CHAPTER 24 IMP Each generator supplies 115V 400Hz AC to its own bus:

- generator 1 supplies AC bus 1,

- generator 2 supplies AC bus 2.
This supply is known as split operation, which means that the AC power
sources are never connected in parallel.
Any one of the power sources can supply the entire electrical network.
As no parallel connection is allowed on this A/C (split operation
AC 1 and AC 2 buses are supplied in priority by their own side generator,
then the external power, then the APU generator and then by the opposite
generator.
GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)
PART 1 OUT OF 2
24 ELECTRICAL POWER SYSTEM PRESENTATION (1) Jan 20, 2011
Page 100
This hydraulic power to drive the EMER
GEN is supplied by the Blue Hydraulic system via the Ram Air
Turbine
The AC generators supply a 115 VAC, 3-phase, 400 Hz AC supply. The
IDGs and the APU have a nominal 90 kVA power whereas the EMER
GEN has a 5 kVA output.
The static inverter converts the direct current from battery 1 into an AC
current if no other source is available
The MAINTenance BUS SW lets the AC and DC service buses be
supplied without energizing the whole A/C electrical network.
The aft cabin C/B panel contains only C/Bs.
The GAPCU is the interface between the GCUs and the Centralized Fault
Display Interface Unit (
LEVEL3 ATA 24
Emergency generator characteristics:115/200 volts,
three phase,
- 400 Hz,
- 5 kVA.
priority:
- 1: onside generator (IDG),
- 2: external Power,
- 3: APU GEN,
- 4: offside generator.
The AC ESS SHEDdable BUS is supplied by the AC ESS BUS.
115/26V AUTO TRANSFORMER
A 115 volts to 26 volts single-phase autotransformer supplying a
normal 26 volts 400 hertz sub-busbar is connected to each main busbar
and to the AC ESS BUS.
All TR characteristics are:
- maximum output of 200 A,
- 28V DC.
One essential TR unit replaces a faulty main TR to power the DC ESS
BUS.
The DC ESS BUS is supplied by the DC BAT BUS. In an emergency,
it is supplied either by battery 2 or by the essential TR.
On batteries only, the STATic INVerter connected to battery 1 supplies
the AC STAT INV BUS.

Static inverter characteristics are:115 volts, single phase,

- 400 Hz
AC and DC GrouND/FLighT BUSes are normally supplied by the aircraft
network, or directly by the external power unit, upstream of the External
Power Contactor (EPC), without energizing the whole aircraft network
each generator supplies its own
distribution network via its Generator Line Contactor (GLC). The two
generators are never electrically coupled
In flight, in case of total loss of all the main generators, and before
the emergency generator connection, battery 1 will supply the AC
ESS BUS, via the STAT INV and battery 2 will supply the DC ESS
BUS. This is a transient configuration, during RAT extension or no
emergency generator available.
SYSTEM IDENTIFICATION:The first letter of the reference code is used for system
identification,All components not specifically related to a circuit are identifi
ed by the
letter V. The second letter defines the type of component
CIRCUIT IDENTIFICATION
The second letter of the reference code is used for circuit identification
within the system
Mechanical and
electrical/electro-mechanical components have been differentiated by
using the letter M in place of the second circuit letter for real mechanical EQU
IPMENT
FIN:
The sequencenumber below 5000 are reserved for electrical FINs and the sequence
numbers equal or above 5000 are reserved for mechanical FINS. Four
supplementary characters, left justified and without non significant zero,
are used to identify symmetrical or multiple installations
MAIN BUS BAR IDENTIFICATION:letters XP for AC busbars and PP for DC busbars
6PP: direct current service busbar (DC SVCE BUS}
SUB-BUSBAR IDENTIFICATION
ARINC 429 buses are numbered from 7.000 to 7.999 with the ATA 100
An ARINC 429 BUS shielded cable
consists of two wires: one coloured in blue and one coloured in red.
22-69-7059_ata chapter,ata sub chapter for arinc-shielded wire
letters IW for virtual busbars followed by XP for AC busbars or PP for
DC busbars.
IDG:A scavenge pump in the IDG pumps the oil through the scavenge filter
and the IDG oil cooler
The purpose of the IDG oil cooler bypass valve is to protect the IDG oil
from overcooling THIS WILL COME WHEN THE OIL TEMP IS BELOW 40 C
A clogged filter indication is provided by a local visual Delta Pressure
pop-out Indicator (DPI).
The Generator Control Unit (GCU) monitors the oil outlet sensor for
indication on the ECAM and for advisory and overheat
detection/indication. The GCU compares the oil in and oil out temperature
to determine the IDG internal temperature rise. From this data, the GCU

can determine if there is an internal IDG problem or an external cooling

problem. An open circuit of the IDG oil outlet temperature sensor is a
class 3 fault.
The normal IDG oil inlet temperature is between 40C to 105C. When
the oil outlet temperature reaches 142C, an advisory mode is available
on the lower ECAM. If the oil outlet temperature is equal to or more than
185C the master caution is triggered, and a manual disconnection is
written on the ECAM. If the oil outlet temperature is more than 200C
the IDG is automatically disconnected
A pressure switch operates in case of oil low pressure (lower than 140
psi) not caused by underspeed.
In case of high oil outlet temperature or oil low pressure, the following
warnings are triggered:
- MASTER CAUTION light,
- Single chime,
- The message "ELEC IDG 1(2) OIL OVHT or ELEC IDG 1(2) OIL LO
PR" is displayed on the EWD,
- The FAULT legend on the corresponding IDG P/BSW comes on amber.
The IDG must be disconnected immediately by:
- Opening the safety guard,
- Pushing the IDG P/BSW for a maximum of 3 seconds.
Note: Disconnection is only possible if the related engine is running above unde
rspeed.
200C an automatic thermal disconnection.THERMAL DISC.
FAILED" is sent to the CFDS
"IDG OIL DELTA TEMP,
class 2 message "IDG COOLER" in CFDS.AC GEN MAINTENANCE STATUS"
is displayed on the ECAM STATUS page
After a thermal disconnection, the IDG must be replaced
The CSD components convert a variable input speed to a constant output
speed.
GCU performs the output speed control OF IDG.FADEC
PROVIDES ENG SPEED INFO FOR UNDESPEED CONDITION.
If oil outlet temperature {THERMISTOR} is above 185C, the FAULT legend
comes on amber on the IDG pushbutton.
If the delta pressure across the scavenge filter is 50 8
psi, the DPI (pop-out) shows the clogged position
IDG charge oil pressure is less than 140 psi.ECAM AMBER MSG.
ABOVE 200C, a solder fuse melts and
automatically releases the disconnect mechanism to open the IDG
disconnect clutch.
In underspeed condition, it is not possible to disconnect the IDG.
IDG reset must be performed on the ground with the engine shutdown,
by pulling the reset ring mounted on the IDG casing.
The PMG consists of a 16-pole permanent magnet rotor and a
three-winding stator.
At normal operation speed, the output from the PMG is:
- 3 phases

- 1681,3 Hz
- 110 VAC.
inside the IDG and the other is just before the GLC They are
called the 3-Hole Current TransformersThe GCUs use the CT outputs for protection
functions (differential current, overcurrent, overload, open circuit)
If FADEC ENG SPEED data are not available, the GCU uses the PMG frequency to
determine the input speed of the generator.
Point Of Regulation (POR) is located between the 3-hole CT and
the GLC.
Each Generator Control Unit (GCU) is supplied by the PMG from its
related IDG and, as a back-up, through the battery bus 301PP
The main functions of the GCU are:The GCU is a type 1 computer:
- control of the field excitation via the Generator Control Relay (GCR),
- voltage regulation via the Excitation Control and Regulation module,
- speed regulation through the ServoValve Relay (SVR),
- control of the Generator Line Contactor (GLC) via the Power Ready
Relay (PRR), the Bus Tie Contactor (BTC) and the AUX RELAY 1,
- control and protection of the IDG and the network.
interface with Centralized Fault Display System (CFDS) via the Ground
and Auxiliary Power Control Unit (GAPCU).
GEN 1 LINE P/BSW
In SMOKE configuration (red smoke light on) an activation of this P/BSW
opens the GLC but the generator stays energized to supply directly the
fuel pumps 1 LH and 1 RH side
Pin programming provides the GCU with the following
information:
- the aircraft type,
- the GCU position,
- the current limit for voltage regulation,
- the load limit.
In case of an absent FADEC speed signal to the GCU,
a back-up signal is provided by the engine master switch to inform
the GCU logic that the engine will shut down
435 1Hz, for at least 4 seconds, the GCU trips
the PRR and the GCR.452 n above FOR 160 milli sec gcu trips PRR AND THE GCR ,SV
R
The feeder cables are duplicated from the engine pylon to the forward
cargo compartment
A 6 hole CT monitors each cable. If an open cable
is detected, or if the ENG FIRE P/BSW is released out, the GCU trips
the GCR and the PRR. The GLC opens after the PRR trips.
The Differential Protection is based on the comparison of each phase of
the Line 3-hole CT and the CTs in the IDG. If a differential current flow
is above 50 10A for at least 60 milliseconds, the PRR and GCR are
tripped
Differential Protection circuit reset is done via the GEN P/BSW,
but it is limited to two attempts
The APU generator is not interchangeable with the Integrated Drive
Generators (IDGs).It can supply the entire electrical network
APU engine without a Constant
Speed Drive (CSD);
Power Control Unit (GAPCU).

The main functions of the module are:

- voltage regulation,
- frequency monitoring,
- APU Generator Line Contactor (GLC) control in accordance with the
bus tie logic,
- control and Protection,
- Interface with System Data Acquisition Concentrators (SDACs),
- Built-In Test Equipment (BITE) function. The BITE messages are sent to the CFD
IU.
A high oil temperatureabove 185 c. leads to an immediate automatic shut down of
the
APU via the Electronic Control Box (ECB}APU ECB carries out the speed regulation
. At 95% rpm, the ECB sends
an APU ready signal to the GAPCU.
3 hole ct before AGLC FOR DIFFENTIAL PROTECTION
The monitoring and control of the connection and
disconnection is made by two internal relays. The Interlock Monitoring
Relay (IMR) and the Power Ready Relay (PRR). At least one faulty
parameter opens both relays.IMR is energized when:
- The interlock voltage is more than 13V DC, less than 42V DC and
less than 60V AC.
PRR is energized when:
- The external power interlock is valid,
- And all parameters are correct.Maintenance Bus switch is selected to ON, the N
ot In Use
legend comes off.35vu avail lt still on..
At the External Power panel:when its in use:
- The NOT IN USE light will extinguish,
- The AVAIL light remains ON.
On the EXT PWR switch in the cockpit:
- The AVAIL light extinguishes,
- The ON light comes ON.
The GAPCU permanently monitors the quality of the external power
supply.
In some GAPCU failure conditions, the back-up card can
control the PRR, so that the external power can still be connected to
the aircraft with limited protection no bite menu.
The EPC AUX relay is also responsible
for the priority switching
GAPCU performs the following protection functions for the
external power:
- over and under voltage,
- over and under frequency,
- over current,
- overload,
- EXT PWR interlock,
- Incorrect Phase Sequence (IPS),
- open cable or open/short circuit
over voltage130+_1.5 inverse relay and undr vol 101.5 +_1.5 time delay relay
The GAPCU communicates with the two GCUs via MIL-STD 1553
links
ac and dc gnd flt busses powered from ac bus 2 and TR 2
IF TR2 FAIL WITH EXTR POWER ON TR 1 WILL SUPPLY GND FLT BUSSES.
TR2 FAIL DURING MAINT BUS ON NO GND FLT BUSSES AVAIL
The Bus Tie Logic is responsible for the following tasks:
- No parallel operation of two power sources on the transfer line or
busbars.

- Automatic power transfer in case of a supply failure.

- The priority of Power Sources to supply the AC BUSES.
The order of these priorities is:
1- On side Integrated Drive Generator (IDG) to own busbars, the IDG 1
to AC BUS 1 and the IDG 2 to AC BUS 2.
2- External Power (EXT PWR).
3- APU Generator (APU GEN).
4- Opposite IDG (IDG 1 to AC BUS 1 and 2
With battery power only, the BTCs are closed because all the other
contactors and auxiliary relays are open. The BTC power supply is from
the BAT BUS. When APU GEN or EXT PWR are available, the BTC
power supply is provided by GAPCU
The power supplY TO GALLEY
controlled from the GALleY & CABin and COMMERCIAL P/BSWs,
connected in series.
The GALY & CAB P/BSW FAULT light comes on if a Generator Control
Unit (GCU) detects an IDG overload or the GAPCU detects an APu
IDG OVER LOAD ECAM MSG MANUAL DICONNECT.APU OVER LOAD AUTO SHED

The GAPCU receives fault data from GCU 1 and 2, on MIL-STD 1553
data links
The maintenance test can be performed only on ground with engine shut
down. It is initiated either:
- Automatically at each GAPCU power-up.
- Or manually from the MCDU.
On each engine, use the sight glass that is in the vertical position to
do the check of the oil level. If it is below the green band or above
the yellow band, do the oil servicing
Clogged filter indication is provided by a visual pop out indicator (the
DPI) mounted on the IDG. This indicator is installed opposite the
drive end of the IDG
ENGAGE THE IDG DISCONNECT MECHANISM
WITH THE DISCONNECT RESET RING BEFORE
YOU START THE ENGINE. IF NOT, YOU WILL
CAUSE DAMAGE TO THE GEAR TEETH, AT
ENGINE START.
YOU CAN DAMAGE THE DISCONNECT SOLENOID
BECAUSE OF OVERHEATING IF: YOU PUSH THE
IDG DISCONNECT P/BSW FOR MORE THAN 3
SECONDS. THERE MUST BE AT LEAST 60
SECONDS BETWEEN 2 OPERATIONS OF THE
SWITCH.
The IDG disconnection is irreversible in flight. Reconnection
of the system is then possible only on the ground
The generator operation
principle is identical to that of the main or auxiliary generation. The
generator output characteristics are:
- three phase 115/200V AC,

- 400 Hz (12000 rpm),

- output power: 5 kVA continuously.
The CSM/G operation is monitored by a red FAULT light. The FAULT
light activation is controlled by either Battery Charge Limiter (BCL) 1
or 2. During transient configuration, or if the generator is faulty, there is
no ESS Transformer Rectifier (TR)
AC BUS 1 and 2 are lost above a given airspeed (100 kts), the Ram
Air Turbine (RAT) will extend automatically. As the AC generator is not
yet available, the AC ESSential BUS and DC ESS BUS are respectively
supplied by the STATic INVerter and battery 2. The activation of the
emergency generator via the blue hydraulic system takes place only if
the landing gear is not compressed
If the MAN ON P/BSW is pressed in, the RAT extends,
even in cold aircraft configuration.
For test purposes the blue hydraulic system must be pressurized thanks
to the BLUE PUMP OVerRiDe P/BSW and the EMER GEN TEST
P/BSW must be held pressed in ecam elec page
The RAT manual activation function is only used in case of
CSM/G automatic control logic failure.
When the MANual ON P/BSW is pressed, RAT solenoid 2 is energized
by battery 2 and the RAT extends
The RAT MAN ON P/BSW on the blue hydraulic panel enables the
extension of the RAT for hydraulic power supply only frm hot bat bus 1
The CSM/G GCU gives a type 3 BITE system
static inv:1 kVA nominal power,
- 115V AC, 400 Hz, single phase
used:APU start (supply of fuel pump),
- engine start on battery (ignition),
- emergency configuration.
betwn 50 to 100 knots:csmg no longer avail
The AC ESS BUS is supplied by the STAT
INV, from bat 1 and dc essential supplied from bat2 no shed busses avail
below 50 knots ac essen no longer avail,dc essesn and ac static inv bus supplied
from static inv
static inv monitored by BCL 1 FOR overheat,
- output/input over voltage,
- input under voltage.
DURING TEST:This simulates an aircraft speed above 50 kts. The
STAT INV parameters have to be checked on the ECAM display.
The AC ESS network is recovered automatically from AC BUS 2.
NOTE: During the time delay of 3 seconds, there is a possibility of
manual switching by the flight crew.
AC BUS 1 RECOVERD AIR SPEED ABOVE 50 BUT AC ESSEN FROM AC BUS 2
BELOW 50 AUTO RECOVER TO A BUS 1
AUTO FAILURE:AC ESSEN FEED FAULT AND MANUAL SWICTH TO AC BUS 2 .ACC ESEN ALTN WH

ITE SWTCH
FAULT LT GOES OFF.
BOTH AC BUS LOST:AC ESSEN SUPPLIED FROM AC ESSEN TRU
FUEL MAIN PUMP 1 LH AND RH ENG SUPPLIED FROM AC BUS 1
SMOKE CONFIRMED AVIO LINE FOR 5 MIN :GEN 1 LINE SMOKE P/BSW light comes on amber
on the EMERgency
ELECtrical PoWeR panel
If the APU GEN is lost due to
an overload on the ground, all galleys and cabin-related sub-buses are
off.
REFULLING ON BAT:supplied from normal network or via
MAINTenance BUS switch,- HOT BUS 701PP if no other power is available
During ten minutes (time delay in the 12 PR relay), the operator may
select any position on the mode select switch 3QU
If the operator does not switch off the refueling system, the relay 12PR
will cut off battery power supply to the refuel buses.
There are three identical Transformer Rectifiers (TRs): TR 1, TR 2 and
ESSential TR, each with 200 A :AC TO DC
There are two identical nickel-cadmium batteries of 20 cells each. If the
battery voltage is below 26.5V DC,23 AH EACH
BCL:ensure automatic battery connection for charging,
- protect the battery against thermal runaway and short-circuit,
- prevent complete discharging when the aircraft is on the ground.
In flight, in normal configuration, the batteries are isolated from
the network by its respective BCL.
Automatic switching
failure.
If TR 1 fails, TR 2
1 through DC BUS 2.
transferred from DC
DC BUS TIE class 2

is provided in case of TR 1 or TR 2
automatically supplies DC BAT BUS and DC BUS
The DC ESS BUS supply is automatically
BAT BUS to AC ESS BUS through the ESS TR. MG ON ECAM
failure

The TR protection reset is possible either

from MCDU via CFDIU or from the guarded toggle switch located in
the battery compartment.
the TR
2 minimum current detection system is inhibited
The voltmeters, located
on the main ELECtrical control panel, give battery voltage indication
(HOT BUS) even in cold aircraft configuration
Also, BCL 1 and BCL 2 control the
EMERgency GENerator FAULT warning
When battery voltage is lower than 26.5V DC and BAT BUS voltage is
higher than 27V DC
When the charge current sensed by the
battery shunt is less than 4 A decreasing for 10 s on ground or 30 min in
flight or following APU start, the battery is fully charged, the contactor
opens and the battery charge stops.
hot bus protect:discharge current greater than 100 A for 300 ms,

- discharge current greater than 400 A for 5 ms.

If the charge current is above 10 A and increasing by more than 0.375 A
per minute or the charge current is greater than 150 A for 90 s
when the battery voltage is lower than 23V DC for 15 s
The batteries are connected to the BAT BUS after landing in emergency
configuration
When the APU start
sequence is complete (50% N1 then bat off
TR fault signal is sent to Flight Warning Computer (FWC) 1 and 2.