 The two IDGs are never electrically coupled.

 In case of loss of the TR 1 or the TR 2, a third Essential Transformer Rectifier (ESS TR)
powered from the AC BUS 1.
 Two EGIUs are installed on the aircraft.
 One EGIU is associated with the GCU1 and the GPCU.
 The second EGIU is connected to generator 2 and to the APU generator.
 The main function of the EGIU is to process the parameters from the GCU and
associated generator. The EGIU then transmits the information to the cockpit (ECAM)
via the SDACs.
 In emergency conditions, a hydraulic motor speed-controlled by a servo-valve speed
regulator drives the CSM/G. The regulator uses the oil flow from the Blue Hydraulic
system to maintain the CSM/G at a constant speed.
 The static inverter of 350 VA nominal power transforms the direct current voltage from
the BAT BUS into a single phase, 115V 400Hz, alternating current. The static inverter is
automatically activated in the event of loss of the AC BUS 1 and AC BUS 2.
 The static inverter, with a 1000 VA nominal power, transforms the direct current from the
battery 1 into a single phase, 115 V 400 Hz, alternating current. The static inverter is
automatically activated if AC BUS 1 and AC BUS 2 are lost and the CSM/G is
unavailable.
 The networks 1 and 2 are supplied in priority order:
· by the corresponding generator,
· by the ground power unit,
· by the APU GEN,
· or by the other generator.
 the external power receptacle provides independent and direct supply to a part of the
network 2.
 During RAT deployment-AC ESS BUS and AC STAT INV BUS are supplied by battery 1
via the static inverter. DC ESS BUS only is supplied by battery 2.
 The AC BUS 1/2 and the AC ESS BUS also deliver 26 V/400 Hz power supply through
their
 115/26 V transformer.
 The AC BUS 1 supplies the essential busses in series.
 In the event of AC BUS 1 loss, AC ESS BUS and the AC SHED ESS BUS can be
manually restored by the transfer of power supply directly from the AC BUS 2.
 In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), the AC ESS
BUS and AC SHED ESS BUS are restored on the CSM/G when the RAT hydraulic
power is available.
 DC Power Sources-three identical transformer rectifiers and two identical batteries.
 In the event of loss of one or both TR, part of the DC network is transferred to the ESS
TR.
 Each of the two batteries has a nominal 23 AH capacity and a 24 VDC voltage.
 A BCL controls each battery contactor when the BAT pushbutton switch is in the AUTO
Configuration.
 The direct current distribution network is divided into two parts.
 The alternating current distribution network comprises three independent parts.
 TR 1 FAIL > TR 2 RESTORE SPLY TO DC BUS 1 AND DC BAT BUS.
 TR 1 FAIL > DC ESS BUS & DC ESS SHED BUS RESTORE BY ESS TR SPLY FROM
AC 1.
 TR 2 FAIL > TR 1 RESTORE DC BUS 2
  TR 2 FAIL > DC ESS BUS & DC ESS SHED BUS RESTORE BY ESS TR SPLY FROM
AC 2.
 TR 1 & TR 2 FAIL > DC BUS 1 & 2 LOSS > DC ESS BUS & DC ESS SHED BUS BY
ESS TR.
 AC BUS 1 & AC BUS 2 FAIL > DC ESS BUS & DC SHED ESS BUS BY CSM/G (VIA
ESS TR).
 The MAINT BUS switch located on the panel 2000VU controls the supply of the ground
service network.
 ON: This network is supplied in priority as follows:
· by the aircraft network if it is energized,
· or by the electrical ground power unit, via the external power receptacle.
 OFF: This network is supplied by the main electrical network.

 The GPCU OR GAPCU and BCLs can memorize fault codes and communicate with the
CFDIU via ARINC 429 buses. The emergency GCU and the three TRs are connected to
the CFDIU by a discrete link: it is thus possible to know only the status of these systems
(OK or faulty) during SYSTEM REPORT/TEST sequence.
 The GCU1, the GCU2 and the APU GCU are continuously monitored by the GPCU OR
GAPCU. The GPCU/GAPCU can then transmit to the CFDIU all the failure messages
corresponding to the failure codes recorded by these GCUs and the GPCU/GAPCU.

@ INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU) –

- The IDG is installed on the engine gearbox pad.It is attached by means of a QAD.
- The IDG converts variable speed shaft power directly into constant frequency 400 Hz AC
electrical power.This is accomplished by the Constant Speed Drive (CSD) which drives the AC
generator at constant speed.The AC generator produces thus constant frequency power.

- The main functions for the regulation and protection of the IDG are:
· regulation of the generator voltage at Point Of Regulation (POR),
· regulation of the generator speed,
· monitoring and protection of the system.

-If an IDG is faulty (overheat or abnormal oil low pressure), the FAULT legend comes on. The
pilot must then open the safety guard and push the IDG pushbutton switch. This action results in
the mechanical disconnection of the faulty IDG.
-NOTE: With engine stopped, the IDG cannot be disconnected. An underspeed condition
inhibits the disconnection.

-In normal flight configuration, each IDG supplies its own distribution network via its Line
Contactor (GLC). The two IDGs are never electrically coupled.
-Each GCU and the GAPCU include a BITE and self monitoring system which: · analyzes most
of the faults that affect the channel, · memorizes the corresponding data in a non-volatile
memory.
-In emergency conditions, a hydraulic motor speed-controlled by a servo-valve speed regulator
drives the CSM/G. The regulator uses the oil flow from the Blue Hydraulic system to maintain
the CSM/G at a constant speed.
-Loss of the AC BUS 1 and AC BUS 2 automatically controls the RAT and the CSM/G. The
MAN ON guarded pushbutton switch located on the EMER ELEC PWR panel on the cockpit
overhead panel serves to manually control the RAT and the CSM/G. This control is redundant
with the automatic RAT deployment.
-The EMER GEN TEST guarded pushbutton switch on the EMER ELEC PWR panel allows to
test the CSM/G on the ground, with the Blue electric pump running.
-The static inverter, with a 1000 VA nominal power, transforms the direct current from the
battery 1 into a single phase, 115 V 400 Hz, alternating current. The static inverter is
automatically activated if AC BUS 1 and AC BUS 2 are lost and the CSM/G is unavailable. For
maintenance purposes, the static inverter delivers FAULT indication to the (CFDS) through the
two Battery Charge Limiters (BCL).
-Locking of the two BTCs and isolation of the two channels is possible by action on the BUS TIE
pushbutton switch; this control is located on the ELEC panel on the cockpit overhead panel.
-The GCU 1 or GCU 2 enables closure of the BTC 1 or BTC 2 if no overcurrent condition and no
"GLC welded" failure occurred.
-In the event of AC BUS 1 loss, AC ESS BUS and the AC SHED ESS BUS can be manually
restored by the transfer of power supply directly from the AC BUS 2. It is possible to perform the
transfer by action on the AC ESS FEED pushbutton switch on the ELEC panel, after illumination
of the FAULT legend.
-In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), the AC ESS BUS and
AC SHED ESS BUS are restored on the CSM/G when the RAT hydraulic power is available.
-Each BCL delivers electrical parameters and warnings concerning each battery to the lower
ECAM display unit.
-The external power receptacle directly energizes the TR 2 which can independently supply a
part of the DC normal network. (Ground service configuration).
-The electrical components connected to the CFDS are: · the GAPCU, · the BCLs, · the
emergency GCU, · the TRs.
-The GAPCU and BCLs can memorize fault codes and communicate with the CFDIU via ARINC
429 buses.
-The emergency GCU and the three TRs are connected to the CFDIU by a discrete link: it is
thus possible to know only the status of these systems (OK or faulty) during SYSTEM
REPORT/TEST sequence.

-The normal IDG oil-inlet temperature is between 70 deg.C and 105 deg.C.
-The IDG is installed on the engine gearbox pad. It is attached to the gearbox by means of a
QAD adapter with a tension bolt.

-Drive = A mechanical epicyclic differential-gear transmits power to the generator of the IDG.
The speed of mechanically-coupled twin hydraulic-sub-assemblies modify the differential-gear
output speed. Each sub-assembly consists of a hydraulic swashplate pump/motor: one with a
fixed and the other with a variable swash angle. The input shaft has a shear neck. Its primary
duty is to protect the engine gearbox. But it is also used to protect the IDG against damage…

-The generator is a three-stage assembly which has three machines connected in cascade. The
first machine (Pilot Exciter (PE)) is a twelve-pole Permanent Magnet Generator (PMG). Its rotor
is constructed of small Rare Earth Cobalt magnets. The output from the PE stator winding.

-The second machine (Main Exciter (ME)), ten-pole stator, receives its field excitation from the
pilot exciter via the voltage regulator in the GCU: this creates a stationary field. Rotating diodes
rectify the three phase output of the main exciter rotor. The resulting DC current feeds the third
machine (main alternator) rotor winding. Thus, the main alternator receives excitation for the
rotating salient four-pole field from the rectified output of the main exciter. The main alternator
has a three-phase star-connected stator winding. The three phases and star point neutral are
taken to the generator output terminal block.

-The oil filter has a Differential Pressure Indicator (DPI) to show when it is necessary to replace
the filter element. The sensing device for the differential pressure is automatically neutralized
during cold oil running conditions: this avoids spurious indications due to high oil viscosity.
Similarly, a cooler by passvalve is fitted in the IDG. When pressure rises, the valve opens so the
cooler is bypassed during cold oil operation.
-Servicing is performed according to the oil level position in zones determined by different colors
(red, yellow, green)

-IDG Feeder Cables = The terminals on each end of the IDG feeder cables are different. On one
end, they connect to the IDG, while on the other end they connect to the aircraft pylon electrical-
connector.
-All six IDG oil-cooler tubes are rigid metal tubes. The tubes which attach to the fuel-cooled IDG
oil cooler have a three-bolt flange connection at one end.

-To disconnect a faulty IDG, it is necessary to open the safety guard and push the ELEC/IDG
pushbutton switch. When the IDG is disconnected, the white OFF legend of the ELEC/IDG
pushbutton switch comes on. The DISC indication is also displayed on the ELEC page on the
lower ECAM display unit.

-The IDG disconnection is irreversible in flight. The IDG cannot be disconnected below the
underspeed threshold. The IDG must not operate for more than 50 hours in the disconnected
mode. If the IDG operates for more than 50 hours in the disconnected mode, it will be necessary
to replace it and send the removed IDG for a shop inspection. This is because there is a risk of
damage to the ball bearing assembly on the input shaft.

-A mechanical reset handle is fitted to the IDG. The handle is used to reconnect the drive while
the engine is stationary on the ground.

-A clogged filter indication is provided by a local visual differential pressure indicator (DPI). The
indicator is installed opposite the drive end of the IDG.

-Make sure that the steady-state operating frequency of the IDG is between 390 and 410 Hz. If
the frequency of the IDG is out of the specified limits, but is between 380 and 420 Hz, the
display of the IDG frequency on the ECAM ELEC page becomes amber.If the frequency of the
IDG is out of the limits 380 - 420 Hz, replace the IDG.The adjustment of the frequency is
permitted only one time each 400FH.

-IDG Oil Temperature Thermocouple = The thermocouple has a two-bolt installation flange, an
electrical receptacle and a thermocouple protection cover. The unit is a sealed assembly and it
cannot be disassembled. The electrical receptacle connects with an electrical connector from
the engine electrical harness. The thermocouple assembly attaches to the fuel-cooled IDG oil
cooler with the two-bolt flange. The cover seals the unit from the oil and protects it from
contamination and other damage.
-The thermocouple is a device which changes a temperature input into an electrical output. It
gives an electrical output to the EEC, in relation to the temperature of the oil in the fuel-cooled
IDG oil cooler. When the temperature of the oil changes, the electrical output of the
thermocouple changes. The electrical output of the thermocouple changes in relation to the oil
temperature input.

-GEN1 and GEN2 pushbutton switches, on the panel 35VU on the overhead panel, control the
generators 1 and 2 respectively via the GCU.

GCU = The 2 GCUs are identical and interchangeable. The GCU functions (GCU1 and GCU2)
are selected by Pin Programming.The GCU has four different functions:
· Voltage regulation, · Frequency regulation, · Control and protection of the network and the
generator, · Control of the various indications, · System test and self-monitoring.

-The GCUs are supplied:

· Directly from the PMG, for generator excitation and 28VDC internal and external supply
· From the aircraft normal network (28VDC) for the internal and external supply.
This dual supply constitutes a back up supply.

-There are three CTs per AC main generation channel:

· One CT is built into the IDG generator
· One three-hole CT is installed upstream of the generator line contactor
· One six-hole CT is installed upstream of the three-hole CT.

-Generator CT = The generator CT is used for differential and overcurrent protections

-Six-hole CT = The six-hole CT contains six toroidal transformers, one for each of the parallel
power feeder cables. The six-hole CT is connected in electrical opposition to the CT of the IDG
generator. This CT is used for open cable protections

-Three-hole CT = The three-hole CT contains three toroidal transformers, one for each of the
power feeder cables.

@ APU Generator = The APU directly drives the APU generator at a nominal 24000 rpm
constant speed. The APU gearbox supplies the oil for cooling and lubrication of the generator.
The cooling circuit is common to the APU and the generator. The APU supplies, scavenges,
drains the oil.
-The generator is a brushless oil-cooled generator with a nominal 115/200 volt, 90 KVA, 3
phase 400 Hz output. The generator includes three stages which are: · the pilot exciter, · the
main exciter, · the main alternator.

-The frequency range of the APU generator can be from 395Hz to 405Hz. When the APU fuel-
saving mode is used, the APU speed is reduced to 99%. In this mode, the frequency of the APU
generator decreases to 396Hz.

-The PMG frequency for the APU generator is 1600 Hz.

-A temperature bulb is included in the auxiliary generator. It senses the generator-oil outlet
temperature. This sensor is connected to the Electronic Control Box (ECB) of the APU. Any high
oil temperature causes the automatic shutdown of the APU (by the ECB).

-There are two CTs for AC auxiliary generation channel: · one CT is built into the APU
generator, · one three-hole CT is installed upstream of the generator line contactor.

(a) Generator CT The generator CT is used for differential and overcurrent protections.
(b) Three-hole CT The three-hole CT contains three toroidal transformers, one for each of the
power feeder cables. The three-hole CT is connected in electrical opposition to the CT of the
APU generator. This CT is used for differential protections.

-On the ground, the generator line contactor closes only if the ground power unit does not
already supply the transfer network. For the power supply of the aircraft, the ground power unit
is more important than the APU generator.

@AC emergency generation:

(1) Hydraulic motor: · Powered by the Blue hydraulic circuit (RAT in emergency
configuration; electrical hydraulic pump in test), · speed regulation by servovalve, ·
integrated solenoid control valve.
(2) AC generator: · Three phase 115V/200V - 400 Hz (12000 rpm), · output power: 5
KVA/5.4 KVA continuously, · oil cooled.

- RAT extension logic 3 different logics control RAT extension:

· the automatic electrical logic: this energizes solenoid No.1 when there is loss of
voltage at busbars 1XP and 2XP and speed V > 100 kts,
· the manual electrical logic: this energizes solenoid No. 2 directly, via OVRD
ELEC pushbutton switch,
· the manual hydraulic logic: this energizes solenoid No. 1 directly, via OVRD
HYD pushbutton switch.

(b) CSM/G control logic 3 different logics control energization of the emergency
generation:
· the automatic electrical logic: this is identical to that of the RAT extension,
· the manual electrical logic: this is identical to that of the RAT extension,
· the electrical test logic: this simulates the automatic electrical logic because it allows
the emergency generator to be coupled to the Blue hydraulic system (supplied by the
hydraulic electric pump) while inhibiting RAT extension.

@ AC BUS 1 & AC BUS 2 LOSS & A/S ABOVE 100 KNOTS > RAT DEPLOYMENT
IN PROGRESS (TRANSIENT CONFIG.) > BAT1 SUPPLY TO AC ESS BUS THROUTH
STATIC INVERTER & BAT2 SUPPLY DC ESS BUS

@During RAT extension and CSM/G coupling (about 8 seconds), the batteries
power the emergency generation network.
@ AC BUS 1 & AC BUS 2 LOSS & A/S ABOVE 100 KNOTS > RAT DEPLOYED > AC
ESS & AC ESS SHED SUPPLIED FROM CSM/G AND DC ESS BUS & DC ESS SHED
BUS SUPPLED FROM CSM/G THROUGH ESS TR.

@ AC BUS 1 & AC BUS 2 LOSS & A/S ABOVE 50 KNOTS & BELOW 100 KNOTS >
CSM/G DE-ENERGIZED > BAT1 SUPPLY TO STATIC INVERTER BUS & AC ESS
BUS THROUTH STATIC INVERTER & BAT2 SUPPLY DC ESS BUS AND DC BAT
BUS ALSO AVAIL.
@ AC BUS 1 & AC BUS 2 LOSS & A/S & BELOW 50 KNOTS > BAT1 SUPPLY TO
STATIC INVERTER BUS ONLY(AC ESS BUS SHEDDED) & BAT2 SUPPLY DC ESS
BUS AND DC BAT BUS ALSO AVAIL.

@@ Below 50 knots, the AC ESS BUS is automatically shed, which causes the
loss of all CRTs.

@ Electrical Smoke Configuration:- one fuel pump per wing is directly

supplied by generator 1 upstream the generator line contactor 1 (GLC1).

 Smoke evacuation:
 OXYGEN/MASK MAN ON pushbutton switch to ON,
 VENTILATION/BLOWER and EXTRACT pushbutton switches to OVRD (open
fully the conditioned air inlet valve and partially the skin air outlet valve),
 VENTILATION/CAB FANS pushbutton switch to OFF (stops recirculation).

 If the smoke persists after 5mn:

 Smoke isolation: · EMER ELEC PWR/GEN 1 LINE pushbutton switch to OFF
(opens GLC1),
 EMER ELEC PWR/MAN ON pushbutton switch (RAT extension),
 ELEC/APU GEN pushbutton switch to OFF,
 ELEC/GEN 2 pushbutton switch to OFF (2 fuel pumps supplied by Gen 1
upstream GLC1).

 Before landing gear extension:

 GEN 2 pushbutton switch to ON
 GEN 1 LINE pushbutton switch to ON.

@ GALLEY SUPPLY CONTROL - DESCRIPTION AND OPERATION:

-If the OFF legend of COMMERCIAL pushbutton switch (commercial load shed) is
off (pushbutton switch pressed in), galley general supply can be controlled from
flight compartment overhead panel 35VU by means of GALLEY pushbutton switch
(normal operation when the pushbutton is pressed in).

*Galley Automatic Shedding: If only one generator is available, galley(s) (primary

feeders controlled by the relay 6XA) and sheddable busbars (controlled by the
relay 10XA) are automatically shedded. White GALLEY SHED indication appears on
the ELEC page of the lower ECAM display unit (no light on GALY & CAB
pushbutton switch).
*Overload detected by a GCU:
· amber FAULT legend illuminates on GALY & CAB pushbutton switch,
· auto display of the ELEC page on the lower ECAM display unit,
· MASTER CAUT light + single chime + amber message on the upper ECAM display

-The crew has to release GALY & CAB pushbutton switch on the panel 35VU (white
OFF legend illuminates). This action results in shedding of all the galleys and the
sheddable busbars.GALLEY indication is displayed on the lower ECAM DU, STATUS
page.

*On ground, it is possible to supply all galleys:

- either with the APU GEN: If I > 277 A, galleys automatic shedding,
- or with the EXT PWR: without galleys automatic shedding.

@ STATIC INVERTER - DESCRIPTION AND OPERATION:

-The 1000 VA nominal-power static inverter transforms the direct current voltage from
battery 1 into a single-phase 115 VAC/400 Hz alternating current.

-The static inverter starts to operate automatically in the conditions that follow:
· APU start (supply of fuel pump)
· Battery supplies the engine ignition system (in emergency configuration)
· Ram Air Turbine (RAT) deployment (< 10s) (supply of ECAM display units),
· On ground, on batteries only (pushbutton switch supply)
· In emergency configuration after landing, when the CSM/G is switched off (the 115
VAC ESS BUS 4XP is supplied, the CSM/G is not supplied).

* The static inverter starts automatically if:

· the AC BUS 1 and 2 are lost,
· the CSM/G is not available, and
· speed is more than 50 Kts.

* When the static inverter is faulty, it generates a permanent ground signal to the BCL1.
* When the network is supplied, STATIC INV FAULT message appears on the upper
ECAM display unit.
* The fault indication will be available during BCL BITE reading from the (CFDS).
-The presence of the ground signal means:
· overheat, · output overvoltage, · input undervoltage, · input overvoltage.

* On the ground, the static inverter can be checked applying the following procedure
(aircraft supplied by EXT POWER or APU GEN):
· EMER GEN TEST: ON · BUS TIE: OFF
· On the ECAM ELEC page, check voltage and frequency of static inverter.

@ DC GENERATION - DESCRIPTION AND OPERATION

A. In Normal Configuration:
-AC BUS 1 > TR 1 > DC BUS 1 > DC BAT BUS > DC ESS BUS > DC ESS SHED BUS
-AC BUS 2 > TR 2 > DC BUS 2

B. Loss of the Transformer Rectifier 1 (TR1):

-AC BUS 2 > TR 2 > DC BUS 2 > DC BAT BUS > DC BUS 1
-AC BUS 1 > AC ESS BUS > ESS TR > DC ESS BUS > DC ESS SHED

C. Loss of the Transformer Rectifier 2 (TR2):

-AC BUS 1 > TR 1 > DC BUS 1 > DC BAT BUS > DC BUS 2
-AC BUS 1 > AC ESS BUS > ESS TR > DC ESS BUS > DC ESS SHED BUS

D. Loss of the TR1 and TR2:

- DC BUS 1 & DC BUS 2 LOSS
- AC BUS 1 > AC ESS BUS > ESS TR > DC ESS BUS > ESS SHED BUS

- BCL's are type 2 systems, i.e. they are connected to the CFDIU with:
· a discrete input used to initiate a test from CFDS,
· an ARINC 429 output bus.

- TR's are type 3 systems, i.e. they are connected to the CFDIU with 2 discrete links:
· one of them used to send a ground signal to CFDIU in case of TR FAULT.
· the other used for the reset from CFDIU.

@ Transformer Rectifier:
- Each TR controls its contactor via an internal TR logic. This logic, which is intended to
protect the Direct Current (DC) network and the TR, controls contactor opening in case
of:
· no current flow to the DC BUS (minimum current detection),
· TR overheat (171/Deg.C).
- To ensure these protections, each TR sends a fault signal to the Centralized Fault
Display System (CFDS) for maintenance purpose.

@ TR Characteristics:
· supply: 115 VAC/400 Hz , three phase
· DC output current:
200 A in continuous operation , 300 A for 5 minutes 500 A for 30 seconds , 1000 A for
1 second
· DC output voltage: 30.2 V with no load , 27.5 V at 200A.

@ Reset of the Protection of the Transformer Rectifier (TR):

-The reset procedure must be performed by selecting the SYSTEM REPORT/TEST
item on the CFDS menu, then by selecting the involved TR on ELEC menu.
(a) If the reset is effective, NO FAULT appears on the MCDU.
(b) If the reset is impossible: TR 1(2) is displayed on the MCDU, TR 1(2) FAULT stays
on the upper ECAM display unit.

-Reset of the TR protection is possible from the CFDIU (CFDS interface). If the CFDIU
is not available, it is possible to start the transformers manually. To do this, push the TR
RST pushbutton switch 15PU located on panel 103VU.

-After the reset procedure is performed, on the panel 35VU, the AC ESS FEED
pushbutton switch must be released, and then pushed. The ESS TR no longer supplies
the DC ESS BUS (4PP). On the lower ECAM display unit, the normal configuration
comes into view.

* Main TR's are ventilated by air extracted from the aircraft ventilation network.The
essential TR is ventilated by natural convection.

* The essential TR starts to operate as soon as it is supplied. It is supplied in the

following cases:
· loss of TR1 OR loss of TR2,
· loss of both TRs,
· loss of DC NORM BUS 1 switching contactor (1PC1) or DC ESS BUS supply
contactor (4PC),
· availability of emergency generator in operation .

@ DC ESSENTIAL & NORMAL GENERATION SWITCHING:

@ DC NORM BUS SWITCHING Contactor Control (1PC1 and 1PC2):

- Contactor 1PC1 is supplied in normal configuration and when a TR is lost.
- Contactor 1PC2 is supplied when a TR is lost or in case of DC NORM BUS 1
SWITCHING contactor (1PC1) failure.
* NOTE: There is an electric interlock between contactors 1PC2 and 4PC to inhibit
coupling between busbar 2PP and essential busbar 4PP.

@ DC ESS BUS SPLY Contactor Control (4PC):

- Contactor 4PC supplies DC ESS BUS 4PP via BAT BUS 3PP if normal DC busbars
1PP and 2PP are not coupled (electrical interlock between contactors 1PC2 and 4PC).
- DC ESS BUS SPLY contactor (4PC) opens when a normal TR is lost (coupling of
busbars 1PP and 2PP), in emergency conditions or when the DC NORM BUS 1
SWITCHING contactor (1PC1) is lost.

@ Monitoring and indicating of aircraft DC generation and distribution are

performed by means of:
- two voltmeters located on the overhead ELEC panel (35VU) in the cockpit.
- They indicate to the flight crew the voltage of the HOT busses 701PP and 702PP.

@ DC GENERATION - BATTERIES - DESCRIPTION AND OPERATION:

-They are mainly used to:
· start the APU in flight and on ground,
· supply AC/DC essential network in emergency configuration during RAT deployment
and when the emergency generator is not available (CSM/G switched off after landing).

-Each battery is associated with a Battery Charge Limiter (BCL) and a battery shunt.
- It should be noted that, in normal configuration, the batteries are most of the time
uncoupled from the network during the flight.

-Each battery of the nickel-cadmium type is composed of twenty elements housed in a

stainless steel case.
- Characteristics: · nominal voltage: 24 V, · nominal capacity: 23 Ah,
· high instantaneous power, · electrolyte reserve = 60 cubic centimeters,
· two ventilation ducts.

* Battery Shunt:
-A 400 A/75mV shunt is installed on a base. It is used to read the charging and the
discharging currents of a 24 V, 23 Ah battery.

* Battery Shunt Characteristics:

· Rating: the shunt supplies a voltage of 75 mV when a 400 A current goes through it.
· Accuracy: 1% at 20 deg.C in the 0 - 400A range.
· Overload capacity: 600 A during 30 seconds, 1000 A during 5 seconds.
· Max. weight: 300 g.

* BAT1(2) pushbutton switches:

- The operation of each battery charge limiter is controlled from the ELEC panel 35VU in
the cockpit by means of BAT1(2) pushbutton switches. These pushbutton switches have
two stable positions.

(1) The pushbutton switch is released > illumination of the white OFF legend >
OFF indication is displayed on the ELEC page > The battery charge limiter is not
operating and the battery is uncoupled from the network.
NOTE > If BAT P/B off…generates a warning if one or both engines are running…

(2) The pushbutton switch is pressed > No light comes on on the pushbutton switch in
normal operation > BAT1 and BAT2 and green indication of voltage and current are
displayed and green symbol when battery is charging and the amber symbol when
battery is discharging displayed on the ELEC page > The battery charge limiter is
operating and controls the coupling and uncoupling of the battery.

* FAULT amber legend comes on the pushbutton switch if a thermal runaway or internal
short-circuit is detected > ELEC page is displayed on the lower ECAM DU > MASTER
CAUT light + single chime + amber message on the upper ECAM display unit.

* A BAT OVHT fault causes automatic lock out of the battery line contactor.
NOTE: An OFF/ON (Released/Pressed) action on the pushbutton switch allows to reset
the BCL.

@ Battery Charge Limiter Functions:

- Control of the battery contactor
- RAT & EMER GEN control
- Inhibition of the APU start sequence
- BAT - Fault warning control

* In flight, when the electrical emergency configuration is initiated, the APU start
sequence is inhibited during 45 seconds.
* NOTE: If the CSM/G comes on line before 45 seconds, the APU start sequence is
available as soon as the CSM/G is coupled to the network.
* Battery isolation in case of AC normal busbars failure (loss of AC main generation)
except when APU start sequence is initiated.

* In case of AC normal busbars failure (loss of AC main generation) the red FAULT
legend of the RAT & EMER GEN pushbutton switch on the ELEC EMER PWR section
of the overhead panel 21VU comes on until the emergency generator is available
(operational). The FAULT legend is inhibited when the landing gear is compressed.

* On ground, the batteries are automatically disconnected from the DC network when
battery voltage is lower than 23 V during 15 seconds.
* NOTE: But the disconnected battery always supplies its related HOT bus.

*battery charge :
- When battery voltage is lower than 26.5 V, beginning of the charging cycle.
- When battery charge current is lower than 4 A, end of the charging cycle.
- NOTE: In flight or following APU start, when the battery charge current is lower than 4
A, a 30 mn time delay in the BCL controls the end of the charging cycle.

* Starting of the APU : When the APU start sequence is initiated, the two batteries are
connected to 28 VDC BAT BUS (3PP) to supply the APU starter motor.

* When a thermal runaway occurs the FAULT legend of the BAT1(2) pushbutton switch
comes on on the overhead ELEC panel 35VU. The battery contactors are opened but
no action is required from the crew.

* BITE Test Built-In Test Equipment (BITE) allows two types of test:
· tests at each power up on ground,
· tests on ground from the Centralized Fault Display System (CFDS).
* Test of BCL from the CFDS-
The same tests as those applicable to power up are performed, plus a test for correct
operation of the FAULT legend of BAT1(2) pushbutton switches and of RAT & EMER
GEN annunciator which lasts 6 seconds.

@ AC EXTERNAL POWER CONTROL - DESCRIPTION AND OPERATION:

-The power supply control of the whole aircraft network from a ground power unit is
performed from the cockpit overhead panel.This control is associated with a Ground
and Auxiliary Power Control Unit (GAPCU) which permanently monitors the parameters
for the quality of the electrical power supplied.

* GAPCU POWER SUPPLY:

- From 115 VAC/400 Hz, directly from the external power receptacle, by the voltage it
has to analyse. The GAPCU generates 28VDC from this voltage. It is used: for its own
needs (internal plus or minus 15 V, plus or minus 5 V and + 28 V supply), to supply the
aircraft power supply control and indicating circuits (EPC, EXT PWR pushbutton switch,
EXT PWR NOT IN USE indicator light and EXT PWR AVAIL caution light, flight/ground
network contactors),
- From 28 VDC from the normal aircraft electrical network and on the ground only.
- From APU GEN via internal Transformer/Rectifiers in GAPCU..

The IMR is energized when:

- The interlock voltage is more than 13V DC, less than 42V DC and less than 60V AC.
- All control and protection parameters are valid.

The PRR is energized when:

- The external power interlock is valid,
- And all parameters are correct.
The annunciators NOT IN USE and AVAILABLE located on the external power panel are ON.

NOTE: When a fault is detected, the PRR is no longer excited and/or inhibits
illumination of the ON legend of the EXT PWR pushbutton switch.

NOTE: The PRR also controls the illumination of the AVAIL legend of the EXT PWR
pushbutton switch in the cockpit and the EXT PWR AVAIL caution light in the external
power receptacle housing.

-GAPCU provie protection againt Over/underfrequency, Over/undervoltage and

Incorrect phase order,When that kind of condition is arise PRR and IMR trips…

* BITE communications: (GAPCU is a type 1 system)

-The GAPCU transmits command and data to and receives data from up to the two
GCUs (GCU 1, 2). The communication is made via MIL-STD-1553-B link.
-The GAPCU is able to read fault data from its own BITE and from the NVMs in each
GCU on the ground or in flight. The GAPCU is able to initiate its own and each GCUs
maintenance BITE when requested by the Centralized Fault Display System (CFDS).
-If the GAPCU has lost the communication with a GCU, it generates a message to the
CFDS indicating the failed GCU communication.
- The GAPCU contains a NVM. The NVM is implemented on the EEPROM. Any fault
identified by the GAPCU BITE is recorded in the GAPCU NVM.
- Moreover, the GAPCU will activate the BITE Message discrete. This information is
provided to the SDACs to be written on the ECAM status page.

@ AC/ DC GROUND SERVICE BUS CONTROL:

- Supply selection for ground service network is controlled from panel 2000VU, MAINT
BUS switch:
· one position corresponds to the normal supply configuration.
· the other position controls the ground service network supply from the ground power
unit, if available and if the "COMMERCIAL" pushbutton switch (commercial load shed)
is pressed. This position is electromagnetically latched. The switch returns to the normal
position in case of voluntary or automatic (GAPCU protections) unlatching of the ground
power unit.
-The normal supply configuration takes priority over the ground service configuration.

NOTE: Overheat of TR2 results in the automatic unlatching of MAINT BUS switch. This
entails the cut-off of the ground distribution network.

@ AC ELECTRICAL LOAD DISTRIBUTION:

*Configuration of Circuit Breakers:
(1) Black head circuit breaker - This type of circuit breaker does not have an auxiliary
contact. It is standard.
(2) Green head circuit breaker - This type of circuit breaker holds an auxiliary contact
connected to SDAC when it is tripped.
(3) Circuit breaker with a red threaded bush For safety reasons, to avoid that the
crew resets it in flight, the C/B is guarded. If it is necessary to open it, the red threaded
bush must first be removed, unscrewed with a standard wrench.
(4) Circuit breaker with a yellow collar Some circuit breakers have a yellow collar to
help the crew to find them more easily on the circuit breaker panel.
(5) For clipped circuit breaker, there are two types of collars, metallic or plastic,
secured by lockwire.

 115V AC BUS 1 = 1XP & 115V AC BUS 2 = 2XP

 115 VAC ESS BUS = 4XP & 115 VAC SHED BUS = 8XP
 26V AC BUS 1 = 131XP-A (VIA 115/26V AUTO XFORMER - SINGLE PHASE)
 26V AC BUS 2 = 231XP-A (VIA 115/26V AUTO XFORMER - SINGLE PHASE)
 115V AC STATIC INVERTER BUS = 901XP (SINGLE PHASE)
-The panel 123VU mainly contains:
· the channel 1 line and transfer contactor and 115 VAC bus 1 (1XP),
· the channel 2 line and transfer contactor and 115 VAC bus 2 (2XP),
· the APU generator line contactor (APU GLC) and the external power contactor.
-The panel 106VU mainly contains contactors related to the electrical emergency
power.
-The panel 105VU comprises the static inverter contactor.

(1) Overhead circuit breaker panel 49VU

-The overhead circuit breaker panel 49VU is accessible to the Captain and First Officer.
-The circuit breakers are connected either to an AC or a DC power source.
-AC Power Supply = 115 VAC/26 VAC
-DC Power Supply = 28 VDC
-The Functional Item Number (FIN) is shown on the rear side of the VU panel.

(2) Circuit Breaker Panel 105VU

-The circuit breaker panel 105VU (Battery Power Center) is located in the avionics
compartment next to access door 822. You must open the access door from the panel
105VU.
-The circuit breakers are connected to BAT 1(2) power source.
-BAT power supply = 28 VDC
-The FIN is marked below the head of each circuit breaker.

(3) Circuit Breaker Panel 106VU

-The circuit breaker panel 106VU (AC/DC emergency power center) is located in the
avionics compartment next to access door 812. You must open the access door from
the panel 106VU.
-The circuit breakers are connected either to an AC or a DC power source.
-AC Power Supply = 115 VAC/26 VAC
-DC Power Supply = 28 VDC
-The labels and the FINs are marked behind the access door of the panel 106VU
opposite the circuit breaker panel.

(4) Rear Circuit Breaker Panel 120VU = It comprises the following panels:
· 121VU· 122VU· 123VU· 124VU · 125VU.
-The circuit breakers are connected either to an AC or a DC power source.
-AC Power Supply = 115 VAC/26 VAC
-DC Power Supply = 28 VDC
-The FIN is marked below the head of each circuit breaker.

(5) Circuit Breaker Panel 2000VU

-The front circuit breaker panel 2000VU faces the FWD passenger/crew door (841) and
is located in the center of the cabin ceiling. The circuit breakers are connected to either
an AC or a DC power source.
-AC Power Supply = 115 VAC/26 VAC
-DC Power Supply = 28 VDC

(6) Circuit Breaker Panel 2001VU

-The circuit breaker panel 2001VU faces the aft passenger door (842) and is located in
the center of the cabin ceiling. The circuit breakers are connected to either an AC or a
DC power source.
-AC Power Supply = 115 VAC/26 VAC
-DC Power Supply = 28 VDC

*Reset of the Circuit Breaker

· in flight, it is not permitted to close a tripped circuit breaker,
· on ground, you must not close a tripped circuit breaker without trouble shooting of the
related system.

@ AC MAIN DISTRIBUTION:
-The main busbars can be supplied:
· either by the corresponding generator,
· or by the other main generator, or by the APU generator or the ground power unit by
means of the transfer circuit.
-The major part of the network is supplied with three-phase 115 VAC/400 Hz.
A 115/26 VAC single-phase autotransformer supplying a normal 26 VAC/400 Hz sub-
busbar (131XP.A and 231XP.A) is connected to each main busbar.
-Part of the AC main network (212XP, 214XP, 216XP.C) can be supplied directly by the
ground power unit in ground service configuration. For each main busbar, a warning is
triggered on the ECAM to indicate a loss of supply.

* 115/26V AUTO TRANSFORMER

- A 115 volts to 26 volts single-phase autotransformer supplying a normal 26 volts 400 hertz sub-
busbar is connected to each main busbar and to the AC ESS BUS.

@ AC ESSENTIAL DISTRIBUTION:
-The AC essential distribution-network can be supplied by:
· 115 VAC BUS1 1XP
· 115 VAC BUS2 2XP,
if there is a loss of power from main busbar 1XP (then, the crew must select ALTN on the AC
ESS FEED pushbutton switch to make 115 VAC ESS BUS serviceable again), or
· The emergency generator in emergency configuration or smoke emergency configuration, or
· The static inverter in emergency configuration during RAT extension and when the CSM/G is
switched off after landing.

@ GALLEY SUPPLY - DESCRIPTION AND OPERATION:

-The power supply provides the galleys with 115 V AC. There are 50 KVA available for all
galleys. This power is divided into two parts, the AFT galley power with 30 KVA and the FWD
galley power with 20 KVA. The galleys are electrically connected with cable lugs to the aircraft
terminal blocks.

FWD GALLEY (20 KVA) AFT GALLEY (30 KVA)

FEEDER-C,D,F (GALLEY 1) FEEDER-A,E,B (GALLEY 5)
PRIMARY GALLEY POWER BY FEEDER C,F PRIMARY GALLEY POWER BY FEEDER A,E
FEEDER C SUPPLIED WORKTOP LIGHT(SINGLE FEEDER E SUPPLIED TO WATER BOILER(THREE
PHASE) PHASE) AND WORKTOP LIGHT(SINGLE PHASE)
FEEDER F SUPPLIED WATER BOILER(THREE FEEDER A SUPPPLIED OVEN ONLY(UNUSED)
PHASE)
SIGLE ENG CONFIG ONLY FEEDER D IS SUPPLED SINGLE ENG CONFIG ONLY FEEDER B IS SUPPLED

-With the APU generator running or with external power supplied you can supply all feeders
with power (on the ground). With both engine driven generators running, you can supply all
feeders with power (on the ground or in flight). With only engine 1 driven generator running,
only feeders B and D is supplied. Feeders A, C, E and F are shed automatically (on the ground or
in flight). You can manually shed all the feeders to the galley with the pushbutton switch 2XA
GALLEY OFF in the cockpit (on the overhead panel 35VU).

@ DC ELECTRICAL LOAD DISTRIBUTION:

-DC main distribution connected to 28 VDC BUS1 1PP, 28 VDC BUS2 2PP and 28 VDC BAT
BUS 3PP
-DC essential distribution connected to busbars 28 VDC ESS BUS 4PP and 28 VDC SHED ESS
BUS 8PP
-DC Ground Service Bus 6PP (ENERGIZE BY MAIN NETWORK OR EXT POWER )

- In case of loss of the DC BUS 1, DC BUS 2, DC BAT BUS and DC ESS BUS (DC power
snag), the crew must extend the RAT by pressing the RAT & EMER GEN/MAN ON pushbutton
switch located on the EMER ELEC PWR section of the overhead panel

- LOSS OF THE DC BUS 1, DC BUS 2, DC BAT BUS & DC ESS BUS > RAT MANUAL
DEPLOYMENT > AC ESS & DC ESS POWERED BY CSM/G > LANDING GEAR DOWN >
CSM/G SWITCHED OFF > AC ESS POWRED BY AC BUS 1 AND DC ESS NOT AVAIL…

@ REFUELING ON BATTERY:
-The network is supplied immediately when the refuel door on the fuselage below the right wing
is open.
- Two supplies are then possible:
· 28VDC service bus 601PP if the ground service busses are energized
· 28VDC hot bus 701PP (connected to battery 1) if no other power source is available on aircraft.

-The refuel power supply becomes activated when, on refuel/defuel control panel 800VU, the
BATT POWER switch (10PR) is in the ON position and the MODE SELECT switch is in the
REFUEL position.
-  The 28VDC hot bus 701PP stays energized for ten minutes only (this is to prevent the
discharge of the batteries). But on refuel/defuel control panel 800VU, when the MODE SELECT
switch is in the REFUEL position and the BATT POWER switch stays in the ON position:
· The battery 1 continues to supply 28VDC hot bus 701PP
· Put the BATT POWER switch in the ON position during one second and then to the NORM
position.( A temporization cycle starts again and again )