Training Manual

B 737-300/400/500

ATA 24
ELECTRICAL POWER

ATA 104 LEVEL 3

Lufthansa Issue: Jan. 2000

Technical Training GmbH For Training Purposes Only
Book No: B737-3 24 L3 E Lufthansa Base  Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . . . 1 BUS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
TRANSFER RELAY CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 82
24-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC POWER ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . . . . 84
AC POWER PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIFFERENTIAL PROTECTION CSD/GEN . . . . . . . . . . . . . . 86
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DIFFERENTIAL PROTECTION VSCF . . . . . . . . . . . . . . . . . . 88
ELECTRICAL POWER CONTROL PANEL . . . . . . . . . . . . . . 24
CURRENT TRANSFORMER (DIFF. PROTEC.) . . . . . . . . . . 90
ELEC. CONTROL PANEL (NEW GENERATION) . . . . . . . . 26
DIFFERENCES CSD/GEN AND VSCF . . . . . . . . . . . . . . . . . 92
ELECTRICAL POWER ANNUNCIATOR PANEL (M238) . . . 32
VSCF COOLING AND LUBRICATION . . . . . . . . . . . . . . . . . . 94
DC ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . 34
VSCF CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
AC BUS INDICATING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . 36
VSCF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
GENERATOR MALFUNCTION LIGHTS . . . . . . . . . . . . . . . . 38
VSCF PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
POWER SYSTEM TEST MODULE M400 . . . . . . . . . . . . . . . 40
VSCF BIT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
M 400 AC VOLTAGE / FREQUENCY METERING . . . . . . . . 42
M 400 DC VOLTAGE METERING . . . . . . . . . . . . . . . . . . . . . . 44 24-30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
24-10 GENERATOR DRIVE / CSD . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
TR-UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
TR-UNIT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
CSD SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
BATTERY AND EXTERNAL DC POWER RECEPTACLE . . 110
CSD WET PAD CAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
DESCRIPTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 56
BATTERY CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
CONSTAND SPEED DRIVE ADJUSTMENT . . . . . . . . . . . . . 58
24-40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
24-20 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
CONTROL AND PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . 116
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
EXTERNAL POWER CONTACTORS . . . . . . . . . . . . . . . . . . . 118
AC GENERATOR / CSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
GROUND SERVICE CONTROL . . . . . . . . . . . . . . . . . . . . . . . 120
VSCF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
BUS PROTECTION PANEL (BPP) . . . . . . . . . . . . . . . . . . . . . 122
AC GENERATOR / VSCF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
VSCF SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 24-50 ELECTRICAL LOAD DISTRIBUTION . . . . . . . . . . . . . . . . . . 124
STANDBY BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
VSCF WET PAD CAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
GENERATOR BREAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
GENERATOR CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . 76 25-30 GALLEYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
GALLEY POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 128

Page: i
TABLE OF FIGURES
Figure 1 AC Power Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 VSCF - Wet Pad Cavity . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Elec. Power System - AC / DC Power Supply . . . . . . . . . 5 Figure 37 Generator Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Elec. Power System - Standby Power . . . . . . . . . . . . . . . . 7 Figure 38 Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Location - Main System Components . . . . . . . . . . . . . . . . 9 Figure 39 Generator Control Unit Schematic . . . . . . . . . . . . . . . . . . 79
Figure 5 Location - External Power Panel P19 . . . . . . . . . . . . . . . . 11 Figure 40 Electrical Smoke Isolation . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Location - Forward Attendants Panel . . . . . . . . . . . . . . . . . 13 Figure 41 Transfer Bus Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Location - Main Power Breakers . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 AC Power Annunciator Lights . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Location - Panel P6 / M400 / M238 . . . . . . . . . . . . . . . . . . 17 Figure 43 Differential Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Location / Interior - P6 Panel . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 VSCF Differential Protection . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Location - AC Generator / VSCF . . . . . . . . . . . . . . . . . . . 21 Figure 45 Diff. Protection Current Transformer . . . . . . . . . . . . . . . . 91
Figure 11 Location - AC Generator / CSD . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Differenz CSD/GEN and VSCF . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Electrical Power Control Panel (Upper) . . . . . . . . . . . . . . 25 Figure 47 VSCF Cooling and Lubrication . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Elec. Panel (Upper - New Generation) . . . . . . . . . . . . . . 27 Figure 48 VSCF Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Electrical Power Control Panel (Lower) . . . . . . . . . . . . . . 29 Figure 49 VSCF Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Elec. Power Control Panel (Lower) cont. . . . . . . . . . . . . 31 Figure 50 VSCF BIT Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 16 Electrical Power Annunciator Panel M238 . . . . . . . . . . . 33 Figure 51 DC Power System Schematic . . . . . . . . . . . . . . . . . . . . . . 105
Figure 17 M 238 DC Bus Indicating Lights . . . . . . . . . . . . . . . . . . . . 35 Figure 52 DC Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 18 M 238 AC Bus Indicating Lights . . . . . . . . . . . . . . . . . . . . 37 Figure 53 DC POWER SYSTEM TR-Unit . . . . . . . . . . . . . . . . . . . . 109
Figure 19 M 238 Generator Malfunction Lights . . . . . . . . . . . . . . . . 39 Figure 54 DC External Power Receptacle . . . . . . . . . . . . . . . . . . . . 111
Figure 20 M400 Power System Test Module . . . . . . . . . . . . . . . . . . 41 Figure 55 DC POWER SYSTEM Battery . . . . . . . . . . . . . . . . . . . . 113
Figure 21 M400 AC Voltage / Frequency Metering . . . . . . . . . . . . . 43 Figure 56 Battery Charger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 22 M400 DC Voltage Metering . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 External Power Schematic . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 23 M400 AC Amperes Metering . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 External Power Contactors . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 24 CSD - Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Ground Service Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 25 CSD - Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Bus Protection Panel (BBP) . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 26 CSD Wet Pad Cavity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Standby Bus Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 27 CSD - Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 28 Constant Speed Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Galley Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 29 CSD Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Automatic Galley Load Shedding . . . . . . . . . . . . . . . . . . . 131
Figure 30 AC System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Engine Generator System Schematic . . . . . . . . . . . . . . . 63
Figure 32 VSCF - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 33 VSCF - Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 34 VSCF Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 35 VSCF - Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Page: ii
 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

ATA 24 ELECTRICAL POWER

For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

24-00 GENERAL
AC POWER PHILOSOPHY
Electrical power is generated by one generator on each engine and by one The APU Generator can supply:
APU generator. S On Ground:
Two different types of generators may be installed at the same time. They will AC GEN BUS 1, AC GEN BUS 2, TRANSFER BUS 1 and TRANSFER
have no differences in system behavior and indication. BUS 2
S Type 1: Each engine generator is connected to its respective engine S In Air:
through a CSD which converts variable engine RPM to the constant speed
AC GEN BUS 1 or AC GEN BUS 2, TRANSFER BUS 1 and TRANFER
needed to produce 400 Hz used by the electrical system components.
BUS 2
S Type 2: Each VSCF (Variable Speed Constant Frequency) Generator is
driven directly from the engine gear box, rotating at a variable speed. The
variable frequency is converted to constant 400 Hz using a solid state, high
power inverter.
There are three basic principles of operation for the electrical system:
S 1. There is no paralleling of the AC sources of power.
S 2. The last source of power switched onto the system takes priority
and will automatically disconnect the existing source.
S 3. There is no automatic connection of electrical power sources. All
sources must be manually connected through the movement of a
switch.
In flight each generator normally powers its own generator bus. If one genera-
tor is inoperative, the APU generator may be used to power the inoperative
generator’s bus.
Each Generator system consists of a generator bus and a transfer bus. If there
is a failure of a generator bus, the associated transfer bus can be supplied au-
tomatically from the powered generator bus. Each transfer bus has an
For Training Purposes Only

associated transfer relay which automatically selects the opposite generator

bus as a power supply if its normal generator bus fails and the transfer switch
is in AUTO position.

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

EXTERNAL APU
MAIN POWER GENERATOR MAIN
ENGINE UNIT ENGINE
GEN No 1 GEN No 2

3o
3o 115/200 V
115/200 V

EXT AC BUS
3o 3o
115/200 V APU APU 115/200 V
EPC 1 EPC 2 GB 1 GB 2

GB 1

GB 2

AC GEN BUS 1 AC GEN BUS 2

NORMAL NORMAL
LOAD LOAD

OFF OFF
For Training Purposes Only

NORMAL ALTERNATE ALTERNATE NORMAL

TRANSFER RELAY TRANSFER RELAY

AC TRANSFER BUS 1 AC TRANSFER BUS 2

ESSENTIAL LOAD ESSENTIAL LOAD

Figure 1 AC Power Philosophy

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

POWER SUPPLY
AC POWER SUPPLY control computers. The TR-3 disconnect relay can be opened manually for
The normal inflight configuration of the power system has engine generator 1 smoke procedure with the BUS TRANSFER SWITCH in OFF position.
connected to generator bus 1, main bus 1 and transfer bus 1. Generator 2 is TR voltage range is 24 - 30 V.
connected to generator bus 2, main bus 2 and transfer bus 2. These systems The battery bus has two possible sources of power: the battery or battery
are separate. In the event of an inoperative generator, the APU generator can charger through the hot battery bus or from TR-3. Under normal operating
be connected to one of the generator busses thereby restoring full electrical conditions, a relay controlled by the battery switch connects the TR-3 to the
power. battery bus. If TR-3 should fail the battery bus will automatically seek its power
With the airplane on the ground and external power connected, placing the source from the hot battery bus.
Ground Power switch momentarily to ON will trip both engine generators and Placing the Battery switch to OFF removes the ground for the controlling relays
connect external power to both generator busses simultaneously. When the and will cause the battery bus to lose power unless the electrical standby
APU is operating, electrical power output of its generator can be connected to power switch is in BAT position. With the electrical standby power switch in
generator bus 1 and/or generator bus 2 through the respective control BAT, the hot battery bus will power the battery bus regardless of TR-3 output.
switches. Whenever ground power is on both generator busses, and APU or an
The hot battery bus and the switched hot battery bus receive power from the
engine generator power is applied to one generator bus, ground power contin-
battery charger if a generator is operating or from the battery if AC power is not
ues to supply power to the other generator bus.
available. The hot battery bus remains powered at all times. The switched hot
The transfer busses normally receive their power from the respective generator battery bus is powered when battery switch is in ON position.
bus. If a generator bus loses power, the respective transfer bus will automati-
cally receive power from the other generator bus. In addition the protective
auto load-shedding circuit turns off all galley power. GROUND SERVICE BUS
This feature ensures that the remaining generator will not be overloaded. The ground service bus is normally powered through generator bus 1. When
The electrical system monitors itself for correct voltage, frequency, ground the airplane is on the ground and external power is connected, placing the
faults in the generator or excessive current draw from any generator. If any Ground Service Switch (located on fwd attendant’s panel) to ON will connect
malfunction develops, the generator affected will be automatically disconnected the ground service bus directly to the external power source without energizing
from its generator bus. the other airplane electrical busses. This bus contains most of the cabin lighting
and other equipment needed for cleaning.

DC POWER SUPPLY
For Training Purposes Only

Primary DC power is supplied to the DC busses through transformer rectifier

units which are powered from the AC. TR-3 receives power from main bus 2
and has a dual function. It is the primary power source for the battery bus and
an alternate power source for both DC busses 1 and 2.
TR-2 is also a backup power source for DC bus No.1 and TR-1 is also a
backup power source for DC bus No.2.
The TR-3 disconnect relay automatically opens at glide slope capture during a
F/D or A/P ILS approach. This isolates the DC busses during approach in order
to prevent a single failure from effecting both navigation receivers and flight

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

EXTERNAL POWER EXTERNAL POWER

CONTACTOR 1 CONTACTOR 2

ENGINE 1 GENERATOR GENERATOR ENGINE 2

1 APU GENERATOR APU GENERATOR GENERATOR 2
GENERATOR
BREAKER 1 BREAKER 2 BREAKER 2
BREAKER 1
AUXILIARY
APU POWER
115V AC 115V AC 115V AC GENERATOR UNIT 115V AC 115V AC
MAIN BUS 1 GEN BUS 1 EXT AC BUS 1 AC EXT PWR GEN BUS 2 MAIN BUS 2
RECEPTACLE

R6 R4
NORM ALT GROUND TRANSFER 2
R3 TRANSFER 1 SERVICE ALT NORM

115V AC
GRD SERVICE
BUSSES
R89
BATTERY CHARGER
TRANSFER

115V AC 115V AC 115V AC 115V AC

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

STATIC TRANSFORMER EXT PWR TRANSFORMER TRANSFORMER

BATTERY
INVERTER R389 TRANSFORMER BATTERY RECTIFIER 2
RECTIFIER 1 RECTIFIER 1 CHARGER RECTIFIER 3
INVERTER
CONTROL
R9 TR 3
R328 DISCONNECT
For Training Purposes Only

STANDBY POWER
TRANSFER MANUAL

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

28V DC BUS 1 ELEX BUS 1 HOT BAT. BUS HOT BAT BUS BATTERY BUS BUS 2 ELEX BUS 2
R41
STANDBY BUS GEN PWR
CONTROL
R356 R326 R1 BATTERY R355
STANDBY BAT BUS BUS
MANUAL BAT BUS
AIR POWER OFF

GRD

DC EXT PWR
RECEPTACLE

Figure 2 Elec. Power System - AC / DC Power Supply

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00
STANDBY POWER SYSTEM
The standby power system consists of a 115 volt AC bus and a 28 volt DC bus.
These busses power certain critical communication and navigation equipment
at all times. Normally, the standby busses are powered by Transfer Bus No. 1
and DC Bus No. 1 respectively. If one of these busses lose it is power, the 115
volt AC standby bus will be powered by the battery through a static inverter and
the 28 volt DC standby bus will be powered by the battery bus directly.
A fully charged battery has sufficient capacity to provide power to essential
flight instruments, communication- and navigation equipment for a minimum
of 30 minutes.
Battery voltage range is 22-30 V.
Automatic switching is provided from the normal power sources to the alternate
power source when the Standby Power Switch is in the AUTO position. If ei-
ther the No. 1 DC Bus or the No.1 transfer bus loses power, both standby
busses automatically switch to the battery and battery bus.
The automatic transfer of power from one bus to the other is an inflight feature
only. The air-ground safety sensor prevents the battery bus from powering the
standby busses when the airplane is on the ground. The function of the air-
ground safety sensor may be bypassed by placing the Standby Power switch
to BAT position.
The standby busses may be deactivated with the Standby Power switch to
OFF.
New Generation:
Both standby buses automatically switch to the battery and battery bus in air
and in ground.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

EXTERNAL POWER EXTERNAL POWER

CONTACTOR 1 CONTACTOR 2

ENGINE 1 GENERATOR GENERATOR ENGINE 2

1 APU GENERATOR APU GENERATOR GENERATOR 2
GENERATOR
BREAKER 1 BREAKER 2 BREAKER 2
BREAKER 1
AUXILIARY
APU POWER
115V AC 115V AC 115V AC GENERATOR UNIT 115V AC 115V AC
MAIN BUS 1 GEN BUS 1 EXT AC BUS 1 AC EXT PWR GEN BUS 2 MAIN BUS 2
RECEPTACLE

R6 R4
NORM ALT GROUND TRANSFER 2
R3 TRANSFER 1 SERVICE ALT NORM

115V AC
GRD SERVICE
BUSSES
R89
BATTERY CHARGER
TRANSFER

115V AC 115V AC 115V AC 115V AC

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

STATIC TRANSFORMER EXT PWR TRANSFORMER TRANSFORMER

BATTERY
INVERTER R389 TRANSFORMER BATTERY RECTIFIER 2
RECTIFIER 1 RECTIFIER 1 CHARGER RECTIFIER 3
INVERTER
CONTROL
R9 TR 3
R328 DISCONNECT
For Training Purposes Only

STANDBY POWER
TRANSFER MANUAL

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

28V DC BUS 1 ELEX BUS 1 HOT BAT. BUS HOT BAT BUS BATTERY BUS BUS 2 ELEX BUS 2
R41
STANDBY BUS GEN PWR
CONTROL
R356 R326 R1 BATTERY R355
STANDBY BAT BUS BUS
MANUAL BAT BUS
AIR POWER OFF

GRD

DC EXT PWR
RECEPTACLE

Figure 3 Elec. Power System - Standby Power

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

LOAD CONTROL LOAD CONTROL

CENTER-RIGHT (P6) CENTER-LEFT (P18)

GENERATOR
NO. 2 (RH)

EXTERNAL
POWER
RECEPTACLE

ELECTRONIC
COMPARTMENT
ACCESS DOOR
GENERATOR
NO. 1 (LH)
APU
GENERATOR

AC LINE (3 PHASE)
DC LINE (28V)
T-R UNIT NO. 1
T-R UNIT NO. 2

STATIC
INVERTER

BATTERY
For Training Purposes Only

CHARGER

T-R UNIT NO. 3

BATTERY

FWD ELECTRONIC
COMPARTMENT
ACCESS DOOR

Figure 4 Location - Main System Components

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GENERAL
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GENERAL
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EXTERNAL POWER
PANEL P19
For Training Purposes Only

EXTERNAL POWER PANEL P19

RECEPTACLE

Figure 5 Location - External Power Panel P19

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GENERAL
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ELECTRICAL POWER 737-300/400/500
GENERAL
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GROUND SERVICE
SWITCH

INOP INOP

FORWARD ATTENDANT’S PANEL

For Training Purposes Only

FORWARD ATTENDANT’S PANEL

Figure 6 Location - Forward Attendants Panel
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GENERAL
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For Training Purposes Only

Figure 7 Location - Main Power Breakers

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For Training Purposes Only

Figure 8 Location - Panel P6 / M400 / M238

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For Training Purposes Only

Figure 9 Location / Interior - P6 Panel

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GENERAL
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GENERAL
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For Training Purposes Only

Figure 10 Location - AC Generator / VSCF

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GENERAL
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For Training Purposes Only

Figure 11 Location - AC Generator / CSD

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

ELECTRICAL POWER CONTROL PANEL

DC Ammeter Residual Volts Switch
Indicates current of source selected by the DC Meter Selector Switch. Push to read residual voltage of Generator selected by AC Meter Selector
Switch. The Generator Control Relay (Field Relay) must be tripped by the re-
DC Voltmeter spective Generator Switch when the Engine is running.
Indicates voltage of source selected by the DC Meter Selector Switch. Caution: If respective GCR has not tripped, AC Voltmeter could be damaged.
DC Meter Selector Switch Low Oil Pressure Light (amber)
Selects DC source for DC Voltmeter and DC Ammeter. Illuminates when the respective CSD/VSCF oil pressure is below 120 PSI. Si-
multaneously, the Master Caution Warning with ELEC Annunciator comes on.
Frequency Meter
Reads frequency of source selected by the AC Meter Selector Switch. High Oil Temperature Light (amber)
Illuminates when CSD/VSCF oil temperature exceeds 157_C. Simultaneously,
AC Voltmeter the Master Caution Warning with ELEC Annunciator comes on.
S Indicates (Scale Range100 - 130 V) AC voltage selected by AC Meter Se-
lector Switch. Standby Power Switch
S Indicates (Scale Range 0 - 30 V) Residual Voltage of the selected Genera- S AUTO (guarded position):
tor when the RESID VOLTS switch is pushed. During normal operation DC Standby Bus is powered by DC Bus No. 1,
AC Standby Bus is powered by the 115 Volt AC Transfer Bus No. 1.
AC Meter Selector Switch If either power source fails, the following switching will occur:
Selects the AC source for the AC Volt Meter and Frequency Meter. The posi- - In Air: Battery Bus will be automatically connected to the DC Standby
tion Test is for further measuring purpose. Bus and the Battery to the Static Inverter in order to supply the AC
Standby Bus.
Battery Switch
- On Ground: No automatic transfer switching will occur. The Standby
S ON (guarded position): With No. 2 AC Main Bus powered TR 3 provides Busses are deenergized.
power to the Battery Bus. If No. 2 AC Main Bus is not powered, the Battery
Bus receives the power via Hot Battery Bus S OFF (unguarded center position)
The Standby Busses are deenergized.
S OFF: Battery Bus and Switched HOT Battery Bus are deenergized and Ex-
S BAT (unguarded position)
For Training Purposes Only

ternal Power will be tripped from the airplane.

The Battery Bus supplies the DC Standby Bus and Static Inverter supplies
Galley Power Switch the AC Standby Bus regardless of the BAT Switch position.
S ON: The galleys are powered when the Generator Busses are energized. Standby Power OFF Light (amber)
S OFF: The galleys are deenergized. Illuminates when the AC Standby Bus is not powered.
Disconnect Switch (guarded and safetied)
Disconnects the respective CSD from Engine actuation (VSCF will be discon-
nected electrical only).
Caution: Actuating is allowed only when Engine is running (min. Idle Speed).

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

-0+
400
DC CPS
-50 +50
FREQ 420

110 120
20
AC
DC VOLTS 40 VOLTS 30

ELECTRICAL POWER CONTROL PANEL

TR 1 APU GEN
(UPPER) P5 GEN 1
INV POSITON:
BAT TR 2 GEN 2
NOT ON OLD AIRPLANES
BAT GRD
TR 3 INV
BUS PWR
STBY TEST
STBY TEST PWR
PWR
RESID
GALLEY VOLTS
OFF OFF
BAT
ON
ON
AC

1 2
LOW OIL STANDBY LOW OIL ALTERNATE INSTALLATION
1 PRESSURE PWR OFF PRESSURE 1 DRIVE 1
For Training Purposes Only

HIGH OIL STANDBY POWER HIGH OIL

TEMP TEMP

DISCONNECT DISCONNECT

BAT OFF AUTO

Figure 12 Electrical Power Control Panel (Upper)

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

ELEC. CONTROL PANEL (NEW GENERATION)

General S GEN1 FAULT
The Panel consists of Alphanumeric Display, Fault Indicating Lights, Rotary -A fault exists in the NO. 1 VSCF Generator.
Selector Switches, BAT Switch, GALLEY Switch and MAINT Test Switch. The S GEN2 FAULT
panel performs a self test on power-up. If there is a malfunction in the panel -A fault exists in the NO. 2 VSCF Generator.
that would prevent normal operation, the alphanumeric displays will show the S STBY BUS XFER FAULT
failure by the display of dashes in the associated meters. In the event that the -The AC Standby Bus is on a source other than that selected by the pilot.
failure is in the display or the display driver, the alphanumeric display will show
S BAT BUS XFER FAULT
an unusual indication.
-The Battery Bus is on a source other than that selected by the pilot.
Alphanumeric Display S INTERFACE FAILURE
The Alphanumeric Display shows the Voltage, Frequency, and Amperage mea- -The P5-13 panel programming pins are not connected correctly.
surements. This display also shows the error messages associated with the If the faults occur while the airplane is in the air they will be stored and the
ELEC Fault Indicating Light. ELEC light will not come on until 30 seconds after the airplane is on the
ground.
Fault Indicating Lights The intermittent faults (indicated by an ”I” after the fault message) and the
The Fault Indicating Lights are connected to the Master Caution and will make ELEC light can be cleared by the MAINT Test switch.
the Master Caution light come on when one or more of these fault indicating NOTE: Except for the Generator No. 1 and No. 2, the faults cannot be cleared
lights come on: by the MAINT button when the fault condition still exists.
S BAT DISCHARGE
Recall/Reset Test Switch
- The BAT DISCHARGE light will come on when the battery is in a di-
The RECALL/RESET switch is used to control the initiation of the Display Test,
scharge condition.
the display of any maintenance messages, and the erasure of the maintenance
NOTE: During an APU start, the BAT DISCHARGE light comes on, and
message memory.
then goes off. This will not cause the MASTER CAUTION lights to come
NOTE: The AC and DC selector switches must be in the TEST position and
on.
airplane on the ground for the RECALL/RESET switch to be operable.
S TR UNIT
The Display Test is initiated when the RECALL/RESET switch is operable and
- The TR UNIT light comes on for any one of these reasons: is pressed for the first time. The Display Test will exercise all of the elements in
S Any TRU fails on the ground, or the alphanumeric display to allow the operator to verify the functionality of the
For Training Purposes Only

S TRU 1 fails in flight, or display. The Display Test is terminated automatically after a complete test cycle
or when the RECALL/RESET switch has been pushed during the Display Test.
S TRU 2 and TRU 3 fail in flight
Maintenance Messages, if any exist, are displayed after the Display Test. The
S ELEC Light
first message will automatically be displayed. Push the RECALL/RESET switch
- The ELEC light will come on for these fault messages: each time after the Display Test to see the subsequent messages. Push the
S STAT INV INOP RECALL/RESET switch after the last message and an informational message
-The Static Inverter is defective. to clear the fault messages will be displayed.
S BAT CHGR INOP The Maintenance Messages will be removed when the RECALL/TEST button
-The Battery Charger is defective. is pressed and held for approximately 6 seconds.

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ELECTRICAL POWER 737-300/400/500
GENERAL
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DC AMPS CPS FREQ

DC VOLTS AC VOLTS

BAT
DISCHARGE TR UNIT ELEC

RECALL/RESET

TR1 APU GEN

BAT TR2 GEN2
GEN1

BAT TR3 GRD INV

BUS PWR
STBY TEST STBY
PWR TEST
PWR
For Training Purposes Only

OFF
OFF
BAT
GALLEY
ON ON

DC AC

Figure 13 Elec. Panel (Upper - New Generation)

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ELECTRICAL POWER 737-300/400/500
GENERAL
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Drive Temp Switch Bus Transfer Switch
Selector Switch with 2 positions (RISE / IN) for Generator Drive Oil Tempera- The Bus Transfer Switch has 2 positions.
ture Indicator. S AUTO (guarded):
Generator Drive Oil Temperature Indicator - Allows automatic transfer of Transfer Bus to the Generator Bus on the
opposite side, when the respective Generator Bus fails.
Displays the temperature of the oil used in the CSD / VSCF.
S OFF:
S RISE (outer scale)
- No power transfer switching of the Transfer Bus to the opposite Genera-
- Displays the n temperature of the In and Out flowing oil within the CSD /
tor Bus possible, when the respective Generator Bus fails. (Smoke Pro-
VSCF.
cedure).
S IN (inner scale)
- The TR 3 Disconnect Relay is open and eliminates the parallel switching
- Displays the oil temperature entering the CSD / VSCF (Normally moni- of DC Bus No. 1 and DC Bus No. 2.
tored).
Transfer Bus Off Light (amber)
Ground Power Available Light (blue)
Illuminates when the respective Transfer Bus is not powered. Simultaneously,
Illuminates when External Power Plug is plugged and Voltage is available. the Master Caution Warning with ELEC Annunciator comes on.
Ground Power Switch Bus Off Light (amber)
The GRD PWR switch has 3 positions: Momentary ON - OFF and spring Illuminates when the respective Generator Bus is not powered. Simultaneously,
loaded to the center position. the Master Caution Warning with ELEC Annunciator comes on.
S ON: Ground Power available and Battery Switch in ON position
Generator Off Bus Light (blue)
- If Ground Power has no fault, EPC 2 and ECP 1 closes.
Illuminates when the respective Generator does not supply the Generator Bus.
- If Ground Service Switch has been switched to ON before, it will trip to
OFF position. APU Generator Off Bus Light
- If both Engine Generators supply the airplane, the following switching Illuminates when:
sequence will occur:
S The APU reaches the normal RPM after starting ( Garret APU u 95 %,
S GB No. 2 trips and EPC No. 2 closes APS 2000 APU u 98 % ) and the APU Generator does not supply any
S GB No. 1 trips and EPC No. 1 closes Generator Bus.
S OFF: S The APU stops automatically because of a shut down signal and the APU
For Training Purposes Only

- Both External Power Contactors will be tripped. Start Switch is not in the OFF position.

AC Ammeter
Displays the Load of the respective Generator

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ELECTRICAL POWER 737-300/400/500
GENERAL
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DRIVE TEMP
RISE

Electrical Power Control Panel

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

LOW OIL OVER

MAINT PRESSURE FAULT SPEED
B A A A

Figure 14 Electrical Power Control Panel (Lower)

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ELECTRICAL POWER 737-300/400/500
GENERAL
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Generator Switch
The Generator Switch has 3 positions: Momentary ON / OFF and spring
loaded to center position.
S OFF:
- Trip signal to respective GCR and GB.
- The associated generator is disconnected from its bus.
S ON:
- Close signal to the respective GCR (if tripped).
- Trips associated EPC and APU GB and closes the GB (if voltage is cor-
rect).

APU Generator Switch

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

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GENERAL
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DRIVE TEMP
RISE

Electrical Power Control Panel

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

LOW OIL OVER

MAINT PRESSURE FAULT SPEED
B A A A

Figure 15 Elec. Power Control Panel (Lower) cont.

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ELECTRICAL POWER 737-300/400/500
GENERAL
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ELECTRICAL POWER ANNUNCIATOR PANEL (M238)

GENERAL
The Electrical Power Annunciator Panel M238 is located in a well of the P6
panel in the Cockpit entrance way and faces aft. It is used for the indication of
power on the individual AC and DC Busses and indication of Faults which trip
the Generator Control Relays.
The M238 is divided into three sections:
S AC Bus Lights (neon type)
S DC Bus Lights (white)
S Malfunction Lights (white)
There are to switches on the M238:
S ERASE (S1)
- The latched Malfunction Lights can be deleted when switch is being
pushed (except MT-Light)
S INDICATE/TEST (S2)
Three position switch, spring loaded to the center position.
- INDICATE:
S All DC Bus Lights illuminate, when DC Busses are powered.
- TEST:
S Light Test for DC Bus Lights and Malfunction Lights.
For Training Purposes Only

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GENERAL
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M238 LOCATION

DC BUS
MALFUNCTION LIGHTS
INDICATION LIGHTS

AC BUS
INDICATION LIGHTS
(COVERED)
For Training Purposes Only

Figure 16 Electrical Power Annunciator Panel M238

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ELECTRICAL POWER 737-300/400/500
GENERAL
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DC ANNUNCIATOR LIGHTS
The Lights on the Annunciator Lights Module M238 illuminate when power is
on:
S DC Bus No.1
S DC Bus No. 2
S DC Standby Bus
S External Power T-R Unit is energized
S T-R Unit No. 3 has output power
The INDICATE/TEST switch S2 on the module must be set to INDICATE for
the lights to illuminate.
When the INDICATE-TEST switch is set to TEST, all lights except EXT PWR
TR are grounded and connected to the 28-Volt DC Bat Bus. The EXT PWR TR
light, which is always connected to Bus Protection Panel, is grounded. This
verifies that all lamps on the M238 module are operable.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
GENERAL
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DC BUS PWR ON GEN 1

NO.1 NO.2 TR3 FF MT

EXT PWR
TR STBY BATT HV LV

ERASE AC BUS

S1 OA

NO.1 NO.2
INDICATE
OC
S2
NORMAL
TEST

FAULT
28V DC WHEN INDICATE
R2 EXTERNAL POWER
IS ATTACHED

G7 BUS PROTECTION PANEL (P6)

TEST
S2 INDICATE
TEST SWITCH

28V DC
BUS 1 DC BUS PWR ON
DC BUS INDICATION
BUS NO. 1
NO.1 NO.2 TR 3
28V DC W W W
BUS 2
DC BUS INDICATION
BUS NO. 2
For Training Purposes Only

BATT
28V DC W
TR 3
DC BUS INDICATION
TR NO. 3 W W
EXT PWR TR STBY DC IND
28V DC
BAT BUS
DC BUS INDICATION
BAT

28V DC
STBY BUS
DC BUS INDICATION
STBY

P6-5 CIRCUIT BREAKER PANEL M238 ANNUNCIATOR LIGHTS MODULE (P6)

Figure 17 M 238 DC Bus Indicating Lights

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

AC BUS INDICATING LIGHTS

The neon lights illuminate when phases A and C of their AC Busses are pow-
ered.
Each light is connected directly to a circuit breaker on its respective bus and all
lights are connected to a common ground.
The Lights are covered by a hinged panel which can be opened when a quick
opening device is released.
NOTE: The indicators for Voltage, Frequency and Amperes are normally
switched to the phase B.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

115V AC
STANDBY
BUS AC STANDBY BUS
INDICATION

115V AC AC INDICATION
GROUND GRD SERVICE A
AC BUS PWR ON
SERVICE
BUS
OA
AC INDICATION
GRD SERVICE C NO. 1 NO. 2 NO. 1 NO. 2 GRD STBY
TRANS TRANS SVC
OC
115V AC AC INDICATION
TRANSFER TRANSFER BUS 1 A
BUS 1
AC BUS INDICATION LIGHTS

AC INDICATION
AC BUS PWR ON
TRANSFER BUS 1 C
L21 L23 L28 L27
OA L19 L25
AC INDICATION
BUS NO. 1 A OA NO. 1 OA NO. 2 OA NO. 1 OA NO. 2 OA GRD SVC OA STBY
115V AC TRANS TRANS
MAIN BUS 1
L20 L22 L26
OC L24 L29
AC INDICATION
BUS NO. 1 C OC NO. 1 OC NO. 2 OC NO. 1 OC NO. 2 OC GRD SVC
TRANS TRANS

AC INDICATION
115V AC BUS NO. 2 A
MAIN BUS 2

AC INDICATION
BUS NO. 2 C
For Training Purposes Only

AC INDICATION
115V AC TRANSFER BUS 2 A
TRANSFER
BUS 2

AC INDICATION
TRANSFER BUS 2 C

P6-4 CIRCUIT BREAKER PANEL M238 ANNUNCIATOR LIGHTS MODULE (P6)

Figure 18 M 238 AC Bus Indicating Lights

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

GENERATOR MALFUNCTION LIGHTS

General
The white Malfunction Lights (4 for each generator) are controlled by double-
coil relays inside the GCU’s.
The lights show the reason for tripping of the Generator Control Relay.

Operation
All lights have 28 Volt DC Battery Bus power available (provided the battery
switch is in ON). A ground will be connected within a GCU by energizing the
trip coil of the applicable fault light relay.
If the trip coil of the relay has been energized, it will be latched in the Trip posi-
tion by a permanent magnetic latch, and can only be released by energizing
the reset coil. The only possibility for energizing the reset coils and deleting the
FF, HV and LV lights is by pushing the ERASE button.
The only possibility for energizing the reset coil and deleting the MT lights is by
switching the respective GEN Switch to the ON position.
The ERASE button has no effect on the MT lights.
Reasons for indication:
S High Voltage (HV): Voltage > 130 V
S Low Voltage (LV): Voltage < 100 V
S Feeder Fault (FF): Overcurrent or Differential Protection (VSCF Fault)
S Manual Trip (MT): Generator Breaker Switch to OFF or CSD Disconnect
Switch to Disconnect position.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

28V DC
BATTERY DC BUS PWR ON GEN 1 GEN 2 APU
BUS NO. 1 NO. 2 TR3 FF MT FF MT FF MT
DC BUS INDICATION
BAT

P6-5 CIRCUIT BREAKER PANEL . EXT PWR STBY BATT

TR HV LV HV LV HV LV
INDICATE

ON
TEST AC BUS PWR ON
ERASE
ERASE /
OA
S2 INDICATOR
MANUAL TEST SWITCH S1
S1 ERASE NO. 1 NO. 2 NO. 1 NO. 2 GRD STBY
CONTROL SWITCH TRANS TRANS SVC
INDICATE
/
OC
OFF S2
APU
MANUAL TRIP TEST
MT
INTERNALS
RESET SAME AS FF W
G-3
W
LV
DIFFERENTIAL
PROTECTION HV W
DC W
G5 APU GENERATOR
CONTROL UNIT (P6)
TRIP
GEN 2
FEEDER FAULT
MT
FF W
INTERNALS
RESET
SAME AS W
G-3 LV
UNDER
VOLTAGE HV W
W
DC
G4 GENERATOR CONTROL
TRIP UNIT 2 (P6) GEN 1
For Training Purposes Only

LOW VOLTAGE
MT
FF W
RESET W
LV
OVER HV W
VOLTAGE
W
DC

TRIP M238 ANNUNCIATOR LIGHTS MODULE (P6)

HIGH VOLTAGE

G3 GENERATOR CONTROL UNIT 1 (P6)

Figure 19 M 238 Generator Malfunction Lights

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

POWER SYSTEM TEST MODULE M400

General
The Power System Test Module M400 is a switch panel for testing the airplane
power system with current transformer selecting relays and portable meter M400 LOCATION
jacks. It permits measuring DC voltages and current values, and AC voltages,
current values and frequency at various electrical system component connec-
tions throughout the electrical system. The module is at the top of the load con-
trol center panel P6. Calibrated portable meters may be connected to check
the accuracy of meters on the pilot’s overhead panel P5.
The system test operation consists of selecting various combinations of set-
tings on the two switches (S1 and S2) in M400 and observing the meters on
P5. The DC and AC rotary switches on pilot’s overhead panel are turned to
TEST position for meter readings of DC volts, AC volts, and frequency. Gener-
ator ammeter readings are depend on the position of S2 switch; voltmeter and
frequency meter readings depend on the position of S1 and S2 switches.
When M400 is not being used, S2 have to be set to position B.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

S2 S1
POWER SYSTEM TEST
F G 6 7
E H 5 8
JACKS FOR
EXTERNAL D A 4 1
MEASURING C B 3 2
For Training Purposes Only

PART NO.
SER. NO.

AC DC

Figure 20 M400 Power System Test Module

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ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

M 400 AC VOLTAGE / FREQUENCY METERING

Additional test points may be selected from combinations of the two M400 se-
lector switches S1 positions 1 - 3 and S2 position A - F. When the AC Meter
Selector Switch is in the TEST position, the additional values can be displayed
on the Frequency and AC Voltmeter on P5-13. These test points may also be
selected for reading AC Volts and Frequency on portable meters connected to
the M400 Test Module AC jacks J1 and J2 (independent of AC Meter Selector
Switch position).
The following outputs can be checked:
S Main Bus 1 / 2
S Transfer Bus 1 / 2
S External Power Bus
S Ground Service Bus
For Training Purposes Only

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GENERAL
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C F
115V AC G
EXTERNAL B
E H NC
POWER A C
BUS PROTECTION PANEL AC
A
P6-12 CIRCUIT BREAKER PANEL D J1 J2
B
C

400
AC INDICATION NC NC 380 420
115V AC GROUND GND SERVICE C
CPS
SERVICE BUS AC INDICATION FREQ
GND SERVICE B 1
NC
AC INDICATION 3 2
GND SERVICE A
F G
S1 WAFER SWITCH FREQUENCY METER
AC INDICATION H NC
TRANSFER BUS 2 C E
115V AC
TRANSFER B
AC INDICATION
BUS 2 TRANSFER BUS 2 B 110 120
A
AC INDICATION D 100
TRANSFER BUS 2 A 130
C B 0 30
POWER SYSTEM TEST AC
F G 6 7 VOLTS
AC INDICATION E H 5 8
115V AC BUS NO 2 C D A 4 1
MAIN BUS 2 AC INDICATION C B 3 2
BUS NO 2 B
AC VOLTMETER
AC INDICATION
BUS NO 2 A
AC DC
F G APU GEN
AC INDICATION E H NC GEN 1 GEN 2
115V AC TRANSFER BUS 1 C
A GRD
TRANSFER AC INDICATION TEST
TRANSFER BUS 1 B J1 J2 PWR
BUS 1 A POSITION OF M400 SW S1
AC INDICATION D POSITION OF M400 SWITCH S2 STBY
TRANSFER BUS 1 A B PWR RESID
C VOLTS
A B C D E F
AC INDICATION
BUS NO 1 C 1 MAIN BUS 1 MAIN BUS 1 MAIN BUS 1 XFR BUS 1 XFR BUS 1 XFR BUS 1
115V AC A B C A B C
MAIN BUS 1 AC INDICATION
BUS NO 1 B MAIN BUS 2 MAIN BUS 2 MAIN BUS 2 XFR BUS 2 XFR BUS 2 XFR BUS 2 RESIDUAL VOLTS SWITCH
2
AC INDICATION A B C A B C
BUS NO 1 A
3 GND SVCE GND SVCE GND SVCE EXT PWR EXT PWR
For Training Purposes Only

BUS A BUS B BUS C A C TEST

S2 WAFER SWITCH
115V AC B M400 POWER SYSTEM TEST MODULE (P6) GEN 2
GENERATOR 2 AC INDICATION
GENERATOR 2
115V AC B APU GEN
APU GENERATOR AC INDICATION
APU GENERATOR
115V AC B GEN 1
GENERATOR 1 AC INDICATION GND PWR
GENERATOR 1
115V AC STBY PWR
STANDBY BUS AC INDICATION
STBY
S957 AC METER SELECTOR SWITCH
P6-4 CIRCUIT BREAKER PANEL
P5-13 ELECTRICAL POWER METERS MODULE

Figure 21 M400 AC Voltage / Frequency Metering

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

M 400 DC VOLTAGE METERING

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

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

POWER SYSTEM TEST

F G 6 7
E H 5 8
D A 4 1
S2 C B 3 2 TR1
S1
BAT TR2
J3 J4 BAT BUS TR3
AC DC
TEST
STBY PWR 20
0 40
DC VOLTS
J1 J2 J3 J4 S956 DC
CLOSE SIGNAL SELECTOR
SWITCH
APU GENERATOR
BREAKER 1 (P6) F G TR 1
BAT TR 2
E H M400 S2 SWITCH POSITION BAT
BUS TR 3
CLOSE SIGNAL A B C
D A STBY PWR TEST
EXTERNAL POWER
C B 1 NO. 1 NO. 2 APU
DC VOLTMETER
CONTACTOR 2 (RIGHT GEN FIELD GEN FIELD GEN FIELD
SIDE NOSE WHEEL WELL) 6 7

M400 S1 SWITCH POSITION

S2 WAFER SWITCH 2 NO. 1 NO. 2 APU
5 8 GCU DC GCU DC GCU DC
CLOSE SIGNAL D P5-13 ELECT, METERS, BATTERY & GALLEY POWER PANEL
4 1 3 ENG GB 1 ENG GB 2 APU GB 1
EXTERNAL POWER CLOSE COIL CLOSE COIL CLOSE COIL
CONTACTOR 1 (RIGHT 3
4 APU GB 2
SIDE NOSE WHEEL WELL) NORMAL 2 CLOSE COIL
APU
GEN EPC 1
CLOSE SIGNAL CONT 6 7 5
FIRE CLOSE COIL
UNIT
APU GENERATOR 5 8 EPC 2
S10 APU C 6 GCR CLOSE
BREAKER 2 (P6) FIRE SW CLOSE COIL SIGNAL
4 1
APU GEN G5 APU GENERATOR
3 7 FIELD
CLOSE SIGNAL 2 CONTROL UNIT (P6)
NORMAL GCR CLOSE
ENGINE GENERATOR GEN 2
BREAKER 2 (RIGHT SIDE SIGNAL
CONT 6 7
NOSE WHEEL WELL) NO. 2 GEN G4 GENERATOR
UNIT
FIRE 5 8 FIELD CONTROL UNIT 2 (P6)
B
S9 ENG 2
For Training Purposes Only

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

P8-1 ENGINE & APU

FIRE CONTROL PANEL

Figure 22 M400 DC Voltage Metering

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00
AC AMPERES METERING CURRENT CURRENT CURRENT
The three AC Ammeters on P5 overhead panel for the two engine generators TRANSFORMER TRANSFORMER TRANSFORMER
T7 T9 T8
and the APU generator normally read the phase ”B” line current. Each of the
Ammeters senses current using one of the metering transformer windings in its
line current transformer assembly in the ceiling of the electrical electronics
compartment.
The Ammeter can read phase A, B or C current by selecting positions of the
switch S2 on the Power System Test Module M400 in the P6 panel.
For each Ammeter the connection from the line current transformer windings to
the Ammeter is made through contacts of three relays inside M400 module.
The relative positions of the relays are controlled by switch S2.
If the switch is in position A or D relays K1 and K2 are energlzed and the phase
A windings are connected to all three Ammeters.
If the switch is in position B, E, G or H all three relays are relaxed and the
phase B windings are connected to all three Ammeters. ”B” is the normal
position. Please verify this position when you leave the cockpit !
If the switch is in position C or F relay K2 and K3 are energized and the phase
C windings are connected to all three Ammeters.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERAL
24-00

A
POWER SYSTEM TEST
F G 6 7
APU B E H 5 8 S2 SWITCH POSITION
METER
GENERATOR D A 4 1 READING
C 3 2 A B C D E F
C B GEN 1
T9 CURRENT A B C A B C
TRANSFORMER AMMETER
ASSEMBLY GEN 2
AC DC A B C A B C
AMMETER
APU GEN A B C A B C
A AMMETER

ENGINE 2 B
GENERATOR
C

T8 CURRENT
TRANSFORMER
ASSEMBLY

ENGINE 1 B
GENERATOR
C

T7 CURRENT 100 100

50 150 50 150
TRANSFORMER AC AC
ASSEMBLY 0 200 0 200
AMPERES AMPERES
LOWER 41-CEILING
(STA 285, RBL 50)

GENERATOR 1 GENERATOR 2
AMMETER AMMETER
K2 K1
K3
100
For Training Purposes Only

50 150
F G AC
H 0 200
E AMPERES
28V DC
BUS 1 A
DC BUS
INDICATION D
BUS 1
C B
APU GENERATOR
AMMETER
P6-5 CIRCUIT BREAKER S2 WAFER SWITCH
PANEL

P5-4 AC SYSTEM GENERATOR AND APU MODULE

M400 POWER SYSTEM TEST MODULE (P6)

Figure 23 M400 AC Amperes Metering

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

24-10 GENERATOR DRIVE / CSD

GENERAL
The purpose of the engine generator drive (constant speed drive - CSD), is to
convert the variable speed of the engine (accessory gearbox) to a constant
speed (6000 RPM) for the driven generator to produce ac power at constant
frequency. The constant speed drive is located on the left side of the engine,
on the front of the accessory gearbox. The CSD is a hydromechanical trans-
mission using hydraulic trimming and mechanical controls to govern the output
rotational speed.
Located on the CSD are:
S oil inlet and outlet connection with temperature bulbs
S wet spline cavity fill valves
S main electrical connector and harness
S vent valve mount
S low oil pressure switch (LOP)
S oil quantity sight glass
S disconnect solenoid output pad drain (generator side) charge filter with dif-
ferential pressure Indicator
S drain plug (reservoir)
S case drain and magnetic drain plug
S governor adjustment
S reset handle
On the input end of the CSD is a QAD (Quick Attach Detach) flange for CSD
attachment to the QAD ring on the gearbox. On the opposite face are 12 studs
for the generator attachment.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

MAIN
ELECTRICAL
GENERATOR CONNECTOR
ATTACHMENT AND HARNESS VENT
STUDS (12) VALVE

SIGHT
GLASS
DIFFERENTIAL
LOW OIL
PRESSURE
INDICATOR PRESSURE
SWITCH
DISCONNECT
SOLENOID

WET SPLINE
SERVICE PORT

OUTPUT
PAD DRAIN

CHARGE
FILTER

CASE DRAIN AND

MAGNETIC CHIP
DETECTOR
For Training Purposes Only

OIL INLET
PORT

GOVERNOR
ADJUSTMENT
COVER RESET
HANDLE DRAIN PLUG
(6 o’clock (RESERVOIR) QAD RING
position)
LOCKBOLT
OIL OUTLET WET SPLINE
DOWN CONNECTION SERVICE PORT

Figure 24 CSD - Components

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

CSD SERVICING
General - Stop for five minutes.
The CSD sight glass has different ranges for the oil level on the left and right NOTE: The time will let the oil level become stable.
engines. This is because the left and right engines are at different angles. The S Look at the oil level in the sight glass on the CSD.
oil quantity of the CSD is 10.7 pints. The oil quantity of the external system is - If the oil level is below the bottom of the applicable range, add oil to the
2.75 pints.The total oil quantity for a dry CSD oil system is 13.45 pints for each CSD.
engine.
- If the oil level is above the top of the applicable range, drain some oil
The oil level shown on the sight glass of a disconnected CSD can show more from the CSD.
oil than there is. Expanded air can push the oil from the oil cooler into the CSD.
S Remove the coupling from the case pressure-fill valve and install the cap.
To get an accurate indication of the oil level, fill the CSD and look at the sight
glass again. Leakage of the seal in the CSD will let oil flow from the CSD to the
spline cavity. A defective input shaft seal will cause these indications:
S The oil level in the CSD will decrease.
S The oil level in the spline cavity will increase.

CSD Oil Level Check

S Push the vent valve cap on the top of the CSD to remove the internal pres-
sure.
S Look at the oil level in the sight glass on the CSD.
- If the oil level is above the top of the applicable range, drain some of the
oil from the CSD.
- If the oil level is below the bottom of the applicable range, add oil to the
CSD.
CSD Fill Procedure
Make sure that you have the correct oil for the CSD. Refer to the marker on the
CSD to find the oil that is in the CSD.
For Training Purposes Only

S Remove the cap from the case pressure-fill valve.

S Connect the coupling of the service cart to the case pressure-fill valve.
S Set the pressure from the service cart to 5 - 40 psi.
CAUTION: DO NOT PUT TOO MUCH OIL INTO THE CSD. TOO MUCH
OIL WILL CAUSE THE CSD TO BECOME TOO HOT AND
CAUSE DAMAGE TO THE GENERATOR DRIVE.
S Fill the CSD until the oil level increases to the bottom of the applicable
range on the sight glass.

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

PRESSURE SIGHT GLASS

FILL VALVE

CSD PRESSURE
FILL PORT

CSD CSD
OIL COOLER
For Training Purposes Only

(FAN AIR STREAM)

FAN CASE

SCAVENGE
FILTER

VIEW LOOKING AFT

Figure 25 CSD - Servicing

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

CSD WET PAD CAVITY

General
Between the CSD and the Engine Accessory Gearbox is the Wet Pad Cavity
located. It contains oil to lubricate the CSD Input Spline.
The Wet Spline Pressure Fill Port is on the CSD. A standpipe attached to the
Engine Accessory Gearbox limits the oil level in the Wet Pad Cavity during ser-
vicing.
Wet Pad Cavity Servicing
S Step 1
- Check oil level in the wet pad cavity by removing overflow drain cap on
engine gearbox and allow oil to flow from standpipe indicator inside the
cavity. When oil stops flowing spline cavity is filled to proper level. If ex-
cessive oil flows, check CSD seals for oil leaking into the wet spline cav-
ity.
S Step 2
- To bring oil to overflow level, pump oil from service cart through spline
cavity fill check valve on CSD until it begins to flow from the standpipe.
Oil quantity is 2 pints (0,95 Liter).
S Step 3
- Allow exess oil to flow from standpipe, then replace overflow drain cap
on engine gear case.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

ACCESSORY
GEARBOX

SPLINE CAVITY
FILLPORT WET PAD
CAVITY VENT TO
ENGINE
DRAINS
SPLINE CAVITY
STANDPIPE INDICATOR CAP
DRAIN & OVERFLOW

WET PAD CAVITY

For Training Purposes Only

STAND
PIPE

INPUT SPLINE

OVERFLOW DRAIN WET SPLINE CAVITY DRAIN PLUG

OIL OUTFLOW REMOVE SEAL FITTING CAP (REMOVE ONLY WHEN DRAINING
WHEN FILLING CAVITY WET SPLINE CAVITY)

Figure 26 CSD Wet Pad Cavity

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

Oil Cooler
The CSD oil cooler is used for cooling the oil from the CSD.
It is located in an opening on the right hand side of the engine fan duct.
The cooler is a small oil/air heat exchanger using fan air. A pressure relief valve
is installed in the cooler assembly. On the outlet fitting is an HIGH OIL TEM-
PERATURE switch installed.
During engine operation, hot oil from the CSD passes through the cooler; fan
air provides the cooling for the oil. If the cooler becomes blocked on the oil
side, a pressure relief valve cracks open at 50 psi differential pressure and is
fully open at 90 psi differential pressure allowing oil to bypass the cooler core.
CSD Line Filter (Scavenge Filter)
The Line oil filter collects contamination from the oil. This prevents damage to
the CSD and oil cooler.
The line filter has a pop-out button. The pop-out button extends when the oil
pressure becomes to high. This is an indication that the oil filter element is full
of contamination and will not let the oil flow through it.
The line oil filter is on the fan case at the 5 o clock position.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

CSD COOLER

LINE OIL
FILTER
HOUS-
ENGINE FAN ING
CASE

CSD LINE FILTER

CSD OIL
COOLER (SCAVENGE FILTER)
VIEW LOOKING AFT
BY-PASS
VALVE
POP-
OUT
INDICATOR
OIL-OUT
PORT

BOLT AND WASHER

(TYPICAL, 8 PLACES) CSD LINE FILTER
(SCAVENGE FILTER)
OIL-IN
PORT GASKET
For Training Purposes Only

HIGH OIL
TEMPERATURE
SWITCH FWD

Figure 27 CSD - Oil Cooler

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

DESCRIPTION OPERATION
Hydraulic System
The constant speed drive consists of two positive displacement axial slipper Disconnect
piston-type hydraulics units and mechanical axial geared differential which per- The disconnect solenoid is activated by 28 volt dc from a guarded switch on
forms the speed summing function. One hydraulic unit is of fixed displacement the P5 panel. The normally closed contacts of the switch connect a ground to
and the other one is a variable displacement type. the disconnect solenoid; thus both sides of the coil are grounded to prevent the
The hydraulic system consists of the charge pump, the scavenge pump and possibility of voltage pickup and inadvertantly tripping the CSD. A second sec-
the charge relief valve. The charge pump is located in the system between the tion of this switch - provides 28 volt dc to the trip coil of the generator control
all-attitude reservoir and the transmission. It supplies oil to the hydraulic units, relay, tripping off the generator field. The CSD re-connection is by an external
governor, control piston and the lubricating system. The charge pump forces reset handle.
the oil through the charge filter which incorporates a differential indicator (not NOTE: Diconnect of the CSD is allowed only, when Engine is running. Re-con-
used). Connected to the charge line is a low oil pressure switch which operates nect is allowed only, on a stopped Engine.
at 120-160 psi. The scavenge pump is located in the system between the
transmission sump and the external oil cooler. The scavenge pump picks up An overrunning clutch is provided in the output shaft permitting the generator to
lube oil and internal leakage and pumps it through the external oil cooler into motor freely at rotational speeds above that of the drive output.
the all-attitude reservoir Temperature Monitoring
Governor Heat produced by the transmission is absorbed by the oil in the unit and dissi-
The governor is a spring-biased, flyweight operated sleeve valve. It functions pated in an oil cooler at the fwd end of the engine. The hot oil passes through
to control porting of charge oil to the control cylinder. The rotating sleeve valve an external filter (Scavenge Filter) then trough the cooler.
is driven by the output gear and hence is responsive to transmission output Two variable resistance temperature bulbs measure the oil temperature on ei-
speed. Flyweights pivoted on this sleeve move a valve stem located within the ther side of the oil cooler. One bulb measures the input oil temperature to the
sleeve against the bias of a spring. The valve allows Increasing or decreasing CSD and is read on a meter on P5 panel. A switch on the panel alters the cir-
oil pressure application to the control cylinder which in turn controls the variable cuit to include the oil out temperature bulb so that the meter can indicate the
displacement hydraulic unit. rise in oil temperature through the CSD.
Normal temperature rise of the oil through the transmission is about 10 0C at
continuous full load with an inlet oil temperature of about 80 0C - 90 0C (Nor-
For Training Purposes Only

mal) at normal input speeds. The oil in the transmission serves as a lubricant,
as a coolant and as the hydraulic medium of the drive.
The oil returning from the cooler is deaerated in a swirl chamber in the reser-
voir. If the temperature of the oil reaches 157 0C a thermo switch in the in-line
closes illuminating the HIGH OIL TEMP light on the P5 panel.
A vent valve is provided to prevent negative pressure and retain positive pres-
sure. Oil quantity is indicated by a sight gage.

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

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

TO PUMPS BAT OFF AUTO

PUMP MOTOR AND GOVERNOR ( 3 PSI ) VENT
FLY
WEIGHT AND
GOVERNOR VACUUM
DRIVE TEMP
( 20 PSI ) VALVE
RISE
FREQUENCY
ADJUSTMENT
SCREW
CHARGE
PRESSURE SW
( 120 PSI ) IN
DISCONNECT DISCONNECT
TO
FROM LUBE
TO SUMP JETS RISE RISE
GEAR 10 20 10 20
OUTPUT CHARGE RELIEF
0 IN 30 0 IN 30
VALVE 80 120 80 120
( 250 PSI ) 40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
GRAVITY FILL PORT RESERVOIR
C C
CHARGE CHARGE
FILTER PUMP
IN
TEMP
BULB
SCAVENGE POPOUT
PUMP HIGH OIL
TEMP
T BULB
OIL OUTFLOW TO
WET PAD CAVITY OUT
TEMP
SUMP BULB OIL COOLER
SCAVENGE
PRESS FILL PORT FILTER
For Training Purposes Only

SPLINE
CAVITY
PRESSURE CASE
FILL CHECK DRAIN &
VALVE MAGNETIC
FIRE MASTER
PLUG
WARN CAUTION
PUSH TO RESET PUSH TO RESET
ELEC
SUPPLY CHARGE
PRESSURE

CONTROL
PRESSURE RETURN OIL

Figure 28 Constant Speed Drive

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

CONSTAND SPEED DRIVE ADJUSTMENT

General Adjust the CSD Output Speed
The governor in the CSD ensures that the output speed to the generator is S Make sure that the engine is stopped (Ref 71-00-00/201).
maintained at 6000 RPM corresponding to electrical frequency of 400 Hz. If the S Remove the adjustment cap to get access to the adjustment screw. Re-
frequency is out of this range the governor can be adjusted. move the two screws and washers from the adjustment cap on the CSD.
Pull the adjustment cap away from the CSD.
This is a procedure to adjust the output speed of the constant speed drive. S Adjust the CSD output speed to get a frequency of 400 ± 4 Hz. Put a screw-
There is a short test before the adjustment procedure. This will make sure that driver into the adjustment screw slot.
the CSD is only out of adjustment and not unservicable.You can adjust the con- S Push in and turn the screwdriver until the adjustment screw engages the
stant speed drive governor to change the output frequency of the generator. governor adjustment screw.
The permitted generator output frequency is 400 ± 5 Hz (400 ± 4 Hz during ad-
S Turn the adjustment screw clockwise to increase the frequency, or turn it
justment). The constant speed drive is on the accessory gearbox at the 8
counterclockwise to decrease the frequency.
o’clock position.
NOTE: One full turn of the adjustment screw will change the frequency by
Make sure that the frequency meter on the P5-13 panel is accurate.
approximately 14 Hz.
S Supply engine generator power (Ref 24-22-00/201). Permit the CSD to
S Supply engine generator power (Ref 24-22-00/201).
operate for three minutes to become warm.
S Make sure that the frequency meter on the P5-13 panel shows 400 ± 4 Hz.
S Turn the AC meters switch on the P5-13 panel to the applicable GEN 1 or
GEN 2 position. S If the frequency is not in limits, adjust the CSD again until the frequency is
OK.
S Put electrical loads on the AC buses. Use lights, air conditioning, fuel boost
pumps, and hydraulic pumps.
S Make sure that the frequency meter on the P5-13 panel shows 400 ± 5 Hz.
S If the frequency is not in the limits, adjustment is necessary. Write down the
frequency value.
S Remove the electrical loads that you applied before (lights, air conditioning,
fuel boost pumps, and hydraulic pumps).
S Make sure that the frequency meter on the P5-13 panel shows 400 ± 5 Hz.
Replace the CSD if the conditions that follow occur: (Ref 24-11-1 1/401)
For Training Purposes Only

S The frequency is not stable.

S The frequency goes out of the limits and stays out when you apply or re-
move the loads.
Remove the engine generator power (Ref 24-22-00/201).

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GENERATOR DRIVE
24-10

-0+

DC +50 400
-50 CPS
FREQ 420

110 120
GOVERNOR 20
ADJUSTMENT 100 AC 130
DC VOLTS 40 0 VOLTS 30
SCREW

ADJUSTMENT
CAP
TR 1 APU GEN
BAT TR 2 GEN 1 GEN 2
BAT GRD
TR 3 TEST
BUS PWR

STBY TEST STBY

PWR PWR
RESID
DISCONNECT GALLEY
VOLTS
RESET OFF OFF
T-HANDLE
BAT
ON ON
AC

GOVERNOR
For Training Purposes Only

ADJUSTMENT
SCREW

ADJUSTMENT
SCREW

O-RING 1 TURN = 14 Hz

ADJUSTMENT CAP

NORMAL CONDITION ENGAGED CONDITION

Figure 29 CSD Adjustment
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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

24-20 AC GENERATION
GENERAL
The ac generation system consists of generators, manual controls, generator Each of the GCU’s (and also the bus protection panel - BPP) contains a trans-
control relays (GCR), generator control units (GCU), main power circuit break- former rectifier unit (TRU). The TRU converts the 3-phase ac power to 28 volt
ers (GB) and annunciator lights. dc power for the control and protection circuits during normal system operation.
If the ac power is not available or the TRU has failed, the power for the control
AC Generator with CSD
and protection circuits is available from the switched hot battery bus. With
A rotating electromagnetic field causes the output voltage - three phase electri- the battery switch in ON position the switched hot battery bus is con-
cal power at 115 volts and a constant frequency of 400 Hz- to be induced in the nected to the three GCU‘s and the BPP as a back-up power for each of the TR
stationary generator armature. The engine-driven generators are driven by units.
CSD’s. A complete generator assembly consists of an ac exciter generator, a
rotating rectifier and a main generator. Generator Breaker
The generator breakers connect the 115 volt ac, 400 Hz, 3-phase power to the
AC Generator/VSCF (Variable Speed Constant Frequency)
distribution system from the engine and APU generators.
The VSCF is interchangeable with the CSD and generator assembly. The
VSCF gets power from a variable speed shaft on the accessory gearbox on the Annunciator Lights
engine. It converts this to three phase electrical power at 115 volts and a The annunciator lights indicate the situation of the ac system and the genera-
constant frequency of 400 Hz. tors.
Generator Manual Controls
Manual controls and monitoring devices for the electrical power system are on
the forward overhead panel P5. The switches for latching contactors are mo-
mentary. There is an ac ammeter for each engine. The ac voltmeter and fre-
quency meter monitor various systems as determined by the selector switches
below the meters.
Generator Control Relay (GCR)
The GCR, located in the generator control unit, energizes the generator field.
For Training Purposes Only

The GCR and the generator field circuit are normally closed. The GCR’s may
be opened or closed by the GEN switches on the pilot’s forward overhead
panel P5 or opened by signals from the GCU protection circuits.

Generator Control Unit

The purpose of the generator control unit is to provide excitation, control and
protection functions for the generator system. The three GCU’s are located in
the right front of the P6 panel.

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

APU
EXT GEN
PWR
EPC 1 EPC 2
For Training Purposes Only

APU GB 1 APU GB 2
GB 1 GB 2

FROM GCU 2 FROM GCU 1

XFER XFER
RLY 1 RLY 2

CL = CLOSE SIGNAL
TR = TRIP SIGNAL

Figure 30 AC System Schematic

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

AC GENERATOR / CSD
General Temperatur Compensation
A rotating electromagnetic field causes the output voltage to be induced in the The thermistor, mounted on the exciter frame, has an inverse temperature re-
stationary generator armature. This rotating field is excited by an integral ac sistance characteristic. The high resistance at low or normal ambient tempera-
exciter, in which the output is converted to dc by rectifiers in the generator rotor ture blocks current flow in one of the parallel wires and causes the overall
shaft. The engine-driven generators are driven by CSDs. A complete generator shunt field resistance to be about that of the remaining single wire. At the
assembly consists of an ac exciter generator, a rotating rectifier and a main higher temperature resulting from normal operation, the resistance of each
generator. The ac exciter consists of a six-pole stationary dc field and a rotat- single wire increases to approximately double. At the same time, the resistance
ing armature. of the thermistor drops to a negligible value permitting approximately equal cur-
rent to flow in each wire. The combined resistance of the two parallel wires at
Operation higher temperatures is approximately equal to that of the single wire at low
The operation of the unit is as follows: temperature, temperature compensation is thereby provided.
(1) The exciter field is supplied dc power from the voltage regulator. This
Permanent Magnets (PM)
causes a three-phase voltage in the exciter armature. The ac voltage is recti-
fied and fed to the ac generator rotating field. This field generates the useful ac Six permanent magnets are mounted on the exciter frame between the six sta-
output voltage in the ac generator stator. tor poles. These magnets, alternately reversed in polarity, provide a built-in
residual voltage which results in main generator voltage build-up and elimi-
(2) The exciter stator has a shunt field winding connected between terminals F
nates the need for field flashing or for a starting relay.
and A.
(3) Current supplied by the voltage regulator to the shunt field winding provides Generator Cooling
excitation for the exciter generator. The current controls the exciter output to Generator cooling is by ducting engine fan air from an air outlet on the engine
the main ac generator. The shunt field winding consists of two wires wound in through the generator. During both ground and inflight operation, air which has
parallel in six series coils mounted on the six main poles. The coils are alter- passed through the generator is directed overboard through an air exit in the
nately reversed in polarity over the six poles, on one end both insulated wires engine cowling.
are connected to a common F terminal. On the opposite end, one wire is con-
nected directly to the A terminal and the other wire is connected through a
thermistor to the A terminal.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

CURRENT TO GCU DP F

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
TRANSFORMER
CT PM

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
T4 T5 T6
ROTOR DC EXCITER

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
110 STATOR
120 C

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
STATOR
100 AC

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
VOLTS 130
0 30 T1 T2 T3 T
OA OB OC PM PM NTC
THERMISTOR
POWER LIMITING GENERATOR A

METERING
GENERATOR
AMMETER

BOOST VR PWR VOLTAGE

SUPPLY REGULATOR
GCR
RESID
VOLTS
OVER
CURRENT TRIP GCR + GB
DETECTOR
28 V DC SW.
OV DETECTOR HOT BAT BUS
POR TRIP GCR + GB
UV

OF DETECTOR TRIP GB
UF
For Training Purposes Only

CLOSE TRIP TR

FROM CT
DP
TRIP GCR + GB
DETECTOR POWER
GEN BKR 1
SUPPLY
CONTROL
GB SW. MT TRIP GCR + GB CIRCUITS
OFF
115V AC GENERATOR CONTROL UNIT
GEN BUS 1

Figure 31 Engine Generator System Schematic

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

VSCF
General
The VSCF (Variable Speed Constant Frequency) changes mechanical energy
from a variable speed shaft on the accessory gearbox to constant frequency
electrical power.
The VSCF is on the left side of the engine at the 8 o’clock position. A quick at-
tach-detach (QAD) adapter kit holds the VSCF to the front of the accessory
gearbox.
The VSCF is interchangeable with the constant speed drive and generator as-
sembly.
The VSCF weighs approximately 140 pounds (63.5 kg).
A Built In Test (BIT) feature is included in the VSCF unit. Fault data are displayed
by two red LED’s located adjacent to a test toggle-switch or two test push-buttons.
For Training Purposes Only

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AC GENERATION
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CURRENT
TRANSFORMER
LEADS
POWER AND BIT
EXCITATION NEUTRAL SWITCH
LEADS TERMINALS
MAIN
CONNECTOR BIT
CASE BUTTONS
BIT
LIGHTS PRESSURE-FILL
VALVE
BIT
LIGHTS

INPUT
SHAFT

LOCK-
VSCF GENERATOR/CONVERTER
WIRE

OVERFILL
DRAIN
COOLING FITTING
AIR SIGHT
GLASS
For Training Purposes Only

INLET

CASE BIT SPLINE CAVITY

COOLING DRAIN INSTRUCTION PRESSURE-FILL VALVE
AIR PLUG PLATE
EXHAUST OIL OUT
PORT IDENTIFICATION
PLATE
VSCF -14 VSCF -15 und -16

Figure 32 VSCF - General

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

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

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

OUTPUT:
INPUT: 3-PHASE, 4-WIRE,
VARIABLE SPEED 115 VOLT, 400 HZ
SHAFT POWER 60 KVA ELECTRICAL
FROM THE 3-PHASE POWER
ACCESSORY 3-WIRE
GEARBOX ON 115V AC 3-PHASE
270V DC 3-PHASE
THE ENGINE 1370 TO 4-WIRE
(DC LINK PWM
2545 HZ VOLTAGE) 115V AC
WAVEFORM
400 HZ
A
DC FILTER CT/EMI B
GENERATOR INVERTER AC FILTER
(RECTIFIER) FILTER C
N

DC LINK
FIELD
VOLTAGE
EXCITATION OUTPUT
SIGNAL
FROM THE TRANSISTOR
AND
POWER VOLTAGE CONTROL
INVERTER
SUPPLY REGULATOR
STATUS
FROM
PMG

GENERATOR
For Training Purposes Only

OUTPUT
SIGNAL VSCF
OUTPUT
SIGNAL
GCCU

CONTROLS,
MONITORS,
BIT
Figure 33 VSCF - Block Diagram
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AC GENERATION
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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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MAIN
CONNECTOR

GCCU
CT/EMI FILTER

AC FILTER

DC FILTER
AIR
OUTLET
DUCT BIT
SWITCH
OIL PUMP

GENERATOR
HEAT
For Training Purposes Only

EXCHANGER

GEARBOX

INVERTER
Figure 34 VSCF Components
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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

VSCF SERVICING
General NOTE: Leakage of the seal in the VSCF will let oil flow from the VSCF to the
A sight glass on the VSCF shows the oil level in the VSCF oil system. A stand- spline cavity. The input shaft seal can be defective if these two indications oc-
pipe on the accessory gearbox on each engine shows the oil level in the spline cur after you fill the VSCF with oil:
cavity. S The oil level in the VSCF decreases.
The oil quantity of the VSCF is 6 pints. The oil quantity of the external system S The oil level in the spline cavity increases.
is 2.75 pints. The total oil quantity for the VSCF oil system is 8,75 pints for
each engine.
VSCF Oil Fill Procedure
VSCF Oil Level Check
Make sure that you have the correct oil for the VSCF.
The VSCF sight glass has different ranges for the oil level on the left and right
S Remove the cap from the case pressure-fill valve.
engines. This is because the left and right engines are at different angles.
S ON VSCFs WITH OVERFILL DRAIN FITTINGS, remove the overfill drain
S After engine shutdown allow 15 minutes to elapse before checking VSCF oil
fitting if you did not do this before.
level.
S Connect the coupling to the case pressure-fill valve.
S Release the pressure from the VSCF by the Vaccum Break Valve
(if installed). S Set the pressure from the service cart to 5-40 psig.
S ON VSCFs WITH OVERFILL DRAIN FITTINGS, remove the overfill drain CAUTION: DO NOT PUT TOO MUCH OIL INTO THE GENERATOR
fitting. DRIVE. TOO MUCH OIL WILL CAUSE THE GENERATOR
NOTE: If you do not release the air pressure, the sight glass can show an in- DRIVE TO BECOME TOO HOT AND CAUSE DAMAGE TO
correct oil level. THE GENERATOR DRIVE.
S Fill the VSCF until the oil level increases to the middle of the NORMAL
WARNING: REMOVE THE OVERFILL DRAIN FITTING SLOWLY. HOT
range on the sight glass. If you replaced the VSCF, motor the engine (with-
GAS OR OIL CAN COME OUT WHEN THE ENGINE IS HOT.
out fuel) for 1 minute.
HOT GAS OR OIL CAN BURN YOU.
S Permit five minutes for the oil level to become stable.
CAUTION: DO NOT REMOVE THE VACUUM BREAK VALVE FROM THE
S Look at the oil level in the sight glass on the VSCF.
VSCF. IF YOU REMOVE THE VACUUM BREAK VALVE, YOU
CAN DAMAGE THE VSCF. - If the oil level is below the bottom of the applicable range, add oil to the
VSCF.
For Training Purposes Only

S Look at the oil level in the sight glass on the VSCF.

- If the oil level is above the top of the applicable range, drain some of the
- If the oil level is above the top of the applicable range, do one of these
oil from the VSCF.
steps
S Remove the coupling from the case pressure-fill valve and install the cap.
S If it is a warm VSCF unit, do not drain oil from the VSCF.
S Install the overfill drain fitting, if applicable.
S If the VSCF unit has not been operated within a six hour period be-
fore the oil level check, drain some of the oil from the VSCF.
- If the oil level is below the bottom of the applicable range, add oil to the
VSCF.

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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CASE
PRESSURE-FILL
VALVE

LOCKWIRE 2 FULL OIL LEVEL

RANGE
VALVE RIGHT (RIGHT ENGINE)

ADD

OVERFILL
DRAIN
FITTING 1

FULL

SIGHT OIL LEVEL

GLASS RANGE LEFT

A (LEFT ENGINE)
SEE
ADD
For Training Purposes Only

SIGHT GLASS A

1 SOME VSCFs HAVE VACUUM BREAK VALVES

INSTEAD OF OVERFILL DRAIN FITTINGS

2 NOT USED WITH VACUUM BREAK

VALVES

Figure 35 VSCF - Servicing

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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VSCF WET PAD CAVITY

General
Between the VSCF and the Engine Accessory Gearbox is the Wet Pad Cavity
located. It contains oil to lubricate the VSCF Input Spline.
The Wet Spline Pressure Fill Port is on the VSCF. A standpipe attached to the
Engine Accessory Gearbox limits the oil level in the Wet Pad Cavity during ser-
vicing.
The oil quantity of the spline cavity is 2.75 pints.
Wet Pad Cavity Servicing
S Step 1
- Check oil level in the wet pad cavity by removing overflow drain cap on
engine gearbox and allow oil to flow from standpipe indicator inside the
cavity. When oil stops flowing spline cavity is filled to proper level. If ex-
cessive oil flows, check VSCF seals for oil leaking into the wet spline
cavity.
S Step 2
- To bring oil to overflow level, pump oil from service cart through spline
cavity fill check valve on VSCF until it begins to flow from the standpipe.
S Step 3
- Allow exess oil to flow from standpipe, then replace overflow drain cap
on engine gear case.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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VSCF

SPLINE CAVITY OIL LEVEL SPLINE CAVITY

PRESSURE-FILL WHEN FILLED VENT
VALVE

VSCF
ACCESSORY
STANDPIPE ACCESSORY
GEAR BOX
GEARBOX
For Training Purposes Only

SPLINE CAVITY
DRAIN FITTING
AND CAP
SEE A
SPLINE CAVITY
DRAIN FITTING
CAP SPLINE CAVITY
A DRAIN FITTING
ENGINE
(LEFT SIDE) SPLINE CAVITY
Figure 36 VSCF - Wet Pad Cavity
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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

GENERATOR BREAKER
Purpose Monitor
The two engine generator breakers connect 115 volt ac, 400 Hz, 3-phase The breaker position is monitored by the amber BUS OFF and blue GEN OFF
power to the distribution system from the engine generators. BUS lights on the P5-4 panel

Location Maintenance Practices

The two engine generator breakers are located on either side of a bulkhead The breaker is removed by disconnecting the six ac power leads and an electri-
attached to the right outboard side of the nose wheel well. cal connector for the coil and auxiliary contacts. Power must be off prior to re-
moval of the breaker.
Physical Description
The breaker has a dc coil for closing and tripping. A permanent magnet assists Differences APU/Engine generator breakers
closing and holds it in the closed position. S the APU generator breakers are located in the bottom of P6 panel
The breaker has 6 main 115 volt ac contacts and 20 auxiliary contacts. The S access to the breakers is gained by opening circuit breaker panels P6-11
auxiliary contacts are used to control the positions of APU generator breakers and P6-12 at the bottom of P6 panel
and external power contactors, and for indicating lights in the flight compart- S the breaker contacts position is indicated by the blue APU GEN OFF BUS
ment. light on the P5-4 panel.
Access
Access to the breakers is gained by removing the forward and aft access pan-
els from the right inner wall in the nose wheel well.
Power
Power supply for operation of the breaker is 28 volt dc.
Control
The closing and tripping signals for the breakers are from the P5-4 panel, gen-
erator control units and the bus protection panel
Operation
For Training Purposes Only

Application of 28 volt dc to close, allows momentary energizing of the coil.

When the breaker closes, the coil deenergizes through the auxiliary contact
and the breaker is held closed by the permanent magnet. Application of 28 volt
dc to trip, reverses the polarity of the coil and the contactor opens assisted by
the spring. The coil deenergizes through the auxiliary contact.

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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ENGINE GENERATOR
BREAKER 1
ACCESS
ENGINE GENERATOR PANEL
BREAKER 2
AC LEAD (6)
ACCESS
PANEL CONNECTOR

ATTACHMENT
(4 PLACES)

FWD
TYPICAL GENERATOR BREAKERS

115/200 V AC
3
For Training Purposes Only

CLOSE

SPRING

TRIP

GENERATOR AMMETERS AND BUS

SWITCHING PANEL (P5-4)

Figure 37 Generator Breaker

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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GENERATOR CONTROL UNIT

General Generator Control Relay Operation
Each of the three generator control units (GCU), located in the P6 panel, con- The GCR is closed only by placing the generator switch (P5 panel) momenta-
tains the following: rIy to ON.
S A field power supply (TR unit) which converts 3-phase, ac power from the The GCR is opened by:
generator to a dc voltage for generator excitation. Manual:
S A control dc power supply (TR unit) which converts 3-phase, ac power from S 1. Generator switch momentarly to OFF
the generator to 28 volt dc power for the control and protection circuits for
S 2. Fire handle (P5) pulled (7 +/- 2 seconds time delay)
the ac power system.
S 3. CSD disconnect switch activated momentarly
S A voltage regulator which controls the dc power from the field power supply
for the generator exciter. Automatic:
S A double-coil magnetic - latching generator control relay (GCR), which con- S 1. HV 130 +/-3 volts (with inverse time delay)
nects the output of the field power supply to the generator exciter. S 2. LV 100 +/- 3 volts (7 +/- 2 seconds time delay)
S Protection circuits for: S 3. OC 170-175 A (with inverse time delay)
- Overvoltage HV 130 +/- 3 volts S 4. DP 20-30 A (with 25 ms time delay)
- Undervoltage LV 100 +/- 3 volts The control dc power supply in the generator control unit is backed up by 24
- Overfrequency OF 430 +/- 5 Hertz volt dc from the switched hot battery bus.
- Underfrequency UF 365 +/- 5 Hertz The GCR is not opened by:
- Overcurrent OC 170-175 amps S 1. OF 430 +/- 5 Hertz (0.25 to 0.60 seconds time delay)
- Differential Protection DP 20-30 amps S 2. UF 365 +/- 5 Hertz (0.25 to 0.60 seconds time delay)

Engine Shutdown
The overfrequency and unterfrequency circuits are set to operate at 425 to 435
Hertz and 360 to 370 Hertz respectively. A time delay 0.25 to 0.60 second pre-
vents transients from the generator causing the GB to trip. The circuit also pro-
vides for a lockout of undervoltage protection during normal shutdown of the
For Training Purposes Only

system.
When an engine is shut down, the engine-driven generator will reach an under-
freuency condition there tripping the GB and disconnecting the generator from
the load bus.

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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CSD FIRE
ANNUNCIATOR DISC HANDLE
PANEL M238 SWITCH
GEN 1
FF MT BACK - UP
FROM BATTERY
(BAT SW. ON)

HV LV ON

OFF

GENERATOR
CONTROL + SWITCH
DC PROTECTION
POWER CIRCUITS
SUPPLY TRIP

VOLTAGE
REGULATOR CLOSE

GCR FIELD
EXCITATION
CONTROL
CIRCUITS
AC
GENERATOR
CONTROL UNIT
(GCU) GENERATOR
AC
115 /
For Training Purposes Only

200 V AC DC

POR PERMANENT
TO GEN MAGNETS
BUS

RECTIFYING
GENERATOR 6000 RPM DIODES
BREAKER (GB) INPUT FROM
CSD
VOLT F FREQUENCY
METER V METER

Figure 38 Generator Control Unit

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AC GENERATION
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AC GENERATION
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BUS TRANS
115V AC O A
GEN 1 F U
OV - OVER VOLTAGE OA TRANSFER T TRANSFER
F
UV - UNDER VOLTAGE OB BUS OFF O BUS OFF
OF - OVER FREQUENCY BUS BUS
UF - UNDER FREQUENCY OC L7 OFF OFF
DP - DIFFERENTIAL PROTECTION
OC - OVER CURRENT GEN OFF APU GEN GEN OFF
L8
BUS OFF BUS BUS
TR
OFF OFF
S3
CONTROL ON ON
28V DC POWER GEN 1 APU GEN GEN 2
SWITCHED CONTROL SUPPLY APU
HOT BAT BUS GENERATOR 1
(P6-4) P5-4 AC SYSTEM GENERATOR AND APU PANEL

TRIP
P6 LOAD CONTROL - RIGHT
TRIP
OA
OB 115V AC
CSD DISCONNECT K602 GCR CLOSE GEN BUS 1
LOCKOUT OC
OFF
K603 GCR
TO M400 OC
DP
R349 XFR
OV CONT RLY 1
NORM TRIP UV

VOLTAGE TO M238
FIRE ANN LTS
BUILD UP MASTER
RELAY ENG 1 FIRE MDL MAN CAUTION
ON TRIP LT TO APU
HANDLE A
S3 GEN 1 SW RESET DIFFERENTIAL
PROTECTION MASTER TEST
K601 A
GRD POWER TO VOLTAGE PRESS TO TEST
SWITCH EPC
REGULATOR CLOSE
EPC 1 CONTROL MASTER DIM L7 BUS 1 OFF LIGHT
APU GEN
SWITCH APU
APU GB 1
GB
CLOSE
B
APU GEN DIFF
NC BKR 1 PROT
K801 PR B
TO R349
For Training Purposes Only

K1 GEN 1
RELAY TRANSFER L8 GEN 1 OFF BUS LIGHT
CONTROL
RELAY P5-4 AC SYSTEM GENERATOR AND
P5-4 AC SYSTEM GEN AND APU PANEL
APU PANEL TEST
POINT
K3/K4 EXTERNAL
POWER CONTACTOR 1
OF MANUAL TRIP OR EP TRIP
NOTE: GENERATOR 1 SCHEMATIC SHOWN.
UF APU GB TRIP GENERATOR 2 APU GENERATOR
28V DC TRIP SCHEMATICS SIMILAR.
LOGIC TO GCU 2
K604 GB TRIP CLOSE
CONTROL
G5 APU GEN GENERATOR BREAKER 1
CONT UNIT G3 GENERATOR CONTROL UNIT 1 (P6) (RIGHT SIDE-NOSE
WHEEL WELL)

Figure 39 Generator Control Unit Schematic

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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BUS TRANSFER
General For Example (Bus Transfer Switch in OFF position):
Each Transfer Bus has an associated Transfer Relay which automatically se- S If the Bus Transfer Switch has been switched to the OFF position (in case
lects the opposite Generator Bus as a power supply if its normal Generator Bus of smoke procedure), the TR 3 Disconnect Relay is deenergized and there-
fails and the Transfer Switch is in AUTO position. fore the parallel switching of DC Bus No.1 and DC Bus No. 2 is eliminated.
When a Generator fails, the Alternate coils of the Transfer Relays can not
Transfer Relays be energized and the respective Transfer Bus is isolated.
The Transfer Relays No. 1 and No. 2 are located in the P6 panel. The Relay
contacts have three positions:
S Normal
S Alternate
S Off
The position of the contacts is controlled by auxiliary contacts of the GB’s or
EPC’s, Transfer Control Relays and the position of the Bus Transfer Switch.

Normal Operation
During normal operation,
S Generator No. 1 powers Generator Bus No. 1 through closed GB 1. The
Generator Bus No. 1 supplies over the Transfer Relay No. 1 (Norm coil en-
ergized) Transfer Bus No. 1.
S Generator No. 2 powers Generator Bus No. 2 through closed GB 2. The
Generator Bus No. 2 supplies over the Transfer Relay No. 2 (Norm coil en-
ergized) Transfer Bus No. 2.

Alternate Operation
If one Generator fails, the respective GB trips and the associated Transfer
For Training Purposes Only

Relay Alternate coil will be energized. The respective Transfer Bus is supplied
by the still powered Generator Bus from the other side (Bus Transfer Switch
must be in AUTO position).
For Example (Bus Transfer Switch in AUTO position):
S If Generator No.1 fails, the GB 1 trips and the Gen Bus No.1 looses the
power. The Norm coil of Transfer Relay 1 will be deenergized and the Alter-
nate coil is being energized. The Transfer Bus No.1 is supplied by the Gen
Bus No. 2.

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AC GENERATION
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GEN BUS 1 MAIN BUS 1 GEN BUS 2 MAIN BUS 2

TRANSFER TRANSFER
RELAY BUS TRANSFER RELAY
NO. 1 NO. 2

NORM ALT ALT NORM

BAT CHARGER
TRANSFER

TRANSFER BUS 1 TRANSFER BUS 2

TR 1 TR 2 TR 3
For Training Purposes Only

TR 3 DISCONNECT
DC BUS 1 RELAY DC BUS 2

GENERATOR AMMETERS AND BUS

SWITCHING PANEL (P5-4)

Figure 40 Electrical Smoke Isolation

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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TRANSFER RELAY CONTROL

Each Gen Bus furnishes power to a Transfer Bus through normal position of
Transfer Relays. If one Gen Bus loses power, the other Gen Bus furnishes
power to both Transfer Buses. To protect the other Generator, the galley loads
are then disconnected. The 115-V olt AC power distribution system, except the
Gen Bus and its Main Bus lost power, remains energized.
When each Gen Bus is powered by engine or APU-Driven Generators or Ex-
ternal Power and the BUS TRANS Switch is in AUTO position, Transfer Bus
control is normal. The normal coils of Transfer Relays 1 and 2 are energized
through a closed contact of transfer control relays R349 and R350 from the
28-V olt DC supply in the Generator Control Unit.
If power from Generator No.1 is lost, GB1 will open and the coil of relay R349
will de-energize. The circuit to normal coil of Transfer Relay 1 will open and the
circuit to the alternate coil will close. If Generator No. 2 is still supplying power
to Gen Bus No. 2, the alternate coil of Transfer Relay No.1 will energize, con-
necting Transfer Bus No.1 to Gen Bus No. 2. A 0.25-second time delay occurs
before the alternate coil energizes. This prevents Bus Transfer during normal
power source transfer. The sequence of transfer bus control for other power
source combinations is similar.
The 1 and 2 power distribution systems may be isolated by setting the BUS
TRANS switch to OFF. When the BUS TRANS Switch is set to OFF, alternate
coils of the Transfer Relays 1 and 2 and TR-3 Disconnect Relay are disabled.

Transfer Bus Off Lights

TRANSFER BUS OFF lights for each Transfer Bus are on panel P5. The lights
are controlled by auxiliary contacts in the Transfer Relays. When the relay coils
are de-energized, the lights illuminate. TRANSFER BUS OFF light for Trans-
fer Bus No. 1 extinguishes when normal or alternate coil of Transfer Relay 1 is
For Training Purposes Only

energized. TRANSFER BUS OFF light for Transfer Bus No. 2 extinguishes
when normal or alternate coil of Transfer Relay 2 is energized.

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

TRANSFER
CONTROL-1

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

MCD&T
A
A MCD&T
TO 28V DC TO 28V DC
L2 TRANSFER BUS 2 BUS 1 BUS 2
OFF LIGHT

NORM
R9 TR 3 DISCONNECT
AUTO RELAY TO
FROM
TO BUS 115V AC 115V AC
OFF LT GEN BUS TRANSFER
For Training Purposes Only

BUS 2
0.25 S

OFF
S2 BUS TRANSFER DPR 1
SWITCH ALT
P5-4 AC SYSTEM GENERATOR AND APU PANEL XFR CONT ENG GB2
28V DC
RLY R350

G4 GENERATOR CONTROL UNIT 2

EPC2
R4 TRANSFER RELAY 2

APU GB2

Figure 41 Transfer Bus Control

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

AC POWER ANNUNCIATOR LIGHTS

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

BUS OFF light

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

GEN OFF BUS light

The blue GEN OFF BUS light illuminates:
S if its respective generator breaker is open.
It is an indication that the generator is not powering the respective generator
bus.

APU GEN OFF BUS light

The blue APU GEN OFF BUS light illuminates:
S if both APU generator breakers are open.
It is an indication that the APU is operating and over 95% RPM or after APU
shut down, but the APU generator is not powering either generator bus.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

28 VDC
28 VDC GCU 2
GCU 1
For Training Purposes Only

K1-3
SEAL-IN RELAY
P5-4

APU SPEED
SWITCH 95 %

Figure 42 AC Power Annunciator Lights

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

DIFFERENTIAL PROTECTION CSD/GEN

General
The Differential Protection Circuit trips the respective GCR of the Engine- or
APU Generator in case of a sensed shorted or ground circuit between neutral
feeder wires of the Generator and loading Differential Protection Current Trans-
formers (DIFF CUR XFMR).
Operation
The Differential Protection Current Transformer uses three windings of the neu-
tral differential protection current transformer T1 on the Engine / APU and cor-
responding three windings of the load differential protection current transformer
T4 (GEN 1), T5 (GEN 2) in the P6 panel in the cockpit. Two Differential Protec-
tion Relays (DPR 1 / 2) in the GCU are used to connect the respective trans-
formers to Differential Protection Circuit.
If a 20 Amps difference on any phase is sensed between the Ground- and
Load Diff Cur Xfmr, the protection circuit trips the GCR.
Engine Generator Differential Protection
is available, when:
S the respective EPC and APU GB is tripped and therefore the Differential
Protection Relays DPR 1 and DPR 2 are deenergized.
If EPC or APU GB are closed, Diff Cur Xfmr T4 (GEN 1) and T5 (GEN 2) are
grounded.
APU Generator Differential Protection
is available, when:
S External Power is not activ, ENG GB 1 or ENG GB 2 are tripped and there-
For Training Purposes Only

fore DPR in the APU GCU is deenergized.

Engine and APU Generator Differential Protection, GB’s open
When the Generators are not in operation, the Diff Cur Xfmr on the Engines
are still connected with the Differential Protection Circuit in the GCU’s and pro-
tect the Generators and Feeder Wires up to the Generator Breakers.

NOTE: There is no Differential Protection Circuit for External Power.

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

28V DC
NO. 1 GEN TRIP
CONT

P6-4 CIRCUIT BRK PNL CONTROL CLOSE

POWER DC EXCITER
SUPPLY K603 GCR STATOR
K901 BR

VOLTAGE FIELD
NORM POWER EXCITER
REG SUPPLY XFMR

GEN TEST
ON
OVER
OC CURRENT
DETECTOR
S3 GEN 1 SW NC AC PWR TEST

P5-4 AC SYSTEM GEN OC

AND APU PANEL
OB
OA

T7 CUR XFMR ASSY (LOWER 41 CEILING)

T1
TRIP G1 GENERATOR DIFF
CUR
XFMR
115V AC
GEN BUS 1
(TYPICAL)
CLOSE GEN 1 ENG 1
LOAD CB
OA OB OC
TO C801
GEN BKR 1 C801 GEN BKR 1

APU DIFF PROT

For Training Purposes Only

TO GEN 1 LOADS
DPR 2
T4 DIFF CUR XFMR (P6)
DP

DPR 1 NOTE:
____ GENERATOR 1 SCHEMATIC SHOWN. GENERATOR 2 AND APU
GENERATOR SCHEMATICS SIMILAR.
G3 GENERATOR 1 CONTROL UNIT 1 (P6)

Figure 43 Differential Protection

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

DIFFERENTIAL PROTECTION VSCF

The Differential Protection Circuit is controlled by the respective GCU in the
cockpit. In case of Differential Protection, a signal will be delivered from the
VSCF to the GCU and trips GCR and GB. The internal current transformer in
the VSCF will be used and the respective wires are plugged on the current
transformer connection of T 1 on the Engine. The Diff Cur Xfmr T 1 on the En-
gine is still present but not connected.
If a VSCF must be installed for a GEN/CSD, the VSCF current transformer
plug have to be connected on these T 1 receptacle. If this wire routing should
not be performed after VSCF installation, the Differential Protection Circuit trips
the GCR and GB during Generator load all the time.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

28V DC
NO. 1 GEN TRIP
CONT DP
SINGALS
CONTROL F
P6-4 CIRCUIT BRK PNL CLOSE GCR
POWER CONTROL
SUPPLY K603 GCR
K901 BR A

VOLTAGE FIELD
NORM EXCITER
REG POWER
SUPPLY XFMR

ON GEN TEST
OVER
OC CURRENT
DETECTOR
S3 GEN 1 SW NC AC PWR TEST

P5-4 AC SYSTEM GEN OC

AND APU PANEL
OB
OA

T1
T7 CUR XFMR ASSY (LOWER 41 CEILING) DIFF
1 2 34 CUR
VSCF XFMR
TRIP
GENERATOR/
CONVERTER
115V AC
GEN BUS 1 1 1
(TYPICAL) 2 2
CLOSE
GEN 1 3 3
LOAD CB
OA OB OC 4 4
TO C801
GEN BKR 1 C801 GEN BKR 1
ENG 1

APU DIFF PROT

TO GEN 1 LOADS
For Training Purposes Only

DPR 2
T4 DIFF CUR XFMR (P6)
DP

NOTE:
____ GENERATOR 1 SCHEMATIC SHOWN.
DPR 1 GENERATOR 2 SCHEMATIC SIMILAR.
G3 GENERATOR 1 CONTROL UNIT 1 (P6)

Figure 44 VSCF Differential Protection

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

CURRENT TRANSFORMER (DIFF. PROTEC.)

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

Load Differential Current Transformer

The purpose of the Load Differential Current Transformer is to sense the cur-
rent flow to the operating systems.
Two identical current transformer (T 4 and T 5) are located in the P6 panel in
the cockpit.
Each current transformer has 6 windings (2 per phase). One set of windings is
used to compare the load current to the total current furnished by the Engine
Generator and the other set of windings is used to compare the load current to
the total current by the APU Generator.
For Training Purposes Only

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AC GENERATION
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APU ACCESSORY
GEAR DRIVE

GENERATOR

CURRENT P6-12 AND P6-11

TRANSFORMER
NEUTRAL FLIGHT COMPARTMENT
FWD LEAD TO
SYSTEM (LOOKING AFT)
GROUND
TO GROUND
CURRENT CURRENT
TRANSFORMER TRANSFORMER
CURRENT T4
TRANSFORMER T5

POWER FEEDER
LEAD CONNECTOR
For Training Purposes Only

FROM
GENERATOR

ENGINE DIFF. CURRENT TRANSFORMER APU DIFF. CURRENT TRANSFORMER LOAD DIFF. CURRENT TRANSFORMER

Figure 45 Diff. Protection Current Transformer

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
AC GENERATION
24-20

DIFFERENCES CSD/GEN AND VSCF

General
Because of the interchangeability of VSCF and CSD/Generator, there are
some requirements:
S Operating and indicating must be identical for both systems in the cockpit.

If a VSCF is installed, the GCU is still in use and controls the respective Gener-
ator Control Relay (GCR) and the Generator Breaker (GB).
Voltage Regulation CSD/GEN
If a CSD/Generator is installed, the Generator delivers Residual Volts
(ca. 18 V) when the GCR is open and the Engine is running. When GCR is
closed, the Generator will be excited and the exciting voltage is regulated by
the Voltage Regulator (VR) in the GCU.

Voltage Regulation VSCF

If a VSCF is installed, the VR signal of the GCU is not primary used for excit-
ing. The internal Generator Converter Control Unit (GCCU) regulates the excit-
ing voltage and the VR signal from the GCU is used for a bias regulating. The
GCCU needs the VR signal from the GCU for GCR information (open/close) in
order to deliver the output voltage 115 Volt.
S Protection Circuits
- The Protection Circuits in the GCCU provide additional protection. In
case of failure, the responsing of the GCCU is faster than the GCU, ex-
cept Differential Protection Circuit. In case of Differential Protection, the
GCCU delivers a signal to the GCU in order to trip the GCR and GB.
For Training Purposes Only

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AC GENERATION
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CSD/GEN VSCF

APU
EP
For Training Purposes Only

Figure 46 Differenz CSD/GEN and VSCF

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AC GENERATION
24-20

VSCF COOLING AND LUBRICATION

General
The VSCF-Components are air or oil cooled.
Air cooled components are:
S CT/EMI Filter Module
S DC-Filter
S AC-Filter
S GCCU
Cooling air is taken from the engine fan duct and routed directly to the VSCF
package through an air inlet duct mounted on the back side of the GCCU. The
cool air also remove heat from the oil through the internal heat exchanger and
the external oil cooler.
Oil cooled components are:
S Generator
S Inverter

Operation
The VSCF uses MIL-L-7808 or MIL-L-23699 oil for cooling and lubrication.
The oil also gives viscous damping for the generator bearings to reduce vibra-
tion.
The oil pump is inside the generator case. It causes 2.0 to 4.5 gallons (7.6 to
17.0 liters) of oil to flow each minute. The flow rate is related to the engine
speed.
The generator shaft turns the oil pump through a set of gears at a ratio of 1 to
2.27. This keeps the speed of the oil pump below 12,000 rpm. The oil pump
keeps approximately 30 psig (207 kPa) of pressure in the oil system. If the oil
For Training Purposes Only

system becomes blocked, the bypass valve opens at approximately 250 psig
(1,724 kPa). This prevents damage to the oil pump.

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AC GENERATION
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CT/EMI
GCCU
DC FILTER AC FILTER

CASE
AIR/OIL HEAT PRESSURE-
FILL
EXCHANGER VALVE
TO GEN DRIVE OIL AIR
TEMP METERS T
EXHAUST
ON P5-5 LOW OIL
PRESSURE
SWITCH
OIL-OUT GENERATOR
TEMPERATURE STATOR TO LOW OIL
SENSOR PRESSURE
ENGINE- OIL LIGHT ON
ACCESSORY SPEED GENERATOR
BYPASS P5-5
GEAR-BOX INCREASER ROTOR PUMP
VALVE
250 PSI SIGHT
GLASS
INVERTER HOUSING
AND OIL RESERVOIR
TO GEN DRIVE OIL
TEMP METERS T OVERFILL
ON P5-5 DRAIN FITTING
CASE VSCF GENERATOR/CONVERTER
For Training Purposes Only

OIL-IN DRAIN
TEMPERATURE PLUG
SENSOR
COOL AIR TO HIGH OIL LINE
OIL FILTER POP-OUT
FROM THE TEMP LIGHT BUTTON
FAN DUCT ON P5-5 OIL COOLER
OIL
OVERHEAT
OIL SWITCH
315 F (157 C)
AIR

Figure 47 VSCF Cooling and Lubrication

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ELECTRICAL POWER 737-300/400/500
AC GENERATION
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VSCF CONTROL GCR Close Sensing

When the excitation pulses delivered by the voltage regulator, are received in
General the VSCF, the VSCF supposes a closed GCR. Loss of pulses indicate an open
The VSCF must provide the same output voltage as the conventional CSD/ GCR.
Generator combination.
GB Close Sensing
The output voltage is controlled by the GCCU.
Current flow via the current transformer is recognized as closed GB (except in
The rated value is produced by the generator field switch (GFS) in the GCCU case of differential fault).
and compared with the effective value at the current transformer.
If the GFS is open the VSCF output is zero volts. Voltage Regulation (VSCF)
The GFS opens at: The internal VSCF voltage regulator controls an constant output voltage of 115
volt at the current transformer (VSCF-POR). The aircraft GCU-VR is using the
S Generatorspeed < 50% N2 (via speed switch US1)
System-POR near to the GB to compensate loss of voltage on the feeder line.
S VSCF internal protection or start-up fail Dependent of the pulse wide of the VR the VSCF calculates a correction
S Disconnect (BIAS) for its internal voltage control. From this 115 volt results at the System-
In closed position four different output values can be controlled: POR.
S 120 volts: Voltage Regulator (VSCF) Fail
Voltage Regulator fault in the GCU (GCR open and GB close ) If the A/F input at the VSCF senses no pulses from the GCU-VR, an open
S 115 volts: GCR is supposed. An open GCR will trip the GB. When the system was in nor-
The system operates normal and the GCR is closed. mal operating mode (115 volt output) until this time and a current is still col-
lected by the aircraft system (GB closed) the VSCF will suppose a fault like a
S 18 volts:
defective, shorted or missing VR-signal (VR-Fail).
The system operates normal, but GCR and GB are open.
In this condition the VSCF continues to control 115 volts and changes the bias
The voltage simulates the residual voltage level.
signal to its maximum value. The output voltage will increase to 120 volts at
S 8 volts: normal load.
Indicates an internal fault without opening the GFS (Internal fault). When due to a power transfer the GB automatically opens (no manual trip),
The voltage simulates a faulty residual voltage signal. both conditions come true:
The frequency is influenced by a second speed switch. This speed switch con- S GB open
trols the output frequency to 400 Hz normal value at generator speed > 55%
For Training Purposes Only

S GCR open (due to the missing excitation current)

N2 (US 2).
The GFS will change to 18 volt control (residual voltage level). Seven seconds
If the generatorspeed drops below 55 % N2 the output frequency will be
later the under voltage protection circuit will indicate LV at the M 238 panel.
changed to 360 Hz.
This frequency is always used during engine shut down to switch off the gener-
ator system automatically.

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AC GENERATION
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1 VSCF SYSTEM
POR POR
US 1 = < 50% N2
US 2 = < 55% N2 CONV

G
FREQ
2 CONTR
CURRENT FLOW =
GB IS CLOSED GB

SPEED
SWITCH 2
TABLE:
1+2 CURRENT
SENSE 0V: GFS OPEN
1 SEE VOLTAGE 8V: GFS CLOSE AND INTERNAL FAIL
TABLE CONTROL
18V: GFS CLOSE AND INTERNAL FAIL
AND GCR/GB OPEN
115V: GFS CLOSE AND INTERNAL FAIL
8V
AND (GCR CLOSE OR VR FAIL)
REF 18 V
115 V
GFS
For Training Purposes Only

GCR VR
BIAS GCR OPEN/CLOSE
A
FILTER F

VSCF

GCU

Figure 48 VSCF Control

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AC GENERATION
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VSCF OPERATION
Operation During Engine Start
1. At 20 to 30% N2, there is enough voltage from the PMG to operate the
GCCU. At 45 to 50% N2, the GCCU commands the inverter to create 15 to
20 volts (phase to neutral) at 360 Hz. This simulates the residual voltage
from the CSD/generator operation.
2. The GCCU now looks at the input from the voltage regulator in the
GCU.
- (a) If there is less than 5 volts dc, the GCCU knows that the GCR
in the GCU is open. The voltage stays at 15-20 V and 360 Hz
until the GCR closes.
- (b) If there is more than 5 volts dc, the GCCU knows that the GCR
in the GCU is closed. Then, at approximately 50% N2, the GCCU
controls the voltage to 115 V and 400 Hz. Now, you can push
the GEN switch to connect the VSCF to the ac buses.
Operation During Engine Shutdown
1. When the engine speed decreases to about 50% N2, the GCCU controls
the frequency back to 360 Hz. The voltage stays at 115 volts. Then,
the GCU will see an underfrequency condition and opens the generator
breaker.
2. At 45 to 50% N2, the GCCU sees a generator underspeed condition.
Then, it disconnects the generator field and stops the inverter.
3. At 20 to 30% N2, the PMG voltage is too low to operate the GCCU and the
GCCU stops.
For Training Purposes Only

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AC GENERATION
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1 VSCF SYSTEM
POR POR
US 1 = < 50% N2
US 2 = < 55% N2 CONV

G
FREQ
2 CONTR
CURRENT FLOW =
GB IS CLOSED GB

SPEED
SWITCH 2
TABLE:
1+2 CURRENT
SENSE 0V: GFS OPEN
1 SEE VOLTAGE 8V: GFS CLOSE AND INTERNAL FAIL
TABLE CONTROL
18V: GFS CLOSE AND INTERNAL FAIL
AND GCR/GB OPEN
115V: GFS CLOSE AND INTERNAL FAIL
8V
AND (GCR CLOSE OR VR FAIL)
REF 18 V
115 V
GFS
For Training Purposes Only

GCR VR
BIAS GCR OPEN/CLOSE
A
FILTER F

VSCF

GCU

Figure 49 VSCF Operation

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AC GENERATION
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VSCF PROTECTION - After 2 to 3 seconds, the GCCU will try to set the VSCF voltage back to
15-20 volts again. NOTE: During the 2 to 3 seconds time, the VSCF
Operation During a Failure Condition voltage will be 5-10 volts.
1. The VSCF has built-in test (BIT) circuits. The microprocessor in the A. If the VSCF can operate, it will set the output voltage to 15-20 volts.
GCCU always monitors the operation of the VSCF. Then, the GCU will see a ”power ready” condition.
2. If a failure occurs in the VSCF, the GCCU stores data in the non-volatile Now, you can push the GEN switch to ON. The VSCF voltage will go to
memory (NVM). You can use this data in the shop to do trouble-shooting 115 volts and the GCR and the GB will close.
on the VSCF.
Subsequently, after you manually disconnect the VSCF (push the GEN
- The VSCF has a RS-232 serial port on the main connector. This per- switch to OFF or do a transfer to a different power source), the VSCF
mits you to use an ”IBM compatible PC” to get failure data from the NVM voltage will go to 8 volts and stay there.
in the GCCU.
B. If the VSCF can not operate, the output voltage will go to 8 volts and
3. The GCCU has protective functions which are also in the GCU. Thus, the stay there. The GCU will not see a ”power ready” condition and you can
GCU protective functions are back-ups for the GCCU protective functions. not manually connect the GB. When you push the GEN switch to ON,
These protective functions are: the GCR and the GB will not close.
- Overvoltage (130 +/- 3 volts) 5. If the voltage regulator in the GCU has a failure, the VSCF will keep the
- Undervoltage (100 +/- 3 volts) output voltage between 120 and 125 volts. The VSCF will not disconnect
- Overfrequency (430 +/- 5 Hz) in this case.
- Underfrequency (365 +/- 5 Hz) When you manually open the GB, the output voltage will go to 15-20
- Overcurrent (180.5 +/- 13.5 Amps) volts (Usually, it would stay at 115 volts). The GCU will see an undervol-
- Differential Protection (25 +/- 5 Amps) tage condition and energizes the ”LV” light.
4. If a failure occurs in the VSCF, these things occur: 6. The GCCU also has open phase protection. The open phase protection
operates when the low phase has less than 5 +/- 1 Amps and the next low-
- A bad VSCF will put a signal into the differential protection circuits. This est phase has more than 10 +/- 2 Amps.
will cause the GCU to energize the feeder fault (FF) light on the M238
annunciator panel. Then, the GCU will open the GCR and the GB. This A. This function is not in the GCU. Only the GCCU has the open phase
disconnects the VSCF from the ac buses. protection.
- The GCCU disconnects the generator field. This will make the VSCF B. If the GCCU finds an open phase, it sets a latch relay. When you push
output voltage go to 0 volts. the BIT switch to INDICATE, the AIRCRAFT OPEN PHASE DE-
For Training Purposes Only

TECTED light will come on.

- The GCCU sets a latch relay. When you push the BIT switch to INDI-
CATE, the latch relay will make the VSCF FAULT DETECTED light C. An open phase will cause the feeder fault (FF) light on the M238 annun-
come on. ciator panel to come on. The GB will also open and the VSCF becomes
disconnected from the ac buses.
- AIRPLANES WITH VSCF-19/-20 AND SUBSEQUENT VSCF DASH
NUMBERS: If after 20 flight cycles, a fault does not reoccur the VSCF 7. The VSCF failure, differential protection, overvoltage, undervoltage, over-
FAULT indication light will not come on when the INDICATE button is frequency, and underfrequency protective functions cause the GCCU to
pushed. This is a reset feature for erroneous VSCF FAULT detection. disconnect the generator field. The failure of the GCU voltage regulator,
REF Sunstrand CMM 24-20-98 for manual reset instructions of the overcurrent, and open phase protective functions will not cause the GCCU
VSCF fault relay. to disconnect the generator field.

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AC GENERATION
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Protective Funktion Conditions for Failure VSCF opens GB and Generator Field VSCF BIT light on Indication from the
energizes ”FF” light ? opened? GCU
VSCF Failure Internal problem Yes Yes (1) ”VSCF FAULT None
DETECTED”
Failure of the voltage re- Incorrect or missing No (2) No None ”LV” light (5)
gulator in the GCU waveform at ”F” lead
Overvoltage 130 +/- 3 V Yes Yes (1) ”VSCF FAULT ”HV” light & GB open (3)
DETECTED”
Undervoltage 100 +/- 3 V Yes Yes (1) ”VSCF FAULT ”LV” light & GB open (3)
DETECTED”
Overfrequency 430 +/- 5 Hz Yes Yes (1) ”VSCF FAULT GB open (3)
DETECTED”
Underfrequency 365 +/- 5 Hz Yes Yes (1) ”VSCF FAULT GB open (3)
DETECTED”
Overcurrent (4) 180,5 +/- 13,5 A Yes No None ”FF” light & GB open (3)

Differential Protection 25 +/- 5 A Yes Yes (1) None ”FF” light & GB open (3)

Open Phase <5 +/- 1 A on the Low- Yes No ”AIRCRAFT OPEN None
Phase PHASE DETECTED”
>10 +/- 2 A on the next
Phase
(1) = After 2 to 3 seconds, the generator field will connect again. If the VSCF
can operate, the voltage will go to 15 - 20 Volts; if the VSCF cannot oper-
ate, the voltage will go to 5 - 10 Volts.
(2) = The GB stays closed; the voltage goes to 120 - 125 volts.
For Training Purposes Only

(3) = The GCU will only do this function if the VSCF does not react first.
(4) = The GCU sets the overcurrent protection at 185 +/- 18 Amps
(5) = The GCU energizes The ”LV” light after you manually open the GB.

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AC GENERATION
24-20

VSCF BIT TEST

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

VSCF FAIL LED

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

NOTE: The ”INDICATE” position is also used for an electrically reset of the
VSCF, if it has been disconnected by the CSD DISC switch on P5.

Lamp Test
The opposite switch - or the other pushbutton - is labeled ”LAMP TEST”, and
when the switch is in this position (normally done at first), the both LED’s must
illuminate.

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AC GENERATION
24-20

2 „LIGHTS“ SWITCH ON PILOTs

FORWARD PANEL MUST BE
IN „BRT“ POSITION FOR
BIT/TEST OPERATION
CSD DISC
SWITCH

M238

BIT SWITCH ON -14 VSCF

„LIGHTS“ SWITCH ON PILOTs

FORWARD PANEL MUST BE
IN „BRT“ POSITION FOR
BIT/TEST OPERATION
For Training Purposes Only

BIT TEST
SWITCH

SET RESET

1 DC BUS 1, DC BUS 2 BIT SWITCH ON -15 / -16 VSCF

GEN 2
2 DC BUS 1, DC BUS 2
VSCF SET RESET

Figure 50 VSCF BIT Test

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

24-30 DC GENERATION
GENERAL DESCRIPTION
Purpose
The 28 volt dc power is used for operation of the airplane systems. The power
is obtained from the battery and from conversion of ac power.

System Description
The system consists of a battery, three transformer rectifiers, battery charger,
static inverter, external dc power receptacle, relays, switches and busses.

Component Locations
The components associated with the dc power are located in the electronics
compartment (battery, transformer rectifiers, battery charger, static inverter,
external dc receptacle), on P5 panel (switches) and in P6 panel (sensor and
relays).
General Operation
If ac power is operating, the three transformer rectifiers (TRU 1, TRU 2 and
TRU 3) and battery charger supply the 28 volt dc power. The inverter converts
battery power to 115 volt ac for the standby system. The external dc is used for
starting APU if battery output is too low. The distribution system consists of a
hot battery bus, dc bus No. 1, dc bus No.2 and standby bus.
For Training Purposes Only

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

FROM 115V AC GND FROM 115V AC

SERVICE BUS MAIN BUS 2
BATTERY
CHARGER
TRANSFER
WDM 24-31-21 WDM 24-31-21
BAT OVHT BATTERY
& APU START CHARGER
INTERLOCK CONTROL MODE

DC EXT FROM 115V AC

FROM 115V AC FROM 115V AC POWER TRANSFER FROM 115V AC
TRANSFER BUS 1 EXT PWR BUS RECEPTACLE BUS 2 MAIN BUS 2

EXT PWR BATTERY

TRU 1 1 BATTERY TRU 2 TRU 3
TRU 1 CHARGER

R9
TR 3
DISCONNECT
R41
GEN PWR
CONTROL
28V DC 28V DC 28V DC SWITCHED 28V DC 28V DC 28V DC 28V DC
BUS 1 ELEX BUS 1 HOT BAT BUS HOT BAT BUS BAT BUS BUS 2 ELEX BUS 2
For Training Purposes Only

BAT SWITCH
ON P5 (ON
POS- CONNECTS WDM STANDBY POWER
SWITCHED HOT 24-56-01 SWITCH ON P5
BAT BUS TO BATTERY (BAT POS- CONNECTS
BATTERY) BUS RELAYS HOT BAT BUS &
1 BUILD-IN THE 28V DC BAT BUS)
BUS PROTECTION
PANEL (BPP)

Figure 51 DC Power System Schematic

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

TR-UNIT
General
Three transformer-rectifier (TR) units provide 28-volt dc power by converting
115-volt ac power to 28-volt dc power. TR-units are on electrical equipment
shelf E3-1.

Distribution
The TR-unit No. 1 is supplied with 115-volt ac power from transfer bus No. 1
and supplies 28-volt dc to dc bus No. 1.
The TR-unit No. 2 is supplied with 115-volt ac power from transfer bus No. 2
and supplies 28-volt dc to dc bus No. 2.
The TR-unit No. 3 is supplied with 115-volt ac power from main bus No. 2 and
supplies 28-volt dc to battery bus and acts as a backup for TR-unit No.1 and
TR-unit No. 2.
For Training Purposes Only

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DC GENERATION
24-30

T-R UNIT NO. 1

T-R UNIT NO. 2

STATIC
INVERTER

BATTERY
CHARGER

T-R UNIT NO. 3

For Training Purposes Only

BATTERY

FWD
ELECTRONIC
COMPARTMENT
ACCESS DOOR

Figure 52 DC Equipment Installation

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DC GENERATION
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S Battery Bus AUTO Relay R 1
TR-UNIT SYSTEM - normal deenergized
DC Power Sources - energized if battery switch in ON position and TR-unit No. 3 powerless
S Three uncontrolled TR-units with maximum load of 50 amp per unit: 28-volt S Battery Bus Relay R 355
dc - energized if battery switch in ON position and TR-unit No. 3 energized
S One controlled TR-unit (Battery Charger): 28-volt dc S TR 3 Disconnect Relay R 9
S One nickel-cadmium accumulator with 24-volt dc and capacity of 40 amp- - energized if bus transfer switch in AUTO position and main bus No.2 is
hour powered
S One external dc ground power via the dc external power receptacle (can - deenergized if bus transfer switch in OFF position or Flight Director Ap-
used for starting the APU) proach or Auto Approach
S Generator Power Control Relay R 41
Normal DC Supply
- energized if battery switch is in ON position
S Condition:
S AUX Standby Power Auto Relay R 397 (when build-in)
Transfer bus No.1 and No.2,
- energized if transfer bus No. 1 powered and standby power switch in
main bus No. 2,
AUTO position
ground service bus are supplied.
S APU Start Interlock Relay R 39 (when build-in)
Bus transfer switch in AUTO position and
- energized during APU start sequence
Battery switch in ON position.
- deenergized in all other cases
S Then are supplied:
S Battery Overheat Relay R 325 (when build-in)
dc bus No. 1 from TR-unit No.1,
- energized if sensor in battery cell No. 19 senses Overheat
dc bus No. 2 from TR-unit No.2,
dc battery bus from TR-unit No. 3,
hot battery bus from battery charger (Battery charge from hot battery bus).

Relay energized/de-energized
S Battery Charger Transfer Relay R 89
For Training Purposes Only

- deenergized as long as Generator Bus No.1 powers the Ground Service

Bus
- energized in case of power loss of Generator Bus No. 1 and Bus Trans-
fer Switch in AUTO position
S Battery Bus MANUAL Relay R 326
- energized if standby power switch is in BAT position (regardless of the
battery switch position)

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

1 1

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

TR UNIT 3
R41 GEN PWR CONT
TRANSFORMER ON (P6)
RECTIFIER 3
(E3-1) BAT SW (P5) 28V DC
P6 PANEL BAT BUS

R1 BAT BUS
AUTO (P6)
DC BUS BAT TRANSFER
BAT BUS IND TR 3 CONTROL
TO DC R2 BAT XFR
METERS (P6) R326 BAT BUS
R355 MAN (P6)
BAT BUS (P6)

1 R39, R 325, R 397 not in all 737/300/400/500

Figure 53 DC POWER SYSTEM TR-Unit

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

BATTERY AND EXTERNAL DC POWER RECEPTACLE

BATTERY Physical Description
The receptacle consists of two large pins (positive and negative) and a third
General
small pin for correct orientation of the external connector. The receptacle is en-
The purpose of the battery is to provide dc power to emergency airplane sys- closed in a housing with a hinged lid.
tems in the absence of normal dc supply from the transformer rectifier. It is also
used as a backup power for the ac system control and protection and for start- Control
ing the APU. The connection from the receptacle to the dc system is controlled by a circuit
breaker (140 amp) marked EXTERNAL POWER DC.
Location
The battery is located in the electronic compartment, left side just forward of Operation
the E 2 rack. The circuit breaker marked BATTERY CHARGER (60 amp) must be open be-
fore the application of power, and the circuit breaker marked EXTERNAL
Physical Description
POWER DC must be closed.
The battery is a 40 amp-hour capacity, 20 cell nickel-cadmium unit. The elec-
trolyte is a solution of potassium hydroxide and water. The cell are assembled
in an uncoated stainless steel container with cover. Venting pressure is 2 - 10
psig. An internal thermal switch provides overtemperature protection. It has a
thermostat set at 58 0C (136 0F), which is part of battery protection circuit.

Maintenance Practices
The nickel-cadmium battery must be serviced at regular intervals determined
by operating conditions. The quantity of water consumed by the battery is de-
termined by operating methods and ambient temperatures.
Electrolyte level rises when the battery charges and lower when the battery
discharges. Distilled or demineralized water should be added to battery cells
only when battery is fully charged.
For Training Purposes Only

EXTERNAL DC POWER RECEPTACLE

General
The external dc power receptacle is used to connect a 28-volt dc from an ex-
ternal source in parallel with the airplane battery for starting the APU if the air-
plane battery voltage is too low.
Location
A dc power receptacle is located below the battery inside the electronic
compartment.

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DC GENERATION
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T-R UNIT
NO. 1
T-R UNIT
NO. 2
T-R UNIT
NO. 3

BATTERY
CHARGER BATTERY

BATTERY AND
BATTERY SHIELD
SEE A

EXTERNAL DC POWER
CONNECTION PROCEDURE
1. OPEN BATTERY CHARGER CKT BRK
2. CONNECT EXT DC (24-28V)
3. CLOSE EXT POWER DC CKT BRK

DISCONNECT PROCEDURE
1. OPEN EXT POWER DC CKT BKR
2. CLOSE BATTERY CHARGER CKT BKR
3. DISCONNECT EXT DC

BATTERY M6
B
For Training Purposes Only

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

Figure 54 DC External Power Receptacle

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

BATTERY SYSTEM
General Battery Bus
The battery is the alternative source of power to the battery bus. Battery bus It supplies for example:
control is automatic with manual override. Regardless of battery bus source or S most of the Indicating Lights
control, the battery switch must be set to ON to power the battery bus.
S Master Caution System
Operation S Fire Detection System
The battery bus is normally powered by the transformer rectifier unit No. 3 S Passenger Address amplifier
through battery bus relay R 355 which is energized with battery switch in ON S Standby Power System
position. The output of TR-unit No.3 powers relay R 2 bat transfer which de-
energized battery bus auto relay R 1 and battery bus manual relay R 326
(R 326 normally de-energized).
If the output of TR-unit No. 3 is not available, relay R 2 de-energized, relay R1
energized and the battery bus is powered from the hot battery bus. If the
standby power switch is in the BAT position, relay R 326 energizes, connecting
the hot battery bus to the battery bus.

Hot Battery Bus

It supplies:
S Standby Power Manual Control
S Battery Overheat
S Auto Battery Bus Control
S Hot Battery Bus Indication
S Standby Power Indication
S External Power Control
S Fire Extinguishing Bottles
S Fuel Shut-Off Valve Engine 1, 2
For Training Purposes Only

S Clock
S Entry Lights - Dim
S AFC A & B Warning Light
S APU & Engine Generator Control
S Fueling & External Power Control
S Fuel Shut-Off Valve Indication
S IRS No. 1, 2

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DC GENERATION
24-30

1 1

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

TR UNIT 3
R41 GEN PWR CONT
TRANSFORMER ON (P6)
RECTIFIER 3
(E3-1) BAT SW (P5) 28V DC
P6 PANEL BAT BUS

R1 BAT BUS
AUTO (P6)
DC BUS BAT TRANSFER
BAT BUS IND TR 3 CONTROL
TO DC R2 BAT XFR
METERS (P6) R326 BAT BUS
R355 MAN (P6)
BAT BUS (P6)

1 R39, R 325, R 397 not in all 737/300/400/500

Figure 55 DC POWER SYSTEM Battery

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ELECTRICAL POWER 737-300/400/500
DC GENERATION
24-30

BATTERY CHARGER
General APU Interlock
The battery charger is a regulated system to charge nickel-cadmium storage - Airplanes with large (1kW) battery charger prior to line 2247:
batteries. It operates from 115-volt, 400 Hz, 3-phase power. The APU start interlock relay R 39 disconnects battery charger input
The battery charger is on shelf E3-1 in the electronic compartment. The bat- power when the APU start motor is turning. Input power is automatically
tery charger is capable of charging a completely discharged battery to 100 per- restored when the APU reaches starter cutout speed.
cent charge state within 75 minutes. the battery charger operates in the charge - Airplanes with large (1kW) battery charger prior to line 2247 with
mode or in the transformer-rectifier (T-R) mode. SB 24-1096:
The APU start interlock relay R 39 is used to lock battery charger in TR
Transformer-Rectifier Mode (constant voltage) mode while the APU start motor is turning. R 39 does
In the transformer-rectifier mode, the charger provides 28v dc to maintain bat- not remove input power from battery charger.
tery charge, and meets load demands on the battery bus. Internal current limit- - Airplanes with large (1kW) battery charger after line 2247:
ing circuitry reduces the output voltage to limit current to 60 amps. The APU start interlock relay R 39 is used to lock battery charger in TR
(constant voltage) mode while the APU start motor is turning. R 39 does
Charge Mode
not remove input power from battery charger.
In the charge mode, the battery charger delivers a constant current of 38 amps
to the battery. The output voltage will vary with battery state-of-charge and Battery Overheat
load resistance. When battery voltage reaches a threshold voltage, charging - Airplanes with large (40 AH) battery prior to line 2247:
stops. The threshold voltage is automatically temperature adjusted by a tem- The battery overheat relay R 325 disconnects battery charger input
perature sensor in the battery. power when the battery temperature exceeds 135 deg F.
Operation - Airplanes with large (40 AH) battery prior to line 2247 with SB 24-1096:
Battery overheat relay R 325 and related circuit breaker C 792 do not
The battery charger works with battery’s temperature sensor and interlock to
exist. The Battery overheat function is contained in the battery charger.
prevent battery damage. Charging stops if battery temperature is outside the
The battery charger monitors the temperature sensor in the battery. If
range, or if the battery is disconnected.
the battery temperature exceeds 145 deg F the battery charger will stop
The battery charger will switch to the transformer rectifier mode when the mode supplying 28 v dc to the battery. When the battery temperature drops
control loop is opened by any of the following: below 130 deg F, the battery charger will automatically start supplying
S Auxiliary relay to bat bus relay R 327 energizes due to loss of TRU 3 output. 28 v dc to the battery.
S Standby power manual relay R 328 energizes when STANDBY POWER
For Training Purposes Only

- Airplanes with large (40 AH) battery after line 2247:

switch is set to BAT. Battery overheat relay R 325 and related circuit breaker C 792 do not
S Ground refueling power select relay R 10 energizes when ac external power exist. The Battery overheat function is contained in the battery charger.
is connected to the external power receptacle. The battery charger monitors the temperature sensor in the battery. If
Input power to the battery charger is from 115-volt ac ground service bus, or if the battery temperature exceeds 145 deg F the battery charger will stop
this bus loses power, from the 115-volt ac main bus No. 2. supplying 28 v dc to the battery. When the battery temperature drops
below 130 deg F, the battery charger will automatically start supplying
28 v dc to the battery.

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DC GENERATION
24-30

-0+
400
DC CPS
-50 +50 420
FREQ

110 120
20
AC
DC VOLTS 40 VOLTS 30

TR 1 APU GEN
BAT TR 2 GEN 1 GEN 2

BATTERY CHARGER BAT GRD

TR 3 INV
BUS PWR
STBY TEST
STBY TEST PWR
E3-1 SHELF PWR
RESID
GALLEY VOLTS
E3 RACK OFF OFF
BAT
For Training Purposes Only

ON ON

AC
E/E COMPARTMENT
ACCESS DOOR
AC AND DC METER PANEL (P5-13)

Figure 56 Battery Charger

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ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

24-40 EXTERNAL POWER

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

- EPC 2 closes and EXP 2 AUX Relay R351 energizes.

- APU GB 1 (ENG GB 1) trips.
- EPC 1 closes.
External Power cannot be energized if there is one of the following faulty condi-
tions:
S Negative Sequence Voltage (NSV)
S Over Voltage (OV) EXTERNAL POWER PANEL (P19)
S Under Voltage (UV)

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EXTERNAL POWER
24-40

EXT PWR
CONTR R 348
EXT PWR
CONTR

GCU 2 (PR)
OFF R CTRL
APU GCU (PR) L CTRL
GROUND
POWER GCU 1 (PR)
SWITCH EPC 2
APU GB
CLOSE TRIP TRIP
CIRCUIT TRIP

28 V CLOSE
DC
BATT
SW ON APU GB 2 ENG GB 2

APU GCU
K1 K2 ON TRIP CLOSE EXT PWR TRIP
CONTROL TRIP TRIP
RELAY
P5 - 4 (EPCR) CLOSE
CONTROL AND PROTECTION CIRCUITRY

APU GB 1
ENG GB 1 EPC 1

NEGATIVE
SEQUENCE EPCR
DETECTOR SLAVE
RELAY EPC 2 AUX
K2
OVER
VOLTAGE Q7
ENTRY DETECTOR GEN
BUS 1 3 PHASE
LTS
GROUND
SERVICE
DRAIN UNDER EXT BUS
MAST ON PWR
VOLTAGE 7 +/- 2 SEC
HEATER DETECTOR BUS

R 47 GROUND R6
EXT PWR SERVICE GROUND
SENSING SWITCH SERVICE

F
For Training Purposes Only

REFUELING
POWER SELECT
E RELAY R 10
N (E3-3 RACK)

A EXTERNAL Q5 Q2
POWER REFUELING
B POWER CONTROL
TR UNIT 7 1/2 RELAY R 11
C
(E3-3 RACK)

28 V DC
SW HOT BAT BUS
BACKUP FUELING
EXTERNAL POWER (BAT SW ”ON”) CLOSE
PANEL
RECEPTACLE DOOR
OPEN SWITCH (P15)

BUS PROTECTION PANEL (P6)

Figure 57 External Power Schematic

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EXTERNAL POWER
24-40

EXTERNAL POWER CONTACTORS

Operation
Application of 28 Volt DC to close, allows momentary energizing of the coil.
When the contactor closes, the coil deenergizes through the auxiliary contact
and the contactor is held closed by the permanent magnet. Application of 28
Volt DC to trip, reverses the polarity of the coil and the contactor opens as-
sisted by the spring. The coil deenergizes through the auxiliary contact.
Monitor
The contactor position is monitored by the respective amber BUS OFF light on
the P5-4 panel.
Maintenance Pratices
The contactor is removed by disconnecting the six ac power leads and an elec-
trical connector for the auxiliary contacts.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

ACCESS
EXTERNAL PWR
PANEL
CONTACTOR 1 AC LEAD (6)

CONNECTOR
EXTERNAL PWR
CONTACTOR 2

ACCESS
PANEL ATTACHMENT
(4 PLACES)

FWD

EXTERNAL POWER CONTACTOR (2)

115/200 V AC
3

CLOSE
For Training Purposes Only

SPRING

TRIP

GENERATOR AMMETERS AND BUS

SWITCHING PANEL (P5-4)

Figure 58 External Power Contactors

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

GROUND SERVICE CONTROL

Operation
Setting the GROUND SERVICE Switch to ON energizes the Ground Service
Relay, which connects the 115-V olt AC Ground Service Bus to External Power.
This provides power to the Battery Charger , Equipment Cooling, Service
Lights, and Outlets. The GROUND SERVICE Switch cannot be set to ON if the
External Power is switched on the airplane by GRD PWR switch or if there is
one of the following faulty conditions:
S Negative Sequence Voltage (NSV)
S Over Voltage (OV)
S Under Voltage (UV)
INOP INOP
Ground Service Relay
The ground service relay R 6 is located in the P 6 Panel. Power to ground ser-
vice buses is controlled by the ground service relay. Setting the GROUND
SERVICE switch on the entry door attendant’s panel to ON closes the ground
service relay and connects the 115-volt ac ground service bus to external
power. When the ground service relay is de-energized, the 115-volt ac ground
service bus is connected to 115-volt ac generator bus No. 1.
Ground Service Switch
The ground service switch is two-position, solenoid-held to ON, and spring-
loaded to OFF. Setting the switch to ON closes the ground service relay and
activates the solenoid, holding the switch to ON. The switch cannot be held to
ON if the Ground Power switch is set to ON. Setting the switch to OFF opens
the solenoid and ground service relay. The switch automatically trips to OFF
when the BPP signals EPCs to close or when the EPCs close.
For Training Purposes Only

Ground Service Power Distribution

The Ground Service Bus supplies:
S the battery charger
S the equipment cooling blower
S the vacuum cleaner outlets and
S the lights, which are used for cleaning the cabin.

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ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

TRIP TRIP
R

TO 115V AC TO 115V AC L348 EXTERNAL POWER

GEN BUS 1 GEN BUS 2 CONNECTED - (P19)

CLOSE CLOSE TO GND

C891 EXT POWER CONTACTOR 1 C892 EXT POWER CONTACTOR 2 REFUELING PANEL
GND REFUEING
(R SIDE NOSE WHEEL WELL) (R SIDE NOSE WHEEL WELL) EXT POWER (P6-3)

115V AC TO EXT
WHEN EXT EXTERNAL POWER
POWER CONTACTORS 1 AND 2
POWER CONTROL NEAR NOSE WHEEL WELL
PLUG IS
EXTERNAL POWER EXTERNAL
ATTACHED
GRD SERVICE POWER BUS PROT
JUMPER (P6-12) PANEL AC (P6-12)
F
(PART
OF EXT TO LAV
POWER E MIRROR LTS
LAV MIRROR W
PLUG) EXT PWR (P6-3)
EXT POWER RCPT
L349 EXTERNAL POWER
P19 EXTERNAL POWER PANEL
NORM NOT IN USE (P19)

DC BUS PWR ON
115V AC
NO.1 NO.2 TR3 GEN BUS 1 115V AC
GND SERV BUS

EXT PWR C892 EXTERNAL POWER

TR STBY BATT
GND SERV CONTACTOR 2 (RIGHT
T4 DIFF CURRENT SIDE NOSE WHEEL WELL)
P6-1 1 CIRCUIT BREAKER PANEL TRANSFORMER (P6) TRIP
ERASE

OA CLOSE

INDICATE OC C891 EXTERNAL POWER

R11 REFUEL CONTACTOR 1 (RIGHT
TRANSFORMER POWER CONT
SIDE NOSE WHEEL WELL)
RELAY
TEST
R6 GROUND
RECTIFIER B SERVICE RELAY
M 238 (P6) (P6)
For Training Purposes Only

PROTECTION
CIRCUITS GROUND POWER
OV UV NSV AVAILABLE LIGHT
P5-5

CLOSE

S12 GND SERV

SW (P13) TRIP
28V DC R348 EXT PWR
RELAY (P6) R2
SWITCHED
HOT BAT BUS G7 BUS PROTECTION PANEL
FUELING
G7 BUS PROTECTION PANEL (P6) EXT PWR SUPPLY
P6-5 CIRCUIT BREAKER PANEL

Figure 59 Ground Service Control

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

BUS PROTECTION PANEL (BPP)

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

BPP Power Supply

Control power for the BPP is from the external power TRU. Control power exits
the BPP, passes through the external power plug jumper, and re-enters the
BPP. Back-up control power is from the hot battery bus.
Operation
The BPP protects against overvoltage (130 +/- 3 volts), undervoltage
(100 +/- 3 volts), and negative sequence voltage. The BPP trips the external
power contactors when a fault is detected. The BPP also has anti-cycling
protection, which prevents the external power system from cycling when a fault
exists and a manual control device is held to ON.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
EXTERNAL POWER
24-40

BACK - UP
FROM BATTERY
(BAT SW. ON)

ON
EXTERNAL
PWR OFF
+ 28V DC
TR UNIT
(PWR SUPPLY)
ON
OFF
GND PWR
CONTROL SWITCH
AND
PROTECTION
CIRCUITRY EPCR LO-
GIC

ENG GB 1,2
APU GB 1,2
EPC TRIP
BUS CONTROL
PROTECTION
PANEL

EXTERNAL A B C N F E
POWER
For Training Purposes Only

RECEPTACLE
TO GEN 115/200 V AC
BUS 1

EPC1
GROUND
TO GEN
POWER
BUS 2
UNIT

EPC2
Figure 60 Bus Protection Panel (BBP)
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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
ELECTRICAL LOAD DISTRIBUTION
24-50

24-50 ELECTRICAL LOAD DISTRIBUTION

STANDBY BUS CONTROL
Operation Standby Power Off Light
Power to the ac standby power bus is received from 115-volt ac transfer bus The standby power off light on panel P5 illuminates whenever the standby
No. 1 through energized relay R 37 and relaxed relay R 328. Relay R 37 re- power bus is de-energized.
ceives power from 28-volt dc bus No. 1 and is grounded through transistor Q1
and standby power switch in AUTO position. Transistor Q1 is biased to ground
when the voltage of 115-volt ac transfer bus No. 1 is 100 volts or more.
When the dc bus No. 1 loses power or 115-volt ac transfer bus No. 1 voltage is
less than 100 volts ac, Q1 is unbiased, R 37 relaxes and connects the inverter
output through normally closed contacts in R 37 and R 328 to the 115-volt ac
standby bus.
With the STANDBY POWER switch in BAT position, R 328 is energized by the
hot battery bus and connects the inverter output to the ac standby bus.
The standby power off light L 5 comes on when standby power indicator light
relay R 330 relaxes, indicating the loss of power on the standby bus.
With the STANDBY POWER switch in the OFF position the system is de-ener-
gized.
Standby Power Relays
Standby power relay auto R 37, standby power relay manual R 328, auxiliary
power standby auto relay R 397 (if installed), standby power off relay R 356,
and standby power indicator light relay R 330 are in panel P 6. Standby power
relay manual directs static inverter output power to 115-volt ac standby power
bus. Standby power relay auto directs either static inverter output power or
115-volt ac transfer bus power to 115-volt ac standby power bus. When the
For Training Purposes Only

airplane is on the ground with the standby power switch in AUTO, ground sens-
ing relay R 38 is energized, providing a ground path to energize the standby
power off relay (R 356). With the standby power off relay energized, and the
standby power switch in the AUTO or OFF position, the connection between
the dc standby bus and the battery bus is interrupted, and the static inverter will
not turn on because the turn-on signal path is disabled. Standby power indica-
tor light relay directs power to the standby power off light.

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
ELECTRICAL LOAD DISTRIBUTION
24-50

TO STANDBY
28V DC HORIZON
BAT BUS INDICATOR
STANDBY
POWER BATTERY

28V DC
28V DC
BUS 1 STANDBY BUS
STANDBY
POWER TR
115V AC 115V AC
TRANS BUS 1 STANDBY BUS
STANDBY BUS
POWER AC

28V DC
BUS 1
STBY PWR
RELAY R37 STANDBY
AUTO POWER AUTO R328 STANDBY
CONTROL IN SENSE POWER MANUAL R389
INVERTER
VOLTAGE OUT TO R327 CONTROL RELAY
SENSOR
Q1
28V DC
VOLTAGE SENSOR
HOT BAT
BUS
BAT BUS ELECTRICAL SHELF
CONTROL
MANUAL

28V DC R397 AUX STANDBY

BAT BUS POWER AUTO
AUTO BAT
INVERTER
CONTROL OUT (115 VAC)
28V DC S4 STANDBY POWER SWITCH
BAT BUS IN (28 VDC)
INVERTER
POWER STATIC INVERTER MASTER DIM
AND TEST
E3-1 ELECTRICAL SHELF
R3 (NORMAL) OFF
R356 TRANSFER 1
For Training Purposes Only

STANDBY A
AIR POWER OFF ON L5 STANDBY POWER OFF LIGHT
BATTERY
R38
AIR/GRD SWITCH
GRD
28V DC P5 PANEL
HOT BAT
BUS
STANDBY
POWER
IND LIGHT
R330 STANDBY AC STANDBY
POWER IND BUS INDICATION
LIGHT 1 R397 not in all 737/300/400/500
P6 LOAD CONTROL CENTER RIGHT

Figure 61 Standby Bus Control

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
ELECTRICAL LOAD DISTRIBUTION
24-50

STATIC INVERTER
General
The static inverter converts 28-volt dc power to 115-volt ac power. It can sup-
ply 1000 watts of power to the ac standby bus. The static inverter is energized
whenever the Inverter Control Relay R 389 energized.

Location
The static inverter is on electrical equipment shelf E3-1.

Control
The power supply to the inverter is controlled by the standby power switch on
the P5 panel.

Monitor
The output of the inverter can be measured by the ac meters on the P5-13
panel by placing the ac meter selector switch in the INV position (if available).
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
ELECTRICAL LOAD DISTRIBUTION
24-50

-0+
400
DC CPS
-50 +50 420
FREQ

E3 RACK

E3-1 SHELF
110 120 E & E COMP
20
AC ACCESS DOOR
DC VOLTS 40 VOLTS 30

TR 1 APU GEN
BAT TR 2 GEN 1 GEN 2
INV POSITON:
BAT GRD
NOT ON ALL AIRPLANES
TR 3 INV
BUS PWR
STBY TEST
STBY TEST PWR
PWR
RESID
For Training Purposes Only

GALLEY VOLTS
OFF OFF
BAT
ON ON

AC

AC AND DC METER PANEL (P5-13)

STATIC INVERTER

Figure 62 Static Inverter

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GALLEY POWER
25-30

25-30 GALLEYS
GALLEY POWER CONTROL
General
The forward galley (1) and the aft galley (3) are supplied from the GEN BUS
No.1 with 115/200 Volt AC. The second aft galley (6) are supplied from GEN GALLEY 1
BUS No.2 with 115/200 Volt AC.

Normal Operation
The galleys are supplied with Power, when:
S APU GEN Breaker (1/2) or
S EXT Power Contactor (1/2) or
S GEN Breaker (1/2) are closed and
S Galley Power Switch in ON.
The Galley Switch on the overhead panel P5 provides power to energize the
galley power relays. It provides electrical grounds for relays R61, R119 and
FWD
R62. The galley relays will be energized if the appropriate engine generator
breaker, APU generator breaker, or external power contactor is closed. When
R61,R119 and R62 are energized, the galleys are connected to the repective
generator busses.

Abnormal Operation
The loss of either generator bus causes a loss of power to all galleys.
For example: GALLEY 6 GALLEY 3
If the number 1 generator fails, the Generator Breaker 1 opens, Gen Bus 1 is
deenergized and power is not longer available on the galleys No.1 and No.3.
At the same time XFR CONT RLY 2 (R349) will open. The galley relay R62 is
For Training Purposes Only

de-energized and power is removed from the aft galley No.6.

Galley Locations (Example)

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ELECTRICAL POWER 737-300/400/500
GALLEY POWER
25-30
For Training Purposes Only

Figure 63 Galley Power Control

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ELECTRICAL POWER 737-300/400/500
GALLEY POWER
25-30
Automatic Galley Load Shedding (NOT ON ALL AIRPLANES)
If the APU is turned on and the APU Generator is connected to the Gen
Busses all galleys can be powered, when the Galley Switch on the overhead
panel P5 has been switched on.
The Galley Load Shed Sensor Module senses the phase current in the APU
generator feeder lines. If the current in any phase exeeds 162 amps, current
through the galley switch solenoid on in the P5 panel will exeed 0.8 amps and
the Galley Switch will be turned to OFF position automatically.
For Training Purposes Only

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 Lufthansa Technical Training
ELECTRICAL POWER 737-300/400/500
GALLEY POWER
25-30

TO GALLEY RELAY
R62

TO GALLEY
RELAYS
R 61, R119

1 0,75 AMP IS MAXIMUM NON-TRIP CURRENT..

0.80 AMP IS MINIMUM TRIP CURRENT.
For Training Purposes Only

Figure 64 Automatic Galley Load Shedding

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