 6MCU case and weighs 23 pounds. Cooling air
orifices are on the bottom of the case.
The TRU contains:
S An input power transformer,
S 24 silicon power diodes,
S Input and out filter components
S A current shunt.
The output voltage of the TRU is 26.0 to 29.5 volt dc.
The rated output current is 120 amps with forced air cooling, and 60 amps for
30 minutes with radiation and convection cooling.
Each TRU can deliver an overload current of 180 amps for 5 minutes,
600 amps for 5 seconds and a short circuit current for 1.2 sec.
The internal metering shunt is rated at 150 amps/50 mV.

DC GENERATION
24--30
Figure 79 Main TRU

DC GENERATION
24--30
MAIN AND APU BATTERY CHARGING SYSTEM
Purpose
The main battery/battery charger system provides a dedicated source of dc
power for operation of the standby and autoland systems.
A separate APU battery/battery charger system provides power for APU start.
Location
Main battery and battery charger are located in the forward equipment area.
APU battery and battery charger are located in aft equipment center E6 rack.
Batteries
The main and APU batteries are a nickel--cadmium type, with 40 amp--hour
capacity, and rated at 24 volt dc nominal.
The batteries are identical and interchangeable and each weighs 96 pounds.
A stainless steel container with cover is used to house the 20 cells. An electro-
lyte solution of potassium hydroxide and water is used. Individual cell venting
pressure is 2--10 psig.
A thermistor thermal sensor provides the battery charger with battery internal
temperature information. An internal thermal switch provides backup over
temperature protection by de--energizing the battery charger.
Battery Charger
The main and APU battery chargers are identical and interchangeable.
Each unit is packaged in a 6 MCU case and weighs 21 pounds. Both forced air
and convection cooling are available. External fin heat sinks are incorporated
into the case. The input/control connector is used for 115 volt ac input power,
control signals and battery temperature sensing inputs. A two--stud terminal
block is used for dc output power.

The battery charger uses nominal 115 volt ac, 3 phase, 400 Hz input power
and operates in either the charge mode or the transformer rectifier (TR) mode.

DC GENERATION
24--30
Figure 80 Main & APU Bat Charging System

DC GENERATION
24--30
BATTERY CHARGER--TR MODE
Operation
When externally commanded the charger operates in the constant potential
Transformer Rectifier (TR) unit mode.
In this mode the system provides a regulated output voltage of 27.75 volts dc
to airplane equipment without significant discharge of the battery.
The current limit is a nominal 64 amperes.

DC GENERATION
24--30
Figure 81 Bat Charger - TR Mode

DC GENERATION
24--30
BATTERY CHARGER -- CHARGE MODE
Operation
The charger provides a constant current charge of 38 amperes to the battery.
Battery temperature, as measured by the thermistor thermal sensor inside the
battery, and battery terminal voltage are sensed by the charger.
The voltage switch (inflection) point is set by the battery temperature. If the
battery temperature is very low, the voltage switch (inflection) point is shifted
upwards and may reach 36 volts dc .
A low battery terminal voltage can be used to initiate the constant current
charge mode.
Battery charging also begins independent of the battery terminal voltage
whenever power to the charger is initially applied, or power to the charger is
interrupted for longer than 0.5 seconds during any operational mode of the
charger.
As charging progresses the battery voltage rises. The charger measures the
constant current charge time required to reach the voltage switch (inflection)
point. When this point is reached, the charger initiates a proportional over-
charge as a percentage of base charge time.
After completion of the constant current base charge and proportional
overcharge, the charger reverts to a constant voltage region of operation.
The charger acts as a voltage regulator power supply at approximately 27.75
volts dc with a current limit of 38 amperes. In this floating mode the charger
supplies the hot battery bus loads thus preventing slow depletion of the battery.
The battery charger is capable of fully recharging a battery within a 75 minute
time period, provided the minimum battery voltage is 4 volts dc to initiate the
charge cycle.

DC GENERATION
24--30
Figure 82 Bat Charger - TR Mode

DC GENERATION
24--30
BATTERY SHUNTS AND CURRENT MONITOR
Purpose
The dc current shunts input a voltage to EICAS proportional to sensed current
flow.
The battery current monitor senses current flow into and out of the battery.
Location
A main battery shunt is connected on the ground side of the main battery.
An APU battery shunt is connected on the ground side of the APU battery
charger.
The main battery current monitor is mounted in the main equipment center.
The APU battery current monitor is mounted in the aft equipment area.
The shunts are calibrated resistance elements rated at 150 amp/50 mV.
The main and the APU battery current flow is sensed by routing the ground
side of the battery feeder through a hole in the battery current monitor.
Operation
The battery current monitor is energized by the battery bus during normal flight
operation. During autoland operation the battery current monitor is de--ener-
gized.
When the main or APU battery is discharging greater than 6 amperes a ground
signal is provided to illuminate the associated discharge (DISCH) light.
The signal also activates the associated MAIN BAT DISCH / APU BAT DISCH
advisory level EICAS message.
NOTE: AN APU BATTERY CURRENT MONITOR IS ONLY INSTALLED IN

AIRPLANES EQUIPPED WITH AN EXTENDED STANDBY POWER

SYSTEM.

DC GENERATION
24--30
Figure 83 Bat Shunts and Current Monitors

DC GENERATION
24--30
STATIC INVERTER
Purpose
The static inverter converts dc power to single phase ac power. When all other
ac power is not available, the inverter supplies selected equipment on the
ground or inflight.
Location
The static inverter is located in the main equipment center.
The static inverter is packaged in a 6 MCU enclosure and weighs 22.5 pounds.
Normally the inverter is forced air cooled (blow--through) but during automatic
standby operation the unit is cooled by natural convection. All electrical
connections are made on the front of the unit. The dc input power connections
consist of stud terminals on a terminal block and the ac output power
connections are through a 4--pin connector.
The static inverter is rated at 1000 VA for an input voltage range of 18 to 29.5
volts dc.
The output is 115 + 5 volts ac at 400 + /–0.1 Hz for the entire load range.
The inverter will supply 100% of the rated load continuously and 150% of the
rated load for five minutes when forced air cooled. The inverter is capable of
supplying full rated load for 30 minutes with natural convection cooling only.

DC GENERATION
24--30
Figure 84 Static Inverter

DC GENERATION
24--30
APU TRANSFORMER RECTIFIER UNIT
Purpose
The APU transformer rectifier unit supplies dc power to the APU starter motor.
This occurs when the right main ac bus is energized and the APU is started.
Location
The APU TRU is located in the E6 rack. Access to the unit is through the aft
cargo door.
Each unit weighs 17 pounds (7.7 Kg).
Electrically the unit consists of a power transformer, and two three--phase,
fullwave rectifiers which produce 28 volts dc.
It is rated at 200 amps intermittent duty, 400 amps for 30 seconds.
The capability exists for producing 1200 amps for shorter time periods.
Internal to the unit is a cooling fan and five thermal switches. The fan will
operate anytime the APU start relay is activated and the right main ac bus is
powered. Air from the aft equipment center is drawn through the APU TRU.
The fan continues to run until the temperature drops below 1250F (520C).
Three thermal switches, connected in parallel, will cause the ac input to the
APU TRU to be disconnected when the internal temperature exceeds 2500F
(1210C).

DC GENERATION
24--30
Figure 85 APU TRU

DC GENERATION
24--30
TRANSFORMER RECTIFIER SYSTEM
Operation Autoland
If either the captain’s or first officer’s flight instrument transfer bus switches to
Transformer Rectifier Unit
its alternate power source during autoland, then a ground signal is applied from
Each TRU requires a 115 volt ac input from either the left or right main ac bus. either instrument bus voltage sensing unit (M10374 or M10375) through K123
The TRU circuitry employs a wye primary winding and two parallel wye--delta CENTER BUS ISOL RELAY to energize K108.
secondary connections, with full--wave rectification of the output through a
silicon diode bridge network. The pulsating dc from the rectifier is smoothed by
the output LC filter to reduce ripple. The input LC filter provides EMI
suppression.
The three--phase input wiring to each TRU is protected by a 3 phase thermal
circuit breaker. The dc output feeder is adequately sized to carry dc fault
currents up to a level that causes the 3 phase input thermal circuit breaker to
trip.
A calibrated shunt provides the EICAS computers with signals indicating output
current flow.
DC Tie Bus and DC Tie Control Unit

During normal operation, the two unregulated main TRUs are operated
isolated, and each supplies its associated main dc bus.
The dc tie bus interconnects the main dc buses through the dc tie contactor.
This allows dc system operation should either TRU fail.
The dc tie control unit (DCTCU) senses the voltage of the left and + right main
dc buses. When the output of either bus falls to 20 +/--1 volt dc, or lower, for
11.5 +/–1.5 seconds, the solid state switch in the DCTCU latches in the
conducting state. This provides a ground to the K108 DC TIE relay.
The DCTCU unlatches when the control power (battery bus) to the DCTCU is
removed for 600 milliseconds OR both voltage sense inputs fall to or below
20 +/--1 volt for 11,5 +/–1.5 seconds.
The closure of the dc bus tie relay is inhibited if either left or right bus tie switch
is not in AUTO.
When K108 dc bus tie relay is energized a status and maintenance message
T--R UNIT is displayed on EICAS. This normally indicates a TRU failure.

DC GENERATION
24--30
Figure 86 Transformer Rectifier System

DC GENERATION
24--30
MAIN BATTERY CHARGING SYSTEM
Operation Charger Shut--Down Conditions
The battery charger shuts down for the following:
AC Input
S Input ac voltage less than 94 volts or greater than 134 volts. The charger
The ground service bus powers the battery charger via K115 MAIN BATTERY
returns to normal operation in 10 to 25 seconds after an overvoltage condi-
CHARGER relay. Three phase ac input power between 105 to 122 volts is
tion clears. It returns to normal operation immediately after the undervoltage
required for normal operation of the battery charger.
condition clears.
When K115 is energized the ac input power is removed from the battery
charger.
S An open in the battery interlock circuit causes a shutdown.
K115 energizes if the:
S STBY PWR switch is positioned to BAT.
S Anytime the battery power connector is not connected when the battery
S Hydraulic motor generator system is tested or
charger is initially energized causes a shutdown. The battery charger does
S The battery thermal switch closes. not start unless the voltage sensed at the output terminals is above 4 volts.
Battery Charger Charge Mode
When the K104 MAIN BATTERY relay is de--energized a ground signal is S A battery temperature (sensed by temp sensor) above 630C (1450F) causes
applied to the main battery charger. This initiates the battery chargers constant a shutdown. When the temperature drops to 570C (1350F) the charger
current charge mode. returns to normal operation.
A new charge cycle occurs, for one of the following:

S An internally caused overcurrent condition or inverter circuit unbalance
S If ac input power is initially applied OR causes a cyclic shutdown. The overcurrent shutdown signal has a fixed time
S Has been interrupted for more than 0,5 seconds and then reapplied, OR duration, and when it clears, a soft start is applied to the inverter.
S If the sensed battery voltage drops below 23 volts dc, OR
S The charger has operated (more than 0.5 seconds) in the T-R mode and is S Loss of input power, battery interlock and overtemperature faults cause an
switched to the charge mode. open circuit input to both EICAS computers. The status and latched mainte-
The constant current charge is at 38 amperes. The battery charger output nance message MAIN BAT CHGR is displayed after a 10 second time
voltage rises to the temperature compensated voltage switch (inflection) point. delay. When the right main ac bus is unpowered the message is inhibited.
After the proportional overcharge is completed the battery charger enters the
constant voltage region of the charge mode, current limited to 38 amperes.
Battery Charger Transformer Rectifier Mode

When the K104 MAIN BATTERY relay is energized the battery charger is
signaled to operate in the transformer rectifier mode. In this mode the output is
27.75 volts dc, constant voltage, at up to 64 amps. This mode maintains
battery charge without unnecessary electrolyte loss.

DC GENERATION
24--30
Figure 87 Main Bat Charging System

DC GENERATION
24--30
MAIN BATTERY CHARGER MESSAGE
Battery Charger Operational Status Battery Current Monitor
During normal operation the battery charger provides both EICAS computers a The battery current monitor senses charge and discharge current flow in the
closed circuit to ground. main battery cable. This current flow is sensed by routing the ground side of
An open circuit to EICAS is caused by a: the battery feeder through a hole in the unit.
S Loss of input power For battery charge current greater than 20 +/– 4 amps the unit provides a
ground signal to K10425 MAIN BATTERY CHARGER DETECTOR relay
S Loss of battery interlock
completing the main battery charger to EICAS fault monitoring circuit.
S Overtemperature faults.
With battery discharge current flow greater than 6 +/– 1 amp the unit provides
STBY PWR Switch OFF or AUTO a ground signal to both EICAS computers.
With the STBY PWR switch in the OFF or AUTO position the K695 CHGR The MAIN BAT DISCH advisory message is displayed after a 10 second time
SIGNAL CONT relay is relaxed. delay. The main battery DISCH panel light also illuminates.
When EICAS senses an open circuit from the battery charger the latched Activating alternate gear extend system momentarily energizes K10370 ALTN
status and maintenance message “MAIN BAT CHGR“ is displayed after a EXTEND CONT latch relay inhibiting the MAIN BAT DISCH EICAS message.
10 second time delay.
STBY PWR Switch BAT

With the STBY PWR switch in the BAT position K696 CHGR SIGNAL CONT
ENABLE relay is energized and K695 is energized and latched.
This provides a ground to EICAS inhibiting the “MAIN BAT CHGR“ message.
When the STBY PWR switch is moved to OFF or AUTO and the battery
current monitor senses a charge current greater than 20 A, K694 BAT
CHARGING DETECTION relay energizes. This relaxes K695 and breaks the
latch, re-connecting the battery charger to the EICAS computers.

DC GENERATION
24--30
Figure 88 Main Bat Charger Message

DC GENERATION
24--30
APU BATTERY CHARGING SYSTEM Charger Shut--Down Conditions
The battery charger shuts down for the following:
Operation S Input ac voltage less than 94 volts or greater than 134 volts.
AC Input The charger returns to normal operation in 10 to 25 seconds after an over-
voltage condition clears. It returns to normal operation immediately after
The ground service bus powers the battery charger via K116 APU BATTERY then undervoltage condition clears.
CHARGER INTLK relay. Three phase ac input power between 105 to 122 volts
is required for normal operation of the battery charger. S An open in the battery interlock circuit causes a shutdown.
When K116 is energized the ac input power is removed from the battery S Anytime the battery power connector is not connected when the battery
charger. K116 energizes if: charger is initially energized causes a shutdown.
The battery charger does not start unless the voltage sensed at the output
S the STBY PWR switch is positioned to BAT, terminals is above 4 volts.
S the K197 APU START relay is energized, or S A battery temperature (sensed by temp sensor) above 630C (1450F) causes
S the battery thermal switch closes. a shutdown. When the temperature drops to 570C (1350F) the charger re-
turns to normal operation.
Battery Charger Charge Mode
S An internally caused overcurrent condition or inverter circuit unbalance
When the K122 ISLN REQUEST and K10416 EXT STBY PWR IND relays are causes a cyclic shutdown. The overcurrent shutdown signal has a fixed
de--energized a ground signal is applied to the APU battery charger. time duration, and when it clears, a soft start is applied to the inverter.
This initiates the battery chargers constant current charge mode. An open circuit input to both EICAS computers is caused by:
A new charge cycle occurs for one of the following: S Loss of input power,
S if ac input power is initially applied OR has been interrupted for more than S battery interlock and
0.5 seconds and then reapplied, OR
S overtemperature faults
S if the sensed battery voltage drops below 23 volts dc, OR
The status and latched maintenance message APU BAT CHGR is displayed
S the charger has operated (more than 0.5 seconds) in the T--R mode and is after a 10 second time delay. When the right main ac bus is unpowered the
switched to the charge mode. message is inhibited.
The constant current charge is at 38 amperes. The battery charger output
voltage rises to the temperature compensated voltage switch (inflection) point. Battery Current Monitor
After the proportional overcharge is completed the battery charger enters the The battery current monitor senses charge and discharge current flow in the
constant voltage region of the charge mode, current limited to 38 Amperes. battery cable. This current flow is sensed by routing the ground side of the
battery feeder through a hole in the unit.
Battery Charger Transformer Rectifier Mode For battery charge current greater than 20 +/– 4 Amps the unit provides a
When the K122 ISLN REQUEST or K10416 EXT STBY PWR IND relays are ground signal to K10418 APU BATTERY CHARGING DETECTION relay
energized the battery charger is signaled to operate in the transformer rectifier completing the APU battery charger to EICAS fault monitoring circuit.
mode. In this mode the output is 27.75 volts dc, constant voltage, at up to 64 With battery discharge current flow greater than 6 +/– 1 amp the unit provides
amps. This mode maintains battery charge without unnecessary electrolyte a ground signal through K10422 APU BATTERY DISCHARGE INDICATOR
loss. INHIBIT relay to both EICAS computers.
The APU BAT DISCH advisory message is displayed after a 10 second time
delay. The APU battery DISCH panel light also illuminates.

DC GENERATION
24--30
Figure 89 APU Bat Charging System

DC GENERATION
24--30
STANDBY POWER SYSTEM
General Automatic Standby Power (with 115 volt ac xfer bus powered)
A standby power system is provided to supply 28 volt dc and single phase 115 When all main ac and dc buses are powered with the STBY PWR switch in
volt ac power to essential instrument, communication and navigation equip- AUTO and the BAT switch ON, K105 and K113 UNDER VOLTAGE SENSE
ment in the event of complete loss of primary ac power. relays are energized.
The standby system (ac and dc) also serves as an independent power source The ac standby bus is powered from the L 115 volt ac bus.
for the center channel of the Autoland System. When K106 MAIN BAT XFR relay energizes, K104 MAIN BATTERY RELAY,
K10416 EXT STBY PWR IND relay and the remote controlled circuit breaker
Manual Standby Power
(RCCB) are de--energized.
When all main ac and dc buses are unpowered or the standby power control
The main and APU batteries are no longer connected together.
switch is OFF, all standby system relays are relaxed and the ac and dc standby
buses are de--energized. Automatic Standby Power (with 115 volt ac xfer bus unpowered)
STBY PWR Switch OFF and BAT Switch ON (with Main AC Buses unpowered) With loss of power to the L 115 volt ac transfer bus the ac standby power relay,
K105, relaxes and the static inverter supplies the 115 volt ac standby bus.
Latching the BAT switch ON energizes the K104 MAIN BATTERY relay, and
the battery bus receives power from the hot battery bus. With no power on the L 28 volt dc bus the undervoltage sense relay, K113, and
the main battery transfer relay, K106, are de--energized. This causes K104,
Important: * K106 MAIN BAT XFER relay permits the K104 MAIN BATTERY
K10416 and the remote controlled circuit breaker (RCCB) to energize.
relay to close only when the left dc bus is unpowered. Only one of these both
relays can be energized to the same time! * The main and APU batteries are connected together, and supply the static in-
verter and dc standby bus.
The M10496 MAIN/APU BAT TIE remote control circuit breaker (RCCB) is
energized when the battery bus is powered. MAIN BAT DISCH and APU BAT DISCH lights illuminate.
This action connects the main and APU batteries together. K10416 The advisory EICAS messages MAIN BAT DISCH and APU BAT DISCH are
EXTENDED STBY PWR IND relay is energized and supplies a ground to displayed.
EICAS if the remote controlled circuit breaker malfunctions.
BAT Switch Off
The static inverter is powered but not loaded. When the K109 STANDBY PWR
When the BAT switch is OFF (released to out position) and the left main dc bus
relay is energized both ac and dc standby buses are de--energized. This
is energized (powers Master Dim & Test) the amber OFF light in the battery
causes K110 DC STBY BUS OFF and K138 AC STBY BUS OFF relays to re-
switch is illuminated and the BATTERY OFF EICAS advisory message is dis-
main relaxed and illuminates the STBY BUS OFF light.
played.
Note: The STBY BUS OFF light is not dimmable.
STBY PWR Switch BAT and BAT Switch ON (with Main AC Buses unpowered)
When the STBY PWR switch is selected to BAT, the K109 AC STANDBY
PWR, K105 AC STBY PWR and K106 MAIN BAT XFR relays remain relaxed.
The ac standby bus is powered from the static inverter and the dc standby bus
is powered from the battery. This extinguishes the STBY BUS OFF light and
illuminates the MAIN and APU BAT DISCH lights.

DC GENERATION
24--30
L 115V AC XFR BUS

Figure 90 Standby Power System

DC GENERATION
24--30
CAT III Autoland Power
During autoland the ac and dc center bus power sources are transferred when
K123 CTR BUS ISOL relay is energized. The energizing of K123 causes K105
AC STBY PWR relay and K106 MAIN BAT XFER relay to relax. This cause the
K104 MAIN BAT relay to energize to connect the bat bus to the hot bat bus.
The static inverter supplies the 115 volt ac standby bus while the dc standby
bus is powered from the hot battery bus.
Closure of the RCCB is inhibited due to the energized ISLN REQUEST relay
K122. The EICAS message APU BAT. NO STBY is also inhibit during autoland
bus isolation.
APU Starting
When the APU is started the K197 APU START relay is energized. This pre-
vents the RCCB to energize.

DC GENERATION
24--30
L 115V AC XFR BUS

Figure 91 Standby Power System

DC GENERATION
24--30
APU START TRU SYSTEM
Operation
The APU start transformer rectifier unit operates to supply dc power to the APU
starter motor during an APU start if the 115 volt ac right main bus is powered.
When the right main ac bus is powered, K615 APU TRU ENABLE relay is
energized by phase C power from the right main ac bus. Power from the 28
volt right main dc bus energizes K617 APU BAT/TRU SELECT relay. The K618
TRU APU START relay energizes and 115 volt ac is supplied to the APU start
transformer rectifier unit. The 28 volt dc output is supplied directly to the APU
starter motor.
The TRU cooling fan operates continuously anytime the K618 TRU APU
START relay is energized. After K197 APU START relay relaxes, the cooling
fan operates if the temperature is above 1250F (520C).
If the internal temperature of the TRU exceeds 2500F (1210C), then the K616
TRU OVERHEAT relay energizes. This causes the K617 APU BAT/TRU
SELECT relay to relax and energizes the K117 APU CRANK CONTACTOR
relay. The APU battery then supplies the APU starter motor with power.
During the start sequence (APU starter contactor signal present) an APU TRU
internal temperature above 2500F (1210C) causes K616 APU START TRU
OVERHEAT relay to energize. This relay remains energized until the starter
contactor signal is removed.
With K10163 de--energized then K117 APU CRANK CONTACTOR relay
energizes allowing the APU battery to power the APU starter motor.
When the 115 volt ac right main bus is not powered, the APU starter motor
receives dc power from the APU battery during APU start.

DC GENERATION
24--30
Figure 92 APU TRU Start System

DC GENERATION
24--30
DC POWER INDICATION
Operation
Shunts
The dc current shunts are calibrated resistance elements.
The main battery shunt is connected on the ground side of the battery.
The APU battery shunt is connected on the ground side of the battery charger.
The transformer rectifier units (TRU) incorporate a load shunt for current indi-
cation.
These shunts are rated at 150 amp/50mV.
EICAS DC Displays
The dc current shunts input a voltage to EICAS proportional to sensed current
flow. The dc bus voltage inputs to EICAS are taken directly from the
appropriate dc bus.
The left EICAS computer monitors the APU battery bus.
Hydraulic motor generator dc output is monitored by the right EICAS computer.
The current and voltage indications are displayed on the EICAS ELEC/HYD
maintenance page in digital readouts. The dc voltage range is from 0 to 40
volts. The dc amperage range is 0 +/– 2 to +/– 150.

DC GENERATION
24--30
Figure 93 DC Power Indication

DC GENERATION
24--30


DC GENERATION
24--30
Figure 94 DC Power Indication

DC GENERATION
24--30


POWER DISTRIBUTION
24--50
24--50 POWER DISTRIBUTION


POWER DISTRIBUTION
24--50
POWER DISTRIBUTION -- GENERAL
Purpose The tie bus interconnects the two main ac distribution centers (through the
The power distribution system routes source power to airplane electrical loads. BTBs) and provides a connection to the auxiliary power breaker and external
power contactor. The tie bus feeders are connected in a ring--bus configuration
System Description between the left and right BTB, APB and EPC.
The ac power from each airplane source, consisting of the two IDGs, auxiliary
generator and external power, when connected is supplied through generator
feeders, external power feeders and the bus tie feeders to two main ac distribu-
tion centers in the airplane for further distribution to various ac load buses.
General Component Locations
The main ac distribution centers are electrically connected between the left
GCB and BTB for the left channel, and between the right GCB and BTB for the
right channel. These distribution centers are located in the P31 and P32 power
panels. Load bus feeders supply power from the P31 and P32 panels to the P6
main power distribution panel.

Electrical power is supplied from each airplane source through feeders to the
appropriate generator circuit breaker (GCB), auxiliary power breaker (APB) or
external power contactor (EPC).
Each generator feeder includes a length of copper wire and a length of alumi-
num wire spliced together. High temperature copper wire is used in the engine
areas, and low weight aluminum wire is used between the engine area and the
power panels. Copalum splices are used to connect the copper and aluminum
wire sections together. The splices in the main engine generator feeders are
located in the upper section of the nacelle strut; the splices in the auxiliary
generator feeders are located between the APU firewall and the rear pressure
bulkhead of the main fuselage. Feeder disconnects are provided at each
engine strut and at the APU firewall. The APU generator aluminum cables are
routed above the left side of the passenger cabin and down the left sidewall to
the P34 panel in the main equipment center.
Integrated drive generator feeders are routed through the floor beams inside of
fuselage section. At the power panel, the aluminum wire feeders are connected
directly to the GCB/APB terminals using Copalum lug terminations.
The external power feeder connects the external power receptacle to the exter-
nal power contactor. This feeder is all copper and rated to carry 90 kva
continuously.

POWER DISTRIBUTION
24--50
Figure 95 Power Distribution - General

POWER DISTRIBUTION
24--50
CENTER BUS CONTROL
OPERATION Autoland Configuration
When the three autopilots are armed for approach and no faults exist, the
General
center buses transfer from the left system to the standby system. This provides
It is desired that the airplane be able to land in Category III B conditions. The three independent power sources for the three autopilots.
categories are established by the regulatory agencies based on airplane certifi-
At the same time, the bus tie breakers (BTB) go into an isolation mode.
cation, airport facilities, flight crew proficiency and airline maintenance.
In the isolation mode, both BTB’s cannot close simultaneously to power the two
The runway visual range and decision height requirements established for
main buses from one source.
Category III B are typically 150’ -- 700’ and 0’.
Before the autoland bus isolate command (ground) is issued by all three flight
These numbers are based on fail operational capability. This is the level of re-
control computers an initial ground must be supplied by the K108 DC TIE relay
dundancy required such that any single failure occurring below alert height al-
to all three bus isolated inputs. This ground indicates it is possible to perform a
lows the landing to be continued using the remainder of the automatic system.
center bus transfer. The issuance of an autoland bus isolate request initiates
Fail operational requires triple redundancy of power sources, engaged FCCs, center bus transfer.
sensors and servos.
When the K122 ISLN REQUEST relay is energized a 28 volt dc signal
The standby electrical system is used as an independent power source to (AUTOLAND CMD) is applied to the bus power control unit (BPCU).
supply the center channel loads of the center autopilot during triple redundant
The BPCU sends an autoland lockout command to the left and right generator
autoland operation. During autoland operation the battery charger (which oper-
control units to inhibit BTB close command logic. At least one BTB must be
ates in the T--R mode as a constant voltage source) constitutes a third power
open and one GCB closed to energize the autoland relays (K526 and K527).
source. The battery provides instantaneous backup if the battery charger fails.
For backup protection, the circuit to the BTB close coil is opened to interrupt
The static inverter powers the center ac bus. Autoland is inhibited if the static
any BTB close command when the autoland relay is energized. When either
inverter is inoperative.
K526 or K527 AUTOLAND relay is energized, then K123 CENTER BUS
Normal Configuration ISOLATE relay energizes if the static inverter is powered. If the battery switch
is latched to ON, K107 energizes switching the center bus sources.
During non--autoland conditions the left and right generator circuit breakers
(GCB) are closed, the bus tie breakers (BTB) are open, and the K107 CEN- After center bus transfer is successfully completed the bus isolated ground
TER BUS TRANSFER relay is de--energized. input is removed (K107 energized). There is now triple redundancy of power
The center bus ac and dc is supplied from the left main ac and dc buses re- sources, engaged FCCs, sensors and servos.
spectively.

POWER DISTRIBUTION
24--50
Figure 96 Center Bus Control

POWER DISTRIBUTION
24--50
The bus isolation condition is removed in three ways: APU Generator as Backup Power
S If radio altitude is above 200 feet and a fault has been detected which If the APU generator is operating during a multi channel approach, it automati-
results in a NO LAND 3 condition, cally powers the main ac bus if one generator is lost, regardless of altitude.
S After initiation of an auto go--around when the airplane is above 100 feet A generator failure causes the generator circuit breaker (GCB) to trip open.
radio altitude and a positive rate of climb has been established, This causes two things to happen:
S When all autopilots are disconnected. S the corresponding autoland relay de--energizes,
S the BPCU directly senses GCB position through airplane wiring; an open
Generator Loss Above 200 Feet
GCB causes the BPCU to remove the autoland lockout command from the
Between arming of the three autopilots and 200 feet, the loss of a generator is corresponding GCU allowing automatic BTB closure.
sensed by either the captain’s or first officer’s instrument bus voltage sensing
Transfer to the APU generator may result in an interruption time ranging from
unit. Either unit energizes to keep a corresponding flight instrument transfer
less than 0.05 seconds to 10 seconds, depending on the type of failure.
bus powered, energize the dc tie relay, and signal the FCC’s that the buses are
no longer isolated (re--applies ground to bus isolate).
The FCC’s remove autoland bus isolate ground resulting in center buses
switching back to the left main ac and dc buses, and the bus tie breakers
closing to keep both main ac buses powered.
Generator Loss Below 200 Feet

If a generator is lost below 200 feet radio altitude, the loss of generator is
sensed by either instrument bus voltage sensing unit. Either unit energizes as
previously discussed.
Below 200 feet the FCC’s do not remove the autoland bus isolate ground
(K122 remains energized). The three autopilots remain isolated.
Because of the generator loss, one of the autopilots is also lost, and the auto-
matic approach continues with the remaining two autopilots (fail operational).

POWER DISTRIBUTION
24--50
Figure 97 Center Bus Control

POWER DISTRIBUTION
24--50
FLIGHT INSTRUMENT TRANSFER BUS CONTROL
OPERATION
General
The flight instrument transfer buses supply power to selected captain’s and first
officer’s flight instruments and automatically transfer to an alternate 115 volt ac
power source when primary source failure occurs. During normal operation the
captains and first officers flight instrument transfer buses are powered from the
L and R 115 volt ac buses respectively.
Flight Instrument Bus Power Transfer
The L and R DC buses supply DC control power to corresponding Instrument
Bus Voltage Sensing Unit through opposite BUS TIE switch. If the voltage of
the primary power source falls below 97 +/– 2 volt ac for 187 +/– 2 msec, the
sensing unit energizes an internal relay through a solid state switch, transfer-
ring to an alternate power source.
An auxiliary set of contacts provides a ground signal to both EICAS computers.
The status and maintenance messages ”CAPT INSTR XFER” and ”F/O INSTR
XFER” are displayed if a power transfer occurs and the primary power source
is still powered.
The sensing unit remains in the transferred position until the primary source
recovers and remains above 106 +/– 2 volt ac for 1.2 +/– 0.2 seconds. The
power interruption during the transfer does not exceed 20 msec.
Removal of the DC control power connects the flight instrument transfer bus to
its primary source.
Autoland
When either flight instrument transfer bus has switched to its alternate power
source during autoland, a ground signal is applied by either Instrument Bus
Voltage Sensing Unit simultaneously to all flight control computers.
The autoland status indicators will annunciate NO LAND 3.
A ground is also applied through K123 CTR BUS ISLN relay to K108 DC TIE
relay. The DC tie relay immediately energizes connecting left and right main
DC buses together.

POWER DISTRIBUTION
24--50
Figure 98 Flight Instrument Transfer Bus Control

POWER DISTRIBUTION
24--50


SUMMARY
24--00
24--00 ELECTRICAL SYSTEM SUMMARY


SUMMARY
24--00
ELECTRICAL SYSTEM SUMMARY
External Power Integrated Drive Generator System
The external power system allows 115 volt ac ground power to be connected The integrated drive generator (IDG) consists of a constant speed drive (CSD)
for powering ground handling, ground service, left and right main ac buses. An and generator in a common housing. Each integrated drive generator is QAD
external power source can be connected to the external power receptacle ring attached to the accessory gearbox. Constant generator speed is
located in the P30 panel. Other external power components are located in main maintained by a mechanical speed governor. A prismatic light glass oil level
equipment center P34, P37 panels and E2 rack. If the Bus Power Control Unit indicator provides visual indication of oil level. All oil flows through a
(BPCU) senses good power quality the AC CONNECTED and PWR NOT IN non--bypassing scavenge filter. A red button, near the filter housing, pops out to
USE LIGHTS (P30) and AVAIL LIGHT (P5) are illuminated. indicate a clogged filter. The disconnect reset ring allows reconnection of the
The BPCU initiates opening/closing of the external power contactor, ground IDG input spline mechanical connection. Two electrical connectors provide
handling relay, and ground service select and transfer relays. It provides exter- IDG to GCU interface for control, protection and monitoring. A terminal block is
nal power monitoring for fault isolation and contains BITE for external power. used for power feeder connections.
The ground handling bus is automatically powered for good external power The IDG is cooled by an external oil cooling system composed of fuel/oil and
quality, and external power is given priority over APU generator power. air/oil heat exchanger assemblies connected in series. These assemblies are
located on the upper right and the lower left side of each engine.
The ground service bus receives power automatically after the right main ac
bus is powered. When the right main bus is not powered, pushing the The fuel/oil heat exchangers use engine fuel to cool IDG oil.
GROUND SERVICE switch (P21 Forward Attendants Panel) allows the ground An air/oil heat exchanger receives fan air through a pneumatic and electrically
service bus to be powered either from external power or APU generator. controlled cooling air shutoff valve.
Pressing the EXT PWR switch (P5 Overhead Panel) causes closing of the ex- The generator control unit (GCU) monitors IDG inlet and outlet temperature
ternal power contactor and EXT PWR ON light illumination. sensors, and provides both EICAS computers with outlet and rise temperature
External power has priority over the integrated drive generator (IDG) and APU values.
generator when manually selected. Temperature information is displayed on ELEC/HYD maintenance page in 0C.
After both generator circuit breakers close the external power contactor is A generator drive disconnect switch, when pressed, disconnects IDG input
tripped open. shaft from engine accessory gearbox. An amber DRIVE light illuminates for low
The BPCU protection circuitry monitors external power current, voltage and charge pressure of high outlet temperature.
frequency for fault isolation tripping of the external power contactor, ground
handling relay and ground service select/transfer relays.
External power contactor fault protection trips are reset by pushing EXT PWR
switch.
Ground handling and ground service system fault protection trips are reset by
pushing the GROUND SERVICE switch.

SUMMARY
24--00
Figure 99 Electrical System Summary (5kva HMG)

SUMMARY
24--00
AC Power System
The ac system operates at 115/200 volts ac, 400 Hz and is rated at 90 kva. The maintenance BITE performs a limited internal check of the GCU or BPCU.
Each channel consists of a main ac bus powered by either an IDG or APU The BIT switch retrieves fault messages resulting from protection trips or status
generator. monitor faults. The maintenance BITE test is started by pushing the PERIODIC
TEST switch. A RESET clears the BPCU and GCU memories each time it is
The APU generator, mounted to APU gearbox, is cooled and lubricated using
pushed. This action makes previous entries inaccessible. FRM/FIM is provided
APU oil.
to aid fault isolation.
Each GCU (E1 and E2 rack) automatically controls and protects an individual
generating channel by monitoring source output (IDG or APU generator), serial
data link and control switch positions. The Hydraulic Motor Generator (HMG) system provides a backup source of
electrical power after loss of all generators. An air driven hydraulic pump pres-
Main power breakers (P31, P32 and P34) control ac power flow and are all
surizes the center hydraulic system to power the HMG.
(except EPC) interchangeable.
The HMG and shutoff valve are located in the left wheel well. A generator con-
Current transformer assemblies monitor current flow for open phase,
trol unit (P65) performs control and protection functions. A momentary test
differential protection, load monitoring and overload protection.
switch (P61) is used to perform system checkout.
Electrical load control units (P31 and P32) and utility bus relays (P70) connect
AC bus transfer relays connect the captain’s, left and right ac transfer buses to
non--essential galley and utility bus loads to main ac buses.
the hydraulic motor generator ac output. A dc contactor connects the hydraulic
A GEN CONT switch controls the associated field relay (GCR) and main power motor generator dc output to the hot battery bus.
breaker (GCB or APB). Switch actuation to latched (ON) position closes GCR,
when open. Switch actuation to released (OFF) position opens GCR, when
closed.
If GEN CONT switch is unlatched, then the GCR is opened/closed using GEN
FIELD switch.
With the GEN CONT switch latched the main power breaker is automatically
opened/closed by the associated GCU.
The BTB is automatically controlled by the associated GCU if corresponding
BUS TIE switch is latched (AUTO).
The GCU and BPCU protective functions monitor system current, voltage,
frequency and input speed for open phase, overvoltage, undervoltage, shorted
permanent magnet generator, underfrequency, overfrequency, shorted rotating
diode, underspeed, differential current and load shedding faults.
The GCU’s and BPCU are individually responsible for isolating fault conditions
and storing the results in non--volatile memory (NVM). For protection trips
operational BITE identifies which protection trip occurred and attempts to
isolate LRU that caused trip.
Status monitors check the ac electrical system for active or passive failures not
causing protection trips.

SUMMARY
24--00

SUMMARY
24--00
DC Power System Power Distribution
The dc power system supplies loads requiring dc power. Both transformer recti- Electrical power is routed from each airplane source through feeders to load.
fier units (TRU) are located in the main equipment center. During engine start, with external or APU power supplying load, the engine
The main battery, battery charger and static inverter are located in the main generator automatically takes over powering associated load bus.
equipment center. An APU battery, battery charger and APU transformer recti- When manually selected external power has priority over all other sources.
fier unit are located in the aft equipment center. With the APU generator operating and a failure of either IDG, the APU genera-
The main battery/battery charger system provides dc power for the standby tor automatically powers associated load.
and autoland systems. A separate APU battery/battery charger system sup- If external or APU generator power is not available, and failure of either engine
plies power for APU starting. Both batteries are 40 amp--hour, 20 cell nickel-- generator, then the single remaining generator powers both main load buses.
cadmium, rated at 24 volt dc. During autoland, the center dc bus receives power directly from the hot battery
In the charge mode battery charging is constant current and temperature com- bus and center ac bus is supplied from the static inverter.
pensated. A thermistor and thermal switch, both integral to the battery, provide The flight instrument transfer buses supply power to selected captain’s and first
temperature sensing and overtemperature protection signals for charger control officer’s flight instruments. When the primary power source fails an alternate is
and shutdown. selected automatically.
In the transformer rectifier unit mode the battery charger supplies constant
voltage.
The standby system static inverter supplies single phase ac power for the ac
standby bus.
The BAT switch controls backup dc input inverter power and STBY POWER
rotary switch controls auto/manual standby modes.
Each TRU normally supplies its own dc load buses. An automatic operating dc
tie control unit allows a single TRU to supply both main dc buses.
The APU TR unit supplies dc power to the APU starter motor anytime the right
main ac bus is powered and the APU is started.
A remote control circuit breaker (RCCB) is automatically activated during
standby power system operation tying the main and APU battery busses
together.

SUMMARY
24--00

SUMMARY
24--00


FRM/FIM
24--00
24--00 FRM/FIM

FRM/FIM
24--00
FAULT ISOLATION
FRM/FIM
The log book entry is 24--22--08--01.
What would you do?

FRM/FIM
24--00
Figure 102 FRM/FIM

FRM/FIM
24--00


FRM/FIM
24--00
Figure 103 FRM/FIM

FRM/FIM
24--00


B767 L3 ATA 24 Electrical Power

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B767 L3 ATA 24 Electrical Power

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Training Manual

Lufthansa LAN Technical Training S.A.

Av. Américo Vespucio 901, Renca

Tel. +56 (0)2 601 99 11

Fax +56 (0)2 601 99 24

ATA 24 ELECTRICAL POWER

SCL /nuv Nov 2001 Page: 1

Major dc system components, located in the main equipment center, include:

S and a static inverter.

DC system components located in the aft equipment center, include the:

SCL /nuv Nov 2001 Page: 2

Figure 1 767 Electrical System

will automatically transfer power sources in case of primary source loss.

SCL /nuv Nov 2001 Page: 4

Figure 2 Electrical Power System

AC Bus Tie Switches

SCL /nuv Nov 2001 Page: 6

Figure 3 Electrical System Panels

Battery Discharge Light

Standby Power Switch

Auxiliary Electrical System Control Panel (P61)

SCL /nuv Nov 2001 Page: 8

Figure 4 Electrical System Panels

Hydraulic Motor Generator Test Switch

SCL /nuv Nov 2001 Page: 10

Figure 5 Ground Service/Misc Test Panel

This Page Intentionally Left Blank

SCL /nuv Nov 2001 Page: 12

AC EXTERNAL POWER SYSTEM

24--40 AC EXTERNAL POWER SYSTEM

SCL/nuv Nov 2001 Page: 13

AC EXTERNAL POWER SYSTEM

Ground service bus power is supplied to equipment which must be powered in

SCL/nuv Nov 2001 Page: 14

AC EXTERNAL POWER SYSTEM

Figure 6 AC External Power System

AC EXTERNAL POWER SYSTEM

Inside the panel are two indicating lights:

SCL/nuv Nov 2001 Page: 16

AC EXTERNAL POWER SYSTEM

Figure 7 External Power Panel

AC EXTERNAL POWER SYSTEM

External Power Contactor

SCL/nuv Nov 2001 Page: 18

AC EXTERNAL POWER SYSTEM

Figure 8 External Power Components

AC EXTERNAL POWER SYSTEM

S The right main dc bus.

SCL/nuv Nov 2001 Page: 20

AC EXTERNAL POWER SYSTEM

Figure 9 Bus Power Control Unit

AC EXTERNAL POWER SYSTEM

The following is a summary of the conditions involved in producing an External

SCL/nuv Nov 2001 Page: 22

AC EXTERNAL POWER SYSTEM

Figure 10 External Power Quality

AC EXTERNAL POWER SYSTEM

External Ground Handling Power

APU Ground Handling Power

SCL/nuv Nov 2001 Page: 24

AC EXTERNAL POWER SYSTEM

Figure 11 Ground Handling System

AC EXTERNAL POWER SYSTEM

SCL/nuv Nov 2001 Page: 26