A320 CBT - ELECTRICAL SYSTEM

COURSE OUTLINES

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A320 CBT - ELECTRICAL SYSTEM
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TABLE OF CONTENT

COURSE START 3

ELECTRICAL SYSTEM 3

INTRODUCTION 3

GENERAL DESCRIPTION OF ELECTRICAL SYSTEM 4

GENERATION OF ELECTRICAL POWER - AC POWER GENERATION 5

DC Power generatıon 6

DISTRIBUTION OF ELECTRICAL POWER 6

ELECTRICAL SYSTEM OPERATION IN GENERAL 6

NORMAL OPERATION - IN FLIGHT 7

ON the Ground 7

ECAM ELECTRICAL SYSTEM PAGE 8

ELECTRICAL SYSTEM CONTROLS 10

ABNORMAL OPERATION 13

Failure of one engine generator 14

Faılure of ac bus 1 14

Failure of one tr 14

Failure of tr1 and tr2 14

EMERGENCY POWER 15

Emergency generator 15

Batteries 15

Emergency electrical power panel 15

Activation of emergency generator 16

BATTERY ONLY OPERATION 16

SMOKE CONFIGURATION 17

ELECTRICAL SYSTEM-PREFLIGHT OPERATIONS 17

WARNINGS AND CAUTIONS 18

COURSE END 18

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current state, local and
company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

ELECTRICAL SYSTEM
2-ELECTRICAL SYSTEM This chapter introduces you to the aircraft electrical system and provides an overview of its organisation,
operation, controls and indications. Here is the chapter outline: * Introduction * General Description of electrical system * Generation of
electrical power * Distribution of electrical power * Electrical system operation in general * Normal operation * ECAM electrical system page
* System controls * Abnormal operation * Emergency power * Battery only operation *Smoke configiration* Preflight operations * Warning
and cautions

INTRODUCTION
3-INTRODUCTION The purpose of the electrical system is to generate, regulate and distribute electrical power throughout the aircraft. First
let’s review some fundamentals to have a better understanding of the A320 electrical system.

4-Electric current is the flow of electrons through a conductor. It is measured in ampere.

5-Voltage is the force which pushes electrons and creates the flow of current in a circuit. It is measured in volts.

6-There are two types of electric current: Direct Current (DC) and Alternating Current (AC).

7-Direct current is the electric current which always flows in the same direction.

8-A battery converts chemical energy into electrical energy to generate direct current.

9-If electric current reverses its direction of flow at regular intervals, it is called an alternating current.

10-An AC generator converts mechanical energy into electrical energy to generate alternating current.

11-The number of complete variations of alternating current in each direction in one second is called frequency. Its unit is cycles per
second or Hertz.

12-The frequency of alternating current is directly proportional to rotation speed the generator.

13-PHASE, in the context of AC generation, represents the number of alternating current produced by an AC source. For instance, a single
phase AC source produces a single alternating current. A three phase AC source produces three individual alternating current.

14-It is possible to convert electrical current from one form into another form. A static inverter converts direct current into

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alternating current. A rectifier is used to convert alternating current into direct current.

15-The rectifier is usually combined with a transformer to form a transformer rectifier unit or TR unit. A transformer rectifier unit changes
voltage level of alternating current and converts it into direct current.

16-In most types of aircraft, output from the electrical power source is sent to one or more conductors before distribution throughout the
aircraft. These conductors are called bus bars or briefly buses. Bus bars are distribution centers for electrical power in an aircraft. In its
simplest meaning, you may consider a busbar as a power strip.

GENERAL DESCRIPTION OF ELECTRICAL SYSTEM

17-GENERAL DESCRIPTION OF ELECTRICAL SYSTEM Aircraft electrical power system consists of a three-phase, 115/200 Volt, 400
Hertz constant-frequency AC system and a 28 Volt DC system.

18-Each system has two subsystems: power generation and power distribution.

19-Aircraft electrical power is normally supplied by the AC power system which is consists of 2 engine generators and 1 APU generator.

20-The AC power satisfies almost 95% of the electrical energy demand in the aircraft. A small part of this AC power is converted into DC
power for certain applications.

21-In case of loss of normal AC power, an emergency AC generator is also available.

22-In the event that all AC power is lost, the DC power from the batteries is inverted into AC power

23-You find circuit breaker panels on the overhead panel and the right rear panel, which usually contain emergency circuit breakers.

24-The circuit breakers are color coded for easy identification of certain circuit breakers. The black ones are not monitored by ECAM.
Green circuit breakers are mainly for essential systems and monitored by the ECAM.

25-If a green monitored circuit breaker is tripped for more than a minute, the ECAM triggers C/B TRIPPED caution with the location of the
tripped circuit breaker.

26-You can clear the ECAM C/B TRIPPED caution by pushing The EMERGENCY CANCEL pushbutton. This also inhibits the ECAM C/B
TRIPPED caution for the remainder of the flight.

27-Alternately, you can use the CLEAR pushbutton which only clears the ECAM C/B TRIPPED caution

28-There are also red capped circuit breakers which are associated with the wing brake system. The red cap prevents the breaker from
being reset.

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29-Now, let’s get familiar with the electrical power generation components and their location in the aircraft.

GENERATION OF ELECTRICAL POWER - AC POWER GENERATION

30-GENERATION OF ELECTRICAL POWER AC POWER GENERATION There are five power sources used for AC generation. Two
engine driven generators called integrated drive generators, IDG, one APU generator, one emergency generator, external power and a
static inverter.

31-Integrated drive generators are the normal AC power source during the flight.

32-Each engine drives its own IDG. Each IDG supplies three-phase, 115 and 200 volt alternating current with a frequency of 400 Hertz.

33-An IDG consists of an AC generator and a constant speed drive, CSD, unit in a common housing.

34-The constant speed drive unit ensures that generator turns at constant speed regardless of the engine speed. Do you remember why an
ac generator must turn at constant speed?... The generator must turn at a constant speed to generate a constant frequency of 400 Hertz.

35-The unit is lubricated and cooled by a self–contained oil system.

36-A drive disconnect mechanism allows disconnecting the IDG from its engine drive when necessary.

37-The output of each generator is controlled by a Generator Control Unit (GCU). The two main functions of each generator control unit are
to regulate the generator’s output voltage and frequency, and to protect the generator and on-board electrical systems against faults via
related line contactor.

38-The APU generator is driven directly by the APU and generates 3-phase, 115/200-volt AC power at 400 Hertz.

39-This generator is capable of providing necessary AC power on the ground for all ground operations and during flight as backup to the
either or both engine generators.

40-The external power connector and the Ground Power Control Panel are located in front of the nose landing gear.

41-External power connector allows ground AC power to be supplied to the entire aircraft electrical network within the standard parameters.

42-The AVAILABLE light on the Ground Power Control Panel comes on amber to indicate that external power is available and the voltage
is correct. The white NOT IN USE light illuminates when the ground power unit is not supplying the aircraft network and can be
disconnected.

43-A Ground and Auxiliary Power Control Unit, GAPCU, regulates the frequency and voltage of the APU generator and external power, and
protects the electrical network through the associated line contactor.

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44-The A320 also incorporates an emergency generator driven by the blue hydraulic circuit. The emergency generator automatically
supplies emergency AC power to the aircraft electrical system, when all the main generators fail.

45-This generator also supplies 3 phase, 115/200-volt AC power at 400 Hertz. A Generator Control Unit provides regulation and protection
functions when the emergency generator is activated.

46-Note that when the emergency generator is running, the message 'EMERGENCY GENERATOR' is displayed in green on the ECAM
MEMO display.

47-A static inverter converts the DC power from battery 1 into AC power if no other AC source is available.

48-The static inverter produces single phase, 115-volt, 400 Hertz AC power which is used to feed essential AC consumers.

DC Power generatıon
49-DC POWER GENERATION There are two DC power sources on the aircraft. Transformer rectifiers and batteries.

50-Transformer rectifiers, TRs, convert three phase, 115-volt, 400 Hertz AC into 28-volt DC.

51-Two main TRs are the normal DC power sources.

52-A third identical TR is used to power essential DC circuit from the emergency generator.

53-All three TRs have fault detection circuit against low current and overheat conditions.

54-Two batteries with chargers provide the backup DC source if other sources do not operate. Each battery has a capacity of 23 Ampere-
hour.

55-The Battery Charge Limiters monitor battery charging and provide battery protection.

DISTRIBUTION OF ELECTRICAL POWER

56-DISTRIBUTION OF ELECTRICAL POWER The generated electrical power is distributed to the consumers via buses.

57-The AC power distribution system incorporates AC BUS1, AC BUS 2 and AC ESSENTIAL BUS.

58-DC power distribution is achieved through: DC BUS 1, DC BUS 2, DC BATTERY BUS, DC ESSENTIAL BUS and HOT BATTERY
BUSES.

ELECTRICAL SYSTEM OPERATION IN GENERAL

59-ELECTRICAL SYSTEM OPERATION IN GENERAL The Figure indicates simplified schematic of the aircraft electrical system.
Operation of the system is based on three basic principles.

60-AC power sources cannot be connected to an AC bus at the same time. Thus, there is no parallel operation of the AC

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sources.

61-However, two bus tie contactors allow an AC bus to be supplied by another AC power source when the generator that feeds this bus is
not available.

62-Each engine generator, APU generator, or external power is capable of supplying the entire electrical network alone.

63-As no parallel connection is allowed, priorities are given to the different power sources in supplying the electrical network.

64-Engine generators have priority over the APU generator and over the external power to supply their ownside bus bars. When selected,
external power has priority over the APU generator.

NORMAL OPERATION - IN FLIGHT

65-NORMAL OPERATION IN FLIGHT During flight, each engine generator normally supplies power to its associated AC bus via a
generator line contactor.

66-The generator line contactor connects or disconnects the generator to or from its bus when necessary.

67-The two bus tie contactors are open to isolate the left and right part of the power distribution.

68-The AC bus 1 supplies AC power to TR1 and AC ESSENTIAL BUS via a contactor. The AC bus 2 supplies AC power to TR 2.

69-It’s time to check your memory. What is the function of TRs? ... The TRs convert 115V AC to 28v DC.

70-Now, we are in the DC part of the electrical network. TR 1 normally supplies DC BUS 1, DC BATTERY BUS, and DC ESSENTIAL BUS.
TR 2 normally supplies DC BUS 2.

71-The two batteries are connected to the DC BATTERY BUS via the battery line contactors which are controlled by the Battery Charge
Limiters. However, in normal configuration the batteries are usually disconnected from the system.

72-Each battery has its own HOT battery bus which is directly connected to the battery. Thus, its consumers are always powered as long
as the battery voltage is above a minimum.

ON the Ground
73-ON THE GROUND On the ground, the aircraft electrical network is normally supplied by an external power source via its line contactor
and bus tie contactors.

74-When only ground services are required, the Maintenance Bus switch, located on the forward cabin area, allows the AC and DC service
buses to be supplied without energizing the entire electrical network.

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75-The APU generator may also be used to supply the complete system. Remember, APU generator and external power source cannot be
connected to the electrical system simultaneously.

76-Batteries can be used to supply power for APU starting.

ECAM ELECTRICAL SYSTEM PAGE

77-ECAM ELECTRICAL SYSTEM PAGE You can see that the components we have talked about are displayed on the ECAM electrical
system page.

78-During a normal flight with both generators operating, you have the system configuration shown here.

79-The generator 1 and 2 indications show the electrical parameters for the related engine generator.

80-The generator electrical load is normally displayed in green. When the load is more than 100 %, the indication changes to amber

81-This line shows the generator output voltage. If voltage is less than 110 volts or greater than 120 volts, the indicated value becomes
amber.

82-The generator output frequency is displayed here. When the frequency is less than 390 hertz or greater than 410 hertz, the indication
changes color from green to amber.

83-Note that when any of the legends become amber, the associated GEN 1 indication also changes color from white to amber.

84-You can monitor the constant speed drive operation from the IDG indicators.

85-The IDG label is normally white. The IDG number is also white if the corresponding engine is running. The number is amber if the
related engine is not running and the FADEC is powered.

86-The IDG oil outlet temperature is displayed in green.

87-When the oil temperature is between 147 ° Celsius and 185 ° Celsius the number starts to flash. If the oil temperature exceeds 185°
Celsius, the number changes color to amber.

88-LOW PRESSURE message appears in amber if IDG low oil pressure is detected with the engine running.

89-In the event that an IDG is disconnected from the engine drive, the DISCONNECT message appears in amber.

90-Note that the associated IDG legend changes color from white to amber when high outlet oil temperature is detected, or low oil pressure
message or disconnect message is displayed.

91-In some models, the electric page also incorporates a RISE indication which shows the difference between the oil

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temperature at the IDG inlet and that at the IDG outlet.

92-TR1 and TR2 indications display the voltage and current of the respective transformer rectifier unit.

93-When the TR voltage is less than 25 volts or greater than 31 volts, the number changes color from green to amber.

94-If the current is equal to or less than 5 amperes, the current indication becomes amber.

95-Whenever the voltage or current indication becomes amber, the TR legend also changes color to amber.

96-The battery indications let you monitor the battery operation and charging level.

97-Battery voltage is displayed here. When the battery voltage is less than 25 volts or greater than 31 volts, the voltage indication changes
color from green to amber.

98-This line displays amount of current flow into or out of the battery. If battery discharge exceeds 5 amperes, the current indication
becomes amber.

99-You may have noticed that the battery label also turns to amber when a battery parameter becomes amber.

100-Battery charging status is displayed with an arrow.

101-This indication shows that battery contactor is closed and battery is charging with a current more than 1 ampere.

102-An amber arrow extending from the battery indication shows that battery contactor is closed and battery is discharging with a current
more than 1 ampere.

103-The indication is a solid green line when battery contactor is closed with the current less than 1 ampere and the battery is at rest.

104-You see no arrow or line symbol when the battery contactor is open.

105-The page also shows AC and DC buses. The indications are normally green.

106-The DC battery bus indication changes to amber if DC voltage is equal to or less than 25 volts.

107-Any other bus indication becomes amber, when the corresponding bus is off.

108-The APU generator indications are the same as for the engine generators.

109-On the ground, when available, the external power data is displayed in this box.

110-If voltage or frequency goes out of limits, the respective numeric indication and external power legend become amber.When external
power is not available, only a white box outline is displayed.

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ELECTRICAL SYSTEM CONTROLS

111-ELECTRICAL SYSTEM CONTROLS The electrical power system operation is normally automatic. However, an electrical power
control panel and an emergency electrical power panel are provided for the pilots to control the system manually. The emergency electrical
power panel will be discussed later.

112-The electrical power control panel is located on the overhead panel.

113-You use the panel usually for managing ground power source switching and overriding the automatic power switching.

114-All lights on the panel are extinguished during normal operation in accordance with the dark cockpit philosophy.

115-You can monitor the battery voltage on the panel.

116-Each battery is controlled by a pushbutton switch which is normally in auto position.

117-With the battery switch in the Auto position, the battery charge limiter automatically controls the connection and the disconnection of
the corresponding battery to the DC BATTERY BUS via battery line contactors.

118-The battery charge limiter connects the battery to the DC BATTERY BUS during APU starting, in the event of loss of AC BUS 1 and 2
when below 100 knots, and during battery charging.

119-When a battery switch is pushed OFF, the respective battery is disconnected from the DC BATTERY BUS.

120-The white OFF light illuminates on the switch provided DC BATTERY BUS is powered. The white OFF message appears on the
respective battery indication on the ECAM electrical system page. BATTERY OFF caution is triggered for crew awareness.

121-If the charging current for a battery is out of limits, the battery charge limiter disconnects the battery from the DC battery bus for
protection and an amber FAULT light illuminates on the corresponding battery switch. The respective battery label changes color to amber
on the ECAM electrical system page. The ECAM generates BATTERY FAULT caution.

122-The engine generators are controlled by their associated generator pushbutton switch. The switch is in the on position for all normal
operations. This is indicated with no visible light on the switch.

123-With a generator switch in the ON position, the related generator line contactor is closed allowing the generator to supply its bus as
long as the power quality is acceptable.

124-If you push a generator switch OFF, the corresponding generator line contactor opens and disconnects the generator from its bus.

125-With a generator switch selected OFF, a white OFF light illuminates on the respective switch. ECAM activates

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GENERATOR OFF caution for crew awareness.

126-On the ECAM display, the affected GEN legend changes color to amber and OFF message appears in white showing that the
generator is turned off with no fault. 1 or 2 indication is white if the corresponding engine is running, amber if it is not.

127-If the GCU trips a generator for protection or a generator line contactor opens with generator switch ON, amber FAULT light illuminates
on the respective generator switch. The ECAM triggers the GENERATOR FAULT caution.

128-You can attempt to reset the faulty generator by pushing the affected generator switch OFF then ON.

129-If the generator is not connected, set the switch back to OFF.

130-There are two guarded IDG switches on the panel. If the IDG oil pressure is low or IDG oil temperature is high, amber FAULT light
illuminates on the related switch. The ECAM triggers a caution for the respective situation.

131-With the engine running or windmilling, lift the guard and push the switch. The related IDG mechanically disconnects from its engine
drive. The FAULT light goes off.

132-You should not push the IDG switch for more than 3 seconds as it may cause damage to the IDG disconnect mechanism.

133-Once an IDG is disconnected, it cannot be reconnected in flight. The affected generator is not available for the rest of the flight.
Reconnection can only be done on the ground by maintenance crew, while the engine is not running.

134-The APU generator pushbutton switch is functional only when the APU MASTER switch is on.

135-If the APU MASTER switch is off, this is what you see on the ECAM display regardless of the position of the APU generator switch.

136-When the Master APU switch and APU generator switch are on, the APU generator automatically connects and disconnects to
distribution provided its power parameters are normal.

137-If APU generator switch is set to off, the APU line contactor opens disconnecting the generator from the distribution system.

138-A white OFF light illuminates on the APU generator switch. On the ECAM display, the APU legend changes color to amber if the APU
MASTER switch is ON and OFF message appears in white.

139-The amber FAULT light illuminates in the APU generator switch for the same reasons as the generator 1 or 2 FAULT light comes on.
The ECAM triggers an APU GENERATOR FAULT caution.

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140-You may attempt to reset the APU generator by pushing the APU generator switch OFF then ON.

141-If the generator is not connected, set the switch to OFF.

142-The panel also incorporates an EXTERNAL POWER switch. External power switching must always be performed manually.

143-When the external power is plugged in, and external power quality is acceptable, a green AVAILABLE light illuminates in the switch.

144-With the AVAILABLE light illuminated, when you momentarily push the switch, external power line contactor and both bus tie
contactors close and external power supplies the whole aircraft electrical network. The available light extinguishes and the ON light comes
on blue.

145-Note that the ON light stays illuminated even if the engine generators supply the aircraft.

146-When you push the switch again, the external power line contactor opens and external power is isolated from the distribution system.
The ON light goes off and the AVAILABLE light illuminates.

147-The bus tie pushbutton switch provides you with manual control of the bus tie contactors.

148-The switch is normally in AUTO position. With the switch in AUTO, the bus tie contactors open or close automatically to maintain
power supply to both AC BUS 1 and 2.

149-It is time to check your memory. When are the both bus tie contactors open ?.... Both contactors are open when each engine generator
is supplying power to its associated AC bus.

150-One of the bus tie contactors is closed, when an engine generator is not available and its associated AC bus is being supplied by APU
generator or external power.

151-In AUTO operation, both contactors are closed when the AC BUS 1 and 2 are supplied by a single engine generator or during
operation on APU generator power or when the external power is in use.

152-When the bus tie pushbutton is switched to OFF, both bus tie contactors open. Power supply from AC BUS 1 to AC BUS 2 or vice
versa is no longer possible.

153-Here’s a challenge for you. What do you think to happen if the bus tie switch is pushed OFF during normal operation of electrical
system? ..... Pushing the bus tie switch has no effect on the electrical power distribution when both engine generators are operating.

154-In this example, AC BUS 2 is powered by the APU generator due to failure of generator 2. If you push the BUS TIE switch OFF, the
bus tie contactor opens and AC BUS 2 is no longer powered.

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155-Now, another challenge. What does happen in electrical power distribution if you push the bus tie switch OFF when the external power
is supplying the system? .... The answer is that the electrical power distribution is no longer supplied.

156-You may wonder when you need to use the bus tie switch. The bus tie switch is used to disconnect one side of the network from the
other in case of smoke in the cockpit due to short circuit. This allows easier isolation of a smoke source.

157-The AC ESSENTIAL FEED pushbutton switch enables you to control the supply for the AC ESSENTIAL BUS which is normally
supplied by AC BUS 1.

158-With no light visible, the switch is in normal position. When AC BUS 1 is lost, AC ESSENTIAL BUS is automatically supplied by AC
BUS 2.

159-You push the AC ESSENTIAL FEED switch to manually change the supply for the AC ESSENTIAL BUS from AC BUS 1 to AC BUS 2.

160-The ALTERNATE light illuminates in the switch. The ECAM triggers AC ESSENTIAL BUS ALTERNATE caution.

161-When the AC ESSENTIAL BUS is not supplied, the amber FAULT light comes on in the switch the ECAM caution AC ESSENTIAL
BUS FAULT activates.

162-The GALLEY and CABIN pushbutton switch is used to control the shedding of galleys and cabin loads.

163-During flight, with the switch in AUTO, if only one engine generator or only APU generator is supplying the whole electrical network, the
main galley, the in-flight entertainment system and in-seat power supply are automatically shed.

164-On the ground, when only one engine generator is running, the same loads are automatically shed.

165-Note that if the external source or APU generator is supplying the electrical power on the ground, the galleys’ power supply is not shed.

166-In the event that the automatic load shedding fails and the load on any generator exceeds 100 % of rated output, the amber FAULT
light illuminates in the switch. ECAM activates GENERATOR OVERLOAD caution for the associated generator.

167-In this case, you push the GALLEY and CABIN switch OFF to manually shed the power supply to the main galley, secondary galley, in-
flight entertainment system, in-seat power supply, and heating floor panels.

168-Whenever load shedding is activated either automatically or manually, the GALLEY SHED message appears on the ECAM electrical
system page.

169-The COMMERCIAL pushbutton switch allows the shedding of commercial related loads shown here. When the switch is set to OFF, all
aircraft commercial electrical loads are shed

ABNORMAL OPERATION

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170-ABNORMAL OPERATION Now we will discuss abnormal operation of the electrical system.

171-During abnormal operation, additional indications appear on the ECAM electrical system page. The STATIC INVERTER box is
displayed during the static inverter test, and when essential buses are supplied by the batteries.

172-If the inverter voltage or frequency is out of limits, the corresponding numeric indication and static inverter legend changes color to
amber.

173-This is the emergency generator indication. The indication is the same as for the static inverter.

174-The essential TR indication operates in the same way as the TR 1 or TR 2 indication.

Failure of one engine generator

175-FAILURE OF ONE ENGINE GENERATOR In this example, there is a failure of engine generator 2.

176-The APU generator, if available, automatically replaces the failed generator via the respective bus tie contractor.

177-If the APU generator is not available, both bus tie contactors close to let the other engine generator supply complete electrical power.

178-Automatic load shedding switches off the galleys to prevent overload of the remaining generator.

Faılure of ac bus 1
179-FAILURE OF AC BUS 1 Now, let’s see how the electrical system reacts to the failure of AC BUS 1.

180-In the event that AC BUS 1 fails, AC BUS 2 automatically supplies AC ESSENTIAL BUS and DC ESSENTIAL BUS via the
ESSENTIAL TR.

181-After 5 seconds, the DC BUS 2 automatically supplies DC BATTERY BUS and DC BUS 1.

182-If AC BUS 2 does not automatically supply the AC ESSENTIAL BUS, you can set the AC ESSENTIAL FEED switch to ALTERNATE to
restore the AC ESSENTIAL BUS and the DC ESSENTIAL BUS.

Failure of one tr
183-FAILURE OF ONE TR Other failure mode is the lost of a transformer rectifier unit due to overheat or low current level.

184-If TR 1 or TR 2 fails, the remaining TR automatically replaces the faulty one. In this example TR 1 has failed. TR 2 automatically
supplies DC BATTERY BUS and DC BUS 1. The ESSENTIAL TR supplies the DC ESSENTIAL BUS.

Failure of tr1 and tr2

185-FAILURE OF TR1 AND TR2 Now, let’s look at how the electrical system reconfigures in case of failure of both TR 1 and TR 2.

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186-With the failure of TR 1 and TR 2, the DC BUS 1, DC BUS 2 and DC BATTERY BUS is no longer supplied. The ESSENTIAL TR
supplies the DC ESSENTIAL BUS.

EMERGENCY POWER
187-EMERGENCY POWER As you recall the airplane has two different emergency electrical power sources. An emergency generator and
two individual batteries. An Emergency Electrical Power panel provides manual control and test of the emergency generator.

Emergency generator
188-EMERGENCY GENERATOR The emergency generator is driven by a hydraulic motor.

189-The hydraulic power to drive the emergency generator is provided by a Ram Air Turbine (RAT) via the blue hydraulic system.

190-Thus, when the aircraft’s speed is below 100 kts, the emergency generator is not available due to loss of driving hydraulic power.

Batteries
191-BATTERIES The batteries are the other emergency power sources which are always available. Each battery can provide emergency
power to most critical equipment for about 30 minutes.

192-Now, what do you think is the general priority for using the battery or emergency generator to supply the emergency power? ...... The
emergency generator is used first and the batteries are used only if the emergency generator is not available.

Emergency electrical power panel

193-EMERGENCY ELECTRICAL POWER PANEL The EMERGENCY ELECTRICAL POWER panel is on the left hand side of the
overhead panel.

194-The guarded red MAN ON pushbutton switch provides automatic or manual deployment of ram air turbine to drive the emergency
generator and connect it to the aircraft network. Red FAULT light comes on, if the emergency generator is not supplying power when the
AC BUS 1 and AC BUS 2 are lost.

195-The GENERATOR 1 LINE pushbutton is normally on. The SMOKE light illuminates in the switch, along with a warning on ECAM, when
smoke is detected in the avionics ventilation duct.

196-You set the switch to OFF for smoke. The GENERATOR 1-line contactor opens and associated ECAM caution is activated. AC BUS 1
is supplied by GEN 2 through the bus tie contactors. Generator 1 remains running and supplies one fuel pump in each wing tank.

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A320 CBT - ELECTRICAL SYSTEM
Rev 1.3

Date 9/24/21 12:00

197-The guarded EMERGENCY GENERATOR TEST pushbutton is used to do an emergency generator test without extending the ram air
turbine.

198-With the AC normal buses powered, when you push and hold the switch, the emergency generator is driven hydraulically by the blue
electric pump, and the AC ESSENTIAL BUS and the DC ESSENTIAL BUS are connected to the emergency generator. If only the batteries
are supplying the aircraft, the static inverter powers the AC ESSENTIAL BUS.

Activation of emergency generator

199-ACTIVATION OF EMERGENCY GENERATOR Now let’s see how automatic activation of emergency generator occurs in flight.

200-With the lost of all normal power sources, both AC BUS 1 and AC BUS 2 are also lost, but the emergency generator is still there. The
ECAM triggers EMERGENCY CONFIGURATION warning.

201-If the aircraft speed is greater than 100 knots, the ram air turbine extends automatically. This powers the blue hydraulic system and the
emergency generator starts running.

202-As soon as its electrical parameters are acceptable, emergency generator supplies the AC ESSENTIAL BUS and the DC ESSENTIAL
BUS through ESSENTIAL TR.

203-The new configuration is displayed on the ECAM electrical system page.

204-The emergency generator can also be activated manually via MAN ON pushbutton switch on the EMERGENCY ELECTRICAL
POWER panel. Lift the guard and push the switch. Manual switching has the same effect as the automatic function.

205-One of the conditions that you must activate the emergency generator manually is the loss of DC BUS1, DC BUS 2 and DC
ESSENTIAL BUS. Note that DC BATTERY BUS is also not available in this case.

206-With the aircraft’s speed more than 100 knots, push the MAN ON switch. The emergency generator now supplies DC ESSENTIAL
BUS via ESSENTIAL TR. However, DC BUS 1, DC BUS 2, and DC BATTERY BUS are still not supplied.

BATTERY ONLY OPERATION

207-BATTERY ONLY OPERATION If the emergency generator is not available due to a stall of the ram air turbine or insufficient aircraft
speed, batteries take over automatically.

208-BATTERY 1 supplies the AC ESSENTIAL BUS via the static inverter and BATTERY 2 supplies the DC ESSENTIAL BUS. The ECAM
warning ESSENTIAL BUSES ON BATTERY is activated.

209-In flight, when the aircraft is on the battery power only, the lower ECAM display automatically shows the electrical page with the new
configuration.

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A320 CBT - ELECTRICAL SYSTEM
Rev 1.3

Date 9/24/21 12:00

210-The page now shows the static inverter parameters. The amber SHED messages appear to indicate that essential buses are shed
because of limited battery capacity.

211-Now consider the case where the aircraft is on the ground with batteries only. When the speed is less than 100 knots but is equal to or
greater than 50 knots, DC BATTERY BUS is automatically connected to the batteries. Battery 1 supplies the AC ESSENTIAL BUS via
static inverter. Battery 2 supplies DC ESSENTIAL BUS.

212-If the aircraft’s speed is less than 50 knots, AC ESSENTIAL BUS is automatically shed, causing the loss of all display units.

SMOKE CONFIGURATION
213-SMOKE CONFIGURATION If the ECAM triggers the AVIONICS SMOKE caution and the smoke is perceptible, the electrical system
should be reconfigured for this condition.

214-You set the GENERATOR 1 LINE switch to OFF and activate the emergency generator on the EMERGENCY ELECTRICAL POWER
panel.

215-When the emergency generator is available, turn off the generator 2 and APU generator.

216-The electrical distribution is now the same as it is in the emergency electrical configuration except that generator 1 remains running
and supplies one fuel pump in each wing tank.

ELECTRICAL SYSTEM-PREFLIGHT OPERATIONS

217-ELECTRICAL SYSTEM-PREFLIGHT OPERATIONS Now, let’s see typical preflight operations related to electrical system.

218-Before applying electrical power, it is important how long the aircraft has not been electrically supplied.

219-If the aircraft has not been electrically supplied for 6 hours or more, ensure that BATTERY 1 switch and BATTERY 2 switch are OFF
and each battery voltage is above 25.5 volts. If these conditions are satisfied, set the battery switches to AUTO.

220-If you see that battery voltage is less than 25.5 volts, then the batteries must be charged. Set BATTERY 1 and BATTERY 2 switches to
AUTO. Next, push the external power switch ON. The charging cycle takes about 20 minutes.

221-To ensure that batteries are charging, check the ECAM electrical system page.

222-After 20 minutes, push the BATTERY 1 and BATERY 2 switches OFF and look at the voltage of the batteries. If the voltage is above
25.5 volts, set BATTERY 1 and BATTERY 2 switches to AUTO.

223-If the aircraft has been electrically supplied during the last 6 hours, set the BATTERY 1 and BATTERY 2 switches to AUTO. Then,
push the EXTERNAL POWER switch ON.

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A320 CBT - ELECTRICAL SYSTEM
Rev 1.3

Date 9/24/21 12:00

224-When external power is no longer needed, switch off the external power pushbutton.

225-After landing, during securing the aircraft set both battery switches to off.

WARNINGS AND CAUTIONS

226-WARNINGS AND CAUTIONS The ECAM triggers two warning level alerts related to electrical system abnormal operation:
EMERGENCY CONFIGURATION and ESSENTIAL BUSES ON BATTERY.

227-As you already know, the EMERGENCY CONFIGURATION warning is activated when AC BUS 1 and AC BUS 2 are lost due to failure
of main generators.

228-Push the generator switches OFF then ON to reset the fault. If the power is not restored, set the BUS TIE switch to OFF.

229-With the aircraft speed is 140 knots or above, activate the emergency generator if it is not online. Note that the ram air turbine is
capable of supplying the EMER GEN down to 125 knots, except during the flare.

230-If available, you can start the APU below 25 000 feet. However, before starting the APU, set the BUS TIE switch back to AUTO. This
enables the APU to take an available electrical distribution channel.

231-Note that the APU start is not available for 45 seconds after the loss of both engine generators.

232-When the aircraft electrical load is on the batteries only, ECAM warning ESSENTIAL BUSES ON BATTERY is triggered.

233-If available, you activate the emergency generator.

234-Now, the ECAM cautions related to level 2 failures in the electrical system will be summarized.

235-These are the ECAM cautions associated with the electrical buses.

236-Here are the cautions related to generator or battery failure.

237-These cautions are related to IDG and circuit breakers failures.

238-These are the cautions associated with the level 1 failures in the electrical system.

COURSE END
239-End of course.

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