Dash 8 Classic 24 ELEC Dec 2017 R00 BW

Dash-8 Series 100/200/300 Technical Training Manual
Aircraft Electrical Power
CHAPTER
24
CONTENTS AC 400 HZ SYSTEM 52

NORMAL OPERATION 52
STATIC INVERTERS 54
ELECTRICAL POWER SYSTEMS 4 PARALLELING CONTROL BOX 54
CONTROL PANELS 6 AUTOTRANSFORMERS56
INVERTER CONTROL 56
MAIN AND AUXILIARY BATTERIES 8 POWER MONITORING 58
OPERATION10 INVERTER FAILURE 58
BATTERY VENTING 16 INVERTER FAULT ISOLATION LOGIC SB 8-24-87 60
BATTERY TEMPERATURE MONITOR SYSTEM 18
OPERATION20 APU DC GENERATORS 64
FAULT INDICATIONS 66
BATTERY CHARGER SYSTEM (SOO 8095) 22
OPERATION22 ELECTRICAL LOAD DISTRIBUTION 68
LEFT DC CIRCUIT BREAKER PANEL 68
DC POWER SYSTEM 24 RIGHT DC CIRCUIT BREAKER PANEL 70
BUS SYSTEM 24 115V AC VARIABLE FREQUENCY CIRCUIT BREAKER PANEL70
STARTER−GENERATOR 26
DC CONTACTOR BOX 30 AVIONICS CIRCUIT BREAKER PANEL 72
TRANSFORMER−RECTIFIER UNITS 32
GENERATOR OPERATION 34
TRU OPERATION 36
EXTERNAL DC POWER 36
AC VARIABLE FREQUENCY SYSTEM 38
GENERATOR40
GENERATOR CONTROL UNIT (GCU) 42
AC CONTACTOR BOX 42
CONTACTORS44
AC CONTROL 46
ABNORMAL OPERATION 48
GENERATOR FAILURE 48
EXTERNAL AC POWER 50
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For Training Purposes Only
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THIS PAGE INTENTIONALLY LEFT BLANK
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ELECTRICAL POWER SYSTEMS BUS SYSTEM
Electrical Power is provided by the following systems: Electrical power is distributed by the following bus system:
DC SYSTEM • L and R DC Essential buses.

• L and R DC Main buses.
A direct−current (DC) generation system which provides 28 volts, • L and R DC Secondary buses.
generated by two engine−driven DC starter−generators and from a • L and R AC 115V, 400 Hz buses.
variable frequency AC system through two transformer−rectifier • L and R AC 26V, 400 Hz buses.
units. • L and R AC 115/200V Variable Frequency buses.
• A battery bus on the Co-Pilot’s DC panel
These power sources are supplemented by two nickel−cadmium
(Nicad) batteries, one of 40 ampere−hour capacity, the other of 15
ampere−hour capacity. (Two 40 ampere−hour batteries with SOO
8070 incorporated). Provisions are included to power the system
from an external (ground) power source.
Variable Frequency System
The variable frequency power system provides 115/200 volts, 3−

phase alternating current power from two engine−driven AC genera−
tors. Provisions are also included to power this system from an
external (ground) power source.
AC 400 HZ SYSTEM
An 400 Hz system provides 115 volts single phase power, generat−

ed by three solid−state inverters using 28 volts DC input. Two step−
down autotransformers with 115 volt input from the inverter system
provide 26 volts 400 Hz single phase power.
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DC STARTER
GENERATOR
(LEFT ENG. SAME)
AC GENERATOR
(LEFT ENG. SAME)
TRANSFORMER
RECTIFIER UNITS
BATTERIES
CIRCUIT BREAKER
FTSD202400a_001
CONSOLES (L & R)
DC CONTACTOR
BOX (ON FWD
PRESS BLKHD)
Electrical Power Component Locations
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CONTROL PANELS
The electrical power systems are controlled by switches on the DC

CONTROL and AC CONTROL panels on the overhead console.
Adjacent to the two control panels are two power monitoring panels
labeled DC SYSTEM and AC SYSTEM respectively, which provide
digital voltage and load readouts for the systems.
CIRCUIT BREAKER PANELS
Circuit breaker consoles are installed beside the pilot and copilot
seats, outboard side. The circuit breaker panels for the DC main,
essential and secondary buses are mounted on the top surfaces;
left buses on the pilot side, right buses on the copilot side.
The consoles each contain three shelves which mount the 400 Hz
inverters and other power−related equipment.
The avionics circuit breaker panel is mounted above and behind the
pilot’s circuit breaker console, on the rear flight compartment bulk−
head at Station X 111.05. The 115 V AC variable frequency circuit
breaker panel is mounted on the copilot’s side in a similar position
on the rear flight compartment bulkhead.
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A B
B
B
B
400Hz INVERTERS
PRIMARY
SECONDARY
FTSD202400a_002
AUXILIARY
A
CIRCUIT BREAKER
CONSOLES
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MAIN AND AUXILIARY BATTERIES SEALED LEAD ACID BATTERIES
GENERAL The two nickel−cadmium batteries can be replaced by two sealed

lead acid batteries. If this mod is incorporated the battery tempera−
The battery system consists of two nickel−cadmium batteries, with ture monitor and the sump jar are removed as they are no longer
venting and temperature monitoring equipment, current metering required
shunts, power contactor and their control circuits. The batteries are
mounted in the lower left section of the nose compartment on shelf BATTERY CONTROL CIRCUIT
Z97.00, parallel to the aircraft centerline forward of the lower pres−
sure bulkhead. The main and auxiliary batteries are connected directly to their
respective buses. They are connected to the essential buses
The main, or right battery, has a capacity of 40 ampere−hours, and through contactor which are manually controlled by the battery mas−
is mounted in the forward position. The auxiliary (left) battery has a ter switch.
capacity of 15 ampere−hours and is installed at the rear of the main
battery. (SOO 8070 replaces the 15 ampere−hour battery with a 40 The batteries are connected to the main feeder buses through con−
ampere−hour battery in the auxiliary position). Both batteries are tactor which are controlled by the MAIN and AUX battery switches.
secured to their mounting trays by tie−down bolts. These contactor are also controlled by the DC generation system
and the external DC power control circuits.
The two battery cases are commonly vented to atmosphere through
a sump jar. The jar is mounted aft of the frame at X−4.5, left hand The left (auxiliary) battery is connected to the left essential bus
side, and is connected to the battery cases and outside air by hoses through left essential bus contactor K3 and isolation diode CR5.
and a tee union. The negative side each of the battery is connected Charging current for the left battery is provided from the left main
through separate battery metering shunts to airframe (ground) on feeder bus through isolation diode CR1 and left battery bus contac−
the underside of shelf Z112.00 above the batteries. tor K7.
Each battery is equipped with two temperature sensor which is con−

nected to a temperature monitoring system. The battery contactors,
control relays, and circuit breakers are located in the DC contactor
box which is mounted on the forward side of the upper pressure
bulkhead.
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11 12 1 2
10
Y12.50 LEFT
WALL OF 4
WHEEL WELL
Callout Key
1. Auxiliary Battery
2. Unused Vent (Capped)
3. Auxiliary Battery Cable
5 4. Main Battery Cable
5. Breather Tube To
Main Battery
6. Temperature Monitor
Cable
7. Sump Jar
8. Overflow Valve
6 9. Airplane Skin LIne
FTSD30600a_016
10. T-Connector
11. Main Battery
7
12. Breather Tube To
Auxilliary Battery
9 8
Battery Venting System
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BATTERY CONTROL CIRCUIT CONT’D OPERATION
The right (main) battery is connected to the right essential bus Actuation of the BATTERY MASTER switch on the DC CONTROL
through right essential bus contactor K4 and isolation diode CR4. It is panel energizes essential bus contactors K3 and K4, connecting the
directly connected to the right main feeder bus through right battery auxiliary (left) battery to the left essential bus through diode CR5,
bus contactor K8. The right main battery also powers the BATTERY and the main (right) battery to the right essential bus through diode
PWR bus on the right (essential) DC circuit breaker panel through a CR4. Simultaneously, power becomes available at the MAIN BATT
circuit breaker (CB74) located in the DC contactor box. The left and and AUX BATT switches, through the Bus Bar Protection Unit
right essential buses are connected by the BUS TIE circuit breakers (BBPU) and the BUS RESET switch.
located on the pilot’s and copilot’s essential DC circuit breaker pan−
els. Operation of the AUX BATT and MAIN BATT switches energizes
battery contactor K7 and K8. Both are interlocked through K15 to
All control switches for the battery system are located on the DC prevent actuation if the aircraft is on external power (unless CSI
CONTROL panel located in the overhead console. The BATTERY 82066 is installed). Contactor K7 provides a diode−protected charg−
MASTER switch operates four separate circuits, providing a ground ing path for the auxiliary battery from the left main feeder bus.
return to essential bus contactors K3 and K4 (powered from the left Contactor K8 connects the main battery directly to the right main
and right battery buses), and power to the auxiliary and main battery feeder bus.
switches; this power is supplied from the left and right essential
buses through the bus bar protection unit and its reset switch. The
AUX BATT and MAIN BATT switches operate battery bus contactor
K7 and K8 through normally−closed contacts of the external power
interlock relay K15.
A customer option (CSI 82066) inhibits relay K15, leaving the

batteries “on line” to permit charging from the external DC power
source.
The MAIN BUS TIE switch is normally lever−locked in the open or

OFF position. In emergency situations it is selected ON to energize
the main bus tie contactor K21.
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A
A
UPPER PRESSURE
BULKHEAD
DC CONTACTOR
BOX
BATTERY METERING
SHUNTS
LOWER PRESSURE
BLKHD
SUMP JAR AUXILIARY BATTERY

MAIN BATTERY
FTSD202400a_005
A
A
P/O OVERHEAD CONSOLE
Battery System Component Locations
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OPERATION CONT’D
When K7 or K8 are de−energized (batteries disconnected from the Current flow in each battery (charge or discharge) is continuously
buses) their auxiliary contacts 13/14 provide a ground connection to monitored on the DC SYSTEM panel in the overhead console. The
the caution lights panel to turn on the AUX BATT or MAIN BATT two battery shunts are connected to the MAIN BATT LOAD and
warning lights. AUX BATT LOAD on the DC SYSTEM power monitor panel, which
indicate current flow expressed as a percentage factor of the rated
With the battery switches on and the contactor energized, the right load.
main feeder bus and right main distribution buses are powered for
the operation of any system connected to them, including right The rated load for the batteries is 100 amperes. A readout of 1.00
engine start operation. To power the left main feeders and left distri− indicates full load, 0.50 indicates half load; a reading of 1.20 indi−
bution buses from the right battery the MAIN BUS TIE switch is set cates a twenty percent overload. Max. readout is + or − 1.99. A
to on to energize the main bus tie contactor K21. The contactor is discharge condition is indicated by a flashing minus sign (−) preced−
energized from the right essential bus, through the bus bar protec− ing the readout.
tion unit.
NOTE:
Bus tie contactor K21 is normally operated automatically by the
Generator Control Unit Manual selection of the bus tie switch is
necessary for battery operation only.
When CSI 82066 is installed and the battery switches turned on, the
external DC power source (when applied to the buses) supplies
charging current to the batteries.
CAUTION:
IF CSI 82066 IS INSTALLED AND THE BATTERIES ARE
SELECTED ON WITH EXTERNAL POWER APPLIED, THE BAT−
TERY CHARGE RATE AND TEMPERATURE MUST BE CONTIN−
UALLY MONITORED TO ENSURE THAT BATTERY TEMPERA−
TURE LIMITS ARE NOT EXCEEDED.
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MAIN BUS
LEFT MAIN TIE CONTACTOR RIGHT MAIN
FEEDER BUS FEEDER BUS
MAIN BUS
K21 TIE SWITCH
LEFT RIGHT
ESSENTIAL ESSENTIAL
BUS ESS BUS TIE BUS
CR5 CR4
RESET
CR1
BUS BAR
PROTECTION
AUX BATT UNIT MAIN BATT
SWITCH SWITCH
14 14
K7 K8
13 13
EXT EXT
L BATT K15 PWR PWR K15 R BATT
BUS INTLK INTLK BUS
CONTACTOR CONTACTOR
BATTERY
MASTER
SWITCH
K3 K4
L ESS BUS R ESS BUS
CONTACTOR CONTACTOR
AUX BATT P/O CAUTION MAIN BATT

LIGHTS PANEL
LEFT BATTERY RIGHT BATTERY

FTSD202400a_006
BUS BUS
LEFT CURRENT RIGHT

BATTERY MONITORING BATTERY
CIRCUITS
DC SYSTEM
LEFT PANEL RIGHT
SHUNT SHUNT
Battery System Schematic
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FLIGHT L MAIN DIST BUS R MAIN DIST BUS

COMPARTMENT
CR3 CR2
L SEC DIST BUS R SEC DIST BUS
L ESS R ESS
BUS BUS
LEFT RIGHT
(NO. 1) CR5 CR4 (NO. 2)
GENERATOR GENERATOR
K1 K2
K21
LEFT MAIN CR1 RIGHT MAIN
K5 FEEDER BUS FEEDER BUS K6
L SECONDARY K22 F5 R SECONDARY

K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR
F1 F3 F4 F2
BOX ASSEMBLY
AC LEFT RIGHT AC
VAR TRU TRU VAR
FTSD202400a_006a
L BATT R BATT
BUS BUS
LEFT RIGHT EXTERNAL

BATTERY BATTERY POWER
RECEPTACLE
DC Electrical
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BATTERY VENTING
The battery venting system consists of the battery sump jar,

breather tubes from the two batteries, and the overflow vent through
the aircraft skin to atmosphere.
The sump jar is made of styrene plastic and consists of two sepa−
rate parts. The top is mounted to the left wheel well web forward of
the main battery and contains two vent pipe fittings, one connected
to the battery breather tube, the other to the overflow vent. The
bottom part of the sump jar screws into the top and is held in place
by two halfclamps, also attached to the wheel well web.
The jar contains a pad soaked with a boric acid solution which neu−
tralizes any fumes or electrolyte spillovers from the batteries.
The batteries are each equipped with two vents, one of which is
capped and unused. The breather tubes from the batteries are
plastic tubes joined at a tee connector, which in turn is connected to
a fitting on top of the sump jar. The tubes are clamped at various
places to prevent movement and/or damage.
The second vent fitting on the sump jar is connected through a plas−
tic tube, the end of which forms the overflow vent through the air−
craft skin on the bottom of the nose section. It is clamped to pre−
vent movement and the end is cut flush with the aircraft skin.
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11 12 1 2
10
Y12.50 LEFT
WALL OF 4
WHEEL WELL
Callout Key
1. Auxiliary Battery
2. Unused Vent (Capped)
3. Auxiliary Battery Cable
5 4. Main Battery Cable
5. Breather Tube To
Main Battery
6. Temperature Monitor
Cable
7. Sump Jar
8. Overflow Valve
6 9. Airplane Skin LIne
FTSD30600a_016
10. T-Connector
11. Main Battery
7
12. Breather Tube To
Auxilliary Battery
9 8
Battery Venting System
12-00-05
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BATTERY TEMPERATURE MONITOR SYSTEM
GENERAL
The battery temperature monitor system provides continuous tem− The input of each overheat warning circuit which drives the warning
perature indication and overheat warning indication for each battery. lights is similarly connected to the overheat temperature sensor
The system consists of a battery temperature monitor and four thermistor installed on the related battery. The circuit is essentially a
temperature sensors. Two sensors provide temperature information comparator with a set point equal to 65 degrees C. If the thermistor
to the monitor, and two operate indicator lights on the warning lights resistance exceeds a value corresponding to 65 degrees C, the cir−
panel. The lights are labeled MAIN BAT HOT and AUX BAT HOT. cuit applies a positive voltage to the related MAIN BAT HOT or AUX
BAT HOT warning light.
BATTERY TEMPERATURE MONITOR
A second input is applied to the overheat warning circuit from the
The battery temperature monitor is identified BATTERY TEMPERA− related indicator driver circuit if the indicated temperature exceeds
TURE, and is located on the overhead console. Panel lighting is 65 degrees C, ensuring operation of the overheat light in event of
provided by integral lamps. failure of the overheat warning temperature sensor.
The monitor contains two temperature indicators, indicator driver cir− The built−in test equipment (BITE) provides a continuous self−check
cuits, overheat warning circuits and built−in test equipment (BITE) of the temperature monitor circuits and visual indication of open or
which includes sensor fail indicator lamps and a test switch. shorted overheat light sensor circuits by turning on the applicable
The temperature indicators on the monitor are labeled MAIN and yellow SENSOR FAIL light. An open or shorted display sensor is
AUX, and separately monitor the temperature of the two batteries. indicated by only the affected yellow 60 degrees C segment turning
The displays consist of colored oval−shaped LED’s, arranged above on.The test switch is a combined pushbutton/2−position momentary
and below a horizontal temperature scale. toggle switch labeled TEST, located on the face of the monitor
panel. The switch energizes the BITE circuits and simulates prede−
The scale is graduated in Celcius from 15 to 80 degrees C. The termined conditions and failures for manual check of selected cir−
displays are colored green from 15 to 50 degrees C, yellow from 50 cuits and displays.
to 65 degrees C _ , and red from 65 to 80 degrees C, correspon−
ding to normal, caution and danger operating ranges.
The input of each indicator driver circuit is connected to the display

temperature sensor installed in each battery. The circuit responds to
temperature−related changes in resistance of the thermistor to gen−
erate a drive signal proportional to the sensed temperature. The
driver circuit output is connected to the related indicator.
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AUX MAIN
BAT A A A A BAT
HOT HOT
WARNING
LOGIC LIGHTS
CIRCUIT PANEL
10 11
ABC P J HGF E L MNR
WARNING
LTS CONTROL
UNIT
BATT TEMP
IND
(L8)
5
CB2
BATT TEMP 28V DC
CAUT LTS R ESS BUS
(M8)
5
CB1
HI 5V DC OVERHEAD
LO PANEL LIGHTING
DISPLAY SENSOR
F C BE EB CF
FTSD202400a_007
T OVERHEAT SENSOR T
T T
AUXILIARY MAIN
BATTERY BATTERY
B a t t e r y M o n i t o r Te m p e r a t u r e S y s t e m S c h e m a t i c
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OPERATION MODE 3.
Operation of the battery temperature monitor is automatic and con- When moved to the right and held, simulates open display/overheat
tinuous when power is applied to the right essential bus and the sensors.
applicable circuit breakers are closed. Valid temperatures below
15_ C are indicated by the lowest−reading green segment being on. When the TEST switch is pressed in and held, the BITE sequential−
Increases in battery temperature turn on additional segments, the ly turns on all green and yellow segment lights, and the red seg−
value being read on the adjacent scale. Excessive battery tempera− ment lights to the 70 degrees C point. In addition, the MAIN BAT
ture is indicated by the display lighting in the yellow zone (50 − 65 HOT and AUX BAT HOT overheat warning lights flash on and off.
degrees C ) and eventually red (over 65 degrees C ). At 65 (Master warning light will also flash). Upon release, the light indica−
degrees C the related AUX BAT HOT or MAIN BAT HOT warning tors go out, and the segment lights sequentially reduce to normal
light is also turned on. battery temperature.
NOTE: When the TEST switch is selected and held to the left, the display
The monitor normally indicates internal battery temperature. If the sequentially turns on all green, yellow and red segment lights to full
aircraft has been operating or sitting in hot sun, temperature indica− scale, then all extinguish; followed by lighting of only the yellow 60
tions may be higher than atmospheric. degree segments and both SENSOR FAIL lights and the MAIN BAT
HOT and AUX BAT HOT overheat warning lights flash on and off.
SELF−TEST The master warning light will also flash).
Self test is ACcomplished by operation of the TEST switch. This When the TEST switch is selected and held to the right, the normal
switch energizes the built−in test equipment (BITE) and when oper− temperature light segments extinguish sequentially, followed by
ated provides three different test modes: lighting of only the yellow 60−degree segments and both SENSOR
FAIL lights. The overheat warning lights do not flash.
MODE 1.
When pressed in and held, simulates a temperature of 70 degrees

C.
MODE 2.
When moved to the left and held, simulates shorted display/over−

heat sensors.
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AUX MAIN
BAT A A A A BAT
HOT HOT
WARNING
LOGIC LIGHTS
CIRCUIT PANEL
10 11
ABC P J HGF E L MNR
WARNING
LTS CONTROL
UNIT
BATT TEMP
IND
(L8)
5
CB2
BATT TEMP 28V DC
CAUT LTS R ESS BUS
(M8)
5
CB1
HI 5V DC OVERHEAD
LO PANEL LIGHTING
DISPLAY SENSOR
F C BE EB CF
FTSD202400a_007
T OVERHEAT SENSOR T
T T
AUXILIARY MAIN
BATTERY BATTERY
B a t t e r y M o n i t o r Te m p e r a t u r e S y s t e m S c h e m a t i c
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BATTERY CHARGER SYSTEM (SOO 8095)
The battery charger is installed to charge the main battery when the The charger incorporates a magnetic amplifier, and voltage and cur−
aircraft is connected to an AC external power source on the ground. rent feedback circuits to maintain regulated output under varying
The system does not provide facilities for charging the auxiliary bat− load conditions. The charger unit output at pin A of P1 is used to
tery. energize charger relay K1. Ground return for the relay is through
high temperature sensor switch S1.
The system primarily consists of the battery charger unit, a charger
relay, and an isolation diode. Two battery temperature sensors are Output current of the charger depends on battery condition, with a
placed in the circuit to assist in control of the charging rate at maximum of approximately 35 amperes. This output is controlled
extreme high or low temperatures. and rapidly decreases, falling to zero when the battery is fully
charged. Once the battery is charged, the charger automatically
The battery charger, charger relay, isolation diode and two circuit delivers an intermittent pulse to maintain the charge. The pulse
breakers (CB2 and CB3) are mounted on the right side of the nose starts at approximately 16 amperes, decreasing to zero in about 10
compartment on shelf Z112: the charger relay and two circuit break− seconds, with several minutes between charging pulses.
ers at Sta. 02, the charger unit adjacent (aft), and the isolation
diode aft and slightly inboard of the charger unit. If high temperature sensor S1 detects a battery temperature in
excess of 110 degrees F (43 degrees C) the switch opens, de−ener−
The battery temperature sensors are installed underneath the main gizing K1. The normal/high output of the charger (pin A of P1) is
battery, outboard side, preloaded by neoprene cushion washers and disconnected, and the low output charging rate (pin C of P2) is con−
the weight of the battery. A three−phase, 5 ampere circuit breaker nected to the battery circuit through contacts A3/A4 of K1. Low tem−
(CB1) is mounted in the ac contactor box in the right engine nacelle, perature sensor switch S2 is normally closed above 32 degrees F
providing input power to the charger unit through associated (0 degrees C). When the battery temperature is lower, the switch
cabling. The DC output of the charger passes through a 35 ampere opens, allowing a high charging rate until the battery self−heating
breaker (CB4) mounted in the DC contactor box. increases its temperature. Normal charge rate is then automatically
resumed. Selection of the battery master switch to on energizes
OPERATION 2431−K4, and opens the charging path while connecting the battery
to the main bus for normal aircraft operation.
The system is automatically operational when AC external power is
applied to the aircraft. The battery charger unit receives 115−volts,
three−phase input power from terminals A1/B1/C1 of the right exter−
nal power contactor 2421−K4. This power is transformed and recti−
fied to produce a continuous DC output which is applied to the bat−
tery.
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DC POWER SYSTEM
GENERAL
The DC power system provides 28−volt DC power for operation of When the aircraft is on external DC power, all buses are automati−
the aircraft DC electrical services. It also provides the starting facili− cally tied and powered. The batteries however are isolated from the
ty for the engines. The sources of DC power are as follows: system when external power is selected.A customer option (CSI
82066) permits the batteries to remain “on line”, and to be charged
(a) Left and right DC starter−generators, one installed on the from the external DC power source. The DC bus system may also
accessory gearbox of each engine. be powered when the aircraft is connected to external AC power by
using the TRUs, powered by the external AC power source, to
(b) Left and right transformer rectifier units (TRU), powered develop the 28 volts DC.
from the left and right variable−frequency AC generators.
BUS SYSTEM
(c) A main (right) battery of 40 ampere−hour capacity.
The DC power system powers a bus distribution system consisting
(d) An auxiliary (left) battery with 15 ampere−hour capacity. of left and right main feeder buses, and left and right secondary
(SOO 8070 provides a 40 ampere−hour battery in the auxil- feeder buses located in the contactor box; left and right essential
iary position). buses, along with the left and right main and secondary distribution
buses located in the flight compartment of the aircraft.
The batteries are placed in the aircraft as supplementary DC power,
but are on charge when the generators are operating. The right bat− The left and right main feeder buses are normally separated, and
tery supplies power to the main buses, and both batteries supply powered by the respective left and right starter−generators. The left
power to the essential buses when power is not being supplied by and right main feeder buses power the main distribution buses. The
the generators or TRUs. essential buses are powered from either the main distribution buses
or the batteries.
The starter−generators and TRUs normally operate independently:
the left and right generators powering the corresponding left and The secondary feeder buses are powered by the TRUs and are
right main feeder buses, and the left and right TRUs powering the connected to the respective left and right secondary distribution
corresponding left and right secondary feeder buses. buses. The main feeder buses are automatically tied when only one
An external DC power receptacle and control circuits are incorporat− generator is operating, or when the aircraft is on external power.
ed to enable the DC bus system to be powered from an external The secondary feeder buses are tied when only one TRU is supply−
DC source. ing power. The essential buses are tied by circuit breakers on each
essential bus.
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COMPARTMENT
CR3 CR2
L ESS R ESS
BUS BUS
LEFT RIGHT
(NO. 1) CR5 CR4 (NO. 2)
GENERATOR GENERATOR
K1 K2
K21

K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR
F1 F3 F4 F2
BOX ASSEMBLY
AC LEFT RIGHT AC
VAR TRU L BATT TRU VAR
R BATT
FTSD202400a_003
BUS BUS
LEFT RIGHT EXTERNAL

POWER
NOTES: 1. Ident code is 2431 BATTERY BATTERY
RECEPTACLE
unless otherwise
indicated.
DCPower System Schematic
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STARTER−GENERATOR
The DC starter−generators are used to motor the engines for engine The GCU provides the following control functions for the DC gener−
start, as well as generate DC power in the generation system. The ators:
starter−generators are mounted on the upper right side of each
engine accessory gearbox, through which they are driven. They are 1. Voltage regulation, by varying the generator field current tomain-
electrically connected to the DC generator system by a multi−pin tain a preset voltage output.
electrical connector for control and monitoring functions, and by two 2. Paralleling control, to equalize the load on both generators when
threaded stud terminals for power output (positive and negative). operating with the main feeder bus tie closed.
3. Current limiting, preventing excessive current from flowing during
The generators are rated to supply 300 amperes at 30 volts, air starting of the opposite engine.
cooled. Each generator is controlled by its individual GCU so that 4. Field weakening, used during engine start to reduce starter field
the output voltage remains constant over the speed range of current as engine speed increases. If necessary, the GCU will
approximately 5600 rpm (min.) to 12,000 rpm (max.). shut down a generator and isolate it from the main feeder bus.
An air inlet duct is secured to the non−driven end of the starter−gen− The above functions are achieved by GCU circuits which monitor
erator and an exhaust duct is incorporated in the mounting flange to external signals. The principal circuits are differential voltage sens−
provide cooling. A thermostatic switch is installed in the starter−gen− ing, reverse current and overcurrent protection, overexcitation and
erator to close a circuit if temperature goes above a predetermined overvoltage control, feeder fault detection and field relay trip.
limit, providing an appropriate DC GEN HOT indication on the cau−
tion lights panel.
GENERATOR CONTROL UNIT
The GCUs are mounted in the RH circuit breaker console on the

center and bottom shelves. They provide automatic control, monitor−
ing and voltage/current regulation for the DC generators, and con−
trol the operation of the main feeder bus contactor.
An overcurrent sense signal is also supplied to the bus bar protec−

tion unit. When the generators are used in the starter mode, the
GCU controls the start cycle. Operation of both GCUs is identical.
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A B
B
B
B
400Hz INVERTERS
PRIMARY
SECONDARY
FTSD202400a_002
AUXILIARY
A
CIRCUIT BREAKER
CONSOLES
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BUS BAR PROTECTION UNIT
The bus bar protection unit (BBPU) is located on the top shelf of the A terminal block is secured to the top of the case to provide terminal
RH circuit breaker console. It operates in conjunction with the two connections for the transformer secondary, leading to the GCU. A
GCUs providing overcurrent protection against a bus fault in the removable plastic cover plate provides protection over the terminals.
generating system by isolating the faulty bus from the power source
and by signaling the GCU to shut down the affected generator and Normal currents sensed by both transformers produce canceling sig−
disconnect the associated battery. nals in the GCU differential circuits. An instantaneous differential fault
current produces a signal in one transformer that is used by the GCU
The BBPU receives an overcurrent signal from the GCU if the gen− to trigger a trip of the field relay of the affected system.
erator interpole current exceeds 400 amperes. The BBPU immedi−
ately opens the coil energizing source for contactors K21, K5 and
K6, and turns on a DC BUS fault light on the caution panel.
Simultaneously a 7−to−10 second timer is started within the BBPU. If
isolation of the faulty bus removes the overcurrent condition, no fur−
ther action is taken by the BBPU.
If the excessive current continues to flow, at the end of the timer

cycle the BBPU disconnects the associated battery and applies a
trip voltage to the GCU, which in turn opens the primary contactor
and shuts down the affected generator by removing its field current.
CURRENT TRANSFORMERS
Two current transformers are installed in each generator system.

One is installed in the positive feeder cable adjacent to the genera-
tor contactor in the DC contactor box, and the second transformer is
mounted on the negative feeder cable connecting the generator E
terminalto system ground.
Each transformer consists of a core that provides a feed through for

the primary feeder. The secondary winding is wound on this core,
and the assembly is installed in a formed aluminum case.
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A B
B
B
B
400Hz INVERTERS
PRIMARY
SECONDARY
FTSD202400a_002
AUXILIARY
A
CIRCUIT BREAKER
CONSOLES
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DC CONTACTOR BOX
The DC contactor box, located in the aircraft nose, contains all The BUS FAULT RESET is a momentary−action toggle switch; the
primary contactor, the main and secondary feeder buses, bus tie remainder are normal two−position ON/OFF toggle switches.
contactor, protective fuses, and circuit breakers for the main and
secondary distribution buses and various control and interlocking DC POWER MONITOR SYSTEM
circuits.
A digital−readout power monitor panel is located in the overhead
The left and right contactor are physically located on opposite sides console, adjacent to the DC control panel. The panel contains four
of the contactor box assembly, and are connected by bus bars digital readout display windows, a voltage selector switch, a load
mounted directly on the contactor. External connections to the gen− selector switch, and a test pushbutton. The TEST pushbutton tests
erators and batteries are routed through the ends of the contactor the monitor display and circuit operation when pressed. The display
box to their respective contactor with the generator leads passing windows present standard digital readouts, one reading voltage and
through current transformers within the contactor box. the other three currents.
The side end panels mount the various circuit breakers for battery The left digital display window, labeled BUS VOLTS, monitors the
connections, main and secondary distribution buses, and control cir− voltages on the various buses as selected by the adjacent switch.
cuits. The switch selects left secondary bus (L SEC), left main (L MAIN),
left essential (L ESS), right essential (R ESS), right main (R MAIN)
The contactor box assembly also contains the auxiliary battery and right secondary (RSEC) buses. The sources for these indica−
charging diode and relay, TRU output undervoltage and external tions are as the titles read, through circuit breakers CB14, CB1,
power overvoltage protection relays. CB7, CB19, CB16 and CB27, on the respective buses.
DC CONTROL
The DC generating system is manually controlled through the DC

CONTROL panel located in the overhead console.
The panel contains eight control switches, namely:
BATTERY MASTER, MAIN BATT, AUX BATT, GEN 1, GEN 2,

(generators 1 and 2 energizing controls), MAIN BUS TIE, BUS
FAULT RESET, and EXTERNAL POWER.
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1
UPPER PRESSURE 4
2
BULKHEAD 33 LEGEND
5
1. Nut.
2. Split washer.
A 3. Washer.
4. Terminal lug.
5. Limiter.
6 6. Busbar.
7 7. Plain nut.
8 B B 8. Holding block.
TYPICAL LIMITER INSTALLATION
2431 F1 2531 F5 2431 F3

FTSD202400a_004
2431 F2 A 2431 F4
VIEW LOOKING AFT
DC Contactor Box
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DC POWER MONITOR SYSTEM CONT’D
The center two display windows are labeled LOAD/MAIN The TRUs receive input power to their wye connected primary wind−
BATT/AUX BATT, and continuously monitor the current flowing ings independently from the left and right variable frequency AC
through the batteries, being permanently connected to the battery generators. In each TRU, dual secondary winding outputs are inter−
shunts R3 (auxiliary) and R4 (main). connected by an interphase transformer and six diodes to provide
full−wave, 12−phase rectification.
The right digital display window is labeled LOAD, and its readout is
selectable by the adjacent 4−position switch to monitor output cur− An internal fan provides cooling air for the diodes and transformer.
rents of the left TRU, left generator (GEN 1), right generator (GEN A thermostatic switch in each TRU provides indication of excessive
2) and right TRU. The sources for these indications are shunts R5, temperature to the L TRU HOT or R TRU HOT caution light on the
R1, R2, and R6. caution lights panel.
The three current display windows monitor load currents expressed The negative outputs of the TRUs are connected to airframe ground
as a percentage factor of the rated circuit loads. For example, a through shunts R5 (left) and R6 (right). The left shunt is mounted
readout of 1.00 indicates full load, .50 indicates half load; a reading immediately forward of the left TRU and grounded through a short
of 1.20 indicates a twenty percent overload. Maximum readout is + bus bar to the adjacent ground stud GS9. The right shunt is mount−
or − 1.99. An overload condition on generator or TRU outputs is ed on the right side of the shelf, grounded through a short bus bar
advised by a flashing positive sign (+) preceding the readout. A to the ground stud at GS10.
negative condition (example battery discharge) is indicated by a
flashing minus sign (−) preceding the readout. The rated loads are
100 amperes for the batteries, 300 amperes for the main genera−
tors, and 200 amperes for the TRUs.
TRANSFORMER−RECTIFIER UNITS
Two identical left and right transformer−rectifier units (TRUs) are

located in the nose compartment on a shelf at Z112.00 LHS, and
supply 28 volt DC power separately to the left and right secondary
feeder buses. They consist basically of transformers and diode rec−
tifiers. The DC output capacity of each TRU is 200 amperes at 29.5
volts maximum and 25 volts minimum at 100 percent load.
Power is converted from the variable frequency AC 3 phase input.
The output voltage is dependent on input voltage and transformer
regulation.
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A B
B
B
B
400Hz INVERTERS
PRIMARY
SECONDARY
FTSD202400a_002
AUXILIARY
A
CIRCUIT BREAKER
CONSOLES
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GENERATOR OPERATION
With the aircraft engines running, and the GEN 1 and GEN 2 Action of the left generator and GCU is identical to the right side;
switches (DC Control Panel) selected on, the starter−generators the GCU in this case operating contactor K1, and supplying power
assume their generator function. Each starter−generator is con− ready voltage to logic relay K11. Activation of K11 while K12 is also
trolled by a separate generator control unit (GCU) which automati− energized (both generators functioning), interrupts the voltage path
cally switches from starter to generator function upon release of the to bus tie K21, and the left and right generating systems operate
starter circuits. independently.
When switched to generator operation, the GCU’s receive current The main battery receives charging current from the right feeder
sensing information (output and ground return), speed sensing, bus through battery relay K8, energized when MAIN BATT switch
interpole current, and output voltage signals from the generators. S4 is selected on. The auxiliary battery is charged from the left
Output voltage and current is regulated by the GCU by varying the feeder bus through diode CR1 and battery relay K7, energized
current flowing in the shunt field winding of the generator. when AUX BATT switch S3 is selected on.
Assuming the right generator (No. 2) is selected on and the left gen− When K7 and K8 are de−energized (batteries disconnected from the
erator (No. 1) is OFF, the right GCU on sensing a generator output uses) their auxiliary contacts 13/14 provide a ground connection to
voltage in excess of the main feeder bus voltage sensing reference, the caution lights panel to turn on the AUX BATT or MAIN BATT
will supply contactor control power to contactor K2, connecting the caution lights.
generator output to the right main feeder bus. Auxiliary contacts on
K2 connect the right essential bus to the GCU to complete the GCU
logic circuits requirement.
Simultaneously, the GCU sends a “power ready” voltage to ener−

gize the generator logic relay K12, which will cause No. 2 GEN cau−
tion light to go off, provided K2 remains energized to open contacts
13 and 14 that also control the GEN caution light.
Having generator logic relay K12 energized, and K11 de−energized

(left generator off, and right generator on), their interconnecting con−
tacts provide a power path to energize the main feeder bus tie K21.
The power is supplied by CB26 from the right essential bus, through
the Bus Bar Protection Unit internal relay RL3. Power is then avail−
able on the left feeder bus.
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COMPARTMENT
CR3 CR2
L ESS R ESS
BUS BUS
LEFT RIGHT
(NO. 1) CR5 CR4 (NO. 2)
GENERATOR GENERATOR
K1 K2
K21

K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR
F1 F3 F4 F2
BOX ASSEMBLY
AC LEFT RIGHT AC
VAR TRU L BATT TRU VAR
R BATT
FTSD202400a_003
BUS BUS
LEFT RIGHT EXTERNAL

POWER
NOTES: 1. Ident code is 2431 BATTERY BATTERY
RECEPTACLE
unless otherwise
indicated.
DCPower System Schematic
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TRU OPERATION TEST − DC POWER MONITOR SYSTEM
The TRU’s operate directly from the primary 3−phase variable−fre− To operate the internal test circuits of the DC SYSTEM power moni−
quency buses when the AC generators are on, or when external AC tor panel, the TEST pushbutton is pressed and held. Pressing the
power is applied. Their nominal 28−volt DC output is applied to the button causes all segments of the VOLTS and LOAD digital display
left and right secondary buses through TRU contactor K17 and K18. characters to light. When held longer than approximately two sec−
Auxiliary contacts on these contactor complete the ground return onds, the internal test circuits simulate VOLTS of 30.5 + or − 0.3
circuits for the TRU logic relays K13 and K14 when energized, and and LOADS of 1.05 + or − 0.03 which is displayed on applicable
the associated L TRU fail and R TRU fail indicators on the caution sections of the panel.
panel when de−energized.
Power for the logic relays is from CB6 on the left essential bus. The
TRU contactor receive operating voltage from either the essential
bus (CB21 and diodes CR7 or CR8) or from the TRU outputs,
through diodes CR9 or CR10, ensuring adequate operating voltage
during any voltage fluctuations from the TRU. The contactors are
controlled however by under−voltage protection relays K19 (left) or
K20 (right). These relays close on receiving a voltage of 18 volts or
more from the TRU outputs at their voltage sensing control termi−
nals C2.
EXTERNAL DC POWER
The connector for external DC power application is on the nose of

the aircraft, lower left side. Selection of the EXT POWER (switch
S8) on the DC CONTROL panel to on position applies power
simultaneously to external power contactor K9 and K10, and
interlock relays K15 and K16.
Application of external DC power inhibits DC generator operation

and isolates the batteries from the buses. A customer option (CSI
82066) permits the batteries to remain “on line”, and to be charged
from the external DC power source.
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CR5 L ESS R ESS CR4
CB32 CB13 CB21 CB33

CB6
CB34 K3 CR3 CR2 CB35
P/O S7 P/O S7
BATT BATT
L BATT BUS L MAIN R MAIN MASTER R BATT BUS
MASTER
K5 K21 K6
CAUTION LIGHTS PANEL CAUTION LIGHTS PANEL
L TRU R TRU
A A
LOGIC LOGIC
CIRCUIT CIRCUIT
A A
L SEC R SEC
12 A2 K17 K18 A1 12 13
B2
13 K22 X2
14 X1 X2
P/O K12 X1
11 A1 B3 A2 11 14
CB37
B3 B3
CB36 B2 CR7 CR8 B2
B1 B1
C2 X2 X2
F1 250 K19 K20 250 F2
225A C2 225A
SHUNT X1 X1 SHUNT
UNDER UNDER
R5 CR9 CR10 R6
VOLTAGE VOLTAGE
RELAY RELAY
LEFT TRU RIGHT TRU
D F I B G G B I F D
P/O CAUTION
LTS PANEL
L TRU R
C PH
C PH
A PH
A PH
B PH
B PH
HOT
20 20
C3 C3
TO 28V C2
CB41
CB42
CB43
CB38
CB40
CB39
C2
BUS TIE C1 C1
BBPU
B2 B3 B3
115/200V LEFT B2 115/200V RIGHT
VAR FREQ BUSES B1 VAR FREQ BUSES
B1
FTSD202400a_013
TO CB26 A2 A3 A3
A2
R ESS
28V A1 A1
K13 X1 X1 K14
L TRU R TRU
X2 LOGIC LOGIC X2
RELAY RELAY
External AC Power TRU System Schematic
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AC VARIABLE FREQUENCY SYSTEM
GENERAL
With the aircraft engines running with no external AC power con−

nected, and the AC CONTROL panel switches GEN 1 and GEN 2
selected on, the generators are brought on line for normal operation
and disconnected as required automatically by the associated GCU.
The two systems are essentially identical and normally operate
independently. They are however, cross−tied during single−genera−
tor operation by the logic switching function of the GCU. The gener−
ator output lines are connected to one side of the two−position bus
contactor K1 (left) and K2 (right).
The other side of the contactors are connected to the normally−

closed contacts of the cross−tie/external power contactor K3 and K4
for opposite generator feed or for external power feed, when they
are in the energized position.
The variable frequency buses are connected through limiters F7, F9

and F11 (left) or F8, F10 and F12 (right) to the arm of the contactor,
which select one of the two power sources. Operation of the bus
contactor is controlled automatically by the GCU.
The GCU continuously monitors several different parameters for its

control function. Voltage and load information is supplied to the AC
SYSTEM panel for monitoring by the flight crew.
When external power is applied and selected, each bus contactor is

automatically selected to the cross−tie position by its associated
GCU, and external power contactor connect the external power to
both left and right bus systems. Generator operation is inhibited
while external power is selected.
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AC SYSTEM POWER
A MONITOR PANEL
FTSD202400a_026
A AC CONTROL PANEL
AC Control
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GENERATOR
The generator is fitted to, and driven by the propeller gear box on The oil flows through a screen to a collector sump in the bottom of
each engine. The output power is 115/200 volts, three−phase, vari− the generator and is returned to the engine through the outlet port by
able frequency, with normal capacity of 20 KVA and overload action of the oil scavenge pump.
capacity of 30 KVA. It is a two−stage brushless, two−bearing
design, with stationary and rotary excitation.
On the rotary shaft is the first stage generator, excited by the sta−
tionary field. This generates an AC current which is rectified by
diodes mounted on the shaft to supply current to the main field for
excitation of the second, or main stage stator output windings. A
magnetic speed sensor and current transformers are also mounted
in the generator housing.
An over−temperature switch is installed in the generator. The switch

contacts close when the stator windings reach a temperature of 210
degrees C, to operate the AC GEN HOT lights on the caution panel.
It will automatically reset when the temperature returns to a safe
level.
The output frequency of the generator varies with propeller speed,

and ranges from 333 Hz at 10,000 rpm, to 528 Hz at 15,850 rpm,
but the output voltage is controlled by the GCU.
Lubrication and cooling of the generator is provided by internal oil

circulation. Oil supplied from the engine enters an inlet port at the
flange (mounting) end under pressure.
The oil is ducted to and through the hollow rotor shaft of the gener−
ator, exiting through eight spray nozzles which direct the flow onto
the rotor and stator windings. Bearing lubrication is provided by a
controlled leakage device within the rotor shaft.
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AC Generator
FTSD202400a_027
AC Generator Location
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GENERATOR CONTROL UNIT (GCU)
The generator control unit is all solid state, with the exception of two The GCU circuitry uses the above information to control the genera−
control relays which are hermetically sealed. The components and tor output by adjusting the amount of current flowing in the exciter
printed circuit boards are encased in a single−piece aluminum cover field winding, or by switching it off as required. Time delay circuits
on which is mounted a multi−pin connector. One unit is located in prevent nuisance tripping due to normal switching transients or line
an AC contactor box in each engine nacelle. noise, and enable the GCU to verify a fault before taking corrective
action.
The GCU contains the voltage regulator and control circuits for the
generator, protection circuits, and bus contactor control. Contactor AC CONTACTOR BOX
control includes the automatic switchover function of the feeders
and buses in the event of generator failure.With both generators There are two AC contactor boxes, one mounted in each engine
selected ON, each GCU monitors the following functions for control nacelle, containing most of the components for the left and right AC
of the generator and contactor: systems. Each box contains a bus contactor, an external power
contactor, a generator control unit, current transformers, output
1. Generator output voltage on each phase measured at the bus- feeder fuses, and control circuit breakers for the associated side
contactor, and supplied to pins F, E and D through circuit break- (left or right).
ersCB3, 5 and 7 (left) and CB4, 6 and 8 (right) located in the AC
contactor boxes. Also contained in each box is the remote control circuit breaker for
the left or right standby hydraulic pump. The right AC contactor box
2. Feeder current in each phase, developed in transformers T1 and holds the external power protection unit and fuses. All electrical
T4, supplied to pins M, N and P for differential current sensing connections are via multi−pin connectors mounted on two sides of
the box assemblies.
3. IInternal generator current, developed from current transformers
within the generators, supplied to pins R, S and T. The output feeders consist of three No. 12 wires, routed from each
contactor box to the left and right AC variable frequency buses cir−
4. Generator speed (rpm) developed from the magnetic speed sen- cuit breaker panel in the flight compartment.
sor within the generator, and supplied to pins U and V.
5. Operational status information from the other GCU. This informa-

tion is provided by direct interconnections between the GCUs on
pins m, t, n, b, s, i, j and r.
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Contactor relay
Generator Control
FTSD202400a_025
Unit
AC Contactor Box
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CONTACTORS
Two bus contactor (left and right) switch the three−phase feeders Each current transformer assembly consists of three single phase
between their own generator or the opposite generator (cross−tie toroidal current transformers, installed in a light weight aluminum
position). The cross−tie position is also used when external power housing. Each line of the 3−phase system to be monitored is
is selected. passed through its toroid. Electrical connections to the toroids are
via a multi−pin connector. The mounting holes for the assembly are
The left and right bus contactor are hermetically sealed, three posi− asymmetrical to avoid improper installation.
tion center−off type, with a three−pole double throw (3PDT) contact
arrangement. Separate coil windings, designated X and Y, are
used to energize the contact arm to either of the two closed posi−
tions. Heavy threaded studs provide electrical connections to exter−
nal circuits.
The external power contactor are conventional two−position contac−

tor, hermetically sealed, with a 3PDT contact arrangement actuated
by a single coil. The de−energized position provides the cross−tie
connection for the bus contactor. When energized, external power
is supplied to the bus contactor.
CURRENT TRANSFORMERS
Six current transformers are installed in the system, labeled T1 thru

T6. Transformers T5 and T6 measure total generator output current
for the AC power monitor system. Transformers T1 and T4 measure
total current flow in the main and cross−tie feeders. The sensed out
put is used in the GCU differential current sensing circuits.
Transformers T2 and T3 measure cross−tie current. They sense

current flow only when the bus contactor are in the cross−tie posi−
tion. Their output is summed with the output of the opposite T1 or
T4 for differential current sensing within the GCU.
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Contactor relay
Generator Control
FTSD202400a_025
Unit
AC Contactor Box
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AC CONTROL
Manual control of the AC variable frequency system is provided by To operate the internal test circuits of the AC SYSTEM power moni−
switches on the AC CONTROL panel, located on the overhead con− tor panel, the TEST pushbutton is pressed and held. Pressing the
sole. The panel contains two toggle switches for generators on−off button causes all segments of both VOLTS and LOAD digital dis−
control, labeled GEN 1 and GEN 2 with the OFF position centrally play characters to light. When held longer than approximately two
marked. These also serve to reset the GCU trip circuits. seconds, the internal test circuits simulate VOLTS of 150 + or − 3
and LOADS of 1.05 + or − .03, which is displayed on both sections
A toggle switch for selection of external power, marked EXT POWER of the panel.
/OFF, and an external power indicator lamp are also located on the
control panel. There are three additional toggle switches for control
of the 400 Hz inverters
AC POWER MONITORING SYSTEM
The AC power monitor panel labeled AC SYSTEM is located adja−

cent to the AC control panel. The right half of the panel is labeled
VARIABLE FREQUENCY, with two digital readout windows labeled
VOLTS and LOAD, and a 6−position rotary selector switch.
The digital readouts indicate voltage and current readings on the

selected left or right phase.
The LOAD display window monitors load currents expressed as a

percentage factor of the rated circuit load. For example, a readout
of 1.00 indicates full load (87 amps per phase), .50 indicates half
load; and a reading of 1.20 indicates a twenty percent overload. An
overload condition is advised by a flashing positive sign (+) preced−
ing the readout.
Voltage readings are from individual circuit breakers on each phase

of the left and right power buses; current indications are obtained
from transformer T5 on the left generator output and T6 on the right
generator output.
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AC SYSTEM POWER
A MONITOR PANEL
FTSD202400a_026
A AC CONTROL PANEL
AC Control
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ABNORMAL OPERATION BUS BAR/FEEDER FAILURE
GENERATOR HOT INDICATOR An overload or short circuit in the bus or feeder system is detected
by the GCU by voltage or current monitoring.
The overtemperature sensor in each generator closes a circuit if the
temperature exceeds a preset limit. The sensor is connected to (a) If the voltage at the point of regulation falls below 90
pins A (grounded) and B of generator connector P2. Upon closing, volts, the GCU will remove the energizing voltage supply to
a ground path is provided to pin B, lighting the AC GEN HOT (NO. the bus contactor coil (pin B on GCU) by operating an inter-
1 or NO. 2) lamp on the caution panel. nal latching relay (BCCR−1). The appropriate bus fault cau-
tion light (L AC BUS or R AC BUS) is switched on by GCU
An overheat condition will not automatically take the generator off relay contacts BCCR−2 providing a ground return on pin d.
the line. The generator must be manually shut off by selection of When the fault is cleared, the latching relay must be manu
the GEN OFF switches. If the generator cools to a safe level, the ally reset by selecting the appropriate GEN switch on the AC
caution light goes off. CONTROL panel to OFF, then on to return the generator to
the line.
GENERATOR FAILURE
(b) Currents flowing within the generator and the feeder cur
Loss of output voltage is sensed by the GCU pins F, E and D, con− rent transformers are compared in the GCU differential cur
nected to the generator output at terminals A1, B1 and C1 of the rent sensing circuits. Any difference in these values causes
bus contactor. The GCU control circuits remove the ground from the GCU to transfer the load to the other generator by opera
bus contactor terminal X2, and apply a ground to terminal Y2, trans− tion of the bus contactor. Time delay circuits within the GCU
ferring the contactor to the cross−tie position. The GCU also shuts provide allowance for normal transients caused by on−off
down the generator by removing the exciter field current from the switching of various loads, and these will not cause any
generator pins K and J. Simultaneously, a voltage is supplied by GCU switching ACtion.
the GCU from pin e, lighting the AC GEN (No. 1 or No. 2) caution
light.
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NO. 1 GCU NO. 2 GCU
f C B A A B C f
F11 F12
TO
F9 BUSES F10
F7 L R F8
Y2 Y1 C2 B2 A2 X2 X1 X2 X1 A2 B2 C2 Y1 Y2
L BUS R BUS
C3 C1 B3 B1 A3 A1 CONTACTOR CONTACTOR A1 A3 B1 B3 C1 C3
2421 K1 2421 K2
TO TO
GEN 1 GEN 2
A3 A3
A2 A2
A1 F1 F2 A1
B3 60 60 B3
B2 B2
B1 F3 F4 B1
C3 60 60 C3
C2 C2
C1 F5 F6 C1
X1 60 60 X1
X2 X2
2421 K3 2421 K4
LEFT EXT POWER RIGHT EXT POWER
CONTACTOR CONTACTOR
EXT EXTERNAL POWER

POWER PROTECTION UNIT
2442 S1 3 6
ON OFF 2442 K1
EXT PWR
2 5 GHK A J BCDE F
2442 ADVISORY LTS
P2 DIM & TEST
FTSD202400a_014
TO
RIGHT 2431 CB25
ESS
BUS 5
EXT PWR
LOGIC
E F N CB A AC EXT POWER
RECEPTACLE
2442 J1
E x t e r n a l A C Va r i a b l e P o w e r S y s t e m S c h e m a t i c
EFFECTIVITY: ALL
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Dec 2017
EXTERNAL AC POWER
GENERAL
The external AC power source takes precedence over aircraft elec− The protection unit contains a sensing circuit which controls an inte-
trical power to supply the variable frequency bus system. The con− gral normally−open relay connected in series with the control circuit.
trol circuit incorporates an external power protection unit which If the external source three phase output is correctly connected, the
ensures that the external power source phase rotation is correct frequency is within 370 to 450 Hz + or − 2% and the voltage within
and within frequency and voltage limits. The external power protec− 106 to 124 volts + or − 2% the integral relay energizes, supplying
tion unit is mounted on the bottom side of the right AC contactor power to the external power control circuit.
box which is located in the right engine nacelle at Sta. Xn 197.32,
adjacent to the external power connector. The control circuit can be supplied from the external AC power
equipment through the aircraft wiring from the EXT PWR LOGIC cir−
A control switch and green advisory light marked EXT POWER, are cuit breaker on the right essential bus, when powered.
located on the lower left corner of the AC CONTROL panel on the
overhead console. The AC external power receptacle provides con− When the essential DC buses are energized by the TRUs control
nection of the three phase external power source and control volt− power is maintained from the right essential bus through the DC
age to the system. Pins A, B and C are connected through limiters EXT PWR LOGIC circuit breaker, and the BATTERY MASTER
F1, F3 and F5 (left) and F2, F4 and F6 (right), mounted on the bot− switch may be selected OFF.
tom side of the right AC contactor box. They are protected by a
fibre epoxy cover held in place by two quick−release camloc fasten−
ers.
The limiters are connected to normally open contacts A1, B1 and

C1 of external power contactor K3 (left) and K4 (right). The arms of
these contactor A2, B2 and C2 are connected to terminals A3, B3
and C3 of left and right bus contactors K1 and K2 which connect
the aircraft buses to the external power contactor.
An optional battery charger (SOO 8095) may be installed, powered

from the external power source. Refer to 24−32−16.Pins A, B and C
of the AC receptacle are also connected to the external power pro-
tection unit 2442−K1 pins C, D and E.
EFFECTIVITY: ALL
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Dec 2017
NO. 1 GCU NO. 2 GCU
f C B A A B C f
F11 F12
TO
F9 BUSES F10
F7 L R F8
Y2 Y1 C2 B2 A2 X2 X1 X2 X1 A2 B2 C2 Y1 Y2
L BUS R BUS
C3 C1 B3 B1 A3 A1 CONTACTOR CONTACTOR A1 A3 B1 B3 C1 C3
2421 K1 2421 K2
TO TO
GEN 1 GEN 2
A3 A3
A2 A2
A1 F1 F2 A1
B3 60 60 B3
B2 B2
B1 F3 F4 B1
C3 60 60 C3
C2 C2
C1 F5 F6 C1
X1 60 60 X1
X2 X2
2421 K3 2421 K4
LEFT EXT POWER RIGHT EXT POWER
CONTACTOR CONTACTOR
EXT EXTERNAL POWER

POWER PROTECTION UNIT
2442 S1 3 6
ON OFF 2442 K1
EXT PWR
2 5 GHK A J BCDE F
2442 ADVISORY LTS
P2 DIM & TEST
FTSD202400a_014
TO
RIGHT 2431 CB25
ESS
BUS 5
EXT PWR
LOGIC
E F N CB A AC EXT POWER
RECEPTACLE
2442 J1
E x t e r n a l A C Va r i a b l e P o w e r S y s t e m S c h e m a t i c
EFFECTIVITY: ALL
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Dec 2017
AC 400 HZ SYSTEM NORMAL OPERATION
GENERAL All three inverters are normally operated simultaneously. With the
DC buses powered and the primary and secondary inverter switch−
The AC 400 Hz system supplies electrical power for instruments, es on, and the auxiliary inverter switch selected to either L or R,
powered flight control surfaces position indicators, hydraulic quanti− each inverter generates a 115V AC 400 Hz output which is applied
ty, navigation and communication equipment. to the inverter paralleling control box.
The system consists of three static inverters (primary, secondary The paralleling control box provides the necessary feedback signals
and auxiliary), a paralleling control box and two 26 volt 400 Hz auto− to the inverters to obtain frequency synchronization and load shar−
transformers, supplying power to left and right 115V 400 Hz buses ing. This being achieved, the paralleling control box connects the
and left and right 26V 400 Hz buses. primary inverter output to the left bus, the secondary inverter output
to the right bus and the auxiliary inverter output to the left or right
The system also includes an inverter warning control box which bus as selected by the AUXILIARY INVERTER selector switch on
operates inverter and bus failure caution lights and a 400 Hz control the AC CONTROL panel.
box which contains the primary power contactor K1, K2 and K3,
output current transformer T3, and voltage monitoring circuit break− The left and right buses are interconnected through the 115V BUS
ers CB7, CB8 and CB9 for the inverters. TIE circuit breaker on the avionics circuit breaker panel. With power
applied to the left and right 115V 400 Hz buses, the auto transform−
Monitoring provisions for the 400 Hz system are included on the AC ers connected to each bus step down the applied voltage and pro−
SYSTEM power monitor panel. The left and right 115V 400 Hz vide a 26V 400 Hz output to the left and right 26V 400 Hz buses.
buses are interconnected through a 115V BUS TIE circuit breaker
located on the avionics circuit breaker panel. In normal operation
the primary inverter supplies the left bus and the secondary inverter
the right bus.
The auxiliary inverter is normally operative and can be selected to

supply either bus by a switch located on the AC CONTROL panel.
EFFECTIVITY: ALL
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Dec 2017
L ESS BUS CAUTION LIGHTS PANEL
INV WRN
CONT SEE SHEET 3 P/O P1 P/O P1 A
(H8) PRI
5 E A B C X Y Z P/O J5 H D 36
P/O J4 INV
A ON/OFF RETURN A
C ON/OFF SEC INV LIGHT D B INVERTER
AUX INV LIGHT E C WARNING
PRIM CONTROL A
R3
CIRCUIT
INV
LOGIC
PWR R2 PRI INV LIGHT D A E 37 SEC
(F8) J1 P INV
R1 A
A1 A2 D D FREQ SYNC
20 A C C LOAD EQUALIZATION
E E ON/OFF
5 PRIMARY ON/OFF RETURN A
X1 F F
(G8) X2 INVERTER A A 28 VOLTS FILTERED OUT F 38 AUX
CONT K1 G K 115 V LO INV
B 115 V HI A
S1 B J
OFF
ON
G A
PRIMARY L
C
A
E
B
INVERTER 1 26 V/AC
CB 9 A
CIRCUIT
LOGIC
1
CB 8 A
1 R
26 V/AC
R ESS BUS CB 7
CURRENT XFMR T3 A
SEC INV
PWR J2
(F9) A1 A2 B J
20 A D D LEFT 26 V AUTO 26 V
L 26 V FAIL
SECONDARY C C TRANSFORMER
5 (P1)
X1 INVERTER E E SAME AS J1 T1
(G9) 2 L BUS
X2 F F 26 V
CONT K2 A A
S2 B 400 Hz
G K 115/26 V AC
SECONDARY OFF C1 XFMR LT (H9)
ON P/O J4 2 CB13
INVERTER ON/OFF
C
A ON/OFF RETURN PRI INV OUT J
AUX INV IN (G9) L BUS
AUX INV OUT K 31/2 CB11 115V
L MAIN BUS 400 Hz
P/O J5
AUX INV 115V
PWR J3 BUS TIE
(D8) A1 A2 B J (D11)
20 A CB14
AUXILIARY
D D 31/2
C C P/O J4
5 X1 INVERTER E E SAME AS J1
(E8) X2 F F SEC INV OUT J R BUS
CONT K3 A A
FTSD202400a_028
B AUX INV IN (F10) 115 V

G K AUX INV OUT K 31/2 CB10 400 Hz
S3
P/O J4 115/26 VOLTS AC XFMR RT (G10) R 26 V
R AUX ON/OFF R BUS 2 CB12
F FAIL
AUXILIARY C2
INVERTER OFF R BUS (P2)
F AUX ON/OFF LEFT BUS RIGHT 26 V AUTO 26 VOLTS 2
L AUX ON/OFF RETURN
E TRANSFORMER 26 V 400 Hz
NOTE P/O J5 PARALLELING T2
Ident codes are prefixed by 2422 CONTROL BOX
unless otherwise indicated.
*Pre-Mod SB 8-24-87
AC 400 hz System Schematic
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STATIC INVERTERS
The three solid state static inverters generate a 115V 400 Hz, The paralleling control box is mounted on the center shelf of the left
single phase, sine wave output from 28 volt DC input. They contain hand circuit breaker console, adjacent to the secondary inverter.
frequency and voltage regulator circuits which regulate the output to
115V AC + or − 5.75 V at 400 Hz + or − 1%. INVERTER WARNING CONTROL BOX
The outputs from the three inverters are supplied to the paralleling The inverter warning control box processes inverter fault signals
control box. The primary and secondary inverters are separately from the paralleling control box and controls the inverter failure cau−
supplied from the left and right essential DC buses through the PRI tion lights. Power to the warning control box is supplied from the
INV PWR and SEC INV PWR circuit breakers, and the auxiliary left essential DC bus through an INV WRN CONT circuit breaker.
inverter from the left main DC bus through the AUX INV PWR circuit The inverter warning control box is mounted on top of the 400 Hz
breaker. control box, located on the bottom shelf of the left hand circuit
breaker console.
The inverters are mounted on the top, center and bottom shelves of
the left hand circuit breaker console (pilot’s side).
PARALLELING CONTROL BOX
The paralleling control box incorporates frequency synchronization

and load sharing circuits to control the operation of the inverters,
thus permitting the three outputs to be applied in parallel to the tied
left and right 115V AC buses. The paralleling control box applies
the primary inverter output directly to the left bus and the secondary
inverter output to the right bus. A switching circuit in the box con−
nects the auxiliary inverter output to the left or right bus through
either one of two AUX INV INPUT circuit breakers.
The switching circuit is controlled by the AUXILIARY INVERTER

selector switch located on the AC CONTROL panel. The paralleling
control box also contains circuits to detect an inverter fault and pro−
vide a fault signal to the inverter warning control box.
EFFECTIVITY: ALL
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Dec 2017
A B
B
B
B
400Hz INVERTERS
PRIMARY
SECONDARY
FTSD202400a_002
AUXILIARY
A
CIRCUIT BREAKER
CONSOLES
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Dec 2017
AUTOTRANSFORMERS INVERTER CONTROL
Two 26V 400 Hz autotransformers and power factor correction Inverter control and selection is by three switches on the AC CON−
capacitors are installed on the rear face of the bulkhead at Sta TROL panel on the overhead console. The three INVERTERS
X111.05, behind the pilot circuit breaker console. switches are labeled PRIMARY, SECONDARY and AUXILIARY,
with the OFF positions marked on the panel.
The transformers are supplied from the left and right 115V 400 Hz
buses through the 115/26V AC XFMR LT circuit breaker (CB13) The PRIMARY and SECONDARY switches are two−position toggle
and the 115/26V AC XFMR RT circuit breaker (CB12). The outputs switches which operate power contactor K1 and K2 for the two
are connected to the related 26V 400 Hz bus. inverters. The AUXILIARY switch is a three−position, center−off tog−
gle switch, marked L, OFF and R. It operates contactor K3 supply−
Caution Lights ing power to the auxiliary inverter and, through the paralleling con−
trol box, connects its output to the left (L) or right (R) bus as
Caution lights are incorporated in the AC 400 Hz system to provide desired.
a visual indication of an inverter failure or a 26V AC bus failure. The
lights are located on the caution lights panel.
Three inverter failure lights, PRI, SEC and AUX INV, powered by
the left essential DC bus through the INV WRN CONT circuit break−
er, are controlled by the inverter warning control box. If an inverter
failure occurs, a fault signal is generated in the paralleling control
box and applied to the warning control box which processes the sig−
nal to switch on the related caution light.
Two caution lights labeled L 26 AC and R 26 AC provide indication

for a left or right 26VAC bus failure. Logic circuits within the caution
lights panel are connected to the left and right buses through the L
26V FAIL and R 26V FAIL circuit breakers on the avionics circuit
breaker panel.
The logic circuits are designed to put on the left or right 26 volts
caution light in the absence of voltage on the 26V AC buses or if
the voltage on either bus falls below 20 volts.
EFFECTIVITY: ALL
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Dec 2017
L ESS BUS CAUTION LIGHTS PANEL
INV WRN
CONT SEE SHEET 3 P/O P1 P/O P1 A
(H8) PRI
5 E A B C X Y Z P/O J5 H D 36
P/O J4 INV
A ON/OFF RETURN A
C ON/OFF SEC INV LIGHT D B INVERTER
AUX INV LIGHT E C WARNING
PRIM CONTROL A
R3
CIRCUIT
INV
LOGIC
PWR R2 PRI INV LIGHT D A E 37 SEC
(F8) J1 P INV
R1 A
A1 A2 D D FREQ SYNC
20 A C C LOAD EQUALIZATION
E E ON/OFF
5 PRIMARY ON/OFF RETURN A
X1 F F
(G8) X2 INVERTER A A 28 VOLTS FILTERED OUT F 38 AUX
CONT K1 G K 115 V LO INV
B 115 V HI A
S1 B J
OFF
ON
G A
PRIMARY L
C
A
E
B
INVERTER 1 26 V/AC
CB 9 A
CIRCUIT
LOGIC
1
CB 8 A
1 R
26 V/AC
R ESS BUS CB 7
CURRENT XFMR T3 A
SEC INV
PWR J2
(F9) A1 A2 B J
20 A D D LEFT 26 V AUTO 26 V
L 26 V FAIL
SECONDARY C C TRANSFORMER
5 (P1)
X1 INVERTER E E SAME AS J1 T1
(G9) 2 L BUS
X2 F F 26 V
CONT K2 A A
S2 B 400 Hz
G K 115/26 V AC
SECONDARY OFF C1 XFMR LT (H9)
ON P/O J4 2 CB13
INVERTER ON/OFF
C
A ON/OFF RETURN PRI INV OUT J
AUX INV IN (G9) L BUS
AUX INV OUT K 31/2 CB11 115V
L MAIN BUS 400 Hz
P/O J5
AUX INV 115V
PWR J3 BUS TIE
(D8) A1 A2 B J (D11)
20 A CB14
AUXILIARY
D D 31/2
C C P/O J4
5 X1 INVERTER E E SAME AS J1
(E8) X2 F F SEC INV OUT J R BUS
CONT K3 A A
FTSD202400a_028
B AUX INV IN (F10) 115 V

G K AUX INV OUT K 31/2 CB10 400 Hz
S3
P/O J4 115/26 VOLTS AC XFMR RT (G10) R 26 V
R AUX ON/OFF R BUS 2 CB12
F FAIL
AUXILIARY C2
INVERTER OFF R BUS (P2)
F AUX ON/OFF LEFT BUS RIGHT 26 V AUTO 26 VOLTS 2
L AUX ON/OFF RETURN
E TRANSFORMER 26 V 400 Hz
NOTE P/O J5 PARALLELING T2
Ident codes are prefixed by 2422 CONTROL BOX
unless otherwise indicated.
*Pre-Mod SB 8-24-87
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Dec 2017
POWER MONITORING INVERTER FAILURE
Power monitoring for the 400 Hz system is provided on the left side In the event of a single inverter failure, the paralleling control box
of the AC SYSTEM panel on the overhead console. Two digital senses the fault, disconnects the inverter from the associated load,
readout windows indicate voltage and load on the inverter outputs and applies a fault signal to the warning control box. The warning
as selected by the three−position rotary switch labeled INVERTERS control box processes the fault signals and the related inverter cau−
PRIM/AUX/SEC. tion light is switched on. The two remaining inverters continue to
operate to power the buses. The auxiliary inverter may be manually
The LOAD display window monitors load currents expressed as a switched if necessary, to the side on which the failure occurred.
percentage factor of the rated circuit load. For example, a readout
of 1.00 indicates full load (3.5 amps per phase), 0.50 indicates half If a second inverter subsequently fails leaving one operational, the
load; and a reading of 1.20 indicates a twenty percent overload. An paralleling control box disconnects that inverter from the load and
overload condition is advised by a flashing positive sign (+) preced− applies a second fault signal to the inverter warning control box,
ing the readout. which switches on the related inverter caution light. The ON/OFF
switch for a failed inverter must be manually switched off.
The TEST pushbutton tests the monitor display and circuit operation
when pressed.To operate the internal test circuits of the AC SYS− 26 VOLT AC BUS FAILURE
TEM power monitor panel, the TEST pushbutton is pressed and
held. Pressing the button causes all segments of both VOLTS and Loss of voltage on a 26 volt 400 Hz bus will be indicated by the L
LOAD digital display characters to light. When held longer than 26 AC or R 26 AC caution lights coming on. As these buses are
approximately two seconds, the internal test circuits simulate dependent upon the autotransformers being supplied power from
VOLTS of 150 + or − 3 and LOADS of 1.05 + or − .03, which is dis− the main 115V AC buses, loss of power from the left or right 115V
played on both sections of the panel. AC bus will result in failure of the 26V AC buses, and illumination of
the associated 26V AC caution light.
The voltage indicator is connected to the inverter outputs through
circuit breakers CB7, CB8 and CB9 located in the 400 Hz control
box. The load indicator receives its information from the monitor
outputs of current transformer T3, also located in the 400 Hz control
box.
EFFECTIVITY: ALL
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AC SYSTEM POWER
A MONITOR PANEL
FTSD202400a_026
A AC CONTROL PANEL
AC Control
EFFECTIVITY: ALL
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Dec 2017
INVERTER FAULT ISOLATION LOGIC SB 8-24-87 FAILURE OF AN INVERTER:
PROBLEM: 115 VAC 400 Hz bus that does not have 2 inverters providing power
Operators reported occurrences of the loss of 400Hz Fixed Frequen- (example-Right bus powered by secondary inverter only)
cy System.
PRE-SB
CAUSE: Secondary Inverter caution light, no loss of power on bus.
Attributed to a failure of one or two static inverters that result in the
loss of the remaining inverter. POST-SB
Secondary Inverter caution light, R 26 VAC caution light, power loss
SOLUTION: on right 115 400 Hz bus (SB removes wire 2422-50C-16V-1. This
Bombardier SB 8-24-87 reworks existing 400 Hz system wiring, wire tied left and right buses together. Replaced by relay K4)
installs a new cable assembly and relay assembly (located behind
pilot’s seat).
RESULT:
Left and Right 400 Hz buses now operate untied and are no longer
powered in parallel. Logic is introduced (via new relays) that allows
the automatic tying of the left and right 400 Hz buses when 2 of the 3
inverter switches are selected OFF.
With this modification, the left and right 400 Hz buses are now oper-
ated untied and are no longer powered in parallel by all inverters.
Logic is also introduced such that when the 400 Hz system is man-
aged per AFM, the buses will be automatically tied when two of the
three inverter control switches are selected to OFF.
Operation with buses untied ensures isolation of buses and the

inverters connected to them from a single point failure resulting in
complete loss of the 400 Hz system.
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FTSD202400a_028
*Post-Mod SB 8-24-87
EFFECTIVITY: ALL
24-00-00 Page 61
Dec 2017
Secondary
Aux
Right Bus Primary
Left Bus
Bus Tie
FTSD202400a_028
EFFECTIVITY: ALL
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Dec 2017
BEHIND THE AVIONICS RACK
TEMPERATURE
LEFT OB
FWD CONTROLLER
P/N754890
AFT
FTSD202400a_028
Retrofit Location
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Dec 2017
APU DC GENERATORS
GENERAL
During generator operation, the GCU receives output and ground
Generator operation is dependent upon a “RUN OUTPUT” from the return current sensing information, speed sensing, interpole current,
ESU (Electronic Sequence Unit, part of the APU control circuitry). and voltage output signals from the generator, for its control func−
When the APU PWR switch is selected ON to initiate APU opera− tion and generator regulation. The GCU regulates the output volt−
tion, relay 7615−K3 energizes, applying power from the APU MAIN age and current by varying the current flowing in the shunt field
circuit breaker (Q8) to contact 6 of the APU RUN relay 7615−K1. windings of the generator.
When the APU speed has reached approximately 90 percent, the
ESU illuminates the RUN annunciator on the APU CONTROL When aircraft generators 1 and 2 are brought on line, the APU DC
panel, and energizes APU RUN relay 7615−K1. Generator operation generator will continue to power the DC buses in parallel with the
is thus enabled when the “GEN” switch is selected “on”. main generators. If external DC power is applied to the aircraft,
external power contactor 2431−K10 is energized, applying a ground
NORMAL OPERATION which signals the GCU to inhibit APU generator output.
When the GEN switch is selected on, the starter−generator, con− POWER MONITORING
trolled by the GCU, automatically switches to generator function
upon release of the starter circuits. The GCU, on sensing a genera− To monitor APU generator load, the DC SYSTEM power monitor
tor output voltage in excess of the main feeder bus voltage, ener− panel LOAD meter switch must be set to it’s No. 2 (right) generator
gizes contactor K62, connecting the generator output to the right position. When the DC LOAD METER switch on the APU CON−
main feeder bus. TROL panel is depressed, No. 2 generator shunt is removed from
the loadmeter circuit and the APU generator shunt connected in it’s
Auxiliary contacts on K62 connect the right essential bus to the place. The APU generator load is then displayed on the loadmeter.
GCU power input to complete logic circuit requirements.
Simultaneously, a “POWER READY” voltage is supplied to energize
bus control relay K64, and turns on the “GEN ON” light on the APU
control panel.
Relay K64 energizes main bus tie relay 2431−K21, and relays 2431−
K5 and 2431−K6 to connect the secondary feeder buses to the main
feeder buses.
EFFECTIVITY: ALL
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FAULT INDICATIONS
In event a malfunction is detected, the GCU will de−energize relays

K62 and K64. This will disconnect the APU DC generator from the
right main feeder bus, open the bus tie and disconnect the second−
ary feeder buses from the main buses. The GEN ON light goes out,
and a 28 V DC signal from the GCU illuminates the GEN WARN
and APU caution lights.
If a generator overtemperature condition develops during operation,

a thermal switch within the generator closes, energizing generator
overheat relay K2 which latches itself on and energizes auto−shut−
down relay 7615−K2. It also turns on the GEN OHT annunciator on
the APU control panel and the APU caution light. The generator
then cannot be brought back on line until the GEN switchlight is
cycled and the overtemperature condition no longer exists.
If line contactor K62 is not closed when the APU is running above
90% speed, the generator WARN light on the APU control panel is
turned on. DC voltage is passed through K62 auxiliary contacts 13−
14, K1 contacts C2−C1, and the warning lights dim and test unit.
Failure of line contactor K62 to open when commanded by the GCU

when the “power ready” signal is removed (relay K64 de−ener−
gized), causes the generator “WARN” and “APU” master caution
lights to come on. They will remain on until the fault has been cor−
rected.
EFFECTIVITY: ALL
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Dec 2017
ELECTRICAL LOAD DISTRIBUTION LEFT DC CIRCUIT BREAKER PANEL
GENERAL The left DC circuit breaker panel is located on the top surface of the
left circuit breaker console beside and outboard of the pilot’s seat.
Electrical load distribution from the three basic power systems (28 It contains the left main, left essential and left secondary DC distri−
volts DC, 115/200 volts 3−phase AC variable frequency, and 115 bution buses. Panel markings indicate the division of the buses and
volts 400 Hz) is provided through the following four circuit breaker system designation of the circuit breakers (CBs). Power feed to the
panels located in the flight compartment: left main distribution bus is supplied by four separate lines from the
left main feeder bus in the DC contactor box, through the L MAIN
(a) Left DC circuit breaker panel, INPUT circuit breakers A10, B10, C10, D10. In addition to supplying
(b) Right DC circuit breaker panel, power directly to various equipment, the main distribution bus
(c) 115V AC VARIABLE FREQUENCY circuit breaker panel supplies power to the avionics panel left buses through CBs (A9,
(d) Avionics circuit breaker panel (distributes 28 volts, DC, B9, C9) and to the left essential bus CB (E10).
115 volts and 26 volts AC, 400 Hz).
The left essential bus is powered through isolation diodes from the
Thermal push−pull circuit breakers are used for the protection of all left main distribution bus CB L MAIN INPUT, (L10) and the left bat−
AC and DC wiring. The circuit breakers (CBs) and associated buses tery bus CB AUX BATT INPUT, (M10). The left essential bus is nor−
are mounted on the four panels. With the exception of the AC VARI− mally tied by the BUS TIE circuit breaker (K10) to a similar circuit
ABLE FREQUENCY panel, alpha/numeric panel markings are breaker on the right essential bus in the copilot’s panel.
placed along the bottom and left edges of the panels to identify the
rows and line in which CBs are located, for the benefit of location The left secondary buses are powered from the left TRU. The sec−
description. ondary feeder bus in the contactor box is connected to the L SEC−
ONDARY distribution bus by three separate lines applied through
Example the L SEC INPUT circuit breakers (P10, Q10 and R10). The sec−
ondary bus operates independently and is electrically separate from
The CABIN LT circuit breaker PWR 1 (bottom left−hand corner) is the main and essential buses.
located in row A line 1, abbreviated Loc. A1. Simplified, that reads
“circuit breaker PWR 1 (A1)”. The electrical buses in the circuit
breaker panels are the distribution buses, but the word “distribution”
is omitted in the titles on the panels.
A small number of control circuit breakers are mounted in the DC

contactor box.
EFFECTIVITY: ALL
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Dec 2017
LEFT ESSENTIAL
BUS
TO R ESS
BUS FROM L MAIN ENG 1 NH IND LDG GEAR HORN
FEEDER BUS 5 (H5) 5 (E5)
LEFT MAIN FUEL TEMP ENG 1 ENG 1 IGN
BUS 5 (N4) 5 (J5)
LEFT BUS TIE (K10) FUEL AUX CONT PMP 1 ENG 1 OIL PRESS IND TAKE OFF WRN HORN
FROM L SEC 50 L MAIN INPUT 5 (P4) 5 (K5) 5 (A4)
SECONDARY FEEDER BUS L MAIN INPUT (L10) 50 (A10) FUEL TNK TEMP ENG 1 NL IND DOOR WRN
BUS 75 L MAIN INPUT 5 (Q4) 5 (L5) 5 (B4)
AUX BATT INPUT 50 (B10) STBY HYD PRESS IND 1 ENG 1 OIL TEMP IND CABIN PRESS CONT
75 (M10) L MAIN INPUT 5 (R4) 5 (M5) 5 (C4)
L SEC INPUT DC LOGIC CONT 50 (C10) PROP AUX PMP IND STAT PORT HTR 1
50 (P10) 5 (F9) L MAIN INPUT 5 (F4) 72
1
(D4)
L SEC INPUT DC GEN 1 EXCITE 50 (D10) PROP AUX PMP 1 CLOCK 1 CABIN TEMP AUTO
1
50 (Q10) 10 (G9) L ESS BUS (E10) 2
(S4) 5 (G4) 5 (E4)
L SEC INPUT PWR MONITOR DC 75 STBY ATTD IND A PNL LTS O/H CONS
50 (R10) 5 (H9) 3 (H4) 5 (A3)
RECIRC FAN PWR PWR MONITOR AC CR3 HYD PRESS IND 1 PNL LTS GLARE SHIELD
50 (S10) 5 (J9) 5
VOLT IND AC GEN CONT 1 (J4) 5 (B3)
5 (N9) 15 (K9) F/COMP DOME LTS ECU ENG 1 PNL LTS PLT FLT
PRIM INV PWR VOLT IND 5 (N3) 5 (K4) 5 (C3)
20 (F8) 5 (D9) CABIN SIDEWALL LTS PWR 1 REFUEL DEFUEL TNK 1 PNL MAP LTS
PRIM INV CONT AVIONIC FEEDER 10 (P3) 5 (L4) 5 (D3)
5 (G8) 20 (A9) CABIN SIDEWALL LTS CONT FUEL QTY IND 1 1
ADVSY LTS 2
PROP DEICE CONT 1 INV WRN CONT AVIONIC FEEDER 5 (Q3) 5 (M4) 72 (E3)
5 (R9) 5 (H8) 20 (B9) LAVATORY LTS 1
ADVSY LTS 1 EXIT LTS TAXI PWR
PROP O/SPD AUX BATT CONT AVIONIC FEEDER 5 (R3) 72 (F3) 20 (A2)
5 (S9) 5 (J8) 20 (C9) LAVATORY FLUSH PROP BETA LTS EXIT LTS TAXI CONT
AFR DEICE PRESS IND 1 FIRE DET ENG 2 ELEV HORN HTR WARN 5 (S3) 5 (G3) 5 (B2)
5 (N8) 5 (K8) (A8) EXT LTS APPR L PWR PASS WRN SIGNS EXT LTS LDG CONT 1
1
1
AFR DEICE AUTO CONT FIRE DET ENG 1 25 (N2) 72 (H3) 5 (C2)
72 (P8) 5 (L8) EXT LTS L WING INSP PLT CB PANEL LTS EXT LTS FLARE
AFR DEICE V/HTR 1 ECU ENG 2 5 (P2) 5 (J3) 25 (D2)
5 (Q8) 5 (M8) BFT & WRB FCG LTS PLT WDO/HT CONT AIR STAIR STEP LTG
AFR DEICE V/HTR L STAB RUD TRIM ACT AUX INV PWR 5 (Q2) 5 (K3) 5 (E2)
5 (R8) 5 (F7) 20 (D8)
AFR DEICE L EJECT HTRS RUD TRIM IND AUX INV CONT PLT WS/HT CONT CABIN LTS PWR 1
5 (S8) 5 (G7) 5 (E8) 5 (L3) 15 (A1)
ELEV HORN HT 1 ELEV TRIM STBY STALL WRN & HTR 1 IND LCD HTR CABIN LTS CONT
(N7) 5 (H7) 5 (A7) 5 (S2) 5 (B1)
DOOR SEAL CV HTR AIL TRIM ACT STALL FAIL MON 2 STBY CMPS EXT LTS LOGO L
5 (P7) 5 (J7) 5 (B7) 5 (F2) (C1)
AIL TRIM IND GND SPLRS CONT FDAU EXT LTS LOGO R
5 (K7) 5 (C7) 5 (G2) (D1)
FLAPS CONT GND SPLRS IND FDR STAT
5 (L7) 5 (D7) 3 (H2)
PLT W/S WIPER FLAPS PWR IND RUD SYS ISOL 1 EADI 1
10 (S7) 5 (M7) 5 (E7) (J2)
RECIRC FAN CONT LDG GEAR WOW SYS 2 A/C OSPD EHSI 1
5 (N6) 5 (F6) 5 (A6) (K2)
CABIN PRESS IND 1
LDG GEAR CONT IND NLG STEER IND SYM GEN1
5 (P6) 72 (G6) 5 (B6) (L2)
1
PITOT HTR 1 LDG GEAR SYS TEST CVR
72 (H6) 5 (C6)
PITOT WRN LDG GEAR CONT IND 2 (M2)
5 (J6) 7
1
2 (D6) 1
AHRS 2 AUX
ENG 1 TORQUE IND LDG GEAR WOW SYS 2 72 (F1)
5 (K6) 5 (E6) AUTOPLT DISENG
F/COMP TEMP M/CONT ENG 1 TORQUE COND T & S IND 1 2 (G1)
5 (S6) 5 (L6) 5 (A5) 1
VHF 1
FLAP POSN IND L BLEED SYS CONT 1 72 (H1)
5 (M6) 5 (B5) VOR ILS 1
BLEED SYS FLOW CONT ENG 1 ITT IND FUEL FLOW IND ENG 1 3 (J1)
5 (Q5) 5 (F5) 5 (C5) AHRS 1
FTSD202400a_019
ENG 1 NP IND RUD SPEED IND 3 (K1)

5 (G5) (D5) PLT AUDIO
5 (L1)
PA CAB INTPH
10 (M1)
Left DC Circuit Breaker Panel Schematic
EFFECTIVITY: ALL
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Dec 2017
RIGHT DC CIRCUIT BREAKER PANEL 115V AC VARIABLE FREQUENCY CIRCUIT BREAKER

PANEL
The right circuit breaker panel is located on the top surface of the
right circuit breaker console, beside and outboard of the copilot’s The 115 V AC VARIABLE FREQUENCY circuit breaker panel is
seat. It is similar in design and function to the left DC circuit breaker mounted on the rear flight compartment bulkhead above and behind
panel, with the addition of a separate bus and circuit breakers the copilot’s circuit breaker console, on the rear flight compartment
labeled BATTERY PWR, at the bottom of the R ESSENTIAL sec− bulkhead at Station X111.05. Variable frequency AC power is dis−
tion. The BATTERY PWR circuit breakers are connected directly to tributed by independent left and right 115/200 volt three−phase vari−
the right battery bus through a 10−amp circuit breaker located in the able frequency buses identified by appropriate panel markings.
DC contactor box. If CSI 82062 is installed, ground service lights
are also powered from the right battery. See Chapter 33 for details. Power from the AC contactor boxes (one located in each nacelle)
enters the panel through connector 2421−P26, and is wired to each
Power to the right main distribution bus is fed by four separate lines circuit breaker on the panel.
from the right main feeder bus, and through the R MAIN circuit
breakers (P10, Q10, R10, S10). The main distribution bus supplies
power to the avionics panel right DC buses through the AVIONIC
FEEDERS circuit breakers Q9, R9, S9.
The right essential bus is powered by the right main distribution bus
and the right battery bus through isolation diodes (CR2 and CR4)
and circuit breakers R MAIN INPUT (M10), R ESS BUS (N10), and
MN BATT INPUT (L10).
The right secondary distribution bus is powered from the right TRU.
Power input is connected through the three R SEC INPUT circuit
breakers (C10, D10, E10), supplied by three separate lines from the
right secondary feeder bus in the DC contactor box. The right sec−
ondary bus also operates independently and is electrically separate
from the main and essential buses.
EFFECTIVITY: ALL
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Dec 2017
FROM R MAIN
FEEDER BUS
FROM
R SEC
RIGHT FEEDER RIGHT RIGHT ENG 2 NP IND
SECONDARY BUS ESSENTIAL MAIN PROP AUX PMP 2 5 (G5)
FROM ENG 2 NH IND
BUS BUS CR2 BUS 1 (A4) 5 (H5)
RIGHT 2
BATTERY ENG 2 TORQUE IND AFR DEICE BOOT LTS

FLAP AUX PWR (SOO) R ESS BUS (N10) 5 (J5) 5 (P5)
(A10) RELAY 75 STBY HYD PRESS IND 2 ENG 2 TORQUE COND FUEL FLOW IND ENG 2
CR4 R MAIN 5 (B4) 5 (K5) 5 (Q5)
TO L. 50 (P10) FUEL AUX PMP WRN ENG 2 IGN BLEED SYS CONT 2
R SEC INPUT ESS R MAIN 5 (C4) 5 (L5) 5 (R5)
50 (C10) 50 (Q10)
R SEC INPUT BUS R MAIN FUEL AUX CONT PMP 2 ENG START T & S IND 2
50 (D10) 50 (R10) 5 (D4) 5 (M5) 5 (S5)
R SEC INPUT BUS TIE (K10) R MAIN FUEL TEMP ENG 2 REFUEL DEFUEL TNK 2 1
PITOT HTR 2
50 (E10) 50 50 (S10) 5 (E4) 5 (F4) 72 (N4)
FLAP AUX CONT MN BATT INPUT (L10) VOLT IND FUEL QTY IND 2 1
STAT PORT HTR 2
(A9) 75 5 (P9) 5 (G4) 72 (P4)
PROP DEICE CONT 2 R MAIN INPUT (M10) AVIONIC FEEDER ENG 2 NL IND PROP ALTN FEATH
5 (B9) 75 20 (Q9) 5 (H4) 5 (Q4)
AFR DEICE R EJECT HTRS SEC INV PWR AVIONIC FEEDER ENG 2 OIL PRESS IND CLOCK 2
5 (C9) 20 (F9) 20 (R9) 5 (J4) 5 (R4)
SEC INV CONT AVIONIC FEEDER PROP SYNC ENG 2 OIL TEMP IND BRAKE PRESS IND
5 (G9) 20 (S9) 5 (D3) 5 (K4) 5 (S4)
VOLT IND PWR MONITOR DC APU AUX ENG COND COPLT AUDIO
5 (E9) 5 (H9) 5 (N8) 5 (E3) 5 (L4)
AFR DEICE PRESS IND 2 PWR MONITOR AC 1
APU BLEED AIR COPLT CB PNL LTS COPLT MAP LTS
5 (A8) 5 (J9) 7 2 (P8) 5 (M4) 5 (P3)
AFR DEICE V/HTR R STAB AC GEN CONT 2 1
APU MAIN PNL LTS COPLT FLT
5 (B8) 15 (K9) 72 (Q8) 5 (Q3)
AFR DEICE V/HTR WING 2 EXT PWR LOGIC APU FUEL HYD PWR XFR PNL LTS ENG INSTR
5 (C8) 5 (F8) 10 (R8)
DC BUS TIE CONT APU VENT 5 (G3) 5 (R3)
5 (G8) 25 (S8) ECU ENG 2 PNL LTS RAD CONS
AFR DEICE MANUAL CONT DC GEN 2 EXCITE RUD SYS ISOL 2 5 (H3) 5 (S3)
7
1
2 (E8) 10 (H8) 5 (N7) HYD PRESS IND 2 EXT LTS APPR R PWR
COPLT W/S WIPER TRU CONT L & R RUD SPEED 5 (J3) 25 (N2)
10 (A7) 5 (J8) 5 (P7) IND LCD HTR LIGHTS BAGGAGE EXT LTS LDG CONT 2
MAIN BATT CONT COPLT WS/HT CONT 5 (A1) 5 (K3) 5 (P2)
5 (K8) 5 (Q7) CABIN SIDEWALL LTS PWR 2 LIGHTS EMER EXT LTS ANTI COLL
W/S WASH PMP BATT TEMP IND STALL FAIL MON 1 10 (B1) 5 (L3) 5 (Q2)
(C7) 5 (L8) 5 (R7) BUFFET PWR LIGHTS SERVICE
BATT TEMP CAUT LT STALL WRN & HTR 2 10 (C1) 5 (M3)
5 (M8) 5 (S7) EXT LTS R FLARE 1
EXT LTS POSN
ELEV HORN HT 2 LDG GEAR WOW SYS 1 25 (D1) 72 (K2)
(E7) 5 (N6) EXT LTS R WING INSP 1
CAUT LTS 1 CAUT LTS 2
FIRE DET ENG 1 NLG STEER CONT 5 (E1) 72 (L2) 1
72 (N1)
5 (G7) 5 (P6) AHRS 1 AUX
CABIN TEMP MAN FIRE DET ENG 2 ANTISKID INBD 72
1
(F1)
5 (B6) 5 (H7) 5 (Q6) READING LTS L
CABIN DUCT TEMP IND ECU ENG 1 ANTISKID OUTBD 10 (Q1)
5 (C6) 5 (J7) 5 (R6) RIGHT READING LTS R
SMOKE DET BATTERY 15 (R1)
5 (K7) CABIN LTS PWR 2
STBY ATTD IND B F/COMP TEMP AUTO BUS
3 (L7) 5 (N5) FIRE EXT ENG 1 & 2 10 (S1)
1
FLAP POSN IND R 72 (F2)
5 (M7) FIRE EXT ENG 1 & 2
INTAKE DEFLECT ACT 1 ROLL SPLRS CONT 7
1
2 (G2)
5 (B5) 5 (F6) FUEL & HYD S.O.V. ENG 1
INTAKE DEFLECT ACT 2 ROLL SPLRS IND 72
1
(H2)
5 (C5) 5 (G6) FUEL & HYD S.O.V. ENG 2
F/C FAN PWR ROLL SPLRS INBD ARM 7
1
(J2)
10 (D5) 5 (H6)
2
F/C FAN CONT ROLL SPLRS OUTBD ARM FUEL S.O.V. ENG 1
5 (E5) 5 (J6) 5 (K2)
ROLL SPLRS JAM IND FROM CB74 FUEL S.O.V. ENG 2
5 (K6) 5 (L2)
(R BATTERY) BOARDING LTS
LDG GEAR EMER DN LK IND
5 (L6) 5 (G1)
LDG GEAR WOW SYS 1 FLT COMP DOME LTS
FTSD202400a_021
5 (M6) 5 (H1)
ENG 2 ITT IND 1
PA EMER PWR
5 (F5) 72 (J1)
EMER LTS
5 (L1)
Right DC Circuit Breaker Panel Schematic
EFFECTIVITY: ALL
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Dec 2017
AVIONICS CIRCUIT BREAKER PANEL
The avionics circuit breaker panel is mounted above and behind the
pilot’s circuit breaker console, on the rear flight compartment bulk−
head. It distributes 28 volts DC, 115 and 26 volts 400 Hz to avionics
equipment and any other frequency sensitive AC systems. Panel
markings identify the appropriate buses and circuit breakers.
The 28 volt input from the left and right main distribution buses
enters the avionics panel through 2431−P1 (left) and 2431−P2 (right)
and is applied to their respective distribution buses through separate
20−amp circuit breakers (J8, K7, L6, right) and M5, N4, P3, left).
The three 400 Hz inverters supply the left and right 115V buses
through the paralleling control box, applied to the avionics panel
through connector 2422−P8. The paralleling control box directs the
output from the auxiliary inverter to either the left or right bus by
selection of a switch located on the AC CONTROL panel in the flight
compartment.
The BUS TIE circuit breaker located at the top of the panel connects
the two buses. Each 115 volt bus supplies power to a 26 volt auto−
transformer through the 115/26 VAC XFMR RT and 115/26 VAC
XFMR LT circuit breakers located at G10 and H9. The output of the
transformers directly supplies 26−volt 400 Hz power separately to
the left and right 26− volt buses.
These buses are monitored by the master caution light system to

provide indication of power loss to the buses.
EFFECTIVITY: ALL
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24-50-01 Page 72
Dec 2017
LEFT MAIN DC BUS
RIGHT MAIN DC BUS

5* 4* 3*
8* 7* 6*
DME 1 ATC 1 CVR
A
ADF 1 ELT GPWS
B DME 2 ATC 2 VOR 2
AFCS CONT ADV DISP 1 A
C ADF 2 WEA RDR WEA RDR IND
FGC 1 FGC 1 SERVO FGC 1 Y/D B
D AHRS 2 AFCS CONT ADV DISP 2
ADC 1 ALT ALERT NAV SW & ANN 1 C
E FGC 2 FGC 2 SERVO FGC 2 Y/D
RAD ALT 1 RMI 1 D
F ADC 2 ALT ALERT NAV SW & ANN 2
MLS 1 RNAV 1 E
G RAD ALT 2 RMI 2 EADI 2
HF COMM HF COMM ** F **
H MLS 2 RNAV 2 EHSI 2
YD RECTR DATA NAV G
J VHF COMM 2 OBS AUDIO SYM GEN 2
H
K BUS FEED 1
20 J
L BUS FEED 2
BUS FEED 1 20 K
20 M BUS FEED 3
BUS FEED 2 20 L
20 N
BUS FEED 3
20 P
R 28V DC INPUT
R 28V DC INPUT
R 28V DC INPUT
NOTES:
* Numbers indicate line location.
** Letters indicate row location.
L 28V DC INPUT
L 28V DC INPUT
L 28V DC INPUT
2451 P3 D C B A
2451 J3 D C B A
C B A D
FTSD202400a_023
2431 P1 D C B A
2451 P2
Av i o n i c s C i r c u i t B r e a k e r P a n e l S c h e m a t i c
EFFECTIVITY: ALL
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Dec 2017
EFFECTIVITY: ALL
24-00-00
24-50-01 Page 74
Dec 2017

Dash 8 Classic 24 ELEC Dec 2017 R00 BW

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Dash-8 Series 100/200/300 Technical Training Manual

Aircraft Electrical Power

CONTENTS AC 400 HZ SYSTEM 52

THIS PAGE INTENTIONALLY LEFT BLANK

ELECTRICAL POWER SYSTEMS BUS SYSTEM

DC SYSTEM • L and R DC Essential buses.

The variable frequency power system provides 115/200 volts, 3−

An 400 Hz system provides 115 volts single phase power, generat−

Electrical Power Component Locations

The electrical power systems are controlled by switches on the DC

CIRCUIT BREAKER PANELS

MAIN AND AUXILIARY BATTERIES SEALED LEAD ACID BATTERIES

GENERAL The two nickel−cadmium batteries can be replaced by two sealed

Each battery is equipped with two temperature sensor which is con−

BATTERY CONTROL CIRCUIT CONT’D OPERATION

A customer option (CSI 82066) inhibits relay K15, leaving the

The MAIN BUS TIE switch is normally lever−locked in the open or

SUMP JAR AUXILIARY BATTERY

AUX BATT P/O CAUTION MAIN BATT

LEFT BATTERY RIGHT BATTERY

LEFT CURRENT RIGHT

Battery System Schematic

THIS PAGE INTENTIONALLY LEFT BLANK

FLIGHT L MAIN DIST BUS R MAIN DIST BUS

L SEC DIST BUS R SEC DIST BUS

L SECONDARY K22 F5 R SECONDARY

LEFT RIGHT EXTERNAL

The battery venting system consists of the battery sump jar,

BATTERY TEMPERATURE MONITOR SYSTEM

The input of each indicator driver circuit is connected to the display

When pressed in and held, simulates a temperature of 70 degrees

When moved to the left and held, simulates shorted display/over−

BATTERY CHARGER SYSTEM (SOO 8095)

THIS PAGE INTENTIONALLY LEFT BLANK

FLIGHT L MAIN DIST BUS R MAIN DIST BUS

L SEC DIST BUS R SEC DIST BUS

L SECONDARY K22 F5 R SECONDARY

LEFT RIGHT EXTERNAL

GENERATOR CONTROL UNIT

The GCUs are mounted in the RH circuit breaker console on the

An overcurrent sense signal is also supplied to the bus bar protec−

BUS BAR PROTECTION UNIT

If the excessive current continues to flow, at the end of the timer

Two current transformers are installed in each generator system.

Each transformer consists of a core that provides a feed through for

The DC generating system is manually controlled through the DC

The panel contains eight control switches, namely:

BATTERY MASTER, MAIN BATT, AUX BATT, GEN 1, GEN 2,

TYPICAL LIMITER INSTALLATION

2431 F1 2531 F5 2431 F3

DC POWER MONITOR SYSTEM CONT’D

Two identical left and right transformer−rectifier units (TRUs) are

Simultaneously, the GCU sends a “power ready” voltage to ener−

Having generator logic relay K12 energized, and K11 de−energized

FLIGHT L MAIN DIST BUS R MAIN DIST BUS

L SEC DIST BUS R SEC DIST BUS

L SECONDARY K22 F5 R SECONDARY

LEFT RIGHT EXTERNAL

TRU OPERATION TEST − DC POWER MONITOR SYSTEM

The connector for external DC power application is on the nose of

CONTENTS AC 400 HZ SYSTEM 52