Boeing

B747−400

ATA 24
Elektrical Power

PW 4000 Engine

EASA Part-66 B1

B747−4 PW 24 B1 E
For training purposes only.
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Training
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22335 Hamburg
Germany

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 Lufthansa Technical Training
ELECTRICAL POWER B747−400

24

ATA 24 ELECTRICAL POWER

24−00 General
24−10 Generator Drive
24−20 AC Generation
24−30 DC Generation
24−40 External Power
24−50 Electrical Load Distribution
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00

24−00 GENERAL
Description Load Distribution
The electrical power system consists of those systems and components which The load distribution system is used to control and distribute ac and dc power
generate, distribute and control electrical power to the airplane. throughout the airplane.
The systems include:
Indicating
− External power
Indicating includes the electrical power interfaces with EICAS and the central
− APU power
maintenance computer and related displays.
− Engine power
− DC power
− Standby power
− Load distribution
− Indicating

External/APU Power
The airplane is equipped to accommodate two external power sources.
External power is supplied by external power carts or gate power through two
receptacles on the right forward side of the airplane. From the receptacles the
power is delivered to external power contactors inside P714 and P715 for dis-
tribution to the airplane.
APU Power
APU power supplies electrical power during ground operations. It includes two
APU generators.
Engine Power
Electrical power supplied by the engines is used for all normal flight operations.
Engine power consists of four integrated drive generators (IDG).
For Training Purposes Only

DC Power
The dc power system supplies those loads requiring dc power. It includes the
batteries and transformer rectifier units.
Standby Power
Standby power supplies power to selected loads when the primary source has
failed.

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ELECTRICAL POWER B747−400
GENERAL
24−00
For Training Purposes Only

Figure 1 ELECTRICAL POWER

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ELECTRICAL POWER B747−400
GENERAL
24−00

ELECTRICAL POWER SYSTEM

GENERAL Transfer Buses
There are two transfer buses; the captain’s and the first officer’s. The captain’s
Electrical power is distributed in the airplane through the ac and dc distribution
transfer bus is normally powered from ac bus 3. If ac bus 3 is not powered, the
systems. The ac distribution system is made up of buses:
transfer bus will transfer to ac bus 1 for power. The first officer’s transfer bus is
− AC 1, 2, 3, 4 normally powered from ac bus 2 but will transfer to ac bus 1 if ac bus 2 should
− F/O transfer (AC F/O XFR) lose power.
− Capt transfer (AC CAPT XFR)
AC Standby Bus
− AC standby (AC STBY)
The standby ac bus is normally powered by ac bus 3 (standby power switch in
− Ground handling (AC GH) AUTO).
− Ground service (AC GS) It will switch to the static inverter if :
The dc distribution system is made up of buses: S ac bus 3 is not powered, the battery switch is ON and the standby power
− DC 1, 2, 3, 4 switch is in AUTO or
− DC ground handling (DC GH) S the standby power switch is in BAT (the battery charger is disabled)
− APU hot battery (APU HOT BAT)
Ground Handling Bus
− Main hot battery (MN HOT BAT)
The ground handling bus is powered from either APU generator 1 or external
− Main battery (MN BAT) power receptacle 1 through the ground handling relay (GHR). The bus is pow-
− APU battery (APU BAT) ered automatically whenever external power or APU power is available. If both
APU and external power are available, the first source available powers the
AC POWER bus. The ground handling bus is not powered in flight.

AC Buses 1, 2, 3, 4 Ground Service Bus

The ac buses are powered by the IDGs, APU generators or external power The ground service bus is always powered by ac bus 1 if that bus is powered.
carts. An IDG is connected to its respective bus by closing the associated gen- If ac bus 1 is not powered, the ground service bus may be powered by external
erator power 1 or APU generator 1 through the ground service select relay (GSSR)
circuit breaker (GCB). Parallel operation of the IDGs is accomplished when the and ground service transfer relay (GSTR).
For Training Purposes Only

associated bus tie breakers (BTB) and GCBs are closed. The synchronizing
(synch) bus is divided into two sections by a split system breaker (SSB). With
proper use of the breakers any generator can supply power to any load bus,
and any combination of the IDGs can be operated in parallel. The power output
of the APU generators or external power carts can also be connected to the
load buses by closing the auxiliary power breakers (APB) or external power
contactors (XPC).

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GENERAL
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For Training Purposes Only

Figure 2 ELECTRICAL POWER SYSTEM (SIMPLIFIED)

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ELETRICAL POWER 747−430
GENERAL
24−00

115−VOLT AC STANDBY POWER GENERATION

General
The ac standby power system provides 115−volt ac power to flight critical loads
(flight instruments, communications, and navigation equipment) for 30 minutes
minimum in the event of complete loss of primary ac power. The system con-
sists of a transfer relay, ac standby bus, static inverter, and control switch. The
flight critical loads are connected to the ac standby bus, which receives power
from either ac bus 3 or the main static inverter. The main static inverter is con-
trolled by the standby power switch on the electrical system control module in
the flight deck.

AIRPLANES WITH AN APU STATIC INVERTER

The APU static inverter generates 115−volt ac power for the APU standby
power system. This APU standby power system shares the flight critical loads
with the ac standby bus in the event of a power loss of the the captain’s trans-
fer buses, primary and alternate.
AIRPLANES WITH A TOWING STATIC INVERTER
the towing static inverter generates 115−volt ac power for the towing power
system. The towing power system suplies power to the navigation, flood and
panel lights, and the brake pressure indicator when the ground service bus is
not powered and the airplane is being towed.
For Training Purposes Only

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ELETRICAL POWER 747−430
GENERAL
24−00

APU APU
GEN 1 GEN 2 MAIN DECK
CARGO 28V DC
HDLG TRU
MAIN DECK MAIN DECK
CARGO HDLG CARGO
RELAY NO. 2 HANDLING BUS
1
APB 1 APB 2
EXTERNAL LEFT SYNC BUS RIGHT SYNC BUS
POWER EXTERNAL
#1 POWER #2

XPC 1 SSB XPC 2

BTB 1 BTB 2 BTB 3 BTB 4

115V AC IDG IDG IDG IDG

GHB 1 AC BUS 1 AC BUS 2 AC BUS 3 AC BUS 4
1 2 3 4
GHR
GCB 1 GCB 2 GCB 3 GCB 4
115V AC
GHB 2
GHR
IBVSU IBVSU
TRU TRU TRU TRU

F/O XFR CAPT XFR

DC BUS 1 DC BUS 2 BUS BUS DC BUS 3 DC BUS 4

DCIR DCIR DCIR DCIR

DC TIE BUS

TRU 28V DC
GHB APU PRI FLT DISP−L 28V AC 28V AC
STATIC NAV DISP−L
28V DC INV XFMR MN BUS
TRU FLT MGMT CMPTR−L
GHB APU
INV XFR APU STBY
RELAY BUS XFR
115V AC RELAY
GSB
GSTR
GSSR ELCU
115V AC 28V AC 28V AC STATIC
GSB UTIL XFMR GSB INV
For Training Purposes Only

GSSR GSTR AC STBY

BUS
MN BAT MN BAT
CHGR BUS STBY
DC MN MN HOT PWR XFR
TOWING BAT BAT BUS RELAY
TOWING PWR
AC STATIC TOWING
TOWING INV PWR XFR APU BAT
CHGR APU BAT 1 ON AIRPLANES WITH MAIN DECK
PWR RELAY APU BUS CARGO HANDLING
BAT APU HOT
TOWING PWR BAT BUS APU START MN BAT BAT XFR
TOWING LTS RELAY RELAY RELAY
XFR RELAY

Figure 3 Standby Power Distribution

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Electrical Power 747−400
General
Components Location 24−00

COMPONENTS LOCATIONS
For Training Purposes Only

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General
Components Location 24−00

ACCESSORY
GEARBOX SEE A

QAD RING
A

INTEGRATED
DRIVE
GENERATOR

INTEGRATED
DRIVE
ACCESSORY GENERATOR
OIL−IN GEARBOX FWD
LINE
For Training Purposes Only

TERMINAL
BLOCK IDG PRESSURE
RELIEF VALVE
OIL−OUT
LINE
DRAIN TUBE

Figure 4 Integrated Drive Generator Locations

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Electrical Power 747−400
General
Components Location 24−00

SEE O

APU GENERATOR 2, G3

ADAPTER
PLATE

QAD RING
O

APU GENERATORS

SEE P
APU GENERATOR 1, G2
For Training Purposes Only

FWD
APU LOAD GEARBOX
(REF)

APU GENERATORS

Figure 5 APU Generators Location

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Electrical Power 747−400
General
Components Location 24−00

LIGHTNING PROTECTOR LIGHTNING PROTECTOR

GEN 3−PHASE B, X445 GENERATOR LIGHTNING PROTECTOR GEN 1−PHASE B, X436
LIGHTNING PROTECTOR CIRCUIT GEN 1−PHASE A, X435
BUS TIE LIGHTNING PROTECTOR BREAKER 1, LIGHTNING PROTECTOR
GEN 3−PHASE A, X444
BREAKER 3, C951 GEN 1−PHASE C, X437
GEN 3−PHASE C, X446
C959
GENERATOR P514
CIRCUIT
BREAKER 3, GENERATOR
BUS TIE C953 CIRCUIT
BREAKER 4, BREAKER 2, BUS TIE
C960 P515 C952 BREAKER 1,
C957
GENERATOR
CIRCUIT P614
BREAKER 4,
C954 BUS TIE
BREAKER 2,
P615 C958
LIGHTNING PROTECTOR
LIGHTNING PROTECTOR GEN 2−PHASE A, X441
LIGHTNING PROTECTOR LIGHTNING PROTECTOR
GEN 4−PHASE C, X440 LIGHTNING PROTECTOR GEN 2−PHASE B, X442 GEN 2−PHASE C, X443
GEN 4−PHASE B, X439 LIGHTNING PROTECTOR
GEN 4−PHASE A, X438 P514 AND P614 PANELS
P515 AND P615 PANELS E2 RACK (REF)
P715
P92
P714
P415
E1 RACK (REF)

P180
For Training Purposes Only

ACCESS P414
DOOR
117AL NOSE GEAR
WHEEL WELL
(REF)
E31 RACK (REF)

Figure 6 Main Equipment Center

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General
Components Location 24−00

SPLIT SYSTEM
BREAKER, C961

P92 PANEL
F AUXILIARY POWER
BREAKER 2, C956
AUXILIARY POWER
BREAKER 1, C955
For Training Purposes Only

CIRCUIT BREAKER
(TYPICAL)

ELECTRICAL
CONNECTOR
P714 PANEL RECEPTACLE ____
NOTE: TERMINAL LEADS
P715 PANEL
G F NOT SHOWN FOR CLARITY. H

Figure 7 AC Generation − Component Location

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General
Components Location 24−00

BCU NO. 2,
GCU NO. 3, G11
GCU NO. 4, SEE L
G8 AGCU NO. 1,
G9
SEE K G26
SEE K
AGCU NO. 2, SEE J
G27
GCU NO. 2,
SEE J G7
BCU NO. 1,
G10 SEE K
E2 RACK SEE L
(REF)
GCU NO. 1,
G6
SEE K
E1 RACK (REF)

FWD
ELECTRICAL AND ELECTRONICS RACK

I
For Training Purposes Only

GCU (TYPICAL) BCU (TYPICAL) AGCU (TYPICAL)

K L J
Figure 8 Elec Power Control Units
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General
Components Location 24−00

E−30 EQUIPMENT RACK

TOWING STATIC
INVERTER
MAIN STATIC
INVERTER
For Training Purposes Only

STATIC INVERTER

E−30 EQUIPMENT RACK

Figure 9 Main/ Towing Static Inverter Location
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General
Components Location 24−00

APU STATIC
INVERTER

APU STATIC
INVERTER
E8 EQUIPMENT RACK

E33 RACK
(REF)
For Training Purposes Only

Figure 10 APU Static Inverter Location

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ELECTRICAL POWER B747−400
GENERAL
24−00

DC POWER
The airplane dc power is supplied by the:
− Main battery (1): forward−right main equipment center
− Main battery charger (1): forwardright main equipment center, E30−2
− Transformer rectifier units (TRU) (4): forward−right main equipment cen-
ter, E30−2
− APU battery (1): aft equipment center, E33−2
− APU battery charger (1): aft equipment center, E33−1
For Training Purposes Only

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GENERAL
24−00
For Training Purposes Only

Figure 11 DC POWER
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GENERAL
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DC POWER
DC Buses 1, 2, 3, 4
Power to dc buses 1, 2, 3 and 4 is supplied by transformer rectifier units (TRU).
The dc buses parallel through the dc isolation relays (DCIR). The dc isolation
relays are controlled by the operation of the bus tie switch (P5).

DC Ground Handling Bus

The dc ground handling bus is powered when the ac ground handling bus is
powered. The dc power is supplied by two TRUs similar to but not the same as
the TRUs used on the main dc buses.
Main and APU Hot Battery Buses
The main and APU hot battery buses are powered by the main and APU bat-
teries. When the ground service bus is powered,
the battery chargers power the buses and charge the batteries.
Main and APU Battery Buses.
The main and APU battery buses normally receive power from dc bus 3. If dc
bus 3 loses power the buses receive power from their respective batteries as
long as the battery switch is on.
For Training Purposes Only

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GENERAL
24−00
For Training Purposes Only

APU MAIN
BATTERY
BATTERY

Figure 12 DC POWER SYSTEM (SIMPLIFIED)

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ELECTRICAL POWER B747−400
DC GENERATION
24−30

DC POWER COMPONENTS
The dc power system components are in the MEC, flight deck and in the aft
equipment center. The dc power system includes:
− TR Units (4)
− Electrical system control panel
− Remote Control Circuit Breakers (RCCB)
− Battery Chargers (2)
− DC Current Sensors (6)
− Batteries (2)
− APU TR Unit
For Training Purposes Only

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DC GENERATION
24−30

(IF INSTALLED)
For Training Purposes Only

Figure 13 DC POWER COMPONENTS

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GENERAL
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ELECTRICAL POWER PANELS

SEE B

SEE A

P7 CIRCUIT BREAKER PANEL

GENERATOR FIELD MANUAL RESET MODULE

P6 PANEL

STANDBY POWER
TRANSFER RELAY,
R7227
For Training Purposes Only

ELECTRICAL SYSTEM CONTROL MODULE

A
Figure 14 Electrical Power Panels
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GENERAL
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SELECTION:
EICAS DISPLAY SELECTION:
SELECT PANEL CONTROL DISPLAY
UNIT

ELECTRIC

EXT 1 APU 1 APU 2 EXT 2

1 2 3 4
EXT 1 APU 1 APU 2 EXT 2
SSB 0 0 115 115 115 115 0 0
AC−V
ISLN BUS TIE FREQ 0 0 400 400 400 400 0 0

LOAD 0.00 0.00 0.75 0.75 0.75 0.75 0.00 0.00

UTILITY UTILITY UTILITY UTILITY MAIN BAT APU BAT

GALLEY GALLEY GALLEY GALLEY DC−V 28 28 28 28 28 28

BUS 1 BUS 2 BUS 3 BUS 4 DC−A CHG 36 35 35 35 35 DIS 33

90 145 85 95
For Training Purposes Only

IDG OUT.TEMP
GEN CONT OFF IDG RISE TEMP 9 8 9 9

DRIVE
TEMP/ DRIVE
PRESS

1 2 3 4
GEN 2 DRIVE DATE 02SEP02 GMT 18:54:04

ELECTRICAL SYSTEM SYNOPTIC DISPLAY ELECTRICAL SYSTEM MAINTENANCE DISPLAY

Figure 15 Electrical System EICAS Pages A
A
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ELECTRICAL POWER B747−400
GENERAL
24−00

ELECTRICAL SYSTEM CONTROL PANEL

General APU GEN 1/APU GEN 2
The electrical system panel is in the flight deck on the P5 overhead panel. The The APU generator switch is a momentary action switch. Operation of the
panel consists of switches and a selector knob which allow automatic or. manu- switch alternately opens and closes the auxiliary power breaker (APB) if auxil-
ally control the electrical power system. iary power is available.
AVAIL is a white light indication of good APU power.
DRIVE DISC
ON is an indication of a closed APB.
The drive disconnect switch is a guarded momentary action switch. Operation
of the switch disconnects the IDG input drive from the engine. BATTERY
The amber DRIVE light in the switch indicates a low pressure or high tempera- The battery switch is a guarded alternate action switch. operation of the switch
ture of the IDG oil. to the latched in position connects the battery to the main battery bus.
GEN CONT ON is a mechanical indication of a closed battery switch.
The generator control switch is an alternate action switch. Operation of the OFF is an amber light indicating that the battery switch is off.
switch to the latched in position closes the generator field relay and allows the
L−UTILITY−R
generator circuit breaker (GCB) to close when good power is available.
The utility bus switch is an alternate action switch. Operation of the switch al-
Operation to the out position opens the generator field relay and the GCB.
ternately opens or closes the electrical load control unit (ELCU) relays. L−UTIL-
ON is a mechanical indication of automatic GCB operation. ITY and R−UTILITY each control two galley ELCUs and two utility bus ELCUs.
OFF is an amber light indication of an open GCB. ON is a mechanical indication of a closed utility bus switch.
BUS TIE OFF is an amber light indication of an open ELCU(s) (inhibited during load
shedding).
The bus tie switch is an alternate action switch. operation of the switch to the
latched in position enables automatic operation of the bus tie breaker (BTB) Standby Power
and dc isolation relay (DCIR).
The standby power switch is a three position rotary switch:
Operation to the out position opens the BTB and the DCIR.
− OFF: turns off standby power.
AUTO is a mechanical indication of automatic BTB and DCIR operation.
− AUTO: transfers the ac standby bus to the static inverter with a loss of
ISLN is an amber light indication of an open BTB. ac bus 3. It also transfers the main battery bus and APU battery bus
For Training Purposes Only

from dc bus 3 to the main battery and APU battery, respectively, with a
EXT PWR 1/ EXT PWR 2
loss of dc bus 3.
The external power switch is a momentary action switch. Operation of the
− BAT: connects the main battery to the main battery bus and the APU
switch alternately opens or closes the external power contactor if external
battery to the APU battery bus if the battery switch is on. It also turns on
power is available.
the static inverter to supply the ac standby bus.
AVAIL is a white light indication of good external power plugged into the air-
plane.
ON is an indication of a closed external power contactor.

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GENERAL
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For Training Purposes Only

Figure 16 ELECTRICAL SYSTEM CONTROL PANEL

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GENERAL
24−00

GENERATOR MANUAL RESET PANEL

The generator manual reset panel is in the flight deck on the aft overhead
panel (P461). The panel has seven guarded momentary toggle switches. It pro-
vides indication and manual control for the:
− Engine generator field relays
− APU generator field relays
− Split system breaker (SSB)

Generator Field Manual Reset Switch

When the toggle switch is activated the generator field relay will be opened or
closed, when the correlated generator control switch is in OFF.

Generator FIELD OFF Light (white).

Illuminates when the field relay is open.

Split System Breaker Switch

When the toggle switch is activated the split system breaker opens or closes.
The switch is inactive in air-mode.

Split System Breaker OPEN Light (white)

Illuminates when the split system breaker is open.

TOWING POWER CONTROL PANEL

Towing Power Control Switch
S BATTERY:
− Lights, interphone system und brake press indicator will be supplied by
the main battery via the static inverter, when the standby power switch is in
For Training Purposes Only

OFF.
S OFF:
− the systems above will return to normal power supply
Towing Pwr ON BAT Lt (white)
the light illuminates,when the TOWING POWER switch in BATTERY position.

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For Training Purposes Only

Figure 17 GENERATOR MANUAL RESET PANEL

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GENERAL
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ELECTRICAL POWER SYNOPTIC PAGE

1) General Generator Control
Pressing the switch labeled ELEC on the EICAS display select panel calls up When the generator is operating and the GCB is closed, the GEN CONT box is
the electric power synoptic page on the auxiliary EICAS display. The synoptic white. If the GCB opens, OFF appears in the box and the message and box
page is a schematic of the electrical system. It uses a combination of mes- turn amber.
sages and color to show the conditionto the electrical system. The condition of
the following is represented on the synoptic page: Main AC Buses
− Electrical power flow When the main AC buses are powered, the bus outline and message are
green. If the bus loses power, the bus outline and message turn amber.
− Integrated drive generators (IDG)
− Generator circuit breakers (GCB) S current flow
− Buses S no current flow
− Bus tie breakers (BTB)
− Split system breaker (SSB) ELEC Synoptic shows following condition:
− Galley and utility buses − Generator Drive1 abnormal condition1 isolated from the synchronizing
bus.
Electrical Power Flow
AC Bus 2 normal supply. BTB 2 is isolated (open).
Electrical power flow is indicated by green−colored flow segments.
− Generator 3 is switched off
2) SSB − AC Bus 3 is supplied by generator 1 and4.
The SSB is either displayed open (white) or closed (green). − AC Bus 4 powered by generator 4 or 1
3) Bus Tie Breakers
During autoland following message appears:
When the bus tie breaker is closed, the box is white. If the BTB opens, ISLN
appears in the box and the message and box turn amber. ’’ELECTRICAL SYNOPTIC INHIBITED FOR AUTOLAND.

4) Utility Buses
The condition of the utility buses is indicated by using amber to show unpow-
For Training Purposes Only

ered and green to show powered.

5) Galley Buses
The condition of the galley buses is indicated by using amber to show unpow-
ered and green to show powered.

6) Drive
Normally the DRIVE box is white. If an IDG overtemperature or low oil pressure
condition occurs, the DRIVE TEMP/PRESS message appears in the box and
the message and box turn amber.

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GENERAL
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EXT 1 APU 1 APU 2 EXT 2

SSB 3

ISLN BUS TIE

4

UTILITY UTILITY UTILITY UTILITY

GALLEY GALLEY GALLEY GALLEY 5
ENG STAT BUS 1 BUS 2 BUS 3 BUS 4

ELEC FUEL ECS

GEN CONT OFF
1
HYD DRS GEAR DRIVE
For Training Purposes Only

6 TEMP/ DRIVE
PRESS

CANC RCL 1 2 3 4

EICAS Display Select Panel

Figure 18 ELECTRICAL POWER SYNOPTIC PAGE

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GENERAL
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ELECTRICAL POWER MAINTENANCE PAGE ACCESS

The electrical system maintenance page is displayed on the auxiliary EICAS.
The page provides a means to monitor all electrical system parameters in real
time. The electrical power maintenance page is called up by pressing the
MENU key on a CDU. The line select key next to CMC is first pressed, then the
line select keys next to the following are pressed in order:
− EICAS MAINT PAGES
− 24 ELEC
− DISPLAY
For Training Purposes Only

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For Training Purposes Only

AUXILIARY EICAS
Figure 19 ELECTRICAL MAINTENANCE PAGE ACCESS
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ELECTRICAL POWER B747−400
GENERAL
24−00

EXTERNAL POWER PANEL

General
The external power panel is on the right side of fuselage aft of the nose wheel
well doors. The panel includes:
− Two receptacles that are mounted in tandem. Each receptacle is rated
at 250 amperes.

Control
Three−phase, 400 Hz, 115−volt ac power is supplied to the airplane by two ex-
ternal power carts through the external power receptacles. Before the power is
connected to the airplane systems, two bus control units (BCU) sample it. The
BCUs check for proper seating of the plugs, voltage, frequency, phase rotation
and that the plug interlock system is not shorted to the main feeder wires.
When the BCUs are satisfied that all of these conditions are met, they turn on
the external power AVAIL lights on the electrical system control panel in the
flight deck.
− AC CONNECTED lights that come on when good quality power is sup-
plied to the airplane.
− POWER NOT IN USE lights that indicate when external power or ground
service is not in use.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00

POWER NOT IN USE

LIGHTS

AC CONNCTED LIGHT
AC CONNCTED LIGHT
For Training Purposes Only

EXTERNAL POWER
RECEPTACLE
AFT FWD
(LEFT NO.1 RIGHT NO.2

Figure 20 EXTERNAL POWER PANEL

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ELECTRICAL POWER B747−400
GENERAL
24−00

EXTERNAL POWER GENERAL OPERATION

General EXT PWR 1 is powering the left side of the synch bus, and EXT PWR 2 is
Three−phase, 400 Hz, 115−volt ac power is supplied to the airplane by two ex- powering the right side of the synch bus.
ternal power carts through the external power receptacles. Before the power is
connected to the airplane systems, two bus control units (BCU) sample it.
The No.1 BCU looks at the power coming from the aft receptacle, and the No.
2 BCU looks at power coming from the forward receptacle.
The BCUs check for proper seating of the plugs, voltage, frequency, phase
rotation and that the plug interlock system is not shorted to the main feeder
wires.
When the BCUs are satisfied that all of these conditions are met, they turn on
the external power AC CONNECTED lights on the external power panel and
the AVAIL lights on the electrical system control panel in the flight deck.

Ground Handling Bus

When the No. 1 BCU turns on the external power AVAIL light, it also energizes
the ground handling relay (GHR) to power the ground handling bus (GHB).
Cargo loading, cleaning outlets and fueling are some of the systems on the
GHB.
Ground Service Bus
At the flight attendants number two left door is the ground service switch. Op-
eration of this switch signals the No.1 BCU to energize the ground service re-
lays to power the ground service bus (GSB). Interior lighting and the battery
chargers are some of the systems on the GSB.

External Power
There are two momentary switches labeled EXT PWR 1 and EXT PWR 2 on
For Training Purposes Only

the electrical system control panel. Pressing EXT PWR 1 signals BCU 1 to
close its associated external power contactor (XPC). The ON light in the switch
comes on and the AVAIL light goes off.
BCU 2 closes the split system breaker (SSB) at this time if no other power is
on the synchronizing (synch) bus. Power is now on the airplane and is being
supplied by the aft power cord.
Pressing EXT PWR 2 signals BCU 2 to trip the SSB and close its associated
XPC. The ON light in the switch comes on and the AVAIL light goes off. Now

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ELECTRICAL POWER B747−400
GENERAL
24−00
For Training Purposes Only

Figure 21 EXTERNAL POWER GENERAL OPERATION

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ELECTRICAL POWER B747−400
GENERAL
24−00

GROUND HANDLING

Ground Handling Buses  Ground Service Buses
Cargo doors and cargo loading system of zone 100 can be supplied by the They are used to supply cabin lighting, cleaning outlets, battery chargers etc....
ground handling bus. It can be powered only by: Power is available when:
S External Power 1 or S external power receptacle1 is connected and the power quality is good or
S APU Generator 1 S APU is running and the voltage of APU generator 1 is good.
Power is available when: The GROUND SERVICES switch an der passenger door 2L must be pressed
S external power receptacle1 is connected and the power quality is good or to switch ground service power on.
S APU is running and the voltage of APU generator1 is good. When the whole electrical network is supplied the pushbutton light will go off.
The ground service bus will be supplied by:
 Main Deck Cargo Handling Buses (Combis only) S AC Bus1
Side cargo door and cargo loading system of zone 200 can be supplied by the
main deck cargo handling bus. It can be powered only by: Ground Service Utility Bus
S External power 2 The ground service utility bus will also be supplied but only when the left UTI-
LITY switch is in ON position (normal).
S APU generator 2
When the UTILTY switch is in OFF position the ELCU (electrical load control
Power is available when:
unit) will open.
S external power receptacle 2 is connected and the power quality is good or
The ELCU can also be opened by a load shedding. (see chap.24−50)
S APU is running and the voltage of generator 2 is good.

When the main network is switched of the GROUND SERVICES switch must
be pressed again to supply the ground service busses again.

Note:
When ground service power is on the battery chargers will charge the batteries.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00

APU
GEN 1

APB 1
EXTERNAL LEFT SYNC BUS
POWER
#1
XPC 1
BTB 1

115V AC
GHB 1 AC BUS 1
GHR

115V AC
GHB 2
GHR GEN 1 ELECTRICAL SYSTEM CONTROL MODULE
TO ELCU
1
APU
GEN 2
115V AC

MAIN DECK MAIN DECK

CARGO HDLG CARGO
28V DC RELAY NO. 2 HANDLING BUS
TRU
GHB 1
APB 2
28V DC EXTERNAL
TRU POWER #2
GHB RIGHT SYNC BUS
2
3
115V AC 1 ON AIRPLANES
GSB WITH
MAIN DECK 28V DC
TRU
ELCU CARGO
115V AC 28V AC 28V AC
For Training Purposes Only

GSB UTIL XFMR GSB MAIN DECK

CARGO
GSSR GSTR HDLG TRU
MN BAT MN HOT
CHGR BAT BUS
MN
BAT

APU BAT APU HOT

GROUND CHGR BAT BUS
APU
SERVICES BAT

ATTENDANTS
PANEL DR 2

Figure 22 Grd Handling / Service Power Distribution

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ELECTRICAL POWER B747−400
GENERAL
24−00

GROUND SERVICE CONTROL SWITCH

Power for the ground service bus (GSB) automatically comes from AC BUS1
when powered.
If AC BUS1 is not powered, then power for the GSB is selected by pressing the
ground services switch on the attendants panel at door 2L. This connects
power from either external or APU sources with the external source having
priority.
When GSB power is from a selected source, a light in the ground services
switch on the attendants panel comes on.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00

GROUND
SERVICE
CABIN SYSTEM MODULE
(ON ATTENDANTS PANEL
DOOR 2 LEFT)
For Training Purposes Only

Figure 23 Ground Service Control Switch

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ELECTRICAL POWER B747−400
GENERAL
24−00

EXTERNAL POWER COMPONENTS

All of the components in the external power system are in the main equipment
center (MEC) except the electrical system control panel, generator manual re-
set panel and the external power panel. The external power system includes:
− External power panel with two receptacles
− Ground handling relays (2)
− Current−transformers (4)
− External power contactors (2)
− Bus control units (2)
− Transformer rectifier units (2)
− Ground service relays (4)
− Split system breaker
− Generator manual reset panel
− Electrical system control panel
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00
For Training Purposes Only

Figure 24 EXTERNAL POWER COMPONENTS

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ELECTRICAL POWER B747−400
GENERAL
24−00

BCU/GCU BUILT−IN TEST EQUIPMENT (BITE)

BITE circuitry is provided in the BCUs(bus control units) and GCUs (generator Ground Test
control units) to identify an electrical power system malfunction or failure. Upon receipt of a ground test request from the CMC both BCUs and all GCUs
The auxiliary GCUs (AGCU) will only send fault discretes to the BCUS. The perform their ground tests. Ground tests can be initiated only when the GHB is
battery chargers send fault discretes to the correlated BCUs. powered. Any LRFs found are transmitted to the CMC (through the BCU se-
Transformer Rectifier Units (TRU) send fault discretes via the correlated GCUs lected for ground test) for storage in memory. Any SRFs are stored in the non−
to the BCUs. volatile memory of the appropriate unit.
Any failures are classified as line relevant faults (LRF) or shop relevant faults The GCUs initiate the internal ground test after receiving a request from the
(SRF) (inter−wiring level). BCUs. Both BCUs send this request, but only one is required for the GCUs to
LRFs are stored in CMC memory for later recall. initiate the test.
SRFs are stored in the associated BCU or GCU nonvolatile memory. To pro- Power Up/ Replacement Test
vide proper fault identification the BITE system operates in the following
The power up/replacement test is initiated automatically when power is applied
modes:
to the GCUs and BCUs and the airplane is in the ground mode. This test is
− BIT identical to ground test except that the non−volatile memories of the units are
− Ground Test not tested.
− Power up/replacement test
BIT (Built-In Test)
There are two BIT modes, one mode is initiated whenever a protective trip
isolation occurs (fault isolation).
The other mode is the BIT monitor, which periodically analyzes the electrical
system.
Anytime a protective trip occurs, the BIT identifies the breaker/relay and the
protective function which may have caused the trip. If the fault is with the GCU,
it sends the LRF information on to the BCU where the appropriate EICAS mes-
sage is generated for display. The BCU also sends the fault on to the CMC
where it is logged for later recall.
For Training Purposes Only

The BIT monitor periodically analyzes the electrical system for failures which
do not cause a protective trip. If the monitor detects a failure, it automatically
initiates a routine to identify the cause of the failure. Any SRFs found are
stored in the GCU and BCU nonvolatile memory for later retrieval.
Detected LRFs are sent to the BCU where the appropriate EICAS message is
generated (if any) and on to the CMC for storage in memory. Any LRFs de-
tected by the BIT monitor are displayed only for as long as the fault is present.

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ELECTRICAL POWER B747−400
GENERAL
24−00

INTEGRATED DISPLAY SYSTEM

EFIS/ EICAS
CENTRAL
INTERFACE UNIT
MAINTENANCE
(EIU)
COMPUTERS CDU

PORT 86 (BCU1)
PORT 08 (BCU2)
MULTIPLE-INPUT
PRINTER

AGCU
1

BCU1
GCU1 TRU 1
MAIN BAT
CHARGER

GCU2 TRU 2
For Training Purposes Only

GCU3 TRU 3

GCU4 TRU 4
BCU2

APU BAT
AGCU
CHARGER
2

Figure 25 EPGS BITE

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ELECTRICAL POWER B747−400
GENERAL
24−00

ELECTRICAL POWER GROUND TEST SELECTION

Ground tests are selected from the CMC MENU on a CDU. Selection of the
electrical system ground tests is made by pressing the line select key next to
24 ELECTRICAL.
Selecting 24 ELECTRICAL causes the following to appear:
− EPGS (BCU 1)
− EPGS (BCU 2)
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00
For Training Purposes Only

Figure 26 ELECTRICAL POWER GROUND TEST SELECTION

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ELECTRICAL POWER B747−400
GENERAL
24−00

EPGS GROUND TEST

To initiate an electrical power generating system (EPGS) ground test, the line
select key next to the system that is to be tested must be pressed.
If „INHIBITED“ is displayed above the EPGS (BCU X) the ground test enable
page will appear, indicating the conditions that must be met before the test can
be completed.
When these conditions have been met the „INHIBIT“ is removed.
The test can now be completed by pressing the line select key next to the sys-
tem to be tested. The test takes approximately 10 seconds to complete.
When the test is completed, PASS or FAIL appears to the right of the system
that was under test.
If the tested system passed, no further action is required.
If the system failed, pressing the line select key next to FAIL causes the ground
tests message to appear. The following information appears on this page:
− Failed unit and cause
− CMC message number and ATA wiring diagram number
− Equipment number of the failed unit
− EICAS alert message
− Flight deck effect
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERAL
24−00
For Training Purposes Only

Figure 27 EPGS GROUND TEST

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

24−10 GENERATOR DRIVE

ENGINE POWER SOURCES
The airplane is equipped with four integrated drive generators (IDG).
Each IDG is a combined generator and constant speed drive (CSD).
The generator portion delivers 3 phase, 400 Hz, 115 volts ac at 90 kva.
The CSD portion maintains the generator at a constant 12,000 rpm during nor-
mal operating conditions. This ensures that the generator delivers a steady 400
Hz.
The IDG power is supplied to the airplane through generator feeders.
The feeders are made up of short sections of AWG 0 copper spliced to AWG
00 aluminum. The copper is used in the harsh environment of the engine
compartment and terminates in the strut at the copper−aluminum splice.
The portion of the feeders from the IDG to the bottom of the strut are secured
by quick disconnect clamps to aid in engine removal. The aluminum feeders
are routed along the wing leading edge and terminate at their respective gener-
ator circuit breakers in the generator power centers.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10
For Training Purposes Only

Figure 28 ENGINE POWER SOURCES

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 Lufthansa Technical Training
ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

ENGINE POWER SYSTEM (IDG)

General
The IDG portion of the engine power system involves the mechanical aspects
of the IDG and its oil cooling components.

Operation
The CSD portion of the IDG is a hydromechanical device. It adds or subtracts
speed from the variable input of the engine gearbox to maintain the IDG gener-
ator at 12,000 rpm.
IDG oil is used for speed control, lubrication and cooling. Heat generated by
the IDG is cooled by passing the oil through an air/oil heat exchanger and a
fuel cooled oil cooler. The cooled oil is then returned to the IDG. The oil cooler
is the primary means of cooling the oil but is assisted by the air/oil heat ex-
changer under certain operating conditions.

Control
Control and monitoring of the IDG is done by the GCU. The GCU receives oil
temperature, oil pressure, and IDG speed signals. It sends speed commands
to the IDG governor and control signals to the air/oil heat exchanger valve. Oil
temperature comes from two temperature bulbs inside the IDG and is used for:
− High oil temperature light
− Oil out temperature indication − Oil rise temperature indication
− Air/oil heat exchanger valve control oil pressure comes from an oil pressure
switch inside the IDG and is used for the IDG DRIVE light.
Speed inputs come from the magnetic pickup unit (MPU) and are used for un-
derspeed trips and airmode inhibits. Speed commands from the GCU to the
IDG are used to control IDG speed to maintain reference frequency and real
For Training Purposes Only

load division.
Air/oil heat exchanger valve control signals are sent to the valve to control the
opening and closing of the valve. The signal must pass through an override
pressure switch. The pressure switch along with the air/oil heat exchanger
valve override solenoid allow the EEC to override the GCU signal and control
the valve.

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 29 Engine Power System (IDG) (PW 4000)

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

IDG COMPONENTS LOCATION

The IDG system includes the:
− Air/oil heat exchanger valve override solenoid
− controls the position of the override pressure switch. It is controlled by the
EEC and is located at the one o’clock position under the intermediate fan case.
− Override pressure switch
− when closed, allows the GCU to control the air/oil heat exchanger valve,
when open, causes the air/oil heat exchanger valve to open. It is located at the
one o’clock position under the intermediate fan case.
− Oil cooler and bypass valve
− cools IDG oil with fuel. They are located at the nine o’clock position just be-
low the 2.9 bleed valve.
− IDG
− maintains the IDG generator speed at 12,000 rpm. It is on the aft, left side of
the main gearbox.
− Air/oil heat exchanger and valve
− cool IDG oil. They are located at the three o’clock position under the
intermediate fan case.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 30 IDG Components (PW4000)

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

INTEGRATED DRIVE GENERATOR

Left Side Right Side
Features of the left side of the IDG include: Features of the right side of the IDG include:
Terminal block IDG housing
− the main generator stator three phase output and neutral output leads are − a two piece magnesium casting with a dry weight of 117.7 lbs.
terminated at a four stud terminal block. Oil ports
Disconnect reset ring − the oil in and oil out ports provide a connection point between the IDG and
− the disconnect reset ring allows ground restoration of the mechanical connec- the external oil cooling system.
tion between the IDG input and interconnect shafts. Governor adjustment
Muff spline − The governor adjustment is a mechanical adjustment used to set the basic
− a 1.5 inches, removeable male spline on the input drive shaft provides the speed of the IDG.
engine gearbox connection. The input shaft shear section is designed to break Drain and fill ports
with an input torque of 9000 ± 400 in−lbs.
− the oil is drained from the IDG case by removing the case drain plug. The
service fittings connect to the pressure fill port and overflow drain port for IDG
servicing. The overflow drain is connected to an internal standpipe.
Case thermal relief valve
− the case thermal relief valve allows hot IDG oil to drain overboard if the IDG
oil temperature exceeds 430°F.
Oil level indicator
− the oil level indicator is a prismatic sight glass. It provides a visual indication
of low IDG oil.
Scavenge filter and delta pressure indicator
− a non−bypassing filter on the discharge side of the scavenge pump filters all
oil flow leaving the IDG. The scavenge filter contains a pop out delta pressure
indicator. A red button pops out when the pressure drop reaches 60 psid. The
For Training Purposes Only

differential pressure indicator is locked out below 145°F to prevent nuisance

tripping.
Electrical connectors
− two electrical connectors (A and B) interface with airplane wiring for control,
protection and monitoring circuits.
Case pressurization vent valve
− the case pressurization vent valve is a spring operated check valve. The vent
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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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 31 Integrated Drive Generator (PW4000)

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ELECTRICAL POWER B747−400
GENERATOR DRIVE CF6−80 GE ENG
24−10

IDG OPERATION
General Oil
The IDG receives a mechanical input from the engine gearbox which varies in As oil enters the IDG from the external cooling system it passes through a
speed. Through a network of hydromechanical components the CSD portion of deaerator. The deaerator removes unwanted air from the oil and directs it to
the IDG drives the generator at a constant 12,000 rpm. the charge pump. The charge pump pressurizes the oil and delivers it to inter-
nal components for lubrication, cooling and control. The nominal charge pres-
Mechanical Transmission sure is 250 psi as regulated by the charge relief valve. If the oil pressure falls
The engine gearbox drives the IDG input shaft. The input shaft drives the plan- below 140 psi, the charge pressure switch closes causing the DRIVE light in
etary differential which is geared with the right and left pump and motor input the IDG disconnect switch to come on. An EICAS message is also initiated.
gears. The pump and motor output gears provide speed inputs to the planetary Leakage from all of the hydraulic components as well as lubrication and gener-
differential. The combination of the inputs to the planetary differential result in a ator cooling flow return to a common sump by gravity. Two scavenge pumps
constant output which drives the generator at 12,000 rpm. are used to remove oil from the sump and deliver it to the external cooling cir-
cuit through the scavenge filter. If the pressure differential in the external cool-
Control
ing circuit exceeds 250 psid, the external circuit bypass valve allows the oil to
The IDG speed is determined by the governor. The governor is a springbiased bypass the circuit.
flyweight type unit. It receives an oil pressure supply
from the charge pump and senses output speed of the planetary differential.
The governor has a magnetic trim coil which influences the position of the fly-
weights and thus the IDG speed. The coil is powered by the GCU and is used
for frequency matching and real load balancing.
The governor controls the oil pressure to the control cylinder which physically
moves wobbler plates inside the pump and motors. The position of the wobbler
plates determine the direction and speed of the motor and pump output gears.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE CF6−80 GE ENG
24−10
For Training Purposes Only

Figure 32 IDG OPERATION

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

IDG DISCONNECT
General
The IDG input shaft and interconnect shaft may be disconnected at the flight
deck. This allows the engine to continue running while shutting down a faulty
IDG.

Operation
IDGs are disconnected by pressing one of the guarded drive disconnect
switches on the electrical system control panel (P5). When the switch is
pressed a disconnect solenoid in the IDG is energized allowing a spring−loaded
plunger to engage threads on the interconnect shaft. This causes the intercon-
nect shaft to move away from the input shaft, disconnecting the IDG from the
input shaft. With the IDG disconnected a DRIVE DISC advisory and status
message appear on EICAS.
The same disconnect signal is sent to the GCU to trip the GCR and GCB. This
action isolates the generator from its electrical load.
Maintenance Practices
The disconnect switch should not be held to the disconnect position for more
than three seconds. A period of 60 seconds or longer should be allowed be-
tween each disconnect action. This prevents burning out the disconnect sole-
noid.
The disconnect switch should not be operated unless the engine is at or above
idle speed. The disconnect switch may be operated with the engine shut down,
but the IDG must be reset before the−engine is started. Disconnecting below
idle speed or with the engine shut down does not result in a complete separa-
tion of the dog teeth. Starting the engine after an incomplete disconnect or dis-
connecting with the engine running below idle speed could result in damage to
For Training Purposes Only

the dog teeth.

Resetting is accomplished only on the ground following engine shut down. This
is accomplished by pulling out on the reset ring until the solenoid nose pin
snaps into position.
Should an IDG require resetting, it is important that the scavenge filter be
checked before operating the IDG.
The STATUS message must be reset after IDG reset.

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

28V DC
HOT BAT BUS

P180
For Training Purposes Only

Figure 33 IDG DISCONNECT

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10
IDG With Thermal Disconnect
A thermal decoupler provides additional protection to the IDG for over−temper-
ature conditions. If the IDG is not disconnected after a high oil temperature is
indicated, the thermal decoupler will automatically disconnect the IDG when the
oil sump temperature reaches 415°F (213°C). A disconnected IDG must be
removed from the airplane and disassembled to reset the decoupler
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

INPUT
COUPLING BALL
SHAFT CLUTCH BEARING
TEETH
ENGAGEMENT INPUT
SPRING SHAFT

MOUNTING
FLANGE
THERMAL
DISCONNECT
DISCONNECT
SPRING
PLUNGER

EUTECTIC
SOLDER

EUTECTIC DISCONNECT
SOLENOID SPRING
DEVICE SOLENOID
PIN
RESET
RESET STEM
For Training Purposes Only

PIN

RAMP TYPE DISCONNECT

Figure 34 IDG Thermal Disconnect / Reset Mechanism

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ELECTRICAL POWER 747−430
GENERATOR DRIVE
STATUS ERASE 24−10

STATUS ERASE
IDG Disconnect
When you press the DISCONNECT pushbutton the IDG will be disconnected.
When the frequncy is below 100 Hz the status message DRIVE DISC # will be
stored in the EIU’s. It will be shown on the Auxiliary EICAS display even if the
IDG is reset.
IDG Reset / Status Message ERASE
The IDG will be reset with the reset−ring when the engine is stopped. Then
you have to erase the STATUS message
S Enter CMC Menu
S Enter PRESENT LEG FAULTS menu
S Look for related STATUS message
S Press LSK adjacent to ERASE
S STATUS message will be removed from EICAS display
Caution:
The STATUS message can be erased even when the IDG has not been re-
setted.
For Training Purposes Only

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ELECTRICAL POWER 747−430
GENERATOR DRIVE
STATUS ERASE 24−10

ME NU
<FMC EICAS CP
EFIS CP
1 2 3 4
HYD QTY 0.76 0.25 RF 0.76 0.76
HYD PR 3250 3250 3250 3250
<CMC < ACT >
HYD TEMP 50 50 50 180
APU:
EGT 750 N1 85.5 N2 85.5 OIL QTY 0.85RF
OXY PR:
CREW 1750 PASS 1650
MAIN BAT MAIN BAT
DATA V−DC 27 A−DC 15 DIS
APU BAT APU BAT
DATA V−DC 28 A−DC 36 CHG

ELEC DRIVE
BAT CHARGER MAIN
DRIVE DISC 2
RUD C MC ME N U 1/ 2
STATUS ELEC TR UNIT1
MESSAGES 1L < P RE S E N T L E G F A UL T S 1R
2L < C ON F I D E N C E T E S T S 2R
SPL SPL 3L < E I C A S MA I N T P A GE S 3R
4L < GR OU ND T E S T S 4R CDU
AIL ELEV AIL
5L 5R
−−−−− −− −−−−−−− −−−−−−−−− −
6L HE L P > 6R

CMC MENU

CMC MENU
PRESS THE LSK NEXT TO ”ERASE>” TO REMOVE
THE ASSOCIATED LATCHED STATUS MESSAGE
P R E SENT L EG F A UL T S 1/ 3 FROM THE EICAS DISPLAY.
* C A U T I ON : 2 9 1 1 2 9 0 0 THE STATUS MESSAGE IS REMOVED
For Training Purposes Only

1L < H Y D P RE S S S Y S 1 1R
* ADVI SORY: 2 9 1 1 2 3 0 0
FROM THE EICAS DISPLAY.
2L < H Y D P RE S S E NG 1 2R
* ADVI SORY: 3 4 2 1 0 3 0 0
3L < I R S CENT ER 3R
* ST AT US : 24 1 1 1 1 00
4L DRIVE DISC 2 E RASE> 4R
−− −−−−−−−−−−−−−−−− −− −−−−
5L < E RA SE ST AT US REP ORT > 5R
6L < RE T URN HEL P> 6R

PRESENT LEG FAULTS

Figure 35 Status Erase

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

IDG SPEED SENSING

The IDG speed is sensed on the interconnect shaft with a speed sensor. The
speed sensor is a magnetic pickup unit (MPU). The attraction between the
magnet and the teeth of the shaft induces a current in the sensor. This induced
current signal is sent to the speed detector circuit inside the GCU.
Underspeed
At less than 4525 rpm a trip signal is sent to the GCB for an underspeed condi-
tion. It also sends signals to inhibit undervoltage or underfrequency trips until
the IDG input speed is greater than 4525 rpm.

Air Mode
At 6100 rpm and greater the GCU sends a digital signal to the bus control
units. The BCUs use this signal to generate airmode inhibits.
If at least 3 out of 4 IDG‘s send a high speed signal the BCU‘s go to airmode.
The BCU‘s will also go to airmode when at least 4 out of 6 control units (GCUs,
BCUs) get an air signal.

IDG input speeds of 4525 and 6100 rpm are respectively:

− PW 54.3 and 73.3% N2
− GE 55.3 and 74.6% N2
− RR 50.0 and 67.4% N3
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

AIR/GRD
For Training Purposes Only

AIR/GRD
AIR/GRD

Figure 36 IDG SPEED SENSING

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

IDG SPEED CONTROL

General APU power C phase:
IDG speed is governed by an electrically controlled mechanical governor. The − When the No. 1 APU power switch is pressed. No. 1 BCU momentarily
electrical portion of the governor (trim head) receives speed commands from sends No. 1 APU power C phase frequency to the appropriate GCUs
the GCU trim head control. When activated, this trim head can drive the output GCU 1 and 2 if the SSB is open and all four if the SSB is closed). Press-
frequency of the IDG between 380 and 420 Hz. ing APU power switch No. 2 causes BCU 2 to send APU power 2 C
phase reference frequency to BCU No. 1 which then transmits it to the
Operation appropriate GCUs.
To determine the proper speed command the GCU must sample the frequency Internal reference frequency:
of the generator output and compare it to the reference frequency that is cur-
− The GCU selects an internal reference when the reference frequency
rently selected. Any difference between the two frequencies generates a speed
from the BCU is greater than 425 Hz or less than 375 Hz, or the BCU
command to the trim head.
reference frequency signal is lost.
To maintain real load balance during parallel operation, the trim head control
receives A-phase voltage from the point of regulation and load current informa-
tion from the kw/kvar sense monitor. The kw/kvar current sense monitor re-
ceives current inputs from the GCCT(generator current current transformer).

Reference Frequency
The reference frequency select circuit determines what frequency the trim head
control maintains. There are five possible sources for the reference frequency:
Synch bus C phase:
− With the GCB or BTB open and synch bus frequency between 380−420
Hz, the GCU selects synch bus C-phase. The exception to this is when
the GCB opens for an underspeed or the BTB opens for autoland.
Master frequency:
− The master frequency is generated in the No. 1 BCU and is the fre-
quency used when the generator is paralled.
For Training Purposes Only

External power C-phase:

− When the No.1 external power switch is pressed, No.1 BCU momen-
tarily sends No.1 external power C phase frequency to the appropriate
GCUs. (GCU 1 and 2 if the SSB is open and all four if the SSB is closed)
Pressing external power switch No. 2, causes BCU 2 to send external
power 2 C-phase reference frequency to BCU No.1 which transmits it to
the appropriate GCUs.

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GENERATOR DRIVE
24−10
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Figure 37 IDG SPEED CONTROL

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10

IDG OIL TEMPERATURE INDICATION

IDG oil−out and rise temperatures are displayed on the electrical system main-
tenance page. They are presented in °C for each IDG.
Inside each IDG are two temperature bulbs. One is for oil−in temperature and
is in the oil−in line. The other is for oil−out and is in the oil−out line. The bulbs
are not LRUs.
The oil−in and oil−out temperatures are processed by the respective GCU. In
this process the GCU electrically subtracts the oil−in from the oil−out tempera-
ture to generate oil rise. oil temperature (out and rise) is then sent to both
BCUs. Both BCUs send the information to the EIUs, but the EIUs process only
No. 1 BCU information unless a fault is sensed with the BCU. If this happens,
No. 2 BCU information is used.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10
For Training Purposes Only

Figure 38 IDG OIL TEMPERATURE INDICATION

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GENERATOR DRIVE
24−10

IDG OIL TEMPERATURE

General
The GCU monitors oil temperature to and from the IDG cooling loop by means
of two resistive type temperature bulbs. The oil out temperature bulb senses oil
temperature leaving the IDG to the cooling loop, and the oil in temperature bulb
senses oil temperature returning from the cooling loop. Both oil in and oil out
temperatures are sent to the oil temperature processor circuit in the GCU. The
temperature processor generates signals to the BCU for:
− Main EICAS (advisory message)
− Auxiliary EICAS (status message)
− Maintenance page (indication)
Main EICAS
ELEC DRIVE 1−4 advisory message is displayed and an auto snapshot is
taken when oil pressure drops below 140 psi
or oil out temperature exceeds 185°C or
underfrequency or overfrequency occur.
Either condition requires the engine to be running and IDG connected.
Additionally the DRIVE light comes on.

Auxiliary EICAS
ELEC DRIVE 1−4 status message is displayed and an auto snapshot taken
when IDG outlet temperature is greater than 155°C but less than 260°C for 10
minutes or oil pressure drops below 140 psi. Either condition requires the en-
gine to be running and IDG connected.
DRIVE 1 TEMP 1−4 SNS status message is displayed if oil out or oil in temper-
For Training Purposes Only

ature exceeds +260°C or −70°C.

Maintenance Page
Oil out and oil rise temperature are displayed on the maintenance page at all
times. A snapshot is taken if IDG rise temperature differs by more than 10*C
above the other generators.

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GENERATOR DRIVE
24−10

OF/ UF FAULT
For Training Purposes Only

DRIVE

Figure 39 IDG OIL TEMPERATURE

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ELECTRICAL POWER B747−400
GENERATOR DRIVE CF6−80 GE ENG
24−10

IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL

Two inputs are applied to the valve; a 28 volt dc enabling signal and 11th stage
bleed air. With 28 volts present the valve will close by 50 psig and open by 35
psig. If the 28 volt dc signal is not present, the valve will remain open at all air
pressures.
In the normal mode the generator control unit (GCU) applies 28 volts to one
side of a switch in the valve. When the air pressure is less than 35 psig (low
engine speed), the switch is open keeping 28 volts from the solenoid. With the
solenoid relaxed the air is not allowed to close the valve. The valve remains
open at this low air pressure and supplements the IDG oil cooling. As the air
pressure increases above 50 psig, the switch closes and energizes the sole-
noid which allows the air to close the valve.
The GCU is constantly monitoring IDG oil temperature. If for any reason the oil
temperature should reach 127°C, the GCU removes the 28 volts to the valve.
This relaxes the solenoid and blocks the air to the valve. The valve opens and
supplements the IDG cooling.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE CF6−80 GE ENG
24−10

VALVE POSITION

28VDC=CLOSE
For Training Purposes Only

Figure 40 IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

IDG AIR/OIL HEAT EXCHANGER AND VALVE

General
The IDG air/oil heat exchanger provides supplemental cooling for the IDG oil.
This occurs in cases of low engine power, high engine oil temperature or high
IDG oil temperature. The air for the heat exchanger is controlled by the heat
exchanger valve.

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 of the heat exchanger aft face.
Valve
The air/oil heat exchanger valve is a two position valve that ducts fan air or 2.5
bleed air to the heat exchanger. Which air is used for cooling is dependent
upon the position of the 2.5 bleed ring of the engine. Whenever the 2.5 bleed
ring is open (low engine power), 2.5 air is used for IDG oil cooling. At high en-
gine power the 2.5 bleed ring is closed and fan air is
used for cooling. The heat exchanger valve is bolted to the forward face of the
heat exchanger. It consists of three main subassemblies:
− Solenoid
− Dual butterfly valves mounted on a single shaft
− Fuel pressure driven actuator
The valve is solenoid controlled and hydraulically operated. It is either fully
open or fully closed. The valve is spring loaded to the open (fail safe) position.
Switches on the bottom edge of the valve body provide valve position signals to
the GCU. A visual valve position indicator is on the top edge of the valve body.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 41 IDG Air/ Oil Heat Exchanger and Valve (PW4000)

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

OVERRIDE SOLENOID AND PRESSURE SWITCH

Override Solenoid
The IDG air/oil heat exchanger valve override solenoid is one of two solenoids
mounted to a common valve housing. The solenoid controls filtered Ps3 air to
the override pressure switch. This solenoid is controlled by the electronic en-
gine control (EEC) and is used to override GCU commands. The EEC de−en-
ergizes the override solenoid when it senses engine oil temperature above
160°C or engine speed below 72% N2. De−energizing the solenoid vents Ps3
air from the pressure switch causing it to open. This removes power from the
IDG air/oil heat exchanger valve control solenoid causing the valve to go open.
The override solenoid is not line replaceable.
Pressure Switch
The IDG air/oil heat exchanger valve override pressure switch is a single pole,
double throw type switch. It is spring loaded open when no air pressure is ap-
plied to it. The switch is a line replaceable unit.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 42 Override Solenoid and Pressure Switch (PW4000)

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ELECTRICAL POWER B747−400
GENERATOR DRIVE PW 4000
24−10

IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL

When the engine oil temperature is less than 160°C or N2 speed is above 72%
N2, the EEC energizes the IDG air/oil heat exchanger valve override solenoid
allowing Ps3 air pressure to close the override pressure switch. This connects
the GCU to the IDG air/oil heat exchanger valve so that the GCU can control it.
With IDG oil temperature below 127°C the GCU supplies 28 volts do through
the pressure switch to the heat exchanger valve control solenoid. With the con-
trol solenoid energized fuel pressure (PF) closes the heat exchanger valve.
If the IDG oil temperature exceeds 127°C the GCU removes power from the
control solenoid of the heat exchanger valve. With power removed the solenoid
de−energizes and removes fuel pressure, allowing the spring to open the valve.
On decreasing IDG oil temperature the GCU closes the valve at 104°C.
Inside the heat exchanger valve is a switch that senses valve position for the
GCU. This allows the GCU to determine proper operation of the valve and if
the valve has failed.
For Training Purposes Only

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GENERATOR DRIVE PW 4000
24−10
For Training Purposes Only

Figure 43 IDG Air /Oil Heat Exchanger Valve Control (PW4000)

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GENERATOR DRIVE
24−10

IDG COOLING VALVE FAILURE

The GCU provides 28 volts dc to close the IDG air/oil heat exchanger valve Input Monitoring
and removes the voltage to open the valve. The GCU monitors these valve Enter
command signals as well as valve position. From these the GCU can deter-
E/086/270/00
mine if the valve has failed.
E Data enter via EIU
If the GCU senses a difference between the commanded position and the ac-
tual valve position, a disagreement condition exists. If the disagreement exists 086 BCU1 Port
for longer than 6 seconds, the GCU sends a valve failed signal to the BCUs. 270 Label 270 (Discrete Word)
Upon receiving the valve failed signal BCU 1 (BCU 2 if BCU 1 has failed) sends 00 Source Destination Identifier (SDI)
a valve failed signal to the EIUs.
If engine N2 speed is 88% or greater and 60 seconds have elapsed, the EIUs
BIT 21 is 1 when the valve is open
cause ELEC IDG VALVE to be displayed on the EICAS status page.
If the cooler valve is open during flight the oil temperature and engine nacelle
temperature will go down (look for maintenance page).
A correlated message is given by the central maintenance computer

According to Fault Isolation Manual (FIM) trouble shooting can be done by

INPUT MONITORING.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10
IDG

IDG
TEMP

IDG 2

VALVE
COMMAND

AIR/OIL
COOLER
VALVE 2
VALVE POSITION

GCU2
For Training Purposes Only

2
2
1

Figure 44 IDG COOLING VALVE FAILURE

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GENERATOR DRIVE
24−10

IDG SERVICING
The IDG is serviced with a pressure fill type system. Pressure and drain lines
are attached to the corresponding couplings on the IDG. When the pressure fill
line is attached to the IDG, a check valve in the elbow coupling is opened to
allow pressure filling.. Filling the IDG through the pressure fill coupling causes
oil to first flow through the IDG scavenge filter then through the external oil cir-
cuit and back to the IDG. Air that is in the circuit is forced out ahead of the oil
and escapes through the overflow drain. The−oil level rises above the top of
the overflow drain which establishes the proper fill level for the IDG oil system.
The IDG oil level is correct when oil overflows from the overflow drain then sub-
sides to drips. An overflow of a minimum of one quart of oil from the IDG over-
flow drain is required to assure that the IDG is properly serviced.

WARNING: MANY WARNINGS AND CAUTIONS ARE CONTAINED IN

THE MAINTENANCE MANUAL REGARDING IDG SER-
VICING. FAILURE TO ADHERE TO THE MAINTENANCE
MANUAL PROCEDURES MAY RESULT IN IMPROPER IDG
SERVICING AND SUBSEQUENT IDG FAILURE OR INJURY
TO PERSONNEL.
For Training Purposes Only

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GENERATOR DRIVE
24−10
For Training Purposes Only

Figure 45 IDG SERVICING

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GENERATOR 074.01
24−10

IDG OIL LEVEL INDICATOR

The IDG oil level indicator is on the lower right side of the IDG. It is used to
visually check the IDG oil level. The indicator is shown with the IDG oil at three
different levels. The left view represents a very low oil level. This is indicated by
a large bright spot. The middle view represents an oil level approximately one
quart low. This is indicated by a light area in the center of the oil level indicator.
The right view represents a full IDG. This is indicated by a completely dark
area with an OK showing in the indicator. The left and middle view indications
signify that IDG oil servicing is required.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR 074.01
24−10
For Training Purposes Only

Figure 46 IDG OIL LEVEL INDICATOR

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GENERATOR DRIVE
24−10

IDG SCAVENGE FILTER

The scavenge filter is a non−bypassing filter that filters the IDG oil as it leaves
the IDG. It consists of a filter element and a differential indicator both located
on the aft face of the IDG.
The differential pressure indicator is locked out below 1450 F to prevent nui-
sance tripping. If the indicator is popped out, the IDG must be replaced. The
condition of the scavenge filter then determines if the external oil cooling circuit
needs to be flushed. If the filter is damaged or shows signs that contaminated
oil is passing through the filter, the external oil circuit must be flushed before a
new IDG can be run. If there is no evidence of damage) collapse or contami-
nated oil bypassing, the external oil cooling circuit does not have to be flushed.
CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDG
SCAVENGE FILTER CAVITY BEFORE INSTALLING FILTER
COVER. DO NOT FORCE FILTER COMPONENTS INTO
HOUSING BY TIGHTENING FILTER COVER.
For Training Purposes Only

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ELECTRICAL POWER B747−400
GENERATOR DRIVE
24−10
For Training Purposes Only

Figure 47 IDG SCAVENGE FILTER

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GENERATOR DRIVE
24−10

IDG REMOVAL AND INSTALLATION

General
A QAD ring on the left aft side of the engine gearbox holds the IDG in place.
The QAD ring allows rapid removal and installation of the IDG. The QAD ring
installation consists of an adapter plate and QAD ring. The adapter plate
mounts to the engine gearbox. The QAD ring mates and is free to rotate along
the outside flange of the adapter plate. The QAD ring uses a tension bolt to
increase or decrease the tension of the QAD ring.

IDG Removal
After removing and capping the oil lines and electrical connections, the IDG is
ready for removal. Use a support to relieve any weight on the input shaft and
QAD ring. Loosen the QAD ring tension bolt until the screw head bottoms on
the lug or until the alignment marks align. Take care to remove the IDG in a
straight line. Any binding of the input shaft can damage the IDG input seal.
IDG Installation
Before installation begins check the QAD ring for damage and be sure that the
alignment mark on the QAD ring align. When mating the IDG to the gearbox,
take care not to bump or bind the input shaft. Damage to the input seal can
result. After the IDG is square with the adapter plate, rotate the QAD ring and
engage all the flange lugs. Torquing the tension bolt requires tapping of the
QAD ring with a soft mallet. Be sure to tap only in the area shown in the main-
tenance manual (damage to the QAD ring will result if the tapping is done im-
properly). Check the maintenance manual for the proper torque values and
specific procedures. After the QAD ring is torqued, install the oil lines and elec-
trical connections. Service the IDG and check for proper operation.
For Training Purposes Only

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GENERATOR DRIVE
24−10
For Training Purposes Only

Figure 48 IDG REMOVAL AND INSTALLATION

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AC GENERATION
24−20

24−20 AC GENERATION
ENGINE POWER GENERATION CONTROL
General
Power from each IDG is routed to its respective load bus through the GCB and
to the synch bus through the BTB. The BTBs and GCBs are controlled by their
respective GCUs and the electrical system control panel.
BTB Control
The electrical system control panel contains a bus tie switch for each IDG.
When the switch is selected to ISLN (isolation), the BTB opens and the ISLN
light comes on. With the bus tie switch in AUTO the BTB closes. In the AUTO
position the BTB may open for a fault trip or autoland command.

GCB/GCR Control
The electrical system control panel contains a generator control switch for each
IDG. When the switch is selected off, the generator control relay (GCR) and
GCB are open. The OFF light in the
generator control switch indicates that the GCB is open. When the control
switch is selected on, the GCR closes. When the GCU senses good power
from the IDG, it closes the GCB automatically.
Speed Control
The No. 1 BCU sends a reference frequency to the GCUs. The GCUs monitor
the output frequency of the IDGs and compare it to the reference frequency. A
difference generates a speed command to the IDG. When in a paralleled condi-
tion the GCU monitors real load and uses speed signals to maintain the proper
real load balance with the other IDGs.
For Training Purposes Only

Excitation
Voltage from the PMG is rectified and regulated by the voltage regulator in the
GCU. This voltage is used as excitation by the IDG. The GCU regulates the
excitation to control the voltage and reactive load of the generator.
Drive Disconnect
Pressing the DRIVE DISC switch energizes the disconnect solenoid in the IDG
and trips the generator field relay in the GCU. once disconnected the IDG can
only be manually reconnected on the ground at the IDG.

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AC GENERATION
24−20

AUTO

ISLN

ON

OFF
For Training Purposes Only

DRIVE

Figure 49 ENGINE POWER GENERATION CONTROL

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AC GENERATION
24−20

ENGINE POWER COMPONENTS

The engine power system includes:
− Electrical system control panel
− Generator manual reset panel
− Differential protection current transformers (12)
− Generator control current transformers (GCCT) (4)
− Generator circuit breakers (GCB) (4)
− Bus tie breakers (BTB) (4)
− Generator control units (GCU) (4)
− Integrated drive generators (IDG) (4)
− Lightning protectors (12)
For Training Purposes Only

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AC GENERATION
24−20
For Training Purposes Only

Figure 50 ENGINE POWER COMPONENTS

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AC GENERATION
24−20

AC GENERATOR
The generator portion of the IDG contains three generators in one:
− Permanent magnet generator (PMG)
− Exciter generator
− Main generator
The PMG has six permanent magnets attached to the rotor shaft. They gener-
ate three phase 100 volts ac. This voltage is regulated and rectified to dc in the
GCU and sent back as excitation power to the field of the exciter generator.
The GCU also has a generator control relay (GCR) to turn off the field of the
exciter generator. The armature of the exciter generator generates three phase
ac which is rectified by three rotating diodes. The dc is sent to the field of the
main generator. Three phase, 400 Hz, 120/208 volts ac at 400 Hz is generated
by the main generator.
Three internal current transformers located on the ground side of the main gen-
erator leads are used for:
− Differential fault protection
− Metering (percent load indication)
− Current limiting
− Generator load sensing
For Training Purposes Only

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ELECTRICAL POWER B747−400
AC GENERATION
24−20
For Training Purposes Only

Figure 51 GENERATOR
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AC GENERATION
24−20

GENERATOR CONTROL UNITS

General BITE
Four generator control units (GCU) are in the MEC on the El and E2 equipment BITE circuitry is provided in the GCU to identify a malfunction or failure of the
racks. The GCUs provide control, protection and BITE for their respective gen- electrical system. The BITE system operates in the following modes; BIT,
erator channels. The circuit breaker on the front panel protects internal circuits ground self−test (GST) and power up/replacement test (PURT).
from shorts on control and indication lines. The BIT mode of operation is initiated under two conditions; anytime a protec-
tive trip occurs and periodically (automatically).
Control Functions
GST is initiated by a request from the BCUs (inhibited by airmode).
Each GCU has the following control functions:
PURT initiated automatically when power applied to GCU (inhibited by air-
− BTB
mode).
− GCB
− GCR
− Automatic paralleling
− Auto bus isolation
− Cooling valve
− Anticycling and lockout

Protective Functions
Each GCU has the following protective functions:
− Underspeed
− Overvoltage and undervoltage
− Overfrequency and underfrequency
− Differential fault
− Open phase
− Generator diode
For Training Purposes Only

− Difference current
− Over and under excitation
− Shorted PMG
− Reverse power
− CPU failure

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AC GENERATION
24−20
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Figure 52 GENERATOR CONTROL UNITS

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AC GENERATION
24−20

BTB/GCB POWER BREAKERS

There are four GCBs and four BTBs used to connect engine power to the air-
plane main load buses and the synch bus. They are in the MEC in P514, P614,
P515 and P615.
The breakers are a magnetic latching type and are rated at 275 amperes con-
tinuous or 350 amperes for 15 seconds. Each has a 5000 ampere interrupt ca-
pacity. The breakers take 28 volts dc to energize and to trip. The control sig-
nals to the GCBs and BTBs come from the GCUs. The GCBs and BTBs are
interchangeable with each other and with any of the auxiliary power breakers.
For Training Purposes Only

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AC GENERATION
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Figure 53 BTB/GCB POWER BREAKERS

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AC GENERATION
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GCB CONTROL
General − Last source on logic trip; last source logic trip is received from the BCU
The GCB is controlled by the generator control switch (P5) and the GCU. Plac- for power transfers using the BTB. Last source on is defined as that
ing the generator control switch to OFF automatically trips the GCB. However, power source that was last applied to the airplane. For example:
placing the switch to ON requires certain conditions be met before the GCU − Example 1: with the BTB open and the IDG powering its respective load
closes the GCB. bus placing the APU power on the synch bus makes it the last source
on. Closing the BTB at this time trips the GCB.
GCB Close
− Example 2: with the BTB open and external power powering the synch
Certain conditions must be met for the GCU to close the GCB: bus closing the generator control switch powers its respective load bus
− Generator control switch on and makes it the last source on. Closing the BTB at this time trips off
− GCR closed (no faults) external power.
− No underspeed Trip signals to the GCB also energize the GCB protection relay. This breaks the
close circuit from the GCU.
− Dead load bus or generator voltage, frequency and phase match the
power on the synch bus (auto parallel). Break Power Transfer
− No APB or XPC closed inputs with BTB closed A break power transfer occurs when the XPC or APB are tripped before the
− No inputs from last source on logic GCB is closed. This causes an interruption of power on the synch bus. The
− Good power: voltage between 104.5 and 131 volts sensed at point of break power transfer allows the IDG to power the synch bus when it is unable
regulation (generator side of GCB) and frequency between 370 and 425 to auto parallel with external or APU power. The break power transfer occurs
Hz (input from PMG) when APU or external power are powering the synch bus and:
When these conditions are met, a close signal is sent to the GCB through a − Generator control switch is on
one shot that applies power to the GCB for 300 ms. This close signal is applied − GCR closed (no faults)
to the GCB through the normally closed contacts of the GCB protection relay. − No underspeed
After the GCB closes, a set of auxiliary contacts in the GCB causes the gener-
− BTB is closed
ator off light (P5) to go off. Another set of contacts are used to signal the BCU
to reset the SUSP circuit (two unlike sources paralleled for longer than 120 − 3.5 seconds have elapsed
ms). With the GCB and BTB closed a digital signal is sent to the BCU to trip If the synch bus is powered by another IDG and the oncoming IDG cannot
the XPC or APB that is powering the adjacent synch bus. match the synch bus frequency, the GCB will never close.
For Training Purposes Only

GCB Trip
The GCB trips open for:
− Generator control switch off
− An fault that causes the GCR to trip
− Underspeed
− An XPC or APB closed signal with the BTB closed (APU or external
power no break power transfer logic trip of a GCB)

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AC GENERATION
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Figure 54 GCB CONTROL

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AC GENERATION
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BTB CONTROL
General BTR Trip
The BTB is manually operated with the bus tie switch. Switch operation to the The BTB trips open for:
isolation (out) position opens the BTB and turns on the ISLN light. Pushing the − Load bus fault (differential fault)
switch to AUTO (in) closes the BTB through auto parallel, dead synch bus or
− Synch bus fault
GCB logic. With the BTB closed the ISLN light goes out.
− SUSP with the GCB closed
DTB Close − Over or under excitation: a paralleled condition fault that trips the BTB
The BTB closes when the following conditions are met: first. If the fault continues, it is considered a voltage fault which trips the
− No load bus fault (differential fault) GCR and GCB
− No synch bus faults (differential or negative sequence) − Difference current: generator output differs from the average of the indi-
vidual generators operating in parallel by 35 to 40 amperes
− No SUSP fault with the GCB closed
− Reverse power: prevents the electrical system from motoring the IDG
− No generator power faults (over or under excitation, reverse power, dif-
(8+/1 kw)
ference current, open phase, over or under frequency)
− Open phase: when the lowest phase generator feeder current is less
− No autoland request
than 6+5 amperes and the next lowest is 55+5 amperes or more
− Bus tie switch in AUTO
− Over and under frequency below 370Hz and above 430 Hz
− No adjacent synch bus power, auto parallel conditions met or GCB open.
− Autoland request received once the autoland signal is removed the BTB
If the generator cannot match the synch bus power, a forced transfer will
recloses
not occur and the BTB will not close.
− Bus tie switch to ISLN − with the BTB switch in ISLN a trip signal is sent
Close signals to the BTB are applied through the normally closed contacts of
directly to the BTB and resets internal fault latches in the GCU
the BTB protection relay.
Trip signals to the BTB also energize the BTB protection relay. This breaks the
close circuit from the GCU.

Auto Reclose
Auto reclose of the BTB occurs when automatic tripping of the BTB in any
channel is followed by the automatic tripping of the GCB in the same channel.
For Training Purposes Only

The BTB will not reclose due to the auto reclose logic if the
tripping of the BTB is initiated by load bus faults, synch bus faults, SUSP, auto-
land or by manual operation of the bus tie switch. Reset requires the bus tie
switch to be cycled off then on.

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AC GENERATION
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Figure 55 BTB CONTROL

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AC GENERATION
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EQUALIZING LOOP
In order to provide maximum system capacity and prevent overloading of IDGs
during parallel operation, real and reactive loads must be balanced between
generators. This is done by comparing the real and reactive loads on each gen-
erator with the average load. Each IDG is regulated to this average value.
Load current from each IDG is sensed by a coil in a generator control current
transformer (GCCT). The real/reactive load coils in each GCCT are connected
in series to form an equalizing loop. This loop carries the average load current
of all the generators operating in parallel. Generator control units (GCU) sense
the difference in the average loop current and the individual IDG current. The
GCU circuits separate the real and reactive components of the load current to
provide torque and excitation control of the IDG.
Three other equalizing loops are used;
over−excitation and under−excitation protection,
over−frequency and underfrequency protection, and
difference current protection.
The protective loops provide an out−of−balance indication to the GCU.
When an IDG is not operating in parallel, auxiliary contacts in the open BTB or
GCB short the sensing loops in the GCCT. Auxiliary contacts of the SSB split
the loop if the SSB is open.
The example shown uses a 10 to 1 ratio in the GCCT. A total reactive load of
210 amperes is supplied from the four parallel IDGs. The average current in
the equalizing loop is 21/4 or 5.25 amperes. If 2 amperes are sensed in the
current loop of IDG 1, the differential current of 3.25 amperes is sensed by
GCU 1. This results in more excitation to the IDG so it carries more of the reac-
tive load. In GCU 2 the differential current is in the reverse direction. This re-
sults in less excitation to IDG 2.
For Training Purposes Only

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AC GENERATION
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Figure 56 EQUALIZING LOOP

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AC GENERATION
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GCR AND VOLTAGE CONTROL

General The GCR is automatically tripped for any one of the following faults:
Three phase, 100 volts ac is generated by the PMG and delivered to the GCU − SPMG (short on PMG)
for: − Overvoltage
− Voltage regulation − Undervoltage
− Internal power supplies − Differential fault
− Frequency indication (metering) − Overfrequency
− Frequency sensing (over/under frequency protection) − Underfrequency
− Field current (excitation) − Generator diode failure
Power to the GCU comes from three possible sources. This insures that the − Open phase
bus protection circuits inside the GCU are powered anytime the bus is pow-
− GCU internal failure
ered.
To reset the field after a fault trip occurs, requires the GCB switch be cycled to
− PMG voltage
the off position then back to the on position.
− Main hot battery bus (battery switch on)
− DC ground handling bus

Voltage Regulation
PMG voltage is sent to the GCR. With the GCR closed PMG voltage is applied
to the voltage regulator. The voltage regulator rectifies and regulates the PMG
voltage to a pulsating dc current.
GCR Control
The GCR is inside the GCU and is a latching type relay with a trip and a close
coil. opening and closing this relay controls the generator output by removing
or applying voltage to the voltage regulator. The GCR is manually controlled by
the:
For Training Purposes Only

− Generator control switch

− Field reset switch
− Fire switch
− Drive disconnect switch
Note that the control function of the generator field reset switch is active only
when the generator control switch is off.

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AC GENERATION
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Figure 57 GCR AND VOLTAGE CONTROL

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AC GENERATION
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DIFF. PROTEC. CURRENT TRANSFORMERS

GENERATOR CONTROL CURRENT TRANSFORMERS
General
General
The airplane is equipped with three differential protection current transformers
The airplane is equipped with four generator control current transformers (DPCT) for each generator channel. The DPCTs provide the GCUs with infor-
(GCCT). The GCCTs provide the GCUs with information required for control mation required for control and protection. They are in the generator power
and protection. They are in the generator power centers, P515, P615, P514 centers, P514, P515, P614 and P615.
and P614.
Operation
Operation
The ac power lines are installed through the holes in the DPCT. During system
The generator feeders are installed through the holes in the GCCT. During sys- operation the coils within the DPCT produce a current Proportional to the cur-
tem operation the coils within the GCCTs produce a current proportional to the rent flowing through the power lines. This induced current is used by the GCU
current flowing through the feeders. This induced current is used, by the GCU for:
for:
− Open phase protection
− Over/under excitation protection
− Differential fault protection
− Difference current protection
− Reverse power protection Characteristics
− Real/reactive load control Each transformer assembly consists of toroidal shaped cores with secondary
winding wires connected to an output connector. Main ac feeder lines are
− Over/under frequency protection (Real load sensing bias)
routed through the large holes in the transformer and become the primary
Characteristics winding for each transformer core. The turns ratio of all the windings is 1000 to
Each transformer assembly consists of toroidal shaped cores with secondary 1. If the primary winding (feeder lines) carries 115 volts ac unloaded, secondary
winding wires connected to an output connector. Main ac feeder lines are winding voltages could reach 115,000 volts with the connector off. Normally
routed through the large holes in the transformer and become the primary secondary voltages are very low due to low resistance paralleled secondary
winding for each transformer core. The turns ratio of all the windings is 1000 to loads.
1. If the primary winding (feeder lines) carries 115 volts ac unloaded, secondary
winding voltages could reach 115,000 volts with the connector off. Normally
secondary voltages are very low due to low resistance secondary loads.
For Training Purposes Only

WARNING: DO NOT DISCONNECT THE TRANSFORMER OUTPUT

CONNECTION WITH THE FEEDER LINES POWERED. THE
POTENTIALLY HIGH VOLTAGES COULD DAMAGE THE
TRANSFORMER OR RESULT IN INJURY TO PERSONNEL.

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GENERATOR CONTROL DIFFERENTIAL PROTECTION

CURRENT TRANSFORMER CURRENT TRANSFORMER

Figure 58 GCCT & DPCT

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AC GENERATION
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AUTOMATIC CONTROL, PROTECTION, AND REGULATION

General Bus Control Unit :
The generator control unit (GCU), auxiliary generator control unit (AGCU), and S monitors the synchronizing bus, utilizing inputs provided by the GCUs, AG-
the bus control unit (BCU) monitor the entire electrical power generating sys- CUs, GPCTs and DPCTs to provide control and protection for the electrical
tem from inputs provided by the generator control current transformers power generating system.
(GCCTs), differential phase current transformers (DPCTs), and the ground S also performs the no−break power transfer, load management, and sync
power current transformers (GPCTs). The inputs provided by the CTs enable bus paralleling.
the GCUs, AGCUs, and BCUs to monitor, regulate, control, and protect the
S also contains built−in test equipment (BITE) circuitry used for electrical
electrical power generating system automatically.
power generating system fault isolation.
Generator Control Unit S The parameters and system status information is transmitted from each
S provides system protection and control, voltage regulation, and speed con- BCU on the ARINC 429 bus to the engine indication and crew alert system
trol for its associated integrated drive generator (IDG). (EICAS) and the central maintenance computer system (CMCS) by way of
the EFIS/EICAS interface unit (EIU).
S monitors and controls its respective IDG and operates in conjunction with
the BCUs, GCCTs, and the DPCTs for protection. The BCUs are identical and are interchangeable.
S also provides excitation to the IDG for voltage regulation, compares IDG
frequency to a reference frequency from the BCU for speed control, isolates
generator faults, and controls the GCB and BTB to protect the electrical
power generating system.
The GCUs are identical and are interchangeable.
Auxiliary Generator Control Unit
S The AGCU provides system control, protection, and voltage regulation for
its associated APU generator.
S The AGCU monitors and controls its respective APU generator utilizing
POR voltage and the DPCTs.
S The AGCU controls the APB to apply APU generator power to the syncro-
For Training Purposes Only

nizing bus or to remove the power when a fault causes a protective trip.
S The AGCU also functions as an interface between the BCU and the APU
generator.
The AGCUs are identical and are interchangeable.

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AC GENERATION
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LEFT SYNC BUS RIGHT SYNC BUS

SSB

APB BTB BTB BTB BTB APB

AUTO AUTO AUTO AUTO
w w w w
ISLN ISLN ISLN ISLN
a a a a

BUS TIE BUS TIE BUS TIE BUS TIE

APU
APU AC BUS 4
AC BUS 1 AC BUS 2 AC BUS 3 GEN 2
GEN 1

GCB GCB GCB GCB

ON ON ON ON
w w w w
OFF OFF OFF OFF
a a a a
A A
V V
A ON A ON
I
L
GEN CONT GEN CONT GEN CONT GEN CONT I
Lw w
w w

APU GEN 1 APU GEN 2

AGCU GCU w GCU w w GCU w GCU AGCU

1 1 DRIVE
a 2 DRIVE
a
DRIVE
a
3
DRIVE
a 4 2
DRIVE DISC DRIVE DISC DRIVE DISC DRIVE DISC

FIELD FIELD FIELD FIELD FIELD

FIELD
OFF OFF OFF OFF OFF OFF w
w w w w w

GEN FIELD IDG GEN FIELD IDG GEN FIELD GEN FIELD IDG GEN FIELD IDG GEN FIELD
MAN RESET 1 MAN RESET 2 MAN RESET MAN RESET 3 MAN RESET 4 MAN RESET
For Training Purposes Only

BCU BCU
1 2

OPEN
w
SPLIT SYSTEM
BREAKER

Figure 59 Control/ Protection Units

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AC GENERATION
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GENERATOR POWER INDICATION

General
Voltage, frequency and percent load indications are sensed by each GCU and
sent to both BCUs on an ARINC 429 bus. Both BCUs relay this information to
the EIUs. The EIUs process only No. 1 BCU information unless a fault is
sensed with the BCU. If this happens, No. 2 BCU information is used.
Voltage
Voltage is sensed by the GCU at the point of regulation (IDG side of the GCB).
All three phases are sensed but only the highest phase voltage is displayed.
Frequency
Three−Phase voltage is sent to the GCU from the PMG. The GCU uses A−
phase to determine frequency. This is then transmitted to the BCUs.
Percent Load
Percent load indication is determined by sensing total current flow in all three
phases of the IDG. The CTs inside the IDG provide this information to the
GCU. The GCU then sends this to the BCUs. The load is displayed as a per-
cent of 250 amperes.
For Training Purposes Only

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AC GENERATION
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Figure 60 GENERATOR POWER INDICATION

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ELECTRICAL POWER MAINTENANCE PAGE

General DC Current
Electrical parameters for ac volts, frequency, ac load, dc volts, dc amps and DC amperes for the main battery, dc buses 1 thru 4, and the APU battery are
the IDG outlet and rise temperatures are presented for display. displayed in units of amperes. The annunciations CHG and DIS are displayed
All electrical information is received by the EIU on an ARINC 429 data bus from to indicate charging or discharging conditions.
the Bus Control Unit. TR units normal range: 0 - 75A
AC Volts The output voltage of the TRUs is not regulated. The output voltage will go up
and down with the input voltage. When external power 1 and 2 are used and if
AC voltages for generators 1 thru 4, APU generators 1 and 2, and external
the voltages of the left and right AC busses are different the current of the
power inputs 1 and 2 are displayed in units of volts.
TRUs will be different.
Voltage indications are C phase for the APU. For IDG and external power volt-
age, the highest phase voltage is displayed.
Normal range: 115+/- 5VAC Integrated Drive Generator (IDG) Outlet Temperature
IDG outlet temperature is displayed for IDG buses 1 thru 4 in units of °C (Cel-
Frequency
sius).
Frequency for generators 1 thru 4, APU generators 1 and 2, and external
Normal range: 80−110°C
power inputs 1 and 2 is displayed in units of hertz.
142°C Advisory level
Normal range: 400+/- 4Hz
185°C Caution Level
AC Load Open sensor: 230°C
AC load for generators 1 thru 4, APU generators 1 and 2, and external power If the cooler valve fails in flight in open position the oil temperature will drop to
inputs 1 and 2 is displayed in units of percent rated load current. 60 degrees celsius.
For percent load indications the phase with the highest current is displayed and
represents a percent of 250 amperes.
1.00 = 100% load=250A Integrated Drive Generator (IDG) Rise Temperature
IDG rise temperature is displayed for IDG buses 1 thru 4 in units of °C (Cel-
DC Volts sius).
For Training Purposes Only

DC voltages for the main battery, DC buses 1 thru 4, and the APU battery are Normal range: 8−11°C
displayed in units of volts. Open sensor: blank
TR units nominal voltage: 28VDC After engine shutdown - 8°C indication may appear (Inlet temperature higher
Bat.Charger (charge mode): 18.5 –36 VDC than outlet temperature). Later it will go to 0°C.
(TR Mode): 27,5 VDC

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AC GENERATION
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ELECTRICAL AUTO

1 2 3 4
AC VOLTS EXT 1 APU 1 APU 2 EXT 2
AC-V 0 0 115 115 115 115 0 0
FREQUENCY FREQ 0 0 400 400 400 400 0 0

AC LOAD LOAD 0.00 0.00 0.25 0.28 0.27 0.28 0.00 0.00
MAIN BAT APU BAT
DC VOLTS DC-V 28 28 28 28 28 28

DC-A CHG 35 35 32 34 35 DIS 32

DC AMPS

IDG OUTLET IDG OUT.TEMP 65 175 100 230

TEMPERATURE
IDG RISE TEMP 8 12 8
IDG RISE
TEMPERATURE
For Training Purposes Only

GEN 2 DRIVE DATE 02JUN02 UTC 18:54:04

Figure 61 ELECTRICAL POWER MAINTENANCE PAGE

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AC GENERATION
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LIGHTNING PROTECTORS
Lightning protectors are used to protect the electrical system from transients
caused by lightning strikes. There are three for each generator channel. The
protectors are in P514, P614, P515 and P615.
The lightning protectors prevent equipment damage from induced transient
voltages exceeding 252 volts. These transient voltages are grounded through
the lightning protectors. The lightning protectors are connected from the load
side of the GCBs to ground on all three phases. A one−ampere circuit breaker
is in series with each lightning protector to prevent a single lightning protector
failure (short to ground) from disabling the respective load bus.
For Training Purposes Only

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Figure 62 LIGHTNING PROTECTORS

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SPLIT SYSTEM BREAKER CONTROL

Manual Operation SSB Trip
The split system breaker (SSB) is manually controlled with the SSB control The SSB is tripped automatically when:
switch. The switch is a guarded, momentary type switch located on the genera- − No break power transfer (NBPT) logic trip the SSB under certain electri-
tor manual reset panel in the flight deck. Each operation of the switch alter- cal system configurations.
nately opens and closes the SSB. The control features of the switch are inhib-
− Separate external, APU or unlike power sources try to power both sides
ited when the BCUs are in air mode or any combination of separate external,
of the synch bus at the same time.
APU or unlike power is on both sides of the synch bus.
− Opposite BCU loses power. This would result in a loss of protection to
Manual control is also limited with IDG power on both sides of the synch bus.
one side of the synch bus.
Toggling the SSB switch opens the SSB, but it will reclose automatically when
auto parallel is complete. − Either BCU senses a negative sequence or differential fault on the synch
bus. ’The fault is reset when: IDG power is on both sides of the synch
SSB Close bus and auto parallel conditions have been met; the SSB switch is
The SSB automatically closes when any of the following conditions exist: cycled; or power is removed from the airplane (the first source back on
will reset the fault)..
− First source on the synch bus
− A close command from the No. 1 BCU (A close signal generated by No. Indication
1 SSB position is indicated by a light just below the SSB control switch. The light
BCU is sent to the No. 2 BCU and the No. 2 BCU closes the SSB) is on when the SSB is open. The light is controlled by a set of auxiliary contacts
− IDG power is on both sides of the synch bus and auto parallel conditions in the SSB.
have been met.
− When one−half of the synch bus goes dead after both halves were pre-
viously powered except as a result of a synch bus fault, break power
transfer, or the SSB control switch.
The close signal is applied to the SSB through the normally closed contacts of
the SSB protection relay.
For Training Purposes Only

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Figure 63 SPLIT SYSTEM BREAKER CONTROL

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POWER TRANSFER SUMMARY

This chart summarizes all power transfers to sources on the left side. The chart
shows contactors or breakers tripped during normal no break power transfers
and non−normal break power transfers.
For Training Purposes Only

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Figure 64 POWER TRANSFER SUMMARY

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APU POWER SOURCES

The airplane is equipped to accomodate two possible APU power sources
while on the ground.
APU power is supplied by two APU driven generators on the APU load gear-
box. Both APU generators deliver 400 Hz, 3 phase, 115 volts ac and are rated
at a maximum of 90 kva. The generator feeders are made up of AWG 0 copper
in the APU compartment and spliced to AWG 00 aluminum forward of the APU
firewall. The AWG 00 aluminum feeders are routed to the main equipment cen-
ter where they terminate at their respective auxiliary power breakers (APB) in
P714 and P715.
For Training Purposes Only

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Figure 65 APU POWER SOURCES

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APU POWER NO BREAK POWER TRANSFER

General
The electrical system is capable of a no break power transfer (NBPT). A NBPT
is a change of an ac power source without the momentary interruption of
power. To accomplish this requires that unlike power sources be momentarily
paralleled. All power transfers between engine generators, APU generators and
external power are no break power transfers. The only situations which result in
power interruptions occur when two external power sources or two APU gener-
ators are applied to an unpowered airplane. If one external power source is
powering all buses and then the second external source is selected, the SSB
opens before the second XPC closes causing a momentary power interruption.
Similarly, if an APU generator is powering all buses and the second APU gen-
erator is selected, a momentary power interruption occurs. The two BCUs have
the primary responsibility for NBPT.

Power Configurations
Before applying APU power to the airplane the NBPT logic in the BCUs deter-
mine the power configuration of the synch bus. The seven possible power con-
figurations of the synch bus are:
− Dead (no power)
− Adjacent external power
− Adjacent IDG
− Opposite external power with SSB closed
− Opposite IDG with SSB closed
− Adjacent and opposite IDG
− Opposite APU generator with SSB closed
For Training Purposes Only

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Figure 66 APU POWER NO BREAK POWER TRANSFER

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APU GENERATOR INSTALLATION

Each APU generator is held in contact with the APU load gearbox with a quick
attach detach (QAD) ring or clamp. An adapter plate is mounted to the gearbox
pad with machine screws. The QAD ring draws the generator toward the plate
as the ring is tightened because of the inclined surface on the ring and adapter
plate.
Before installing the generator a new lubricated O−ring should be installed.
Special care should be taken to insure that the index pin is mated properly with
the generator index pin hole before torquing the ring. It is possible to install the
QAD ring even if the index pin is not in the hole.
For Training Purposes Only

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AC GENERATION
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For Training Purposes Only

Figure 67 APU GENERATORS INSTALLATION

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GENERAL
24−00

APU POWER GENERAL OPERATION

General
Three phase, 400 Hz ac power is supplied to the airplane by two APU driven
generators. Before the power is connected to the airplane systems, two auxil-
iary generator control units (AGCU) monitor the power to insure it is at the
proper voltage and frequency. When the AGCUs are satisfied that the power is
good, they signal the BCUs to turn on the two APU generator AVAIL lights on
the electrical system control panel in the flight deck.

Ground Handling Bus

When the No. 1 BCU turns on the APU generator AVAIL light, it also energizes
the ground handling relay (GHR) to power the ground handling bus (GHB).
Cargo loading, cleaning outlets and fueling are some of the systems on the
GHB.

Ground Service Bus

At the flight attendants number two left door is the ground service switch. op-
eration of this switch signals the No. 1 BCU to energize the ground service re-
lays to power the ground service bus (GSB). This does not occur if ac bus No.
1 is powered or external power No. 1 is available.
APU Power
There are two momentary switches labeled APU GEN 1 and APU GEN 2 on
the electrical system control panel. Pressing APU GEN 1 signals BCU 1 to
send a close signal to AGCU 1 to close its associated auxiliary power breaker
(APB). The ON light in the switch comes on and the AVAIL light goes off. BCU
2 closes the SSB at this time if no other power is on the synch bus. APU gen-
erator No. 1 is now powering the airplane. Pressing APU GEN 2 signals BCU 2
For Training Purposes Only

to send a close signal to AGCU 2. However, BCU 2 first trips the SSB and then
signals AGCU 2 to close its associated APB. The ON light in the switch comes
on and the AVAIL light goes off. APU GEN 1 is now powering the left side of
the synch bus and APU GEN 2 the right.
Pressing the APU GEN switch with the APB closed, causes the BCU to send
an open command to the AGCU and APB. After receiving the open command,
the AGCU also sends an open command to the APB. Either open command
opens the APB.
Fault trip signals to the APB can come from either the BCU or AGCU depend-
ing on the reason for the trip.

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GENERAL
24−00
For Training Purposes Only

Figure 68 APU POWER GENERAL OPERATION

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GENERAL
24−00

APU POWER COMPONENTS

The APU power system components are in the MEC, flight deck and in the
APU compartment in the tail. The APU power system includes:
− APU generators (2)
− Generator manual reset panel’
− Electrical system control panel
− Current transformers (5)
− Auxiliary power breakers (2)
− Bus control units (2)
− Auxiliary generator control units (2)
For Training Purposes Only

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GENERAL
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Figure 69 APU POWER COMPONENTS

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AC GENERATION
24−20

APU GENERATORS
General APU GENERATOR INSTALLATION
There are two interchangeable generators mounted to the forward face of the
Each APU generator is held in contact with the APU load gearbox with a quick
APU load gearbox. Each supplies the airplane on the ground with ac power up
attach detach (QAD) ring or clamp. An adapter plate is mounted to the gearbox
to 90 kva. The generator contains three generators in one:
pad with machine screws. The QAD ring draws the generator toward the plate
− Permanent magnet generator (PMG) as the ring is tightened because of the inclined surface on the ring and adapter
− Exciter generator plate.
− Main generator Before installing the generator a new lubricated O−ring should be installed.
Special care should be taken to insure that the index pin is mated properly with
Characteristics the generator index pin hole before torquing the ring. It is possible to install the
Both APU generators are manufactured by Bendix and have the following char- QAD ring even if the index pin is not in the hole.
acteristics:
− Weight, 68 lbs
− Rated voltage (line−to−neutral), 120 Vac
− Rated voltage (line−to−line), 208Vac
− Phase, 3
− Frequency, 380−420 Hz
− Rated speed, 7600−8400 rpm
− Rated load (continuous), 90 kva

Operation
Six permanent magnets attached to the rotor shaft generate three phase, 80
volts ac (at zero load). This voltage is rectified and regulated in the AGCU and
then sent back to the generator exciter field as dc. The armature of the exciter
generator generates three phase ac which is rectified by three rotating diodes
inside the generator. The resultant dc is sent to the field of the main generator.
For Training Purposes Only

Three phase, 400 Hz, 120/208 volts ac is generated by the main generator.
A current transformer is on each phase of the ground side of the main genera-
tor leads. These are used for differential protection sensing and for monitoring
the total current output of the generator.

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AC GENERATION
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Figure 70 APU GENERATORS & INSTALLATION

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AC GENERATION
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APU POWER CURRENT TRANSFORMERS

General
The current transformers (CT) associated with APU power are in P714 and in
P715. The CTS are used for:
− Metering (information sent to BCUs for percent load indications on EI-
CAS, Sundstrand CTs)
− Load reduction (information sent to BCUs for load reduction circuits,
Sundstrand CTs)
− Differential fault protection (information used by the AGCUs, Bendix CTs)
In addition each APU generator has one CT inside the generator for differential
fault protection.
Characteristics
There are two different types of CTs associated with the APU power system.
one is made by Sundstrand and the other by Bendix. Each transformer assem-
bly consists of toroidal shaped cores with secondary winding wires connected
to an.
output connector. Main ac feeder lines are routed through the large holes in the
transformer and become the primary winding for each transformer core. The
turns ratio of all of the windings of the Sundstrand transformers is 1000 to 1.
The Bendix CTs are 500 to 1. If the primary winding (feeder line) carries 115
volts ac unloaded, secondary winding voltages could reach 115,000 volts with
the connector off. Normally secondary voltages are very low due to low resist-
ance secondary loads.
WARNING: DO NOT DISCONNECT THE TRANSFORMER OUTPUT
CONNECTION WITH THE FEEDER LINES POWERED. THE
For Training Purposes Only

POTENTIALLY HIGH VOLTAGES COULD DAMAGE THE

TRANSFORMER OR RESULT IN INJURY TO PERSONNEL.

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AC GENERATION
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Figure 71 APU POWER CURRENT TRANSFORMERS

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AC GENERATION
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APU POWER INDICATION

Three−phase voltage is sensed by the AGCUs at the point of regulation (APU
generator side of APB). The BCUs sample C-phase from inside the AGCUs to
determine voltage and frequency for display.
Three−phase current is sensed by the CT and sent directly to the BCUs for
percent load indications. The load is displayed as a percent of 250 amperes.
The BCUs share this information with each other over an ARINC 429 bus. The
EIUs process only No.1 BCU information unless a fault is sensed with the
BCU. If this happens, No.2 BCU information is used.
For Training Purposes Only

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AC GENERATION
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Figure 72 APU POWER INDICATION

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AC GENERATION
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Protection Functions
BUS CONTROL UNITS Each BCU has the following protective functions:
General − Ground power over/under voltage
Two 28 volt dc powered bus control units (BCU) are in the MEC on the E−1 − Ground power over/under frequency
and E−2 equipment shelves. The units are identical and interchangeable. The − Ground power phase rotation
BCUs monitor their respective external power and APU power channels and − Ground power plug fault
the airplane electrical system to provide control and protection. Circuit breakers − Synch bus negative sequence voltage
on the front panel protect internal circuits from shorts on control and indication
lines. − Synch bus differential fault
The BCUs control the XPCs, APBs and SSB. They are also the primary com- − Sustained unlike source protection
munication link between the electrical system and the EFIS/EICAS interface − CPU failure
units (EIU). − BCU power supply failure
Control Functions − APU generator bearing failure
Each BCU has the following control functions: AUXILIARY GENERATOR CONTROL UNITS
− Ground power
− APU interface signals General
− APU generator interface Two auxiliary generator control units (AGCU) are in the MEC on the El and E2
equipment racks. They function as voltage regulators and interface units be-
− APU generator field
tween the BCUs, APU generators and APBs.
− Auxiliary (APU) generator control unit (AGCU) interface signals
− APB Control Functions
− XPC Each AGCU has the following control functions:
− SSB − Generator field control and indication
− Anticycling and lockout functions − APB control
− Master frequency reference − APU generator power ready
− No−break power transfer − Auto paralleling
For Training Purposes Only

− Ground service and ground handling bus − Anti−cycling

− Load management Protective Functions
− Autoland control (electrical system) Each AGCU has the following protective functions:
− DC and standby systems interface − Underspeed − Overvoltage
− Instrument bus voltage sensing unit (IBVSU) interface − Undervoltage
− System BITE − Differential fault
− Interface with the EIU and CMC − Overcurrent

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AC GENERATION
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Figure 73 BCU & AGCU

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AC GENERATION
24−20

BUS CONTROL UNITS

General Protection Functions
Two 28 volt dc powered bus control units (BCU) are in the MEC on the E−1 Each BCU has the following protective functions:
and E−2 equipment shelves. The units are identical and interchangeable. The − Ground power over/under voltage
BCUs monitor their respective external power and APU power channels and
− Ground power over/under frequency
the airplane electrical system to provide control and protection. Circuit breakers
on the front panel protect internal circuits from shorts on control and indication − Ground power phase rotation
lines. − Ground power plug fault
The BCUs control the XPCs, APBs and SSB. They are also the primary com- − Synch bus negative sequence voltage
munication link between the electrical system and the EFIS/EICAS interface − Synch bus differential fault
units (EIU).
− Sustained unlike source protection
Control Functions − CPU failure
Each BCU has the following control functions: − BCU power supply failure
− Ground power − APU generator bearing failure
− APU interface signals
− APU generator interface
− APU generator field
− Auxiliary (APU) generator control unit (AGCU) interface signals
− APB
− XPC
− SSB
− Anticycling and lockout functions
− Master frequency reference
− No−break power transfer
For Training Purposes Only

− Ground service and ground handling bus

− Load management
− Autoland control (electrical system)
− DC and standby systems interface
− Instrument bus voltage sensing unit (IBVSU) interface
− System BITE
− Interface with the EIU and CMC

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AC GENERATION
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Figure 74 BUS CONTROL UNITS

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AC GENERATION
24−20

AGCU OPERATION
General
The two auxiliary generator control units (AGCU) in the MEC function as volt-
age regulators, generator controllers and interface units between the BCUs,
APU generators and APBs.

Voltage Regulation
Three−phase 80−volt ac is generated by the PMG and delivered to the AGCU.
The PMG voltage is rectified by a TRU for use by internal control Circuits and
the APB. PMG voltage is sent to the generator control relay (GCR). With the
GCR closed three−phase ac is applied to a field current regulator circuit which
rectifies it to a pulsating dc. The pulsating dc is applied to the exciter generator
which supplies the main generator field. The main generator develops the
three−phase, 400 Hz, 115 volts ac. A voltage sensing circuit inside the AGCU
samples the voltage and controls the field current regulator to maintain the
proper voltage output of the generator.
GCR Control
The GCR inside the AGCU is a latching type relay with a trip and close coil.
Operation of the relay controls the generator output by controlling voltage to
the field current regulator. The relay is tripped by internal protective circuits, the
flight deck fire switch and the BCU. Closing the GCR can be accomplished by
momentarily closing the APU generator field switch on the generator manual
reset panel. Each operation changes the position of the GCR. The trip/close
logic in the BCU sends a close signal to the AGCU, and if no faults exist, the
AGCU closes the GCR. Activating the field switch again trips the GCR. A GCR
trip signal can be generated by:
Under voltage not caused by under speed or GCR tripped Over voltage Fire
For Training Purposes Only

switch operation APU generator bearing failures: 5−minute time delay (Reset
with field switch) APU generator field switch

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AC GENERATION
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Figure 75 AGCU OPERATION

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AC GENERATION
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APU GENERATOR AVAILABLE LIGHT

General
The APU generator AVAIL lights are on the electrical system control panel in
the flight deck. The two lights, one for APU generator No. 1 and one for APU
generator No. 2, indicate when APU power quality is within frequency and volt-
age limits and the APB is not closed.
Operation
The AGCUs will generate a power ready signal when:
− APU speed is above 95%
− Voltage is 104 to 130 volts ac
− No trip signals to the GCR
After the BCUs receive the power ready signal, the power available driver turns
on the APU generator AVAIL lights. R230 in P414 inhibits the lights when the
airplane is in flight.
For Training Purposes Only

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AC GENERATION
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For Training Purposes Only

Figure 76 APU GENERATOR AVAILABLE LIGHT

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AC GENERATION
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AUXILIARY POWER BREAKER CONTROL

General
Two auxiliary power breakers (APB) connect APU generator power to the air-
plane synch bus. They are in P714 and P715 in the MEC. The components
associated with control of the APBs are:
− AGCU’s (2)
− BCU’s (2)
− APU generator switches (2)
− APB close protection relays (2)

APB Close
Alternately pressing the APU generator switch generates an APB close or APB
trip command. The trip/close logic will not accept any new switch commands
until the last command given is completed (APB opened/closed) or 4.5 seconds
have elapsed. With a close command from the trip/close logic, a power ready
signal from the AGCU and no air mode inhibit, the BCU generates a close APB
command.
The close APB signal is then applied to the no break power transfer logic.
The BCU then closes the APB close protection relay, sends a close APB signal
to the AGCU. When the AGCU determines the generator is ready to parallel or
the bus is dead, it closes the APB.
When the APB closes, auxiliary contacts in the APB turn on the APU GEN ON
light. The light is inhibited when the airplane is in flight.

APB Trip
Trip signals to open the APB can be generated by either the BCU or AGCU.
The AGCU trip signals are:
For Training Purposes Only

− Underspeed
− GCR trip signal
BCU trip signals are:
− Synch bus faults
− CPU failure (BCU internal failure)
− Sustained unlike source protection
− Trip logic (power transfer complete, last source on, bearing failure)
− Loss of APU power ready signal

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AC GENERATION
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Figure 77 AUXILIARY POWER BREAKER CONTROL

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AC GENERATION
24−20

AC STANDBY POWER
The ac standby power system provides power to flight critical loads in the event
of a loss of airplane electrical power. The system consists of a transfer relay,
ac standby bus, static inverter and control switch. The flight critical loads are
connected to the ac standby bus which receives power from either ac bus 3 or
the static inverter. The static inverter is manually controlled by the standby
power switch on the electrical system control panel in the flight deck.

OPERATION
General
The ac standby power system is controlled manually or automatically depend-
ing upon the position of the standby power switch. The static inverter is always
powered but is not always on. When commanded on, the static inverter powers
the ac standby bus.
Automatic Operation
With ac bus 3 powered and the standby power switch in AUTO the standby
power transfer relay is energized. This connects ac bus 3 to the ac standby
bus. Another set of contacts in the relay places a ground on the remote control
lead of the static inverter keeping it turned off.
If ac bus 3 loses power, the standby power transfer relay de−energizes. This
connects the ac standby bus to the output of the static inverter and removes
the ground from the remote control lead. The static inverter comes on and sup-
plies 115 volts ac power to the ac standby bus.
Manual Operation
Placing the standby power switch to OFF keeps a ground on the remote control
lead; therefore, keeping the static inverter turned off.
For Training Purposes Only

Placing the standby power switch to BAT de−energizes the standby power
relay, turns on the static inverter and transfers the inverter’s 28 volts dc input
power. Under normal conditions R7224 is energized supplying the static in-
verter from dc bus 3. With the standby power switch in BAT R7224 de−ener-
gizes and R7223 energizes connecting the inverter to the main hot battery bus.
Battery power is now powering the static inverter, and the static inverter is pow-
ering the ac standby bus.

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AC GENERATION
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Figure 78 AC STANDBY POWER OPERATION

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AC GENERATION
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Figure 79 STATIC INVERTER

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SEE A
TOWING STATIC
INVERTER
MAIN STATIC 1
INVERTER
For Training Purposes Only

1 AIRPLANES WITH TOWING

STATIC INVERTER

E−30 EQUIPMENT RACK

A

Figure 80 Main/ Towing Static Inverter Location

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AC GENERATION
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AC STANDBY POWER
The ac standby power system provides power to flight critical loads in the event Note:
of a loss of airplane electrical power. The system consists of a transfer relay, When ground service power is connected the battery charger will supply the
ac standby bus, static inverter and control switch. The flight critical loads are main battery hot bus.
connected to the ac standby bus which receives power from either ac bus 3 or
When ac bus3 is lost the dc bus3 may be supplied by other TR units.
the static inverter. The static inverter is manually controlled by the standby
power switch on the electrical system control panel in the flight deck. Manual Operation
Main Static Inverter Placing the standby power switch to OFF keeps a ground on the remote control
lead; therefore, keeping the static inverter turned off.
The function of the main static inverter is to convert 28−volt dc power from the
main battery to 115−volt, single phase, 400 Hz ac power. The main static in- Even if the whole electrical network is supplied the standby bus is off when the
verter is rated at 1 kva, 0.75 to unity power factor for an input voltage range standby power switch is in OFF position.
from 18.0−36.0 volts dc. The output voltage is 115 5 volts ac at 400 5 Hz Placing the standby power switch to BAT de−energizes the standby power
for 0−100 percent load range. The inverter is capable of supplying 100 percent relay, turns on the static inverter and transfers the inverter’s 28 volts dc input
rated load continuously with normal convection cooling. The inverter cannot be power. Under normal conditions R7224 is energized supplying the static in-
damaged when its output terminals are continuously short circuited. It is self− verter from dc bus 3. With the standby power switch in BAT R7224 de−ener-
protected by an internal current limiting circuit that limits the output current to gizes and R7223 energizes connecting the inverter to the main hot battery bus.
approximately 34 amps. Battery power is now powering the static inverter, and the static inverter is pow-
ering the ac standby bus.

OPERATION Caution:
The battery chargers will be turned off. The batteries will discharge even if the
General
whole electrical network is supplied. An advisory message will appear on upper
The ac standby power system is controlled manually or automatically depend- EICAS.
ing upon the position of the standby power switch. The static inverter is always
powered but is not always on. When commanded on, the static inverter powers
the ac standby bus.
Automatic Operation
For Training Purposes Only

With ac bus 3 powered and the standby power switch in AUTO the standby
power transfer relay is energized. This connects ac bus 3 to the ac standby
bus. Another set of contacts in the relay places a ground on the remote control
lead of the static inverter keeping it turned off.
If ac bus 3 loses power, the standby power transfer relay de−energizes. This
connects the ac standby bus to the output of the static inverter and removes
the ground from the remote control lead. The static inverter comes on and sup-
plies 115 volts ac power to the ac standby bus.

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AC GENERATION
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FROM MAIN BATTERY

MAIN HOT
BATTERY BUS

MAIN BATTERY
FROM MAIN BATTERY CHARGER RELAY
REMOTE
CONTROL
ON
(GND=OFF)
28V DC
OFF 115V AC
BATTERY
MAIN STATIC
ON w INVERTER
OFF a BATTERY
TRANSFER 115V AC
RELAY BUS 3
AC 3 AC STANDBY
STBY BUS
DC BUS PWR 6B24
NO. 3
STBY XFR
FROM TRU 3 RELAY
1
P6 STANDBY
SINGLE TRU POWER
OPERATION TRANSFER
RELAY RELAY
FROM OTHER TRU’S

DC VOLTAGE
SENSE RELAY

CAPT IBVSU 2
For Training Purposes Only

STANDBY POWER 1 SINGLE TRU RELAY ENERGIZES

AUTO WHEN IN SINGLE TRU OPERATION
OFF BAT
2 CAPTAIN IBVSU CONTACT OPEN
WHEN POWER ON AC BUS 3 VOLTAGE
IS BELOW 97 2V AC

Figure 81 Main Static Inverter

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Figure 82 STATIC INVERTER

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AC GENERATION
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P6 POWER DISTRIBUTION PANEL

DC VOLT SENS
RELAY (R7228)

STANDBY POWER
TRANSFER RELAY
(R7227)

STANDBY POWER
TRANSFER RELAY
DC VOLTAGE
SENSING
RELAY
For Training Purposes Only

Figure 83 Standby Power Relays

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AC GENERATION
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APU STATIC INVERTER

APU Static Inverter
The functon of the APU static inverter is to convert 28−volt dc power from the
APU battery to 115−volt, single phase, 400 Hz ac power. The APU static in-
verter is identical to the main static inverter and are interchangeable.

Standby Power Switch

The standby power switch is a three position rotary switch located on the elec-
trical system control module. The off (push to turn) position inhibits operation of
the main static inverter and removes power from the APU static inverter. Auto
position is for normal operation and the battery position (with main battery
switch set to ON) applies the battery voltage to both the main static inverter
and the APU static inverter to supply ac standby power from the static inverters
to their respective buses.

Standby Power Transfer Relay

The standby power transfer relay selects either the ac bus 3 or the output of
the main static inverter to supply the ac standby bus. The relay is located in the
P6 main power distribution panel.

Main Battery Relay

The main battery relay connects the main battery hot bus voltage to the input
of the main static inverter.
Battery Transfer Relay
The battery transfer relay is used to connect dc bus 3 voltage to the input of
the main static inverter.
APU Inverter Transfer Relay
For Training Purposes Only

The APU inverter transfer relay is used to connect the APU hot battery bus
voltage to the input of the APU static inverter when it is energized.
APU Standby Bus Transfer Relay
The bus transfer relay selects either the ac voltage from the captain’s transfer
bus or the output of the APU static inverter and transfers it to the standby ac
bus.

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REMOTE CONTROL
(GND=OFF)

APU START
RELAY
PRIMARY FLIGHT
DISPLAY−LEFT
24V DC 115V AC
NAVIGATION
DISPLAY−LEFT
APU FLIGHT
BATTERY APU STATIC
MANAGEMENT
HOT BUS INVERTER
COMPUTER−LEFT
APU INVERTER
TRANSFER
RELAY

APU STBY

CAPTAIN XFR RELAY

TRANSFER POWER
APU STANDBY
BUS P6 BUS TRANSFER
RELAY

OFF
AUTO
For Training Purposes Only

BAT

ON

OFF

STANDBY POWER BATTERY

AUTO
OFF BAT ON
w
OFF
a 1 APU START RELAY IS ENERGIZED FOR
65 SECONDS DURING APU START.
(REF 49−11−00)
Figure 84 APU Static Inverter
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TOWING BUS POWER

Towing Static Inverter
The function of the towing static inverter is to convert 28−volt dc power from
the main battery to 115−volt, single phase, 400 Hz ac power. The towing static
inverter is identical to the main static inverter and are interchangeable.

Towing − Power Transfer Relay

The towing−power transfer relay, when energized, connects the 24−volt dc
main battery hot bus to the parking brake, service interphones, and to the input
of the towing static inverter.
Towing − Lighting Transfer Relay
The towing−lighting transfer relay selects the 115−volt ac ground service bus
and the ac bus 3 or the 115−volt ac output of the towing static inverter to power
the navigation lights and the main flood lights.
Towing/Battery Power Module
The towing power switch enables the main battery hot bus voltage to be used
for towing power.
The on battery light indicates the main battery hot bus voltage is being used for
towing.
For Training Purposes Only

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AC GENERATION
24−20

1 SERVICE INTERPHONE FOR DLH 001−007,101−105, WITHOUT SB 23−2219

NAV LTS 2 FLIGHT INTERPHONE FOR DLH 008−099,106−199,
115V AC CONT & AND DLH 001−007,101−105 WITH SB 23−2219
GROUND WING−L

SERVICE
BUS NAV LTS
TAIL

NAV LTS
WING−R

PILOTS MN
FLIGHT INTERPHONE FLOOD LTS
AC BUS TOWING 23−51−00 2
NO. 3
SERVICE INTERPHONE P6
TOWING 23−41−00 1
PARKING BRAKES
TOWING 32−44−00

24V 115V TOWING TRANSFORMER

DC AC TOWING 32−41−00
MAIN TOWING STATIC
TRANSFORMER
BATTERY INVERTER
HOT BUS
NAV LTS CONT
& WING−L
NAVIGATION
LIGHTS
NAV LTS
TOWING POWER TAIL
TRANSFER
RELAY NAV LTS
WING−R
MAIN FLOOD
LIGHTS
TOWING
FLOOD LTS

P415
For Training Purposes Only

BATTERY
TOWING
LIGHTING
TRANSFER
RELAY
OFF
AUTO
OFF
BAT

STANDBY POWER
TOWING POWER ON BAT LT
BATTERY AUTO
OFF BAT
ON BAT
w
OFF

Figure 85 Towing Power Static Inverter

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DC GENERATION
24−30

24−30 DC GENERATION
DC POWER SYSTEM
General Main Battery Bus
The dc power system is used to generate and distribute 24/28 volts dc to the The main battery bus is powered through RCCBs from two possible power
airplane. The following supply dc power to the system: sources;
− 75 ampere TRUs (4) dc bus 3 or
− 24 volt 40 amp−hr batteries (2) the main hot battery bus.
− Battery chargers (2) Under normal operating conditions dc bus 3 powers the bus through the ener-
Distribution is accomplished by: gized contacts of the battery transfer relay. If power is lost from dc bus 3, the
battery transfer relay deenergizes and the main battery relay energizes. With
− DC buses (4) (dc bus 1,2, 3, 4)
the main battery relay energized the main hot battery bus powers the main bat-
− Main hot battery bus tery bus.
− APU hot battery bus
APU Battery Bus
− Main battery bus
The APU battery bus is powered through RCCBs by three possible power
− APU battery bus
sources;
DC Buses dc bus 3,
The four dc buses are powered by four 75 ampere TRUs. Current from the APU hot battery bus or
TRUs is monitored by the dc current sensors (DCCS). Each dc bus can be par- the main hot battery bus.
alleled to the other by means of a dc isolation relay (DCIR). The DCIRs are
Under normal operating conditions dc bus 3 powers the APU battery bus
opened and closed by the bus tie switches on the P5 electrical system control
through the energized contacts of the battery transfer relay.
panel.
If power is lost from dc bus 3, the battery transfer relay deenergizes and the
Main Hot Battery Bus main battery relay energizes. With the main battery relay energized, the APU
The main hot battery bus is powered by the main battery and the main battery hot battery bus powers the APU battery bus.
charger. Under certain operating conditions the main battery charger shifts to a The APU battery bus can also receive power from the main hot battery bus.
64 ampere TRU and maintains a constant potential on the main hot battery During an APU start on an unpowered airplane the APU transfer relay ener-
For Training Purposes Only

bus. gizes and connects the main hot battery bus to the APU battery bus. This is
done to ensure that the sharp voltage drop on the APU hot battery bus (caused
APU Hot Battery Bus by the APU starter motor) does not affect the APU control circuits on the APU
The APU hot battery bus is powered by the APU battery and the APU battery battery bus.
charger. Under certain operating conditions the APU battery charger shifts to a
64 ampere TRU and maintain a constant potential on the APU hot battery bus.

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DC GENERATION
24−30
For Training Purposes Only

Figure 86 DC POWER SYSTEM

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DC GENERATION
24−30

DC POWER CONTROL
General
The controls for the dc system are on the electrical system control panel in the
flight deck. These controls consists of the battery switch, bus tie switches and
standby power switch.

Battery Switch
The battery switch is a latching type switch;
S push in (latched on),
S push out (latched off).
With the battery switch latched in the ON legend in the switch comes on.
With the battery switch out the OFF light (amber) comes on (as long as the DC
busses are supplied)

Bus Tie Switch

Operation to the latched-in position enables automatic operation of the bus tie
breaker and the dc isolation relay.
Operation to the out position opens the BTB and the dc isolation relay.
CAUTION: DURING EXTERNAL POWER AND APU GENERATOR
OPERATION THE DC BUS IS DEAD.
CONNECTED AIR -GROUND RELAYS GO TO AIR MODE
Standby Power Switch
The standby power switch is a rotary-type, three−position switch.
With the switch in AUTO or OFF the hot battery bus sources power their re-
spective battery buses only with a loss of power from the dc bus 3 source or if
For Training Purposes Only

only one TRU is available.

Selecting BAT causes the hot battery bus sources to power their respective
battery buses. The batterry chargers are deactivated.

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ON

OFF

AUTO AUTO AUTO AUTO

ISLN ISLN ISLN ISLN

For Training Purposes Only

Figure 87 DC CONTROL
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DC GENERATION
24−30

DC BUS CONTROL
General
The four dc buses are powered by four 75 ampere TRUs. Voltage and current
from the TRUs are monitored by the GCUs. Each TRU can be paralleled to the
other by means of a dc isolation relay (DCIR). The DCIRs are opened and
closed with the bus tie switches (P5) or automatically during autoland.
DC Bus Power
The dc buses may be powered from either their respective TRU or from any
one of the other TRUs through the dc isolation relays. Each TRU receives
3−phase, 400 Hz, 115 volts ac power from its ac load bus and rectifies it to 28
volts dc.

DCIR Control
Each DCIR is manually controlled by its respective bus tie switch in the flight
deck or automatically by its GCU when the autoland mode is requested.
With the bus tie switch in the isolation position 28 volts is sent to energize the
DCIR. With the relay energized the dc bus is isolated.
When the GCU receives the autoland request from the BCUs and 3 or more
IDGs are available, it energizes the DCIR and isolates the dc bus. Both BCUs
monitor the auxiliary contacts of the DCIRs for dc bus isolation indication.
For Training Purposes Only

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DC GENERATION
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For Training Purposes Only

Figure 88 DC BUS CONTROL

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DC GENERATION
24−30

DC POWER COMPONENTS
The dc power system components are in the MEC, flight deck and in the aft
equipment center. The dc power system includes:
− TR Units (4)
− Electrical system control panel
− Remote Control Circuit Breakers (RCCB)
− Battery Chargers (2)
− DC Current Sensors (6)
− Batteries (2)
− APU TR Unit
For Training Purposes Only

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DC GENERATION
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(IF INSTALLED)
For Training Purposes Only

Figure 89 DC POWER COMPONENTS

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DC GENERATION
24−30

TRU‘ S P180 DC POWER DISTRIBUTION PANEL

E−30 EQUIPMENT RACK

TOWING BUS STATIC INVERTER

MAIN STATIC INVERTER

FWD

E30 INBD
EQUIPMENT
RACK

NOSE GEAR DC BUS ISOLATION

MAIN BATTERY RELAY (P180)
WHEEL WELL CHARGER
For Training Purposes Only

MAIN
BATTERY
FWD EQUIPMENT
TR− UNIT

Figure 90 DC Power Components Location

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DC GENERATION
24−30

EXTERNAL POWER
TRANSFORMER
RECTIFIER UNIT A
T 97

MAIN DECK
CARGO
TRANS-
FORMER
RECTIFIER
UNIT
For Training Purposes Only

EXTERNAL POWER
TRANSFORMER
FWD RECTIFIER UNIT B
T1

Figure 91 External Power TR-Units

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DC GENERATION
24−30

P180 DC POWER DISTRIBUTION PANEL

MAIN BATTERY P180

CHARGER

DCCS REMOTE CONTROL

CIRCUIT BREAKERS
(TYPICAL)

P180−1
For Training Purposes Only

DC
CURRENT
SENSOR
( DCCS )
DC GROUND
MAIN BATTERY RACK

Figure 92 Main Battery Components

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DC GENERATION
24−30

E8 EQUIPMENT RACK

APU BATTERY
CHARGER

APU BATTERY CHARGER

E33 RACK
(REF)

APU
BATTERY
For Training Purposes Only

APU BATTERY CHARGER

DISABLE RELAY

APU BATTERY

Figure 93 APU Battery/ Charger Location

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GENERAL
24−00

TRANSFORMER RECTIFIER UNITS (TRU)

There are four interchangeable 75 ampere TRUs on the E30−2 equipment
shelf in the forward−right main equipment center. All are static nonrotation de-
vices used for converting three−phase, ac power into 28 volts dc power for the
dc buses.
Forced air cooling is required when maximum output current is needed. How-
ever, the units may be operated at 25% to 30% of their rating with convection
cooling only.
For Training Purposes Only

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GENERAL
24−00
For Training Purposes Only

Figure 94 TRANSFORMER RECTIFIER UNITS (TRU)

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DC POWER 083.01
24−30

REMOTE CONTROL CIRCUIT BREAKERS

Remote control circuit breakers (RCCB) are in P180 and P183. The RCCB is a
circuit breaker that uses a remote 1/2ampere circuit breaker for control and trip
indication. The 1/2−amp circuit breakers are in the flight deck. When the RCCB
senses an overload, it opens the circuit internally and trips the breaker in the
flight deck. The RCCB is reset by resetting the flight deck circuit breaker. The
physical position of the RCCB is represented by a window in which a red flag
(closed) or a green flag (open) appears.
For Training Purposes Only

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DC POWER 083.01
24−30
For Training Purposes Only

Figure 95 REMOTE CONTROL CIRCUIT BREAKERS

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DC GENERATION
24−30

DC CURRENT SENSORS (DCCS)

General
A DCCS is an electronic unit that provides required dc current sensing.
The DCCSs are used in six locations in the airplane dc system:
− Four in the P180 to monitor TRU output current
− One at the main battery to monitor main battery current
− One at the APU battery to monitor APU battery current

Function
The DCCSs are used for the following functions:
Provide TRU current sensing to the GCUs and BCUs for indications on the EI-
CAS maintenance page
Provide monitoring of TRUs for proper operation to the GCUs and BCUs for
failed TRU indication on EICAS and triple channel autoland operation
− Provide battery current indication on the EICAS maintenance page and
battery discharge indication at an advisory level on EICAS through the
BCUs.
For Training Purposes Only

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For Training Purposes Only

Figure 96 DC CURRENT SENSORS (DCCS)

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TRU INDICATIONS
General
TRU voltage and current are displayed on the electrical system maintenance
page.

Current
The DCCSs are in the P180 panel (one for each TRU). They are used to sense
the dc current supplied by the TRUs to their dc loads. This current information
is processed by the GCU and sent to both BCUs. Both BCUs send the informa-
tion to the EIUs. The EIUs process only No. 1 BCU information unless a fault is
sensed with the BCU. If this happens, No. 2 BCU information is used.
Voltage
Voltage is sensed directly from the dc bus by the respective GCU. This voltage
information is processed and sent to both BCUs. Both BCUs send the informa-
tion to the EIUs. The EIUs process only No. 1 BCU information unless a fault is
sensed with the BCU.
If this happens, No. 2 BCU information is used.
NOTE: VOLTAGE INDICATION IS BUS VOLTAGE AND DOES NOT NEC-
ESSARILY REPRESENT THE TRU VOLTAGE FOR THAT BUS. TO
READ INDIVIDUAL TRU VOLTAGE THE DC ISOLATION RELAY
FOR THAT BUS MUST BE OPENED TO ISOLATE THE BUS.
For Training Purposes Only

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DC GENERATION
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For Training Purposes Only

Figure 97 TRU INDICATIONS

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DC GENERATION
24−30

MAIN/ APU BATTERY BUS POWER

General
The main and APU battery buses are normally powered by dc bus 3 through
the energized contacts of the battery transfer relay (R7224). If a condition oc-
curs that deenergizes the battery transfer relay, the main battery relay ener-
gizes connecting the main and APU battery buses to their respective hot bat-
tery buses (i.e. DC standby power).
Battery Transfer Relay
The battery transfer relay is energized by power from dc bus 3. The power is
supplied through the energized contacts of the dc voltage sense relay (R7228)
and the deenergized contacts of the single TRU operation relay (R7225). The
battery transfer relay is de−energized when:
− Power is lost from dc bus 3 sources
− The standby power switch is positioned to BAT. This causes the dc volt-
age senses relay to de−energize removing power from R7224.
− The single TRU operation relay is energized. If either BCU senses only
one TRU operating, R7225 is energized removing power from R7224.

Main Battery Relay

The main battery relay (R7223) is powered from the main hot battery bus
sources. The position of the relay is controlled by controlling the ground of the
relay coil. With the battery switch on and the battery transfer relay deenergized
the main battery relay energizes and connects the main and APU hot battery
bus to their respective battery buses.

APU Battery Bus Transfer Relay

For Training Purposes Only

During an APU start the APU battery bus transfer relay (R7687) energizes. If
the main battery relay is energized (as in the case of an unpowered airplane),
the main hot battery bus are connected to the APU battery bus. This is done to
ensure that the sharp voltage drop on the APU hot battery sources (caused by
the APU starter motor) does not affect the APU control circuits on the APU bat-
tery bus.

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DC GENERATION
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Figure 98 MAIN/ APU BATTERY BUS POWER

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DC GENERATION
24−30

SINGLE TRU OPERATION

General
The single TRU operation relay (R7225) is used by the BCUs to control the
battery transfer relay (R7224). When either BCU senses that only one TRU is
operating, the single TRU operation relay is energized. This de−energizes the
battery transfer relay and removes the main and APU battery buses loads from
the remaining TRU.
Operation
The DCCSs sense the current output of the four TRUs. This information is sent
to the respective GCU for processing. If the GCU senses that the. output of the
TRU is less than 2.5 amperes, it sends a TRU fail signal to the BCUs. When
either BCU determines that only one TRU is operating, the single TRU operat-
ing relay is energized.
For Training Purposes Only

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For Training Purposes Only

Figure 99 SINGLE TRU OPERATION

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DC POWER
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TRU FAILURE INDICATION

To determine if a TRU has failed the GCU first checks to see if the DCIR is
opened or closed.
If the DCIR is open (dc bus isolated), the GCU looks at the dc bus voltage for
less than 18 volts and TRU current for less than 2.5 amperes.
If the DCIR is closed, the GCU only looks for TRU current less than 2.5 am-
peres. It does not look at dc bus voltage because the voltage on the bus could
be from another TRU.
When either of these two conditions is true with the ac bus powered and the
DCCS operating, a digital TRU fail signal is−generated and sent to BCU 1 and
2. BCU 1 (BCU 2 if BCU 1 fails) causes ELECT TR UNIT to be displayed on
the EICAS status page. This message indicates a failure of the TRU.
For Training Purposes Only

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DC POWER
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Figure 100 TRU FAILURE INDICATION

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DC GENERATION
24−30

P180 INSTALLATION
The P180 and P180−1 panels are located in the forward−right main equipment
center. They are the primary distribution point for dc power. DC power compo-
nents in the panels include:
− R7223 main battery relay
− R7224 battery transfer relay
− R7687 APU battery bus transfer relay
− R7225 single TRU operation relay
− R7219 through R7222 dc isolation relays
− DC current sensors
− Remote control circuit breakers
− Optional Towing Power Relays R1195 and R8154
For Training Purposes Only

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For Training Purposes Only

Figure 101 P180 INSTALLATION

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DC GENERATION
24−30

MAIN/ APU BATTERY

The main battery is in the forwardright main equipment center. The APU bat-
tery is aft of the 5L door on the E33−2 equipment rack. Both are 40 amphr, 24
volt dc nickel−cadmium batteries. These batteries are cooled by natural con-
vection and are vented into the respective equipment center. Each consists of
a case, cover, twenty cell assemblies and a temperature sensor assembly. The
sensor assembly includes a thermoswitch and a charge control thermistor.
The thermoswitch turns off the battery charger if the battery temperature ex-
ceeds safe operation limits.
The charge control thermistor provides a signal to the battery charger to vary
the charge according to battery temperature.
For Training Purposes Only

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For Training Purposes Only

Figure 102 MAIN/ APU BATTERY

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DC GENERATION
24−30

MAIN/APU BATTERY CHARGER

General
The main battery charger is on the E30−2 shelf in the forward−right main equip-
ment center. The APU battery charger is aft of the 5L door on the E331 equip-
ment rack. Both are installed to provide two different functions. They provide a
dc output for regulated charging of the battery and operate as a TRU during
some operating conditions.
The battery chargers are forced air cooled and are interchangeable. AC power
for the charger is supplied from the ground service bus.
Charge Mode
In the charge mode the battery charger initiates the battery charge cycle in the
constant current mode (38 amperes). As the battery charges, the output volt-
age varies with the battery state of charge and load resistance. Initially it is
about 28 volts dc, and the current remains at about 38 amperes. As the battery
state of charge increases, the output voltage rises until the inflection voltage is
reached. The inflection voltage varies with battery temperature but is about 31
volts dc at normal ambient temperatures. At the inflection voltage the battery
voltage increases until the appropriate overcharge is completed. The amount of
overcharge is a fixed percentage (12%) of the time it takes for the battery to
reach the inflection voltage. The battery charger then switches to the constant
potential mode of 27.75 volts dc. The constant potential mode is current limited
to 38 amperes.
TR Mode
In the TR mode the charger delivers a constant 27.75 volts dc up to 64 am-
peres. This voltage maintains the battery charge without unnecessary electro-
lyte loss.
For Training Purposes Only

Charger Off
The battery charger turns off under the following conditions:
− Battery connector off when power applied
− Battery interlock open (small connector off)
− Overcurrent (internal fault)
− Battery overtemperature
− Loss of input power
− Input ac voltage over 134 volts or under 94 volts

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Figure 103 MAIN/ APU BATTERY CHARGER

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MAIN HOT BATTERY BUS POWER

General Battery Charger
The main hot battery bus is powered by the main battery charger and the main The battery charger is connected to the main hot battery bus through the main
battery. The bus power selection is both manually and automatically controlled. battery charger output circuit breaker. The charger is supplied 3−phase, 400
Hz, 115 volts ac from the ground service bus through the main battery charge
Control disable relay (R7208). The battery charger delivers dc power to the main hot
Placing the standby power switch in AUTO or OFF de−energizes the main bat- battery bus in either the charge mode or the TR mode. The charge mode can
tery charger disable relay (R7208). If the ground service bus is powered, the be broken down into two cycles:
main battery charger supplies the main hot battery bus power. Placing the − Constant current charge: The battery charger charges the battery at a
standby power switch to BAT energizes the charger disable relay and removes constant current of 38 amperes.
input power from the battery charger. This action turns off the battery charger.
− Constant potential: The battery charger charges the battery at a constant
The hot battery bus is now powered by the main battery.
voltage. After the charger completes the constant current charge it then
Battery switches to the constant potential mode of 27.75 volts dc. It remains in
this mode unless there is a power interruption or the battery voltage
The main battery is connected directly to the main hot battery bus and supplies
drops below 23 volts dc, at which time it goes into the constant current
it with 24 volts dc.
cycle again. The constant potential current limit is 38 amperes.
The main battery is protected by a temperature sensor assembly in the battery
In the TR mode the charger delivers a constant 27.75 volts dc up to 64 am-
that controls the battery charger. The sensor assembly includes a:
peres. The main battery charger goes into the TR mode when the main battery
− Thermoswitch which turns off the charger by energizing R7208 if battery relay is energized or both cooling fan relays are de−energized. When the main
temperature exceeds 155°F (68°C) battery relay is energized, the higher
− Charge control thermistor which provides a signal to the charger to vary current limit is used to support the main battery bus loads. When the cooling
the charge according to battery temperature fan relays are de−energized, there is no air circulation in the MEC. At this time
Further protection for the battery is provided by an interlock that turns off the the battery charger is forced to stay out of the constant current charge mode to
battery charger if the small connector is removed from the battery. prevent gassing from the battery.
Charger Failed
A charger failed signal is sent to the No.1 BCU when the:
For Training Purposes Only

− Interlock is opened (small connector removed)

− Battery temperature is greater than 145°F (63°C)
− Input power is lost
NOTE: THE BATTERY CHARGER DOES NOT TURN ON UNLESS THE
BATTERY VOLTAGE IS ABOVE 4 VOLTS WHEN POWER IS FIRST
APPLIED TO THE BATTERY CHARGER.

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Figure 104 MAIN HOT BATTERY BUS POWER

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APU HOT BATTERY BUS POWER

General Battery Charger
The APU hot battery bus is powered by the APU battery charger and the APU The charger is supplied 3−phase, 400 Hz, 115 volts ac from the ground service
battery. The bus power selection is both manually and automatically controlled. bus through the APU battery charge disable relay (R7218). The battery charger
delivers dc power to the APU hot battery bus in either the charge mode or the
Control TR mode. The charge mode can be broken down into two cycles:
Placing the standby power switch in AUTO or OFF de−energizes the APU bat- − Constant current charge: The battery charger charges the battery at a
tery charger disable relay (R7218). If the ground service bus is powered the constant current of 38 amperes.
APU battery charger supplies the APU hot battery bus power. Placing the
− Constant potential: After the charger completes the constant current-
standby power switch to BAT energizes the charger disable relay and removes
charge it then switches to the constant potential mode of 27.75 volts dc
input power from the battery charger. This action turns off the battery charger.
with a 35 ampere limit. It remains in this mode unless there is a power
The hot battery bus is now powered by the APU battery.
interruption or the battery voltage drops below 23 volts dc, at which time
During an APU start the battery charger disable relay is energized turning off it goes into the constant current cycle again.
the APU battery charger.
In the TR mode the charger delivers a constant 27.75 volts dc up to 64
Battery amperes. The APU battery charger goes into the TR mode when the bat-
The APU battery is connected directly to the APU hot battery bus and supplies tery transfer relay is
it with 24 volts dc. de−energized or both primary and secondary lavatory/galley vent control
The APU battery is protected by a temperature sensor assembly in the battery relays are de−energized. With the battery transfer relay de−energized
that controls the battery charger. The sensor assembly includes: the higher current limit of the TR mode is used to support the APU bat-
− Thermoswitch which turns off the charger by energizing R7218 if battery tery bus loads. If both of the lavatory/galley vent control relays are de−
temperature exceeds 155°F energized, the battery charger goes into the TR mode to stay out of the
constant current charge mode in order to prevent battery gasses from
− Charge control thermistor which provides a signal to the charger to vary
collecting around the battery.
the charge according to battery temperature
Further protection for the battery is provided by an interlock that turns off the Charger Failed
battery charger if the small connector is removed from the battery. A charger failed signal is sent to the No. 2 BCU when the:
− Interlock is opened (small connector removed)
For Training Purposes Only

− Battery temperature exceeds 145°F

− Input power is lost
NOTE: THE BATTERY CHARGER DOES NOT TURN ON UNLESS THE
BATTERY VOLTAGE IS ABOVE 4 VOLTS WHEN POWER IS FIRST
APPLIED TO THE BATTERY CHARGER.

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Figure 105 APU HOT BATTERY BUS POWER

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MAIN/ APU BATTERY CHARGER FAILED INDICATION

The main and APU battery chargers monitor the batteries and themselves for
the following failures:
− Interlock open (small connector off)
− Battery temperature greater than 145°F (63°C)
− Loss of input power
If a failure is sensed, the charger sends a battery charger failed signal to its
respective BCU (No. 1 BCU − main battery and No. 2 BCU − APU battery).
Either signal is inhibited with the standby power switch in BAT. With a charger
failed signal and the GSB powered, the BCU commands the EIUs to display
BAT CHARGER MAIN or BAT CHARGER APU. Logic circuits in the EIUs
delay the message before displaying it as a status message.
For Training Purposes Only

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Figure 106 MAIN/ APU BATTERY CHARGER INDICATION

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MAIN/APU BATTERY DISCHARGING INDICATION

Battery current is sensed by a DCCS. This sensor is on the battery ground wire
adjacent to the battery. Current information from this sensor is sent to the ap-
propriate BCU (main battery BCU 1, APU battery BCU 2).
When DC current circuits inside the BCU sense a battery is discharging at two
amperes or more, the BCU commands the EIUs to display advisory message
BAT DISCH APU or BAT DISCH MAIN.
Logic circuits inside the EIUs determine when the messages are displayed.
This includes an APU start inhibit for BAT DISCH APU and any time delays
that may be required for either message.
The messages will also show when the STBY POWER control switch is in BAT
position because the battery chargers are disabled.
For Training Purposes Only

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Figure 107 MAIN/ APU BATTERY DISCHARGING INDICATION

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MAIN BATTERY INDICATIONS

General
DC volts and dc amperes for the main battery are sensed by BCU 1 and dis-
played on the electrical power maintenance page.

Voltage
Battery voltage is sensed at the main hot battery bus by BCU 1 and sent to the
EIUs for voltage indication. The voltage displayed will be battery charger volt-
age if the battery charger is operating.

Current
DC current is sensed by a dc current sensor (DCCS) next to the battery on the
negative lead. This information is sent to BCU 1 and then to the EIUs for cur-
rent indication. A charge (CHG) or discharge (DIS) message appears next to
the dc current reading indicating charging or discharging.
For Training Purposes Only

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Figure 108 MAIN BATTERY INDICATIONS

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APU BATTERY INDICATIONS

General
DC volts and dc amperes for the APU battery are sensed by BCU 2 and dis-
played on the electrical power maintenance page.

Voltage
Battery voltage is sensed at the APU hot battery bus by BCU 2 and sent to the
EIUS for voltage indication. The voltage displayed will be battery charger volt-
age if the battery charger is operating.
During an APU start (crank contactor energized) the voltage displayed shifts
from APU hot battery bus voltage to the voltage present on the starter side of
the crank contactor.
Current
DC current is sensed by a dc current sensor (DCCS) next to the battery on the
negative lead. This information is sent to BCU 2 and then to the EIUs for cur-
rent indication. Current information is inhibited during an APU
start by sensing voltage on the starter side of the APU crank contactor. A
charge (CHG) or discharge (DIS) message appears next to the dc current
reading indicating charging or discharging.
For Training Purposes Only

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Figure 109 APU BATTERY INDICATIONS

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APU TRU
The APU transformer rectifier unit (TRU) is an alternate dc power source for
starting the APU. The unit consists of a cooling fan, power transformer, thermal
switches and two three−phase full wave rectifiers. The TRU produces 28 volts
dc from an input of three−phase, 400 Hz, 115 volts ac. The TRU is in the aft
equipment center on the E33−1 shelf.
For Training Purposes Only

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Figure 110 APU TRU

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APU TRU POWER

The APU TRU is used for APU starting power when the APU start source
switch on P461 is in TR during an APU start. AC power for the APU TRU is
supplied from galley ELCU2 at this time.
For Training Purposes Only

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Figure 111 APU TRU POWER

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APU TRU OPERATION

General
The APU TRU is in the aft equipment center on the E33−1 shelf. Three−phase
115 volts ac power is supplied to the TRU from the galley ELCU in P614. Nor-
mally power from the ELCU is provided to the galley. When using the TRU to
start the APU, power is transferred from the galley to the APU TRU. With
power applied the TRU supplies 28 volts dc directly to the APU starter motor.
Operation
To use the APU TRU for starting the APU, power must be available on the
GSB and on main ac bus No. 2, and the left utility bus switch must be latched
on. TRU starts are accomplished by placing the APU start source select switch
(P461) to TR and rotating the APU master control switch to START.
During any APU start with galley power available the ac power sense−TRU
APU start relay (R8225) is energized. This arms the transfer circuit. At the
same time the APUTRU transfer relay (R8204) is energized arming the APU
start and TRU latch relay circuits. With a TRU start selected the APU TRU dis-
able relay (R8203) is also energized. This actually disables the APU battery
start circuit and activates the APU TRU start circuit.
The galley/TRU transfer relay (R700) is energized through R8203. This trans-
fers galley power to the APU TRU. The output of the APU TRU is connected
directly to the APU starter motor.
Energizing R700 causes the APU TRU relay (R704) to energize. This connects
ground service ac power to the APU TRU cooling fan.
When the APU start is completed, power is transferred from the TRU back to
the galley.
For Training Purposes Only

Protection
During an APU TRU start the TRU cooling fan is always running. If the TRU
temperature exceeds 50°C, the cooling fan stays on until the temperature low-
ers. If the TRU temperature exceeds 120°C, the APU TRU latch relay (R8202)
is energized. This disarms the APU TRU circuit transferring starter motor
power to the APU battery. R8202 remains energized as long as the APU TRU
temperature is above 1200C or the APU is starting.

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Figure 112 APU TRU OPERATION

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EXTERNAL POWER TRANSFORMER RECTIFIERS

Two external power transformer rectifier units (TRU) are in the forward−left
MEC mounted to the station 400 bulkhead. They are labeled TRU A and
TRU B.
The TRUs are solid state devices that convert 115 volts ac to 28 volts dc. They
maintain the dc output up to a 20 ampere load. Both TRU A and TRU B are
powered by the GHB. Each TRU supplies a separate dc GHB.
For Training Purposes Only

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Figure 113 EXTERNAL POWER TRANSFORMER RECTIFIERS

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24−40 EXTERNAL POWER

GROUND HANDLING BUS CONTROL
General APU Power
The ground handling bus (GHB) is used for ground operations and can only be The auxiliary generator control unit (AGCU) samples power being supplied by
powered on the ground. The bus is actually divided into two sections and can the No. 1 APU generator. When the APU is above 95% and the voltage is be-
be powered by either external power No. 1 or APU generator No. 1. Either tween 104 and 130 volts ac, the AGCU sends an APU power ready signal to
power source may be used. BCU No. 1 controls the application of power to the the BCU. If external power is not available, the GHRs have not failed and the
GHB. airplane is not in airmode, APU generator No. 1 will power the GHB.
External Power
When external power is applied to the No. 1 (aft) external power receptacle,
the BCU samples the average of all three phases for:
− Voltage (104.5 to 125 volts ac)
− Frequency (370 to 430 Hz)
− Phase rotation (A B C)
− No faults on the interlock (pins E and F are considered the interlock).
The faults that the BCU is looking for are overcurrent or overvoltage on
pins E and F. This could occur if the external power plug was damaged
and the main ac voltage was shorted to pins E or F.
− Pin E/F connected (insures that the external power plug is properly
installed)
After the above conditions are satisfied,the BCU generates the external power
available signal. At this instant only three conditions may inhibit external power
from powering the GHB:
− GHR failed: Internal circuits in the BCU monitor for a short to ground on
the control wire to the GHRs. IF a short is sensed the BCU removes the
For Training Purposes Only

close command to the relay.

NOTE: A RESET IS ACCOMPLISHED BY REMOVING POWER ON THE
NO. 1 EXTERNAL POWER CORD.
− Airmode: airmode means that the airplane is in the air or any three IDGs
are above 6100 rpm. The BCU receives the information from air ground
logic and IDG speed inputs.
− APU power on the GHB
If all of the conditions are satisfied and the inhibits are not present, the BCU
energizes the two GHRS. External power is then applied to the GHB.

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Figure 114 GROUND HANDLING BUS CONTROL

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GROUND SERVICE BUS CONTROL

General External Power
The ground service bus (GSB) is used for both ground and flight operations. With ac 1 not powered and ground service selected to on, BCU 1 looks at:
The GSB actually consists of two buses called the GSB and the ground service − GSSR or GTSR failed: Internal circuits in the BCU monitor for a short to
utility bus. The control logic is the same for both buses but power for the ground on the control wire to the GSSR and GSTR. If a short is sensed
ground service utility bus is supplied through the energized contacts of utility the BCU removes the close command to the relays.
ELCU 1 before going to the transfer relay. Any further reference to the GSB
includes both buses unless specifically stated otherwise. NOTE: A RESET IS ACCOMPLISHED BY CYCLING THE GROUND SER-
VICE SWITCH.
There are three possible power sources for the GSB:
− External power ready (power okay)
− AC bus No. 1
When the above conditions are met, the BCU energizes the GSTRs and
− External power No. 1
GSSRs allowing external power No. 1 to power the GSB.
− APU generator No. 1
APU Power
Components
With ac 1 not powered and ground service selected to on, BCU 1 looks at:
The components associated with the GSB are:
− GSTR failed: Internal circuits in the BCU monitor for a short to ground on
− BCU No. 1 in MEC the control wire to the GSTR. If a short is sensed the BCU
− Ground service switch at the flight attendant’s station, No. 2 left door. removes the close command to the relays.
− Two ground service transfer relays (GSTR) in P714 in the MEC. One
NOTE: A RESET IS ACCOMPLISHED BY CYCLING THE GROUND SER-
relay is used for the ground service bus and the other for the ground ser-
VICE SWITCH.
vice utility bus. When energized, the relays provide a path for APU or
external power to the GSB. When de−energized, the relays provide a − External power not available: External power No. 1 has priority over APU
path for ac 1 power to the GSB. generator No. 1.
− Two ground service select relays (GSSR) in P714 in the MEC. One relay − APU power ready (power okay)
is used for the ground service bus and the other for the ground service When the above conditions are satisfied, the BCU energizes the GSTRs allow-
utility bus. When energized, the relays select external power for the GSB ing APU generator No. 1 to power the GSB.
through the GSTRs. When de−energized, APU power is selected.
For Training Purposes Only

AC Bus No. 1 Power

With ac 1 powered the GSTR is de−energized allowing ac 1 to power the GSB.
To power the ground service utility bus with ac bus 1 requires that the left utility
switch on the electrical system control panel be on.

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Figure 115 GROUND SERVICE BUS CONTROL

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EXTERNAL POWER CONTACTOR CONTROL

General When the above conditions are satisfied, the BCUs turn on the external power
There are two external power contactors (XPCs) used to connect external AVAIL lights in the P5 external power switches and the NOT IN USE and AC
power to the airplane synch bus. One contactor is in P714 and one in P715 in CONNECTED lights. The NOT IN USE light goes off when the XPC or GSTR
the MEC. The components associated with the XPCs are: closes.
− External power panel (P36) External power available is one of three conditions needed to generate the ex-
ternal power close command. The others are:
− BCU No. 1
− No inputs from trip logic. Trip logic inputs are used to open the XPC for
− BCU No. 2
system protective trips, completed power transfers and last source on
− EXT PWR 1 switch logic (the power source that was last applied to the airplane)
− EXT PWR 2 switch − A close command from the external power switch. The trip/close logic
circuit does not accept any new commands from the external power
Control
switch until the last command given is completed (XPC open/closed) or
DC power for the BCUs is supplied from any one of four power sources. This 4.5 seconds have elapsed. All commands from the external power switch
enables the BCU to operate and provides control and protection under all nor- to the trip/close logic circuit are inhibited during air mode.
mal operating conditions. These sources are:
When the above conditions are satisfied, the BCU sends an external power
− Three phase ac from external power which is rectified by an internal close command to the no break power transfer logic. The no break power
TRU. transfer logic sends the close command to the XPC. When the XPC closes, 3
− Main battery bus phase, 400 Hz ac is applied to the sync bus, the external power ON light
− DC ground handling bus comes on, the AVAIL light goes off, and the NOT IN USE light on P36 goes
out.
− APU hot battery bus with the battery switch on for BCU 1. (BCU 2 uses
main hot battery bus with battery switch on)
The BCUs look at the power being delivered to the airplane and check it for:
− Voltage (104.5 to 125 volts ac) Frequency (370 to 430 Hz) Phase rota-
tion (A B C)
− No faults on the interlock (pins E and F are considered the interlock).
The faults that the BCU is looking for are over current or over voltage on
For Training Purposes Only

pins E and F. This could occur if the external power plug was damaged
and the main ac voltage was shorted to pins E or F.
− Pin E and F connected (insures that the external power plug is properly
installed)

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Figure 116 EXTERNAL POWER CONTACTOR CONTROL

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EXTERNAL POWER INDICATION

General
Voltage, frequency and percent load inputs for external power No. 1 and No. 2
are sent to their respective BCU. The BCUs share this information with each
other over an ARINC 429 bus. The EIUs process only No. 1 BCU information
unless a fault is sensed with the BCU. If this happens, No. 2 BCU information
is used.
Voltage
voltage is sensed by the BCU at the point of regulation (receptacle side of
XPC). All three phases are sensed but only the highest phase voltage is dis-
played. This information is sent to the opposite BCU and to the EIUs.

Frequency
The BCU uses C phase to determine frequency. This information is sent to the
opposite BCU and to the EIUs.

Percent Load
Three−phase current is sensed by the CT and sent directly to the BCUs for
percent load indications. The load is displayed as a percent of 250 amperes.
The BCU sends this information to the opposite BCU and to the EIUs.
For Training Purposes Only

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Figure 117 EXTERNAL POWER INDICATION

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EXTERNAL POWER CURRENT TRANSFORMER

General
There are four current transformers (CT) associated with external power. They
are in P714 and P715 in the MEC. The CTs are used for:
− Metering (information sent to BCUs for percent load indications on EI-
CAS).
− Differential fault protection (information used by the BCUs)
− Load reduction (information sent to BCUs for load reduction circuits)
Characteristics
Each transformer assembly consists of toroidal shaped cores with secondary
winding wires connected to an output connector. Main ac feeder lines are
routed through the large holes in the transformer and become the primary
winding for each transformer core. The turns ratio of all the windings is 1000 to
1. If the primary winding (feeder lines) carries 115 volts ac unloaded, secondary
winding voltages could reach 115,000 volts with the connector off. Normally
secondary voltages are very low due to low resistance secondary loads.
WARNING: DO NOT DISCONNECT THE TRANSFORMER OUTPUT
CONNECTION WITH THE FEEDER LINES POWERED. THE
POTENTIALLY HIGH VOLTAGES COULD DAMAGE THE
TRANSFORMER OR RESULT IN INJURY TO PERSONNEL.
For Training Purposes Only

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Figure 118 EXTERNAL POWER CURRENT TRANSFORMER

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EXTERNAL POWER NO BREAK POWER TRANSFER

General
The electrical system is capable of a no break power transfer (NBPT). A NBPT
is a change of an ac power source without the momentary interruption of
power. To accomplish this requires that unlike power sources be momentarily
paralleled. All power transfers between engine generators, APU generators and
external power are no break power transfers. The only situations which result in
power interruptions occur when two external power sources or two APU gener-
ators are applied to an unpowered airplane. If one external power source is
powering all buses and then the second external source is selected, the SSB
opens before the second XPC closes causing a momentary power interruption.
Similarly, if an APU generator is powering all buses and the second APU gen-
erator is selected, a momentary power interruption occurs. The two BCUs have
the primary responsibility for NBPT.

Power Configurations
Before applying external power to the airplane the NBPT logic in the BCUs de-
termine the power configuration of the synch bus. The seven possible power
configurations of the synch bus are:
− Dead (no power)
− Adjacent APU generator
− Adjacent IDG
− Opposite APU generator with SSB closed
− Opposite IDG with SSB closed
− Adjacent and opposite IDG
− Opposite external power with SSB closed
For Training Purposes Only

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Figure 119 EXTERNAL POWER NO BREAK POWER TRANSFER

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24−50 ELECTRICAL LOAD DISTRIBUTION

DESCRIPTION
The electrical power distribution system basically covers power control compo-
nents and functions which are supplemental to the basic electrical power sys-
tem. These include:
− Electrical load control units (ELCUs): control power to the galleys and
utility buses
− Autoland isolation: automatic bus isolation during autoland operations
For Training Purposes Only

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Figure 120 DISTRIBUTION

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INSTRUMENT BUS VOLTAGE SENSE UNITS

Two instrument bus voltage sense units (IBVSU) in P6 provide automatic trans-
fer of the captain’s and first officer’s flight instrument transfer buses. The IBV-
SUs transfer the associated flight instrument transfer buses from their primary
source to ac bus No. 1 if the primary source voltage drops below 97 volts for
180 ms. The instrument buses primary sources are ac bus No. 2 for the first
officer and ac bus No. 3 for the captain. Return to the primary source takes
place when the primary source recovers to 106 volts for 1.2 seconds. Control
power for the IBVSUs comes from dc bus No. 1. If this control power is lost for
20 ms or longer, the associated IBVSU remains in or returns to its primary
position.
For Training Purposes Only

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Figure 121 INSTRUMENT BUS VOLTAGE SENSE UNITS

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LOAD MANAGEMENT SYSTEM

Control
The ELCUs are controlled by a combination of two utility switches on the P5
panel and two BCUs in the MEC. Closing the left utility switch closes four EL-
CUs. Closing the right utility switch closes the remaining four.
The galley ELCU‘s can also be controlled by galley emergency power switches.

Load Management
The load management system provides automatic shedding and restoration of
the galley and utility loads. This is done by opening and closing the associated
ELCUs by the bus control units (BCU1,2) when an overload condition is sensed
(demand exceeds capacity). The BCU‘s get the overload signal from the gener-
ator control units (GCU‘s) and current transformers (APU generator and exter-
nal power).

Differential Fault Protection

Differential fault protection is provided by a combination of current sensors in
the ELCU and at the load (galleys or utility buses).

Overcurrent Protection
Current transformers inside the ELCU sense total current in the three main
feeders. When the current reaches a predetermined level, the contacts inside
the ELCU open removing power from the load.

Indication
ELCU position indication is provided by contacts in the ELCU and off lights in
the two switches. The off light is on when any one of the four respective ELCUs
is open. The one exception to this is when the BCUs open the ELCUs for load
For Training Purposes Only

reduction. In this condition the off light is inhibited.

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SSB
For Training Purposes Only

BCU1 BCU2

TO
TO RIGHT
OVERLOAD SIGNALSFROM LEFT ELCUS OVERLOAD SIGNALS FROM
GCU‘s AND ELCUS GCU‘s AND
CURRENT TRANSFORMERS CURRENT TRANSFORMERS

Figure 122 Load Shedding by ELCU‘s

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ELECTRICAL LOAD CONTROL UNITS (ELCU)

General
There are eight ELCUs used for load distribution. Two each are in P514, P614,
P515 and P615. Four are used for the galleys and four for the utility load
buses. Each ELCU has internal circuits for control and indication, differential
fault and overcurrent protection.
For Training Purposes Only

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Figure 123 ELECTRICAL LOAD CONTROL UNITS (ELCU)

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ELCU OPERATION
Differential Fault Protection
Differential fault protection is provided by a combination of current sensors in
the ELCU and at the load (galleys or utility buses). When a differential fault of
30 amperes or more occurs, the contacts inside the ELCU open removing
power from the load and fault. To reset the ELCU the utility switch must be
turned off then back on.
Overcurrent Protection
Current transformers inside the ELCU sense total current in the three main
feeders. When the current reaches a predetermined level, the contacts inside
the ELCU open removing power from the load. The level that the ELCU opens
is set by jumpering pins inside the connector. The ELCU may be set to trip for
10, 20, 30, 40, 50 or 60 kva. To reset the ELCU requires that the utility switch
be turned off then back on.
For Training Purposes Only

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For Training Purposes Only

UTIL BUS 1
CONT

Figure 124 ELCU OPERATION

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LOAD MANAGEMENT SYSTEM

General
The load management system provides automatic shedding and restoration of
the galley and utility loads. This is done by opening and closing the associated
ELCUs when an overload condition is sensed (demand exceeds capacity).

LOAD SHEDDING
During an overload condition the load management system sheds the associ-
ated galley ELCUs one at a time in one−second intervals until the overload
condition is removed. The galley loads shed in the following order:
− G ELCU 1
− G ELCU 4
− G ELCU 2
− G ELCU 3
If the overload condition still exists after all the galleys are shed, then load
shedding continues (in one−second intervals) with the utility ELCUs until
the overload is removed. The utility loads shed in the following order:
− U ELCU 1
− U ELCU 4
− U ELCU 2
− U ELCU 3
When a generator is running isolated (BTB open) and an overload is experi-
enced on the remaining generators, load reduction starts with the lowest num-
bered G ELCU (or U ELCU if all the galleys have tripped). For example, BTB
No. 2 is open and an overload occurs on the remaining paralleled generators.
For Training Purposes Only

The trip sequence would be:

− G ELCU 1
− G ELCU 4
− G ELCU 3
− U ELCU 1
− U ELCU 4
− U ELCU 3

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Figure 125 LOAD MANAGEMENT SYSTEM

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LOAD RESTORATION External/APU Load Management

External and APU power CTs provide current information directly to the BCUs
Load restoration occurs automatically in reverse order as load capacity is in-
for load shedding protection. Whenever the external or APU load exceeds 290
creased. The order of load restoration for:
amperes (on each generator or receptacle), load shedding occurs in the same
− One or no generators: restore no loads order as with IDG load shedding.
− Two generators: restore utility loads and G ELCU 3
− Three or four generators: restore all loads
Load restoration for APU and external power will occur automatically as load
capacity is increased.
IDG Load Management
Generator load sensing is provided by current transformers (CT) in the IDGs.
The current sensed by these CTs is sent to their respective GCUs for process-
ing.
The GCUs send generator load information to the BCUs by two separate
means;
an ARINC 429 bus
and by hard wire. The hard wire signals are redundant and are for backup in
the event of a failure of the ARINC 429 bus.
Inside the BCUs are eight normally closed relays which supply power and
grounds to the ELCUs. BCU 1 provides power to:
− G ELCU 1 and 2
− U ELCU 1 and 2
and a ground for:
− G ELCU 3 and 4
− U ELCU 3 and 4
BCU 2 provides power for:
For Training Purposes Only

− G ELCU 3 and 4
− U ELCU 3 and 4
and ground for:
− G ELCU 1 and 2
− U ELCU 1 and 2
In this way both BCUs can separately control load shedding by either removing
the power or the ground.

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Figure 126 LOAD MANAGEMENT SYSTEM

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GALLEY LOAD MANAGEMENT

General Load Reduction Relays
Power for the galley ELCUs comes from the dc buses through galley power There are eight load reduction relays in each BCU; four supply the power and
control relays in P180. These relays are controlled by the left and right utility four supply grounds. When an ELCU is to be opened, both BCU 1 and BCU 2
switches. With a utility power switch selected ”ON”, 28 volts dc is applied to the energize their respective load reduction relays to remove both power and
ELCU thru relaxed contacts of the galley power control relay, the BCU load re- ground from the ELCU. For example, G ELCU 1 receives power from BCU 1
duction relay and a normally closed emergency power switch in the galley. With and a ground from BCU 2. G ELCU 4 receives power from BCU 2 and a
28 volts applied, the ELCU needs a ground to close. This ground is provided by ground from BCU
the load reduction relay in the opposite BCU. With this type of hookup each
BCU is capable of initiating load reduction. This prevents a failure of a single Load Capacity
BCU from disabling the load reduction system. The load capacity for each generator (with four generators operating) is:
− 305 amperes for 5 seconds − 243 amperes for 4 minutes
Load Management Logic
For 3 generators operating is:
For the BCUs to initiate load reduction they first determine the electrical system
configuration and the appropriate load for that configuration. If demand ex- − 305 amperes for 5 seconds − 243 amperes for 4 minutes
ceeds capacity, the BCUs then energize the appropriate load reduction relays. For 2 generators operating is:
− 203 amperes for 5 seconds
Electrical System Configuration
For one or no generator operating (air mode) is:
To determine the electrical system configuration the BCUs use auxiliary con-
tacts in the SSB, BTBs, GCBs, APBs and XPCs. This allows the BCUs to mon- − All loads shed no delay except if external power is applied
itor the number of generators operating and whether they are isolated or paral- For one or no generator operating (ground mode) is:
leled. − 305 amperes for 5 seconds
Electrical Load − 243 amperes for 4 minutes
Primary load information is sent to the BCUs on an ARINC 429 bus. Backup For external/APU power is:
information is provided by hard wiring in the event of a fault on the ARINC bus. − 290 amps + 30 amperes on any one generator or external power recep-
Generator load is monitored in the BCUs and compared to generating capacity tacle. The time delay is inversely proportional to the amount of overload.
(capacity is determined by the number of generators operating). If the load ex-
ceeds capacity, the BCUs initiate load reduction by energizing the appropriate
For Training Purposes Only

load reduction relays until the balance between capacity and load is restored.
External/APU power loads are a little different in that BCU 1 senses APU gen-
erator 1 and external power 1 loads directly from the CTs. It compares this load
to a fixed reference of 290 amperes. BCU 2 does the same for the right side of
the synch bus. Both BCUs share load information with each other over an
ARINC 429 bus.

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Figure 127 GALLEY LOAD MANAGEMENT

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UTILITY LOAD MANAGEMENT

General Load Reduction Relays
utility load management operates the same as galley load management except There are eight load reduction relays in each BCU; four supply the power and
that power for the utility ELCUs comes directly through the left and right utility four supply grounds. When an ELCU is to be opened, both BCU 1 and BCU 2
switches and not through control relays. Power from the switches is delivered energize their respective load reduction relays to remove both power and
to normally closed load reduction relays in BCU 1 and BCU 2. If no overload ground from the ELCU. For example, U ELCU 1 receives power from BCU 1
condition exists, these relays will be closed allowing 28 volts dc to be applied to and a ground from BCU 2. U ELCU 4 receives power from BCU 2 and a
the ELCUs. With 28 volts applied the ELCUs need a ground to close. This ground from BCU
ground is provided by the load reduction relays in the opposite BCU. With this
type of hookup each BCU is capable of initiating load reduction. This prevents Load Capacity
a failure of a single BCU from disabling the load reduction system. The load capacity for four generators operating is:
− 305 amperes for 5 seconds
Load Management Logic
− 243 amperes for 4 minutes
For the BCUs to initiate load reduction they first determine the electrical system
configuration and the appropriate load for that configuration. If demand ex- For 3 generators operating is:
ceeds capacity, the BCUs then energize the appropriate load reduction relays. − 305 amperes for 5 seconds
− 243 amperes for 4 minutes
Electrical System Configuration
For 2 generators operating is:
To determine the electrical system configuration the BCUs use auxiliary con-
tacts in the SSB, BTBs, GCBs, APBs and XPCs. This allows the BCUs to mon- − 203 amperes for 5 seconds
itor the number of generators operating and whether they are isolated or paral- For one or no generator operating (air mode) is:
leled. − All loads shed no delay except if external power is applied
Electrical Load For one or no generator operating (ground mode) is:
Primary load information is sent to the BCUs on an ARINC 429 bus. Backup − 305 amperes for 5 seconds
information is provided by hard wiring in the event of a fault on the ARINC bus. − 243 amperes for 4 minutes
Generator load is monitored in the BCUs and compared to generating capacity For external/APU power is:
(capacity is determined by the number of generators operating). If the load ex-
− 290 amps + 30 amperes on any one generator or external power recep-
ceeds capacity, the BCUs initiate load reduction by energizing the appropriate
For Training Purposes Only

tacle. The time delay is inversely proportional to the amount of overload.

load reduction relays until the balance between capacity and load is restored.
External/APU power loads are a little different in that BCU 1 senses APU gen-
erator 1 and external power 1 loads directly from the CTs. It compares this load
to a fixed reference of 290 amperes. BCU 2 does the same for the right side of
the synch bus. Both BCUs share load information with each other over an
ARINC 429 bus.

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Figure 128 UTILITY LOAD MANAGEMENT

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AUTOLAND ISOLATION
General
Autoland isolation is the process of dividing−the airplane electrical system into
three separate power sources. This is done to provide the three flight control
computers (FCC) with three separate power sources when they are engaged
during the approach mode.
Operation
When three FCCs are engaged during approach (triple channel autoland), an
isolation request is sent to BCU 1. The decision on how to divide the electrical
system is done by BCU 1. This decision is based on the condition of the electri-
cal system which includes monitoring the position of the BTBs, GCBs, and
SSB and the operation of the TRUs. When BCU 1 decides on how best to di-
vide the system, it sends an isolation command to BCU 2 and the GCUs to
open the appropriate BTBs and DCIRs. Once the system has been isolated,
BCU 2 sends a confirmation signal back to the FCCs that isolation has been
completed.
For Training Purposes Only

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Figure 129 AUTOLAND ISOLATION

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AUTOLAND ISOLATION LOGIC

General
After BCU 1 receives an autoland isolation request from the FCCs, it deter-
mines the number of generators and TRUs that are operating. Based upon this
information the BCU directs the appropriate GCUs to configure the electrical
system in one of five possible configurations labeled A, B, C, D and E.
Autoland Request
If there are four generators and four TRUs operating BCU 1 directs the GCUs
to configuration A. Configuration A is the normal mode for triple channel auto-
land. If more than one generator channel is inoperative BCU 1 ignores the au-
toland request.
NOTE: ONE GENERATOR AND ONE TRU IS CONSIDERED AN INDIVID-
UAL GENERATOR CHANNEL (GC) BY THE AUTOLAND LOGIC.
FOR EXMAPLE NO. 2 GENERATOR AND NO. 2 TRU MAKE UP
ONE GENERATOR CHANNEL.
If one GC is inoperative, BCU I configures the system to B, C, D or E depend-
ing upon which GC is inoperative.
NOTE: THE SSB OR ANY BTB OPENED PRIOR TO THE AUTOLAND
ISOLATION REQUEST WILL NOT BE CLOSED DURING THE AU-
TOLAND MODE.
Autoland Operation
If a GC fails while in configuration A, BCU 1 reconfigures the system to B, C, D
or E depending upon which GC failed.
If more than one GC becomes inoperative during autoland, the confirmation
signal from BCU 2 to the FCCs is removed. What happens next is determined
For Training Purposes Only

by the altitude of the airplane. Above 200 feet, the BTBs and DCIRs return to
their original position before autoland. Below 200 feet, only the DCIRs close
maintaining isolation of the ac power. The BTBs remain in the last configuration
until the autoland isolation request is removed.

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Figure 130 AUTOLAND ISOLATION LOGIC

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AUTOLAND CONFIGURATIONS
There are five configurations that BCU 1 can select for autoland isolation: A, B,
C, D, and E. The configurations selected are determined by which generator or
TRU is inoperative. The configurations for generator failures are:
− A no generators inoperative
− B No. 1 generator inoperative
− C No. 2 generator inoperative
− D No. 3 generator inoperative
− E No. 4 generator inoperative
The configuration for the failure of any TRU is identical to a generator failure
except that the GCB of the affected channel is not tripped.
The split system breaker must be closed in configurations B&C if the respective
GCB is open.
For Training Purposes Only

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Figure 131 AUTOLAND CONFIGURATIONS

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 B747−4 PW 24 B1 E

TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . . . . 1 IDG OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . 68
IDG OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
24−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL . . . . . . . . . . . . . 72
ELECTRICAL POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 IDG AIR/OIL HEAT EXCHANGER AND VALVE . . . . . . . . . . . . . . . . . . 74
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 OVERRIDE SOLENOID AND PRESSURE SWITCH . . . . . . . . . . . . . . 76
AC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL . . . . . . . . . . . . . 78
115−VOLT AC STANDBY POWER GENERATION . . . . . . . . . . . . . . . . 6 IDG COOLING VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
COMPONENTS LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 IDG SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
DC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 IDG OIL LEVEL INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 IDG SCAVENGE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
DC POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 IDG REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
ELECTRICAL POWER PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 24−20 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
ELECTRICAL SYSTEM CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . 24 ENGINE POWER GENERATION CONTROL . . . . . . . . . . . . . . . . . . . . 90
GENERATOR MANUAL RESET PANEL . . . . . . . . . . . . . . . . . . . . . . . . . 26 ENGINE POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
TOWING POWER CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 AC GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
ELECTRICAL POWER SYNOPTIC PAGE . . . . . . . . . . . . . . . . . . . . . . . 28 GENERATOR CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
ELECTRICAL POWER MAINTENANCE PAGE ACCESS . . . . . . . . . . 30 BTB/GCB POWER BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
EXTERNAL POWER PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 GCB CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
EXTERNAL POWER GENERAL OPERATION . . . . . . . . . . . . . . . . . . . 34 BTB CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
GROUND HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 EQUALIZING LOOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
GROUND SERVICE CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . 38 GCR AND VOLTAGE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
EXTERNAL POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 GENERATOR CONTROL CURRENT TRANSFORMERS . . . . . . . . . . 108
BCU/GCU BUILT−IN TEST EQUIPMENT (BITE) . . . . . . . . . . . . . . . . . 42 DIFF. PROTEC. CURRENT TRANSFORMERS . . . . . . . . . . . . . . . . . . 108
ELECTRICAL POWER GROUND TEST SELECTION . . . . . . . . . . . . . 44 AUTOMATIC CONTROL, PROTECTION, AND REGULATION . . . . . 110
EPGS GROUND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 GENERATOR POWER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
24−10 GENERATOR DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ELECTRICAL POWER MAINTENANCE PAGE . . . . . . . . . . . . . . . . . . . 114
ENGINE POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 LIGHTNING PROTECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
ENGINE POWER SYSTEM (IDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 SPLIT SYSTEM BREAKER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 118
IDG COMPONENTS LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 POWER TRANSFER SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
INTEGRATED DRIVE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 APU POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
IDG OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 APU POWER NO BREAK POWER TRANSFER . . . . . . . . . . . . . . . . . . 124
IDG DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 APU GENERATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
STATUS ERASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 APU POWER GENERAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 128
IDG SPEED SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 APU POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
IDG SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 APU GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

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TABLE OF CONTENTS
APU GENERATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 APU BATTERY INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
APU POWER CURRENT TRANSFORMERS . . . . . . . . . . . . . . . . . . . . 134 APU TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
APU POWER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 APU TRU POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
BUS CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 APU TRU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
AUXILIARY GENERATOR CONTROL UNITS . . . . . . . . . . . . . . . . . . . . 138 EXTERNAL POWER TRANSFORMER RECTIFIERS . . . . . . . . . . . . . 210
BUS CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 24−40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
AGCU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 GROUND HANDLING BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 212
APU GENERATOR AVAILABLE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 144 GROUND SERVICE BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
AUXILIARY POWER BREAKER CONTROL . . . . . . . . . . . . . . . . . . . . . 146 EXTERNAL POWER CONTACTOR CONTROL . . . . . . . . . . . . . . . . . . 216
AC STANDBY POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 EXTERNAL POWER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 EXTERNAL POWER CURRENT TRANSFORMER . . . . . . . . . . . . . . . 220
AC STANDBY POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 EXTERNAL POWER NO BREAK POWER TRANSFER . . . . . . . . . . . 222
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
24−50 ELECTRICAL LOAD DISTRIBUTION . . . . . . . . . . . . . . . . . . 224
APU STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
TOWING BUS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
INSTRUMENT BUS VOLTAGE SENSE UNITS . . . . . . . . . . . . . . . . . . . 226
24−30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 LOAD MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
DC POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 ELECTRICAL LOAD CONTROL UNITS (ELCU) . . . . . . . . . . . . . . . . . . 230
DC POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 ELCU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
DC BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 LOAD MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
DC POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 LOAD SHEDDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
TRANSFORMER RECTIFIER UNITS (TRU) . . . . . . . . . . . . . . . . . . . . . 172 LOAD RESTORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
REMOTE CONTROL CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . 174 GALLEY LOAD MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
DC CURRENT SENSORS (DCCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 UTILITY LOAD MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
TRU INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 AUTOLAND ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
MAIN/ APU BATTERY BUS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 AUTOLAND ISOLATION LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
SINGLE TRU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 AUTOLAND CONFIGURATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
TRU FAILURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
P180 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
MAIN/ APU BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
MAIN/APU BATTERY CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
MAIN HOT BATTERY BUS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
APU HOT BATTERY BUS POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
MAIN/ APU BATTERY CHARGER FAILED INDICATION . . . . . . . . . . 196
MAIN/APU BATTERY DISCHARGING INDICATION . . . . . . . . . . . . . . 198
MAIN BATTERY INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

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Figure 1 ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 IDG SPEED SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 2 ELECTRICAL POWER SYSTEM (SIMPLIFIED) . . . . . . . 5 Figure 37 IDG SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 3 Standby Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 IDG OIL TEMPERATURE INDICATION . . . . . . . . . . . . . 69
Figure 4 Integrated Drive Generator Locations . . . . . . . . . . . . . . . . 9 Figure 39 IDG OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 5 APU Generators Location . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Figure 40 IDG AIR/OIL HEAT EXCHANGER VALVE CONTROL 73
Figure 6 Main Equipment Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 41 IDG Air/ Oil Heat Exchanger and Valve (PW4000) . . . . 75
Figure 7 AC Generation − Component Location . . . . . . . . . . . . . . . 12 Figure 42 Override Solenoid and Pressure Switch (PW4000) . . . . 77
Figure 8 Elec Power Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 43 IDG Air /Oil Heat Exchanger Valve Control (PW4000) . 79
Figure 9 Main/ Towing Static Inverter Location . . . . . . . . . . . . . . . . 14 Figure 44 IDG COOLING VALVE FAILURE . . . . . . . . . . . . . . . . . . . 81
Figure 10 APU Static Inverter Location . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 45 IDG SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 11 DC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 46 IDG OIL LEVEL INDICATOR . . . . . . . . . . . . . . . . . . . . . . 85
Figure 12 DC POWER SYSTEM (SIMPLIFIED) . . . . . . . . . . . . . . . 19 Figure 47 IDG SCAVENGE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 13 DC POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 21 Figure 48 IDG REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . 89
Figure 14 Electrical Power Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Figure 49 ENGINE POWER GENERATION CONTROL . . . . . . . . 91
Figure 15 Electrical System EICAS Pages . . . . . . . . . . . . . . . . . . . . 23 Figure 50 ENGINE POWER COMPONENTS . . . . . . . . . . . . . . . . . 93
Figure 16 ELECTRICAL SYSTEM CONTROL PANEL . . . . . . . . . 25 Figure 51 GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 17 GENERATOR MANUAL RESET PANEL . . . . . . . . . . . . 27 Figure 52 GENERATOR CONTROL UNITS . . . . . . . . . . . . . . . . . . 97
Figure 18 ELECTRICAL POWER SYNOPTIC PAGE . . . . . . . . . . . 29 Figure 53 BTB/GCB POWER BREAKERS . . . . . . . . . . . . . . . . . . . 99
Figure 19 ELECTRICAL MAINTENANCE PAGE ACCESS . . . . . . 31 Figure 54 GCB CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 20 EXTERNAL POWER PANEL . . . . . . . . . . . . . . . . . . . . . . 33 Figure 55 BTB CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 21 EXTERNAL POWER GENERAL OPERATION . . . . . . . 35 Figure 56 EQUALIZING LOOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 22 Grd Handling / Service Power Distribution . . . . . . . . . . . 37 Figure 57 GCR AND VOLTAGE CONTROL . . . . . . . . . . . . . . . . . . 107
Figure 23 Ground Service Control Switch . . . . . . . . . . . . . . . . . . . . . 39 Figure 58 GCCT & DPCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 24 EXTERNAL POWER COMPONENTS . . . . . . . . . . . . . . 41 Figure 59 Control/ Protection Units . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 25 EPGS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 60 GENERATOR POWER INDICATION . . . . . . . . . . . . . . . 113
Figure 26 ELECTRICAL POWER GROUND TEST SELECTION 45 Figure 61 ELECTRICAL POWER MAINTENANCE PAGE . . . . . . 115
Figure 27 EPGS GROUND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 62 LIGHTNING PROTECTORS . . . . . . . . . . . . . . . . . . . . . . 117
Figure 28 ENGINE POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . 49 Figure 63 SPLIT SYSTEM BREAKER CONTROL . . . . . . . . . . . . . 119
Figure 29 Engine Power System (IDG) (PW 4000) . . . . . . . . . . . . . 51 Figure 64 POWER TRANSFER SUMMARY . . . . . . . . . . . . . . . . . . 121
Figure 30 IDG Components (PW4000) . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 65 APU POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 31 Integrated Drive Generator (PW4000) . . . . . . . . . . . . . . . 55 Figure 66 APU POWER NO BREAK POWER TRANSFER . . . . . 125
Figure 32 IDG OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 67 APU GENERATORS INSTALLATION . . . . . . . . . . . . . . . 127
Figure 33 IDG DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 68 APU POWER GENERAL OPERATION . . . . . . . . . . . . . 129
Figure 34 IDG Thermal Disconnect / Reset Mechanism . . . . . . . . 61 Figure 69 APU POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . 131
Figure 35 Status Erase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 70 APU GENERATORS & INSTALLATION . . . . . . . . . . . . . 133

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Figure 71 APU POWER CURRENT TRANSFORMERS . . . . . . . . 135 Figure 106 MAIN/ APU BATTERY CHARGER INDICATION . . . . 197
Figure 72 APU POWER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 107 MAIN/ APU BATTERY DISCHARGING INDICATION 199
Figure 73 BCU & AGCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 108 MAIN BATTERY INDICATIONS . . . . . . . . . . . . . . . . . . . 201
Figure 74 BUS CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 109 APU BATTERY INDICATIONS . . . . . . . . . . . . . . . . . . . . 203
Figure 75 AGCU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 110 APU TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 76 APU GENERATOR AVAILABLE LIGHT . . . . . . . . . . . . . 145 Figure 111 APU TRU POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 77 AUXILIARY POWER BREAKER CONTROL . . . . . . . . . 147 Figure 112 APU TRU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 78 AC STANDBY POWER OPERATION . . . . . . . . . . . . . . . 149 Figure 113 EXTERNAL POWER TRANSFORMER RECTIFIERS 211
Figure 79 STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Figure 114 GROUND HANDLING BUS CONTROL . . . . . . . . . . . . 213
Figure 80 Main/ Towing Static Inverter Location . . . . . . . . . . . . . . . 151 Figure 115 GROUND SERVICE BUS CONTROL . . . . . . . . . . . . . . 215
Figure 81 Main Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 116 EXTERNAL POWER CONTACTOR CONTROL . . . . . 217
Figure 82 STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 Figure 117 EXTERNAL POWER INDICATION . . . . . . . . . . . . . . . . 219
Figure 83 Standby Power Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 118 EXTERNAL POWER CURRENT TRANSFORMER . . 221
Figure 84 APU Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 119 EXTERNAL POWER NO BREAK POWER
Figure 85 Towing Power Static Inverter . . . . . . . . . . . . . . . . . . . . . . . 159 TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 86 DC POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 120 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 87 DC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 121 INSTRUMENT BUS VOLTAGE SENSE UNITS . . . . . 227
Figure 88 DC BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 122 Load Shedding by ELCU‘s . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 89 DC POWER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 167 Figure 123 ELECTRICAL LOAD CONTROL UNITS (ELCU) . . . . 231
Figure 90 DC Power Components Location . . . . . . . . . . . . . . . . . . . 168 Figure 124 ELCU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 91 External Power TR-Units . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 125 LOAD MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . 235
Figure 92 Main Battery Components . . . . . . . . . . . . . . . . . . . . . . . . . 170 Figure 126 LOAD MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . 237
Figure 93 APU Battery/ Charger Location . . . . . . . . . . . . . . . . . . . . 171 Figure 127 GALLEY LOAD MANAGEMENT . . . . . . . . . . . . . . . . . . 239
Figure 94 TRANSFORMER RECTIFIER UNITS (TRU) . . . . . . . . . 173 Figure 128 UTILITY LOAD MANAGEMENT . . . . . . . . . . . . . . . . . . 241
Figure 95 REMOTE CONTROL CIRCUIT BREAKERS . . . . . . . . . 175 Figure 129 AUTOLAND ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 96 DC CURRENT SENSORS (DCCS) . . . . . . . . . . . . . . . . . 177 Figure 130 AUTOLAND ISOLATION LOGIC . . . . . . . . . . . . . . . . . . 245
Figure 97 TRU INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 131 AUTOLAND CONFIGURATIONS . . . . . . . . . . . . . . . . . 247
Figure 98 MAIN/ APU BATTERY BUS POWER . . . . . . . . . . . . . . . 181
Figure 99 SINGLE TRU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 100 TRU FAILURE INDICATION . . . . . . . . . . . . . . . . . . . . . . 185
Figure 101 P180 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 102 MAIN/ APU BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 103 MAIN/ APU BATTERY CHARGER . . . . . . . . . . . . . . . . 191
Figure 104 MAIN HOT BATTERY BUS POWER . . . . . . . . . . . . . . 193
Figure 105 APU HOT BATTERY BUS POWER . . . . . . . . . . . . . . . 195

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