ATA 24 24.06.2008 - B2 L3 Ready To Print

Maintenance Training Organization
A319/320/321 (CFM56-5)
Line and Base Maintenance Course- B2
Training Manual
PART 66 LEVEL 3
ATA 24
Electrical Power
For training purpose and internal use only. Copyright by MTO S 7 ENGINEERING. All rights reserved. No parts of this training
manual may be sold or reproduced in any form without permission of MTO S 7 ENGINEERING.
Maintenance Training Manual
Maintenance Training Organization S7E A319/320/321
ATA 24 ELECTRICAL POWER

Use FOR TRAINING PURPOSSES ONLY
Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

ATA 24 Rev.0
Page 1
24-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 BCL - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . 91

AC/DC POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . 3 24-40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
AC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 CONTROL CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
DC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 INDICATING CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
95
AC/DC ESS SHED BUS SUPPLY . . . . . . . . . . . . . . . . . . . . 25 AC GEN - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . .
GROUND SERVICE SUPPLY . . . . . . . . . . . . . . . . . . . . . . . 25 GROUND SERVICE CONTROL . . . . . . . . . . . . . . . . . . . . .
97
AC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 24-50 LOAD DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
. 33
DC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
ELEC - ECAM/CFDS COMMUNICATION . . . . . . . . . . . . . 39
24-20 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
IDG - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
IDG DRIVE SPEED/CONVERSION . . . . . . . . . . . . . . . . . . 44
IDG OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
IDG CONTROL/INDICATION . . . . . . . . . . . . . . . . . . . . . . . . 51
APU GENERATOR DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . 53
IDG SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
APU GENERATION SYSTEM CONTROL . . . . . . . . . . . . . 61
EGIU (ELECTRICAL GENERATION INTERFACE UNIT) 63
AC ESS BUS SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
CSM/G ENGAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
CSM/G CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
EMER GCU - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . 74
STATIC INVERTER CONTROL . . . . . . . . . . . . . . . . . . . . . . 76
GALLEY SUPPLY CONTROL . . . . . . . . . . . . . . . . . . . . . . . 78
24-30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
TR-UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
TR-CONT ACTOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . 83
TR-UNIT - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . 85
DC TIE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
DC ESS BUS NORMAL SUPPLY . . . . . . . . . . . . . . . . . . . . 89
BATTERY CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 24 Rev.0 Page 2
24-00 GENERAL
AC/DC POWER SOURCES
AC Power Sources technical data:
The electrical network of the A 320/321 is normally supplied by two nominal current output: 200 A DC
engine driven AC generators (IDG 1/2). nominal voltage: In 115/200 V AC, three-phase
The drive unit (for constant speed) and the generator are integrated in Out 28 V DC
one unit (Integrated Drive Generator; IDG). Two airborne nickel-cadmium batteries are installed.
technical data: The main functions of the batteries are:
nominal power: 90 kVA • to start the APU in flight and on ground
nominal voltage: 115/200 V AC, three-phase • to supply the essential network in some configurations.
nominal speed/frequency: 12000 rpm/ 400 Hz technical data:
The APU drives a third, auxiliary, generator (APU GEN) which can nominal capacity: 23 Ah
replace either main generator (GEN 1 and/or GEN 2). nominal voltage: 24 V DC
The APU generator also serves as an independent AC power supply on DC-AC Inverter
ground. One static inverter of 1000 VA nominal power transforms the direct current
technical data: voltage from battery 1 into a single phase 115 V, 400 Hz, alternating
nominal power: 90 kVA current.
nominal voltage: 115/200 V AC, three-phase The static inverter is automatically activated in the event of loss of all AC
nominal speed/frequency: 24000 rpm/ 400 Hz power sources and supplies the AC essential network.
In case of emergency configuration (loss of GEN 1,2 and APU) in flight,
an AC generator driven by a hydraulic motor (CSM/G; Constant Speed
Motor/Generator) supplies the systems required for aircraft control.
technical data:
nominal power: 5 kVA
nominal voltage: 115/200 V AC, three-phase
nominal speed/frequency: 12000 rpm/ 400 Hz
An external power receptacle, in front of the nose wheel well, enables to
connect a ground power source to the electrical network during ground
operation.
DC Power Source
The DC electrical system is normally supplied from the AC electrical
system via Transformer Rectifiers.

ATA 24 Rev.0 Page 3
AC/DC Power Sources - Location

ATA 24 Rev.0
Page 4
PANEL DESCRIPTION
General

ATA 24 Rev.0
Page 5
Panels - Location

ATA 24 Rev.0
Page 6
Electrical Power Panel - Battery voltage is lower than 23V for more than 16 sec.
1 BAT 1 (2) ind. Reset is achieved by switching BAT pb sw to OFF then Auto.
Battery voltage is indicated in white. OFF:
The battery charge control unit is not operating, the battery line contactor
is open.
2 BAT 1 (2) pb sw OFF light illuminates white provided the DC BAT BUS is supplied.
Controls the operation of the corresponding Battery Charge Limiter. Hot buses remain supplied.
Auto: FAULT lt:
The battery charge controller unit automatically controls the Illuminates amber accompanied by ECAM caution activation when the
connection/disconnection charging current for corresponding battery increases at an abnormal rate.
of the corresponding battery to the DC BAT BUS (3 PP) by closure / In this case the battery contactor opens.
opening of the battery line contactor.
• The batteries are connected to the DC BAT BUS in the following
3 IDG 1 (2) (Integrated Drive Generator) pb sw (guarded)
cases:
- APU starting (MASTER SW at ON and N < 95 %). CAUTION :
- Battery voltage below 26.5 V (battery charge). End of charging 1) lf the pb is pressed for longer than about 3 sec damage may occur to
cycle occurs when battery charge current becomes lower than 4 A: the disconnection mechanism.
2) Do not disconnect the IDG when the engine is not running (or in
• on ground, immediately
windmilling) since IDG damages would occur at engine start.
• in flight, after a time delay of 30 mn.
Normally springloaded out.
- Loss of AC BUS 1 and 2 when below 100 KT (EMER GEN not
When pressed the IDG is disconnected from its drive shaft and can only
supplying).
be reconnected by maintenance personnel.
• lf AC BUS 1 and 2 are not supplied, and emergency generator is FAULT lt:
not supplying(during RAT transit and after L / G extension) : Illuminates amber accompanied by ECAM caution activation in case of:
- battery 1 supplies the AC STAT INV bus, and, provided speed is
• IDG oil outlet overheat (above 185_C), or
greater than 50 kt, the AC ESS bus.
• IDG oil pressure low. Inhibited at low engine speed (N2 below
- battery 2 supplies the DC ESS BUS.
14%).
• Notes: In normal configuration the batteries are disconnected
most of the time.
• Notes: A battery automatic cut off logic prevent batteries from
complete discharge when on ground (parking).
• Automatic battery contactors opening occurs when:
- A/C is on ground
- BAT pb sw are at AUTO
- Main power supply (EXT PWR + GEN) is cut off and

ATA 24 Rev.0 Page 7
Electrical Power Panel

ATA 24 Rev.0
Page 8
4 GEN 1(2)pb sw • Both contactors are closed in case of one engine, or APU GEN, or
On: EXT
The generator field is energized and the line contactor closes provided PWR supply.
electrical parameters are normal. OFF:
OFF: Both bus tie contactors open.
The generator field is de-energized and the line contactor opens.
The fault circuit is reset. 7 AC ESS FEED pb sw
FAULT lt: The AC ESS BUS is normally supplied from the AC BUS 1.
Illuminates amber accompanied by ECAM caution activation in the event lt may be supplied by the AC BUS 2 through the AC ESS FEED pb sw.
of: Normal:
• Protection trip initiated by the associated Generator Controi Unit The AC ESS BUS is supplied from AC BUS 1.
(GCU). ALTN:
Note : lf the protection trip is initiated by a differential fault The AC ESS BUS is supplied from AC BUS 2.
the reset actionhas no effect after two attempts. FAULT lt:
• Opening of the line contactor (except if GEN pb sw selected Illuminates amber accompanied by ECAM activation when the AC ESS
OFF). BUS is not electrically supplied.
5 APU GEN pb sw Note: In case of total loss of main generators the AC ESS BUS is
On: automatically supplied by the emergency generator or by the static inverter
The APU generator field is energized and the line contactor closes if the emergency generator is not available.
provided parameters are normal and EXT PWR line contactor is open.
The bus tie contactor 1 and (or) 2 automatically closes if GEN 1 and (or) 8 GALLEY pb sw
GEN 2 are not operative.
AUTO:
OFF: Main galley and secondary galley are supplied.
The generator field is de-energized and the line contactor opens. The main galley is automatically shed in the following cases:
The fault circuit is reset. • In flight: Only one generator is operating.
FAULT lt: • On ground: Single engine generator operation (All galleys are
Same as GEN 1 or 2 FAULT. available when APU GEN or EXT PWR is supplying).
APU GEN FAULT lt is inhibited when APU speed is too low. OFF:
6 BUS TIE pb sw The main galley and secondary galley are not supplied.
AUTO: FAULT lt:
The bus tie contactors (BTC) open or close automatically in order to Comes on amber accompanied by ECAM activation when the load of any
maintain power supply to both AC BUS 1 and 2. generator is above 100 % of rated output.
• One contactor is closed when:
- One engine generator supplies the associated AC BUS bar, and
- The APU GEN or EXT PWR supplies the other side.

ATA 24 Rev.0 Page 9

ATA 24 Rev.0 Page 10
9 EXT PWR pb : (momentary action)

AVAIL lt:
Illuminates green provided
• External power is plugged in, and
• External power parameters are normal.
Momentarily pressed:
-lf the AVAIL lt was on :
• The extemal power line contactor closes
• The AVAIL lt goes off
• The ON lt comes on blue
-lf the ON lt was illuminated:
• The external power line contactor opens.
• The ON lt goes off.
• The AVAIL lt comes on.
Notes:
1. The extemal power has priority over the APU GEN.
The engine generators have priority over the external power.
2. ON lt remains on even when the engine generators supply the
aircraft.


1 MAN ON pb (guarded) 4 EMER GEN TEST pb (guarded)

AUTO : When pressed and held :
When the following conditions are met: • lf AC NORMAL BUSSES are supplied
- AC BUS 1 not electrically supplied and - The EMER GEN is hydraulically powered provided blue electric
- AC BUS 2 not electrically supplied and pump is running.
- Aicraft speed above 100 KTS - The AC ESS BUS and the DC ESS BUS are connected to the
• The RAT extends. emergency generator (the DC ESS SHED and AC ESS SHED busses
• Provided the L /G is up, the CSM / G (constant speed motor / are not powered)
generator) is hydraulically powered by the blue system. - The ELEC page is automatically displayed on ECAM (only on
• As soon as the emergency generator electrical parameters are ground).
within tolerances the emergency generator is connected to the • If BAT only supply the aircraft:
aircraft network. - The AC ESS BUS is powered by the static inverter.
When depressed : 5 GEN 1 LINE pb sw
• RAT extension is manually selected. OFF:
• Emergency generator coupling occurs if the L/G is up with 3 sec. GEN 1 line contactor opens.
delay. The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors.
2 FAULT lt (Used for smoke drill).
llluminates red if the emergency generator is not supplying when: SMOKE lt:
• AC BUS 1 and 2 are not powered and, see ATA Chapter 26.
• Nose L/G is up.

Emergency Electrical Power Panel

1 MAINT BUS Switch

It‘s the control switch for the maintenance bus supply (ground service)
by external power.
ON- (switch electrically held):
• electrically held, provided external power delivers correct
voltage (even if the network is normal supplied)
• switches the AC SVCE bus directly to external power (x)
• switches the DC SVCE bus to TR 2 (x) and
• switches TR 2 directly to external power (x).
(x) only if the network is not normal supplied
OFF- (switch down):
• is done manually or automatically (power not ready) and
• SVCE busses and TR 2 will switched over to their normal supply.
2 External Power Receptacle

serves for connection of an 115/200 V AC ground power unit.
3 EXT PWR NOT IN USE Light (white)

illuminates if the ground power unit delivers correct voltage, but neither
the external power contactor (EPC) nor ground service is switched on.
4 EXT PWR AVAILABLE Light (amber)

illuminates if the ground power unit delivers correct voltage.

Maint Bus Switch / External Power Panel


ECAM ELEC Page

ECAM ELEC Page - Description

ECAM ELEC Page

Warnings/Inhibitions

Warnings/Inhibitions
AC BUSSES SUPPLY
AC BUS 1/2:
The supply of the AC BUSSES 1 and 2 and associated subbusses can
be done by one or separated by two of the AC power sources (
exception: external power and APU generator can‘t supply the busses
simultaneous.)
If there are several power supplies able to deliver correct voltage
simultaneous, the AC BUS 1 (2) are supplied in priority order as follows:
• by the corresponding generator, GEN 1 (2)
• by external power (EXT PWR)
• by the APU generator (APU GEN)
• or by the other generator, GEN 2 (1).
AC ESS BUSSES
Supply of important loads is provided by the AC ESS and AC ESS
SHED busses.
They are normally supplied by AC BUS 1 (AC ESS BUS CNTR 1
closed).
In the event of AC BUS 1 loss, AC ESS BUS and AC ESS SHED BUS
can be manually restored by the transfer of power supply directly from
AC BUS 2.
In the event of AC BUS 1 and AC BUS 2 loss (emergency
configuration), the AC ESS BUS and AC ESS SHED BUS are restored
automatically on the CSM/G when the RAT hydraulic power is available.

In emergency configuration without CSM/G operation (it depends on the
aircraft configuration: speed, landing gear, RAT deployment time), the
AC ESS BUS is supplied by the static inverter (STAT INV), which is
supplied by battery 1 (BAT 1). The AC ESS SHED BUS is no longer
supplied.
AC STAT INV BUS
The static inverter bus (AC STAT INV) is directly supplied by the STAT
INV, if he is in operation.
This is the alternate supply for APU fuel pump, engine ignition and some
important annunciator lights.

Basic Schematic

DC BUSSES SUPPLY GROUND SERVICE SUPPLY

DC BUS 1/2 A ground service circuit enables the supply of AC and DC equipment by
The main DC loads are supplied by DC BUS 1 and DC BUS 2. external power for maintenance purposes, without the necessity of
Each bus is supplied by one transformer rectifier (TR): supplying the whole network (AC SVCE BUS and DC SVCE BUS).
• DC BUS 1 by TR 1 The control takes place through a switch outside the cockpit.
• DC BUS 2 by TR 2. The service busses are also supplied during normal network configuration
There is no connection between the two TR‘s (DC TIE CNTR 2 is which is in priority.
normally open).
If there is a loss of one TR the other takes over automatically the supply
of both DC busses (DC TIE CNTR 1 and 2 are closed).
DC ESS BUSSES
Essential DC loads are supplied by DC ESS BUS and DC ESS SHED
BUS.
They are normally supplied by TR 1 via DC BUS 1 and DC BAT BUS
(ESS DC TIE CNTR is closed). For that the TR 2 must also be in
operation.
If there is a loss of TR 1 and/or TR 2 the ESS TR takes over
automatically the supply of the DC ESS BUS and DC ESS SHED BUS.
For that the ESS TR is supplied by the AC ESS BUS (AC ESS EMER
CNTR 1 is closed).
In emergency configuration or smoke configuration, when the EMER
GEN is in operation, the ESS TR is supplied by this generator. Without
operation of the EMER GEN, BAT 2 automatically takes over the supply
of the DC ESS BUS (STAT INV CNTR is closed). In the last case the
DC ESS SHED BUS is no longer supplied.
DC BAT BUS
The DC battery bus (DC BAT BUS) is normally supplied by TR 1 via DC
BUS 1 (DC TIE CNTR 1 is closed).
If TR 1 is loss TR 2 automatically takes over the supply of the DC BAT
BUS (DC TIE CNTR 1 and 2 are closed).
If there is a loss of both TR‘s (1 and 2) the DC BAT BUS also is power
loss.
If BAT 1 and 2 are the only power sources, the DC BAT BUS is supplied
by them, but only on ground.

Basic Schematic

AC/DC Supply Configuration Chart

Basic Schematic
AC/DC Supply Configuration Chart

Basic Schematic
AC CONTROL
Three identical generator control units (GCU) are installed for the In accordance with the philosophy of the A 320, the pushbutton-
three generator systems (GEN 1, 2 and APU). switches have to be in such a position, that all annunciator lights are
The main functions of the GCU‘s are: extinguished when the network is normal supplied.
• to regulate the generator voltage by the field current. The control of the two bus tie contactors (BTC 1/2) happens
• to protect the network and the generator by control of the automatically. It depends on the position of the other contactors
associated GLC and the generator field current. (GLC 1,2, APU and EPC).
• to provide BITE information to the GPCU. The BTC‘s can be switched off by one common pushbutton-switch
• to control the warnings associated with the corresponding (BUS TIE OFF).
channel. The supply of the AC ESS BUS takes place as follows:
For the CSM/G system a control unit (EMER GCU) enables full • normally by the AC BUS 1 (automatic)
control. • alternative by the AC BUS 2 (manually controlled by the AC
The main functions of the EMER GCU are:
ESS FEED pbsw.)
• to control the servo-valve excitation for speed regulation
• in emergency configuration or smoke configuration by the
• to regulate the generator voltage by the field current
EMER GEN or STAT INV in flight (automatically or manually).
• to protect the network and the generator by control of the
The centralized monitoring of the AC network happens via the
associated GLC and the generator field current.
For the external power system a ground power control unit ECAM system.
(GPCU) serves: Failure informations in detail are given via the CFDS.
• to protect the network by control of the external power
contactor (EPC)
• to provide BITE information from external power and the

three generator systems (1, 2 and APU) to the CFDS.
Mechanical locked respectively spring-loaded pushbutton-
switches on the cockpit overhead panel serve to transmit ON and
OFF signals to the GCU‘s,GPCU, ESS BUS-, BTC‘s- and GLC 1-
switching.
For the emergency generator system one switch serve to manual
control the system in emergency configuration if necessary, and
one switch to initialize an operational test on ground (EMER GEN
TEST).
Two spring-loaded switches are available to control the disconnect
device of the IDG‘s.Annunciator‘s integrated in the pushbutton
switches show the condition of the IDG‘s (drive part and enerator),
external power, essesntial supply, BTC‘s and GLC 1.

AC Control - Basic Schematic

DC CONTROL
The TR‘s (1, 2, ESS) supply their corresponding DC busses (1, 2, ESS)
through contactors, which are automatically controlled by the respective
TR.
In case of a faulty TR the TR-contactor opens automatically and remains
open locked.
A RESET is possible either through the CFDIU via a MCDU, or through
a RESET pb-sw. on the relay-panel 103 VU in the right lateral avionics
compartment.
The contactors (DC TIE CNTR) between the DC busses (1, 2, ESS,
BAT) are controlled automatically through relais logics.
Two identical battery charge limiters (BCL) serve to control each battery
contactor when the corresponding BAT pb-sw. is in the AUTO position.
The battery contactors connect the batteries with the BAT BUS.
The batteries are loaded via the BAT BUS normally through the TR 1, or
supply the BAT BUS if they are the only power supply.
Each BCL includes a BITE and self monitoring system which analyzes
the faults of the internal or peripheral information. Initiation of the test is
possible via the CFDS or at each power up on ground.

Each BCL delivers electrical parameters and warning concerning each
battery to the lower ECAM display unit.
In order to monitor the battery voltage without ECAM available there are
two digital DC volt-meters on the overhead panel. They are directly
connected to each battery via the DC HOT BUS and through a control
C/B.

DC Control - Basic Schematic

ELEC - ECAM/CFDS COMMUNICATION

ELEC - CFDS The parameters from the AC generation systems (1, 2, APU, EXT PWR)
The line and hangar maintenance of the electronic systems in the A are transmitted to the SDAC‘s in digital via two elecrical generation
320/321 is based on the use of the centralized fault display system interface units (EGIU).
(CFDS). The main functions of the EGIU is to process the parameters from the
The purpose of the CFDS is to give the maintenance personal a central GCU and associated generator. The EGIU then transmits the information
maintenance aid for trouble shooting. to the cockpit (ECAM) via the SDAC‘s.
From the MCDU‘s it is possible: Two EGIU‘S are installed on the aircraft.
• to read the maintenance informations One EGIU is associated with the GCU 1 and GPCU. This EGIU receives
• to initiate various tests. parameters in analog and discrete form from:
The electrical power components connected to the CFDS are as follows: • GEN 1 on channel 1 and
• GPCU • external power on channel 2.
• BCL 1, 2 Each channel sends its own parameters to SDAC 1 and SDAC 2 through
• EMER GCU two own isolated ARINC 429 data links.
• TR 1, 2, ESS The second EGIU is connected in the same manner to generator 2 and to
The GPCU and BCL‘s can memorize fault codes and communicate with the APU generator.
the CFDIU via ARINC 429 busses
The EMER GCU and the three TR‘s are connected to the CFDIU by a
discrete link: thus it is only possible to know these systems status (ok or
faulty) during SYSTEM REPORT/TEST sequence.
Note:
The GCU 1, 2 and APU are continuously monitored by the GPCU.
The GPCU stores in the memory the failure codes acquired by the
GCU‘s.
The GPCU can then transmit to the CFDIU all the failure codes thus
acquired together with the failure codes from the GPCU and the external
power system.
ELEC - ECAM
A synoptic of the electrical network and STATUS informations are
displayed on the ECAM system/status display (lower display).
Warnings or cautions appear on the engine/warning display (upper
display).
For that some parameters are given directly by the AC and DC systems
to the SDAC‘s 1 and 2.

ELEC - ECAM/CFDS Communication

Components Location
Components Location
24-20 AC GENERATION

IDG - INTRODUCTION
Each engine (HP rotor) drives its associated main generator through the
accessory gearbox and via an integrated hydromechanical speed
regulator which transforms the engine variable speed into constant
speed for the generator.
Thus the IDG provides a 400 Hz constant supply.

IDG Location

IDG DRIVE SPEED/CONVERSION

General The second machine (main exciter) receives its fields excitation from the
Each engine (HP rotor) drives its associated IDG through the accessory pilot exciter via the voltage regulator in the GCU to a 10 poles stator: this
gearbox. creates a stationary field. Rotating diodes rectify the three phase output of
The IDG can be split into two parts: the main exciter rotor.
• the AC generator which has to be driven at constant speed to This output feeds the main rotor winding.
supply the loads with constant frequency The third machine (main alternator) receives excitation for the rotating
• the drive which transforms the engine variable speed into salient four pole field from the rectified output of the main exciter.
constant speed for the generator. The main alternator has a three phase star connected stator winding. The
The unit is lubricated and cooled by an own oil system. three phases and star point are taken to the generator output terminations.
Drive Operation The generator is designed for use with an external voltage regulator
A mechanical epicyclic differential gear transmits power to the generator forming part of the GCU.
portion of the IDG (input speed: between 4500 and 9150 rpm; output
speed:12000 rpm constant).
The speed of mechanically coupled twin hydraulic sub-assemblies
modify the differential output speed. Each sub-assemblies consists of a
hydraulic swash plate 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 also serves to safeguard the IDG against further damage.
In case of abnormal function of the IDG drive part it is possible to
disconnect the IDG manually. Disconnection is irreversible in flight. The

system can only be reconnected on the ground with engines shut down.
Generator
The generator is a three stage machine with the three component
machines connected in cascade.
The first machine (pilot exciter) is a twelve pole permanent magnet
generator (PMG). The output from the PMG stator winding:
• has a generator excitation function
• provides power for other components of the electrical system of
which the generator forms part (supply of the GCU, EGIU and
the external relays and contactors). The generator is thus ”self-
flashing” and ”self-sufficient”.

IDG Drive/Speed Conversion

IDG OIL SYSTEM

The IDG has a self contained oil system except for the heat-exchanger. A quick fill coupling situated on the transmission casing enables pressure
Positive displacement scavenge pumps pump the oil (via the IDG filter) filling or topping up the unit with oil.
to the aircraft heat exchanger and return it to the IDG. The oil thus introduced flows to the transmission via the scavenge filter
The charge oil supply of cleaned, cooled deaerated oil is provided as a and external cooler circuit. This ensures:
bus. • the priming of the external circuit
This oil supply feeds: • the filtration of any oil introduced.
• the differential hydraulic units An internal standpipe connected to an overflow drain ensures a correct
• the generator quantity of oil.
• the governor You can read the oil level through two sight glasses located on the IDG.
• the control piston One sight glass serves for the CFM 56 engine, the other one for the V
The lubrication jets are individually supplied. 2500 engine.
The deaerator supercharges the inlet of the charge pump with solid oil. Oil temperature sensors monitor the temperature of both the input and
The charge pump pressurizes the oil against the charge relief valve. output oil: they allow overheat detection.
It provides thus regulated supply pressures to: A pressure switch operates in the event of a loss of the charge oil
• the hydraulics pressure.
• the controls In both cases (overheat and loss of pressure) a warning is provided to the
• the differential cockpit.
• the generator
• the various lubrication and cooling nozzles
A differential pressure indicator is provided to show when the filter
element is clogged. The sensing device for the differential pressure is
automatically suppressed during cold oil running conditions: this avoids

spurious operation due to high oil viscosity.
Similarly, a cooler by-pass valve is fitted within the IDG.
The valve opens on a rising pressure to short circuit the cooler during
cold oil operation.
A scavenge pump relief valve limits the supply pressure of the scavenge
system.
A vent valve releases internal case pressure if necessary.

IDG Oil System Schematic


IDG CONTROL/INDICATION
Control and Indicating Circuits
The main parameters of the drive part of the IDG as:
• oil in and oil out temperature
• system pressure and
• drive speed
are continuously monitored by the GCU.
All information (normal and abnormal) which are necessary for the
ECAM system are acquired by the respective electrical generation
interface unit (EGIU)
Controls and Indications
An oil temperature sensor monitors the oil inlet temperature and the
other one the outlet temperature.
The second enables oil temperature ADVISORY and OIL OVERHEAT
detections.
A pressure switch operates in the event of a low charge oil pressure.
In case of:
• abnormally low oil pressure or
• IDG oil overheat (outlet temp. > or = 185 C ),
the warnings are provided to the cockpit:
• FAULT legend on the corresponding IDG pb-sw.
• MASTER CAUTION lights
• single chime and

• messages on the E/WD and SD.
The oil outlet temperature is displayed on the SD ELEC page.
When the oil temperature reaches a predetermined value ( 142 C ), an
advisory mode is available on the SD.
The low pressure warning is inhibited, for IDG input speed below 2000
rpm ( normal input speed range: between 4500 and 9120 rpm).

IDG Control/Indication

IDG Components Location

IDG Oil Cooler Location

APU GENERATOR DRIVE

The APU generator is directly driven by the APU at constant speed.
Lubrication and cooling is done by the APU oil system.

APU Generator Location

IDG SYSTEM CONTROL

General GCR and/or PRR are switched off by the following protection or control
Two identical generator control units (GCU) serve for controlling and functions:
monitoring of the engine driven generator-systems. • GEN pb-switch in OFF,
Their functions are as follows: • FIRE pb-switch (FS) released out during fire procedure,
• regulation of the generator voltage • IDG disconnection (DISC),
• control and protection of the generator-system and network • under-/overfrequency (UF/OF),
• control of various warnings and indications • under-/overvoltage (UV/OV),
• self-monitoring and test of the system (BITE). • differential protection (DP),
Voltage Regulation • shorted rotating diodes (SRD),
The voltage regulation is performed by regulating the generator • shorted PMG (SPMG),
excitation current: • IDG underspeed (US),
the voltage is kept at the nominal point of regulation ( POR ). • incorrect phase sequence (IPS),
The POR is located in the electrical power center at the end of the • open cable (OC),
generator feeder, upstream of the line contactor.
• computer failure
Analog circuits achieve the regulation.
Except for some particular cases the system may be reset by setting GEN
The PMG provides directly the excitation supply via the generator
pb-sw . to OFF than back to On.
control relay ( GCR ). The excitation supply is rectified. Then a chopper
After a differential protection or GLC failure activation the system resetting
amplifier (pulse width modulation) controls the excitation supply.
can only be performed two times via the GEN pb-sw. A further reset is
The regulation is achieved using a signal proportional to the average of
possible via the GCU (DP/BTC RESET).
the three line to neutral voltages at the input.
Warnings, Signalizations and Indications
Protection and Generator Control
The GCU delivers the following outputs for warnings, signalizations and
These functions mainly consists of generator excitation, generator line

indications:
contactor (GLC) control and bus tie contactor (BTC) lockout (DP
• FAULT light in the IDG disconnect pb-sw. when a failure in the
lockout).
IDG drive part is detected,
The excitation is controlled via the GCR. The generator line contactor is
controlled via the PRR (power ready relay) which is energized when: • FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU
when there is an overload condition with one generator,
• the speed is greater than 4320 rpm and,
• FAULT light in the GEN pb-sw. and signal to ECAM via EGIU
• the GCR is closed.
when a failure in the generator system is detected,
Signals received or generated by the GCU control both these relays.
• DISC indication on the ECAM SD when IDG DISC STATUS signal
and IDG DISC PB switch POS signal are both available,
• IDG OIL OUT temperature on the ECAM SD,
• GEN AC LOAD on the ECAM SD.

IDG System Control

Automonitoring and Test (BITE)

This function can be divided into three different parts:
• Test and analysis due to generator tripping.
During a generator tripping (active failure), the GCU:
- identifies the protection which has caused the tripping
(overfrequency,differential protection, etc )
- analyses the conditions in which the tripping has occured
- then, after analysis, determines the origin of the fault (GCU,
wiring, or peripherals).
All these data are stored in a non volatile memory ( NVM ), and are trans
mitted via the GPCU, as a data concentrator, to the CFDIU.
On the ground, they can be displayed via the MCDU.
• Passive failure detection Certain pasive failures, that is those
which do not cause generator tripping, can affect the system
operation (sensors out of limit, CT failures etc).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the
data in a non volatile memory.
As previously, these data can be displayed on the ground, via the
MCDU.
• Maintenance test
It can only be performed on the ground, with the IDG’s shut down.
It completes to a certain extent, the monitoring already described:

the test is performed by exciting (stimuli) the circuits concerned and
analyzing the response.
It is controlled:
- either automatically during the power up
- or manually via the MCDU.
The result of the test is stored in a NVM and can also be displayed on
the ground, on the MCDU.

IDG System Control

APU GENERATION SYSTEM CONTROL

General GCR and/or PRR are switched off by the following protection or control
One generator control unit (GCU) serves for controlling and monitoring functions:
of the APU driven generator-system. • GEN pb-switch in OFF,
Its functions are as follows: • under-/over frequency (UF/OF),
• regulation of the generator voltage • under-/over voltage (UV/OV),
• control and protection of the generator-system and network • differential protection (DP),
• control of various warnings and indications • shorted rotating diodes (SRD),
• self-monitoring and test of the system (BITE). • shorted PMG (SPMG),
Voltage Regulation • APU under speed (US),
The voltage regulation is performed by regulating the generator • incorrect phase sequence (IPS),
excitation current: • computer failure
the voltage is kept at the nominal point of regulation ( POR ). Except for some particular cases the system may be resetted by setting
The POR is located in the electrical power center at the end of the GEN
generator feeder, upstream of the line contactor. pb-sw . to OFF than back to On.
Analog circuits achieve the regulation. After a differential protection or GLC failure activation the system resetting
The PMG provides directly the excitation supply via the generator can only be performed two times via the GEN pb-sw. A further reset is
control relay ( GCR ). The excitation supply is rectified. Then a chopper possible via the GCU (DP/BTC RESET).
amplifier (pulse width modulation) controls the excitation supply. Warnings, Signalizations and Indications
The regulation is achieved using a signal proportional to the average of The GCU delivers the following outputs for warnings, signalizations and
the three line to neutral voltages at the input. indications:
Protection and Generator Control • FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU
These functions mainly consists of generator excitation and generator when there is an overload condition with one generator,
line contactor ( APU GLC) control. • FAULT light in the GEN pb-sw. and signal to ECAM via EGIU
The excitation is controlled via the GCR. The generator line contactor is when a failure in the generator system is detected,
controlled via the PRR (power ready relay) which is energized when:
• GEN AC LOAD on the ECAM SD.
• the speed is greater than 4320 rpm and,
• the GCR is closed.
Signals received or generated by the GCU control both these relays.

APU Generator System Control

Automonitoring and Test (BITE)

This function can be divided into three different parts:
• Test and analysis due to generator tripping.
During a generator tripping (active failure), the GCU:
- identifies the protection which has caused the tripping (over
frequency,
differential protection, etc )
- analyses the conditions in which the tripping has occurred
- then, after analysis, determines the origin of the fault (GCU,
wiring, or peripherals).
All these data are stored in a non volatile memory ( NVM ), and are
transmitted via the GPCU, as a data concentrator, to the CFDIU.
On the ground, they can be displayed via the MCDU.
• Passive failure detection
Certain pasive failures, that is those which do not cause
generator tripping, can affect the system operation (sensors out
of limit, CT failures etc).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the
data in a non volatile memory.
As previously, these data can be displayed on the ground, via the
MCDU.
• Maintenance test
It can only be performed on the ground, with the IDG’s shut
down. It completes to a certain extent, the monitoring already
described: the test is performed by exciting (stimuli) the circuits
concerned and analyzing the response.
It is controlled:
- either automatically during the power up
- or manually via the MCDU.
The result of the test is stored in a NVM and can also be displayed on
the ground, on the MCDU.

APU Generator System Control

EGIU (ELECTRICAL GENERATION INTERFACE UNIT)

associated generator (normal system parameters and failure signals).
The EGIU than transmits the information to the cockpit (ECAM) via the
SDAC’s.
Two EGIU’s are installed on the aircraft.
One EGIU is associated with the GCU 1 and the GPCU.
This EGIU receives parameters in analog and discrete form from:
• GEN 1 on channel 1 and
• external power on channel 2.
Each channel sends its own parameters to SDAC 1 and SDAC 2
through two own isolated ARINC 429 data links.
The second EGIU is connected in the same manner to generator 2 and
to the APU generator.
There is no connection between the EGIU’s and the CFDIU.
Also no failure information are sent to ECAM in case of failures of the
EGIU’s.
When there is a failure of one EGIU channel, all corresponding
parameters, normally seen on the system display, are replaced by
amber crosses.

EGIU Schematic
AC ESS BUS SUPPLY

Normal Supply
The AC ESS BUS is normally supplied by the AC BUS 1 (AC ESS BUS
CONTACTOR 3XC-1 energized).
Condition:
• AC BUS 1 supplied
• AC ESS FEED pb-sw. in NORM
• all contactors, necessary to supply the AC ESS BUS by other
busses or power sources, must be deenergized.
Alternate Supply
In the event of AC BUS 1 loss, the AC ESS BUS can be manually
restored by the transfer of power supply directly from the AC BUS 2 ( AC
ESS BUS CONTACTOR 3XC-2 energized).
Condition:
• AC BUS 2 supplied
• AC ESS FEED pb-sw. in ALTN
• all contactors, necessary to supply the AC ESS BUS by other
busses or
• power sources, must be deenergized.
Emergency Gen Supply
In the event of AC BUS 1 and AC BUS 2 loss (emergency
configuration), the AC ESS BUS is restored on the CSM/G, when the
RAT hydraulic power is available.

As soon as there is control power available from the EMER GCU, the
relay 12XE is energized. Possibly still energized contactor (3XC-1 or
3XC-2) is deenergized. Thereupon the EMER GLC (2XE) can be
energized.

AC ESS Bus Supply Schematic

CSM/G ENGAGEMENT
Description
The extension of the Ram Air Turbine (RAT), for supplying the blue
hydraulic system in electrical emergency configuration, can be done via
two solenoids.
The control of the solenoids is as follows:
Solenoid 1:
• automatically dependent on the configuration of the electrical
network and aircraft
• manually by operating of the HYD RAT MAN ON pb-sw. on the
hydraulic panel 40VU.
Solenoid 2:
• manually by operating of the RAT & EMER GEN MAN ON pb-
sw. on the EMER ELEC PWR panel 21VU.
The automatic control of solenoid 1 happens, when:
• AC BUS 1 and 2 are not supplied
• A/C speed >100 kts (ADIRU 1) and
• battery 1 installed (Bus 703 PP supplied).
During the operational test of the CSM/G the above described control
logic is simulated by operating of the EMER GEN TEST pb-sw., without
extension of the RAT.

CSM/G Engagement Logic

RAT Extension
The extension of the Ram Air Turbine (RAT), for supplying the blue
hydraulic system in electrical emergency configuration, can be done via
two solenoids.
The control of the solenoids is as follows:
Solenoid 1:
network and aircraft
• manually by operating of the HYD RAT MAN ON pb-sw. on the
hydraulic panel 40VU.
Solenoid 2:
sw. on the EMER ELEC PWR panel 21VU.
The automatic control of solenoid 1 happens, when:
• AC BUS 1 and 2 are not supplied
• A/C speed >100 kts (ADIRU 1) and
• battery 1 installed (Bus 703 PP supplied).
During the operational test of the CSM/G the above described control
logic is simulated by operating of the EMER GEN TEST pb-sw., without
extension of the RAT.
RAT & EMER GEN FAULT Control
The RAT & EMER GEN FAULT light (red) on the panel 21VU
illuminates, when:
• AC BUS 1 and 2 not supplied
• ESS TR not supplied and
• nose landing gear up and locked.
The control signal is delivered by both Battery Charge Limiters (BCL).

RAT Extension and CSM/G Control Logic

CSM/G CONTROL
The emergency generation system mainly consists of:
• the Constant Speed Motor/Generator (CSM/G)
• a Generator Control Unit (EMER GCU).
The CSM/G contains a hydraulic motor and an AC generator
(emergency generator).
The hydraulic motor drives the generator. A servo valve speed regulator
controls the speed of the hydraulic motor.
It transforms the oil flow of the blue hydraulic system into a constant
speed for the emergency generator.
In emergency configuration the blue hydraulic system is pressurized by
a Ram Air Turbine (RAT).
Note: Normally the blue hydraulic system is supplied by an electrical
pump (normal electrical power configuration and during the CSM/G test).
The functions of the EMER GCU are:
• control of the servo valve for the speed regulation of the CSM
• voltage control of the emergency generator
• protection of the generator system
• control of the solenoid valve for the hydraulic supply of the CSM.
There are three modes to get the EMER GEN into operation:
network and aircraft (AUTO CSM/G CONTROL LOGIC)

sw.
• manually by operating of the EMER GEN TEST pb-sw. (push
and hold).
In the first two cases the starting of the CSM/G is only possible with
nose landing gear up and locked (relay 3PH deenergized).
As soon as the generator system is power ready, control power for the
corresponding contactors is available from the GLC CONTROL CKT.
The EMER GCU (type 3 system) can be tested through the CFDIU via
the MCDU.

CSM/G Control Schematic

EMER GCU - CFDS UTILIZATION

The GCU of the emergency generator system can be tested through the
CFDS.
The menu on the MCDU is displayed on the following page.
There is only one menu item: ”TEST”.
If the protection circuits work correct during the test, the message ”TEST
OK” appears on the MCDU.
In the case of a negative test result the message ”GCU EMER” with ATA
chapter is displayed.

EMER GCU - CFDS Utilization

CSM/G Location

STATIC INVERTER CONTROL

The static inverter serves to supply:
• the APU fuel pump (alternate supply)
• engine ignition (alternate supply)
• one annunciator light transformer (alternate supply) and
• the AC ESS BUS (in flight only), if there is no other power source
available except the batteries.
The static inverter transforms 28 V DC into 115 V AC (single phase),
400 Hz. Nominal power is 1000 VA.
On the ground (speed < 50 kts), to get the static inverter into operation
(e.g. for an APU start), both batteries must be switched on (contactors
6PB1 and 6PB2 energized).
To check the static inverter on ground, the electrical network is switched
off, included the batteries. After that, when the EMER GEN TEST pb-sw.
on the EMER ELEC PWR panel is pushed and hold, a condition is
simulated ( A/C speed >50 kts), in which the static inverter goes into
operation automatically and supplies the AC ESS BUS.
Thereby a part of the ECAM system goes into operation and the
electrical parameters of the static inverter (voltage and frequency) can
be checked via the E/WD (single display operation).

Static Inverter Control Schematic

GALLEY SUPPLY CONTROL

The supply of the galley loads ( power = 50 kVA) is divided into two
groups:
• Main Galley supply (40 kVA)
• Secondary Galley supply (10 kVA).
The on and off switching and monitoring of the system takes place via a
common pushbutton switch on cockpit overhead panel.
The supply of the galley loads depends on the supply of the electrical
network in flight or on ground.
All galley loads are supplied, when the following power sources are in
operation:
• external power
• two generators
• APU generator on ground.
Only the secondary galley loads are supplied, when the following power
sources are in operation:
• one engine generator (ground or flight)
• APU generator in flight.
The FAULT light in the GALLEY pb-sw. illuminates, when one of the
three generator systems (IDG 1,2 or APU) signals an overload condition
(discrete from the GCU).
When there is an overload condition with the APU generator system
during ground operation, the complete galley loads are automatically

switched off (relay 4XA is energized and locked via the GALLEY pb-
sw.).
A reset of the galley loads is possible via the GALLEY pb-sw. (first OFF
than on again).

Galley Supply Control

24-30 DC GENERATION

TR-UNIT
Each Transformer Rectifier Unit (TR) is supplied with 115 V AC/ 400 Hz,
three phase.
Its nominal current output is 200 A at a voltage of 28 V DC.
The TR’s are switched to the corresponding DC busses via contactors,
which are controlled by the TR’s itself.
In case of overheat ( >171 _C) or minimum current detection ( < 1 A),
the TR contactor is switched off and locked open via the latching relay K
1.
For TR 2 an open latching of the contactor after minimum current
detection is inhibited during ground service operation (contactor 3PX
energized).
RESET of a TR is possible either via the CFDS or a common RESET
pb-sw.(15PU) on the relay panel 103VU in the middle right avionics
compartment.
Parameters of voltage and current of a TR are delivered to the ECAM
system by the TR and are displayed on the system display (SD).

TR Unit Schematic

TR-CONTACTOR CONTROL
The TR CNTR’s 5PU1,2 and 3PE serve for connecting the DC BUSSES
1, 2 and ESS with their corresponding TR.
The ON switching conditions are:
• no TR fault and
• 28 V DC TR output
For the switching logic of TR 2 contactor a third condition is necessary:
5PU2 is only switched on, when the AC supply for TR 2 comes from AC
BUS 2 (contactor 14PU energized) and not from ground service.

TR Contactor Control
TR-UNIT - CFDS UTILIZATION

When a TR has been switched off automatically due to a failure, its
contactor keeps open latched.
A reset is possible via the CFDS, as it is seen on the next page.

TR-Unit - CFDS Utilization

DC TIE CONTROL
DC TIE CNTR 1 (1PC1) Control
The contactor is normally energized and serves for connecting the DC
BAT BUS to the DC BUS 1.
DC TIE CNTR 2 (1PC2) Control
The contactor is normally deenergized and energized if TR 1 or TR 2 is
lost or contactor 1PC1 is faulty.
The FIN’s in the logic in detail stand for the following components:
• 1PC1 = DC TIE CNTR 1
• 4PC = ESS DC TIE CNTR
• 1PP = DC BUS 1
• 2PP = DC BUS 2
• 5PU1 = TR 1 CNTR
• 1XP = AC BUS 1
• 2XP = AC BUS 2

DC Tie Control
DC ESS BUS NORMAL SUPPLY

The DC ESS BUS is normally supplied by the DC BUS 1 via the DC
BAT BUS (ESS DC TIE CNTR 4PC energized). The conditions therefor
are:
• TR 1 supplies DC BUS 1 (contactor 5PU1 energized)
• DC TIE CNTR 1 energized, DC TIE CNTR 2 deenergized)
• DC BUS 1 supplied (28 V DC)
• ESS TR not in operation (contactor 3PE deenergized).
The ESS DC TIE CNTR (4PC) is deenergized, if:
• TR 1 and/or 2 are/is lost (contactors 1PC1 and 1PC2 energized),
or
• in emergency configuration (contactor 3PE energized), or
• DC TIE CNTR 1 (1PC1) faulty.
The FIN’s in the logic in detail stand for the following components:
• 4PC = ESS DC TIE CNTR
• 3PE = ESS TR CNTR
• 1PP = DC BUS 1

DC ESS Bus normal Supply

BATTERY CONTROL
General • In flight, when the electrical emergency configuration is initiated,
Two Ni-Cd batteries are installed as DC power sources. Each of them the APU start sequence is inhibited during 45 seconds (CNTR
has a capacity of 23 Ah. 5KA inhibited).If the CSM/G comes on line before 45 sec., the
They are used for: APU start sequence is available as soon as the CSM/G is coupled
• start of the APU on ground and in flight, or to the network.
• supplying parts of the AC/DC network in emergency The APU start sequence is also inhibited in emergency configuration,
configuration, during RAT deployment and when the when the landing gear is extended.
emergency generator is not in operation (configuration with • After a battery or BCL failure, or after battery voltage < 22 V, the
landing gear down). battery contactor opens and remain latched open. A reset is
Control possible by pushing the appropriate BAT pb-sw. to OFF and back
Each battery system contains a battery charge limiter (BCL), which to AUTO.
controls the corresponding battery contactor (BC). Therefor the BAT pb- • The EMER GEN FAULT light on the EMER ELEC PWR panel is
sw. (cockpit overhead panel) must be in pos. AUTO (pressed in): contrlled by BCL 1 and 2. It illuminates, when:
• BC (BAT CNTR) 1 (2) closed, when: - AC BUS 1 and 2 power loss
- battery voltage < 26,5 V and BAT BUS voltage > 27 V, or - nose landing gear up and locked
- APU start (APU master switch ON and APU speed < 95%), or - ESS TR CNTR (3PE) not energized.
- no AC power available (AC BUS 1 and 2 power loss) and A/C • All parameters of the batteries for ECAM (indications and failure
on ground (LGCIU) or A/C speed < 100 kts (ADIRU 1). messages) are delivered by the BCL’s in digital form.
• BC 1 (2) open, when: • All failure messages from the BITE’s (including static inverter fault)
- charge current < 4 A (BAT SHUNT),or are delivered to the CFDIU in digital form.
- charge current rate > 0,4 A/min. during a charge current
between 10 A and 200 A (thermal runaway) (BAT SHUNT), or

- charge current > 150 A for > 90 sec. (BAT SHUNT), or
- discharge current > 150 A (BAT SHUNT), or
- BCL failure (e.g. internal short), or
- battery voltage < 22 V (to prevent complete discharge of the
battery) on ground.

Battery Control
BCL - CFDS UTILIZATION

The battery charge limiter (BCL) includes a BITE system type 2, which
enable it to store failure messages in a memory.
The messages can be read out via the CFDS.
Also the BCL can be checked via the CFDS.
Note: During the BCL test, the BAT FAULT light and the RAT & EMER
GEN FAULT light on the overhead panel illuminate for about 6 seconds.
The menu on the MCDU for the BCL is shown on the next page.

BCL - CFDS Utilization

24-40 EXTERNAL POWER

GENERAL
AC BUS 1 and AC BUS 2 are supplied by external power, when the
EPC and BTC 1 and 2 are energized.
Controls for the external power system are in the cockpit on the
overhead panel and on the ground control panel.
CONTROL CIRCUITS
Energizing of the EPC depends on correct voltage from the external
power unit (EPU). It is checked by the ground power control unit
(GPCU).
The control power is available, when the power ready (PR) circuit is
energized in the GPCU.
It is delivered via:
• EGIU 1 (channel 2, EXT PWR CTL circuit) and
• EPC AUX CTL RLY (5XG) and
• a control circuit consisting of aux. contacts of GLC’s and BTC’s
(GLC.BTC LOGIC).
INDICATING CIRCUITS
As soon as the external power unit delivers correct voltage at the
receptacle, the AVAIL light in the EXT PWR pb-sw. and the EXT PWR
AVAIL light on the receptacle panel illuminate.
After energizing the EPC the AVAIL light in the switch extinguishes and
the ON light illuminates.
The EXT PWR NOT IN USE light on the receptacle panel illuminates,
when neither the EPC nor the AC GND SPLY CNTOR (12XX) is
energized.

External Power Control

AC GEN - CFDS UTILIZATION

All AC GENeration computers (GCU 1,2, APU and GPCU) include a
BITE system type 2, which enable them to store failure messages in a
memory.
Also they can be checked via the CFDS.
The GPCU is the interface between the GCU’s and the CFDIU. The
GCU’s are continuously monitored by the GPCU.
The GPCU stores in the memory the failure codes acquired by the
GCU’s.
The GPCU can then transmit to the CFDIU all the failure codes thus
acquired together with the failure codes from the GPCU and the external
power system. The menu of the AC GEN system on the MCDU is shown
on the next page.
Note: The TEST is only possible on ground with engines and APU shut
down.

AC GEN - CFDS Utilization

GROUND SERVICE CONTROL

An AC and DC ground/flight distribution network can be supplied:
• either normally from the aircraft network
• or directly by the external power unit and TR 2 upstream of the
EPC, in ground service configuration.
In ground service configuration this network can be supplied without
energizing the whole aircraft network.
Supply selection for ground service network is controlled from panel
2000VU,MAINT BUS switch.
In ON position the switch is electromagnetically latched, if the GPCU
delivers correct control voltage (power ready, PR).
The normal supply configuration has a priority on the ground service
configuration (relay 7XX energized by AC BUS 202XP-C), but the switch
remains in ON,until there is no longer power ready.
An overheat of TR 2 results in the automatic unlatching of MAINT BUS
ON switch. This entails the cut-off of ground distribution network.

Ground Service Control

24-50 LOAD DISTRIBUTION

The following Load Distribution Schematic shows the whole architecture
of the electrical network of the A 320/A 321.
Most of the electrical loads are supplied by main busses or power
sources via sub busses.
All the switching elements (relais, contactors) are shown in deenergized
condition;
that means:
• aircraft on ground and
• no electrical power supply available.

Load Distribution Schematic

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Maintenance Training Organization

ATA 24 ELECTRICAL POWER

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

24-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 BCL - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . 91

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

AC/DC Power Sources - Location

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Electrical Power Panel

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Electrical Power Panel

9 EXT PWR pb : (momentary action)

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Electrical Power Panel

1 MAN ON pb (guarded) 4 EMER GEN TEST pb (guarded)

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Emergency Electrical Power Panel

1 MAINT BUS Switch

2 External Power Receptacle

3 EXT PWR NOT IN USE Light (white)

4 EXT PWR AVAILABLE Light (amber)

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maint Bus Switch / External Power Panel

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

ECAM ELEC Page

ECAM ELEC Page - Description

ECAM ELEC Page

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

automatically on the CSM/G when the RAT hydraulic power is available.

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

DC BUSSES SUPPLY GROUND SERVICE SUPPLY

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

AC/DC Supply Configuration Chart

AC/DC Supply Configuration Chart

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

• to provide BITE information from external power and the

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

AC Control - Basic Schematic

possible via the CFDS or at each power up on ground.

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

DC Control - Basic Schematic

ELEC - ECAM/CFDS COMMUNICATION

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

ELEC - ECAM/CFDS Communication

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

IDG DRIVE SPEED/CONVERSION

disconnect the IDG manually. Disconnection is irreversible in flight. The

Maintenance Course-B2 Issue 1 ELECTRICAL POWER Issue date 24.06.2008

IDG Drive/Speed Conversion