Embraer 195 EPGDS – Electrical Power

Generation and Distribution System (ATA

24)

Line & Base Maintenance Training Manual

Issue: Jan 07 FOR TRAINING PURPOSES ONLY Chapter 24 Page 1

Revision 00
NOTICE
THIS TRAINING MATERIAL TO BE USED FOR TRAINING PURPOSES ONLY

Issue: Jan 07 FOR TRAINING PURPOSES ONLY Chapter 24 Page 2

Revision 00
TABLE OF CONTENTS
Overview and System Operation 101
Left, Right, & Emergency Integrated Control
Centers (LICC, RICC, EICC) 201
Auxiliary Integrated Control Center (AICC) 301
Static Inverter 401
Battery 501
APU Generator (APU GEN) 601
External Power Module (EPM) 701
Issue: Jan 07 FOR TRAINING PURPOSES ONLY
Revision 00
Integrated Drive Generator (IDG) 801
Generator Control Unit (GCU) 901
No Break Power Transfers (NBPTs) 1001
Ram Air Turbine (RAT) System 1101
Secondary Power Distribution Assemblies
(SPDA) 1201
Multifunction Control and Display Unit (MCDU)
1301
Synoptic Pages 1401
Chapter 24 Page 3
Intentionally Blank
EPGDS General Description

The EMB 170/190 Electrical Power Generating and Distribution

System (EPGDS) consists of an Alternating Current (AC) system and
a Direct Current (DC) system. The EPGDS generates and distributes
primary electrical power to the aircraft while on the ground or in the
air.
EPGDS Component Locations
Each IDG is installed on its respective engine gearbox. The APU
Generator is installed on the APU gearbox. The following EPGDS
equipment is installed in the pressurized forward avionics bay:
- Essential Integrated Control Center (EICC)
- Transformer Rectifier Unit Essential (TRU ESS)
- Secondary Power Distribution Assembly #1 (SPDA 1)
- Battery #1 (BATT1)
- Static Inverter (Supplier is Marathon)
The following EPGDS equipment is installed in the pressurized
mid avionics bay:
- Left Integrated Control Center (LICC)
- Generator Control Unit #1 (GCU 1)
- External Power Module (EPM)
- Transformer Rectifier Unit #1 (TRU 1)
- Right Integrated Control Center (RICC)
- Generator Control Unit #2 (GCU 2)
- Auxiliary Generator Control Unit (AGCU)
- Transformer Rectifier Unit #2 (TRU 2)
- Secondary Power Distribution Assembly #2 (SPDA 2)
The following EPGDS equipment is installed in the pressurized
rear avionics bay:
- Auxiliary Integrated Control Center (AICC)
- Battery #2 (BATT2)
The Ram Air Turbine (RAT) system is installed adjacent to the
nose wheel bay on the right side of the aircraft outside of the
forward EBay just below the co-pilot position. The following LRUs
are accessible from the nose wheel bay:
- RAT Actuator
- Restow Pump
- Uplock
- Manual Release Cable Assembly
The RAT GCU is installed in the forward pressurized avionics bay .
Generator Drive System
The generator drive system is the normal source of aircraft
electrical AC power when one or both engines are operating
either in flight or on the ground. It consists of two IDGs and their
associated GCUs and contactors, which are installed in the LICC
or RICC.
APU AC Generation
The APU (Auxiliary Power Unit) generation system is used
primarily when the aircraft is on the ground for aircraft
maintenance or for flight preparation. This system can also be
used when the aircraft is dispatched with an altitude restriction or
as a backup source of electric power in flight. It consists of the
APU Generator and its associated AGCU and contactors, which
are installed in the RICC.
Emergency AC Power Generation
The Emergency AC Power Generation System is used during
emergency conditions to ensure that the essential loads are
supplied with power for an unlimited time if the IDGs and APU
Generator are inoperative. It consists of the RAT with Generator,
its associated RAT GCU, and its associated contactors, which are
installed in the EICC.
Static Inverter
The Static Inverter converts aircraft 28 VDC into single phase 115
VAC when there is only one operative AC Generator (IDG or APU
Generator).
LICC and RICC Installation in Mid E-Bay
The LICC and RICC are located in the temperature and pressure
controlled Mid E-Bay. Access to this equipment can be accomplished
through the Mid E-Bay floor access hatch, which is located on the aircraft
port side, behind the left wing. Mounting and bonding of the LICC and
RICC are accomplished with four bolts through the four mounting feet.
Cooling air is provided from the aircraft AMS and drawn through the TRU
to ensure adequate heat dissipation.
All other LICC and RICC components are cooled through natural
convection.
Under normal maintenance conditions, only removable LRMs will be
replaced during fault isolation efforts to return the unit to service ready
conditions. All normal maintenance for removal and replacement of the
TRUs, GCUs, EPM, contactors, relays, fuses, and circuit breakers is
performed through the front of the LICC and RICC. Precautions should be
taken to ensure proper power and ESD safety considerations are practiced
while conducting maintenance on the LICC and RICC. GCU and EPM
removal requires that an ESD wrist strap be worn, as these LRMs are
static sensitive modules. If non-LRM equipment requires replacement,
LICC or RICC removal would be necessary (although this should be very
infrequent). The internal bus bars are not accessible without removing the
entire ICC. GCU and EPM motherboards are not accessible without
removing the entire ICC. The contactor baseplate assembly, terminals, and
wire connections are not accessible. Current transformers are located on
the baseplate and are mounted behind the ICC AC contactor baseplate
assembly. Finally, external connectors to the aircraft wiring are not
accessible.
LICC Circuit Breakers and Fuses
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs). The LICC provides AC and DC
power distribution and protection for the main aircraft busses
associated with the left side of the aircraft. The circuit breakers
are thermal type devices with temperature compensation. When
subjected to an overload current, the breaker will trip open after
a predetermined time. The circuit breakers are the free tripping,
push/pull, on/off, manual actuation type. The CB aux contacts are
normally open polarized with a blocking diode. Circuit Breaker
Access Panel: All loads whose power is sourced from AC Bus 1, AC
Ground Service Bus, DC Ground Service Bus, or DC Bus 1, shall
be protected by a circuit breaker These CBs are accessible by
opening the associated front panels. Removal and replacement
can be accomplished by loosening the attaching hardware and
the interface wire harness. Precautions should be taken to ensure
proper maintenance for power considerations are practiced while
conducting maintenance on the circuit. These devices are not to
be resettable or replaced in flight. The fuses are thermal type
devices, which melt when subjected to an overload current. The
fuse blown detector is mounted in parallel to the fuse. When the
fuse melts, the fuse blown detector changes permanently the
position of a ‘form C’ contact. The fuse and fuse blown detector
can only be used one time.
The status of these circuit breakers and several fuses is monitored by GCU1
and annunciated in the cockpit by means of a CAS message (REMOTE CB TRIP)
and by indication on the Multifunctional Functional Display Unit (MCDU) which
will be seen later.
GCU 1, EPM, and TRU 1 Installation in LICC

The ICCs share some common design features, including the use
of Line Replaceable Units (LRMs). The same Generator Control
Unit (GCU) is used in the LICC and RICC. There is a common
Transformer Rectifier Unit (TRU) in the LICC, RICC, and EICC. The
contactor baseplate assembly is similar in the three ICCs.
Common circuit breakers, which are LRMs, are used in all ICCs.
Circuit breakers are mounted and accessible through the front
panel of the ICCs. Relays are common and are socket mounted
LRMs. The LICC provides control, protection, and distribution of
primary AC/DC power. Scheduled maintenance of the LICC is not
required. The LICC contains the following LRMs accessible from
the front face without opening circuit breaker panels:
GCU1: Generator Control Unit #1 provides control, protection,
and distribution of power generated by IDG1. EPM: External
Power Module provides protection and distribution of external AC
power. TRU1: Transformer Rectifier Unit #1 provides DC power to
DC BUS 1, DC ESS BUS 1, DC GND SVC Bus, backup power for DC
BUS 2 and DC ESS BUS 3, and charging current for Battery 1
under normal configuration operation. All loads whose power is
sourced from AC BUS 1, AC GND SVC Bus, DC GND SVC Bus, or
DC BUS 1 are protected by a circuit breaker. The status of these
circuit breakers is monitored by GCU1 and annunciated in the
cockpit by means of a CAS message (REMOTE CB TRIP) and by
means of the Multifunctional Functional
Display Unit (MCDU).
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs). GCU1 and the EPM can be
replaced after removing the associated ICC panel, which is
attached with 9 captive screws. GCU1 and the EPM are held in
place with a board mounted wedge lock scheme, which is
controlled through thumb release extractor levers. Precautions
should be taken to ensure proper power and ESD safety
considerations are practiced while conducting maintenance on a
GCU1 or EPM. Removal of GCU1 or GCU2 requires that an ESD
wrist strap be worn, since it is a static sensitive module. TRU1
can be replaced after removing the 4 captive screws.
LICC Electrical Schematic
The LICC contains the following LRMs depicted in the electrical
schematic:
GLC1: Generator Line Contactor 1 is controlled by GCU1 and
provides a means to connect AC power generated by IDG1 to AC
BUS 1. GCU1 provides automatic control of GLC1 if the cockpit
control panel IDG 1 CONTROL switch is in the AUTO position. The
GLC1 can be de-energized manually if the cockpit control panel
IDG 1 CONTROL switch is moved to the OFF position.
EPAC: External Power AC Contactor is controlled by the EPM and
provides a means to connect external AC power to the AC tie-bus.
The GPU switch on the cockpit control panel enables the EPAC to
close if acceptable external AC power quality/interlock exists and
the switch is cycled to the latched ON position.
BTC1: Bus Tie Contactor 1 allows a secondary source of power
(IDG2, AGEN, External AC) to be applied to AC BUS 1 or allows
IDG1 to become a secondary source of power to the opposite AC
BUS 2. It is automatically controlled by GCU1 if the cockpit
control panel AC TIES switch is in the AUTO position. The AGCU
has the ability to close BTC1 only if GCU1 is not powered or in
failsafe mode. The BTC1 is de-energized manually if the cockpit
control panel AC TIES switch is moved to the OPEN 1 position.
GSTC: Ground Service Transfer Contactor is controlled by the
EPM and energized when in the Ground Service Mode. In this
mode of operation the AC Ground Service Bus and DC Ground
Service Bus are the only buses powered. The GSTC closes when
an External AC cart is plugged in, power quality/interlock is
acceptable, the GPU control switch is latched OFF, and the
Ground Service momentary switch is toggled. If the cockpit
control panel GPU Switch is selected ON while in Ground Service
Mode, then the EPAC will close, BTC1 will close to energize AC
BUS 1, and the GSTC will re-open.
DCTC: DC Tie Contactor allows a secondary cross channel source
to feed DC Bus 1 or DC Bus 2. DC Tie Contactor control is
normally coordinated through aircraft wiring logic. The DC Tie
Contactor is locked out by GCU1 if TRU1C or TRU2C needs to be
de-energized due to a ground fault condition on either DC BUS
1/DC BUS 2. Normally, with the flight deck DC BUS TIES switch
selected to AUTO and GCU1 providing DCTC coil drive current,
the DCTC is closed when TRUEC is closed and either TRU1C or
TRU2C is open (exclusively) with no ground fault lockout on the
associated DC BUS 1 or DC BUS 2. With GCU1 unpowered or in
failsafe, GCU2 provides the DCTC coil drive current. The DCTC is
de-energized manually if the DC BUS TIES switch is selected to
the OFF position.
TRU1C: TRU1 Contactor provides the ability to feed TRU1 power
to DC BUS 1 or isolate DC BUS 1 from the system in case of a
TRU1 overcurrent, voltage ripple, or loss of output condition. It is
automatically controlled by GCU1. In case GCU1 is unpowered or
in failsafe, the AGCU provides automatic control of TRU1C. It is
automatically de-energized when AC BUS 1 is de-energized or
manually by selecting the TRU1 switch to OFF position. It is not
closed during GPU ground service operation.
EC1: DC Essential Contactor 1 provides an interface between DC
BUS 1 and DC ESS BUS 1. It is controlled via A/C wiring and is
closed in normal operation, provided DC BUS 1 is powered and
TRU1C is closed. EC1 isolates DC BUS 1 from ESS BUS 1 by
means of system relay logic if TRU 1C is open.
LICC Lower Front Access Panel

CAUTION: All power sources to the ICC need to be disconnectedprior

to performing any maintenance on the ICC (such as opening the
panels or removing any LRMs).

The lower front access panel can be lowered after releasing the 11
captive screws. This exposes the following sections of LRMs:

- AC contactor and relay cavity

- Segregation panel
- DC contactor and relay cavity
- AC relays
- AC circuit breakers
- DC circuit breakers
LICC AC Contactors and Relays
CAUTION: All power sources to the ICC need to be disconnected - Unscrew the 2 or 3 relay captive slot headed screws, which
prior to performing any maintenance on the ICC (such as opening attach the relay to its base.
the panels or removing any LRMs). - Disconnect the relay from its base and remove it.
The contactor is an electromechanical device designed to close - Replace the relay on its base.
or open an electrical DC or AC circuit. It contains a coil, which - Screw in the new relay’s 2 or 3 captive screws.
simultaneously actuates the main contacts (power circuit) and GLC1 - Generator Line Contactor 1 allows IDG1 to supply AC BUS
the auxiliary contacts. Most of the contactors are ‘normally 1
closed/normally open’ contacts but some utilize ‘form C’ EPAC - External Power AC Contactor allows AC EXT PWR to
contacts. The contactors shown can be replaced by performing connect to AC TIE BUS.
the following steps (refer to applicable AMM task): BTC1 - Bus Tie Contactor 1 allows IDG2, APU GEN, or AC EXT PWR
- Unscrew the captive slot headed screws and disconnect the to supply AC BUS 1 or allows IDG1 to supply AC BUS 2.
connector of the contactor. GSTC - Ground Service Transfer Contactor allows AC EXT PWR to
- Unscrew the main terminal hexagonal socket head screws and be connected directly to AC GND SVC and DC GND SVC without
wavy washers that attach the contactor. first supplying AC BUS 1.
- Replace the contactor. HPC 2B – Hydraulic Power Contactor 2B allows AC BUS 1 to be
- Attach the main terminal hexagonal socket head screws and connected to AC Motor Pump 2B (ACMP 2B).
wavy washers. Relay Name Power source
- After applying a tightening torque, apply a drop of red varnish K1 GALLEY FEED 1 AC BUS 1
as a check mark to each contactor terminal screw. K2 GALLEY FEED 4 AC BUS 1
- Connect and screw the cable connector to the contactor K3 FUEL AC PUMP 1 AC BUS 1
connector. K4 WINDSHIELD 2 PWR AC BUS 1
The relay is an electromechanical device designed to close or K5 LH RECIRC FAN AC BUS 1
open low power electrical circuits (< 25 A). It contains a coil K6 Spare AC BUS 1
which simultaneously actuates ‘normally open/normally closed’ K7 FAN 1 EBAY FWD AC GND SVC BUS
contacts or K8 FAN 1 EBAY MID AC GND SVC BUS
‘form C’ contacts. K9 CLNG LT AC AC GND SVC BUS
The relays shown can be replaced by performing the following K10 SIDEWALL LT AC GND SVC BUS
steps (refer to applicable AMM task): K11 WATER WASTE HTR AC GND SVC BUS
LICC DC Contactors and Relay
DCTC - DC Tie Contactor allows DC BUS 1 and 2 to be connected.
CAUTION: All power sources to the ICC need to be disconnected EC1 - DC Essential Contactor provides interface between DC BUS
prior to performing any maintenance on the ICC (such as opening 1
the panels or removing any LRMs). and DC ESS BUS 1.
The contactors shown can be replaced by performing the
following steps (refer to applicable AMM task):
- Unscrew the captive slot headed screws and disconnect the
connector of the contactor
- Unscrew the main terminal hexagonal socket head screws and
wavy washers that attach the contactor
- Replace the contactor
- Attach the main terminal hexagonal socket head screws and
wavy washers.
- After applying a tightening torque, apply a drop of red varnish
as
a check mark to each contactor terminal screw.
- Connect and screw the cable connector to the contactor
connector.
The relays shown can be replaced by performing the following
steps
(refer to applicable AMM task):
- Unscrew the 2 or 3 relay captive slot headed screws, which
attach the relay to its base.
- Disconnect the relay from its base and remove it.
- Replace the relay on its base
- Screw in the new relay’s 2 or 3 captive screws.
TRU 1C - TRU 1 Contactor allows TRU1 to feed DC BUS 1.
LICC Bottom Front Connections
The IDG1 harness W508 is connected to the LICC terminals TB1-
1,
TB1-2 and TB1-3 with nuts and washers.
The AC TIE BUS harness W109 is connected to the LICC terminals
TB2-1, TB2-2 and TB2-3 with nuts and washers.
The AC EXR PWR harness W117 is connected to the LICC
terminals TB3-1, TB3-2 and TB3-3 with nuts and washers.
The System Return harness W158 is connected to the LICC
terminal
TB4-1 with nuts and washers.
The DC TIE BUS harness W108 is connected to the LICC terminals
TB4-2 with nuts and washers.
The DC ESS BUS 1 harness W208 is connected to the LICC
terminals TB5-2 with nuts and washers.
NOTE: Terminal TB5-1 is not used.
A protective cover is installed over the terminal connections on
the
LICC with captive screws.
Intentionally Blank
LICC Rear Connections

RICC
The ICCs share some common design features, including the use of Line
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is
used in the LICC and RICC. There is a common Transformer Rectifier
Unit (TRU) in the LICC, RICC, and EICC. The contactor baseplate
assembly is similar in the three ICCs. Common circuit breakers, which are
LRMs, are used in all ICCs. Circuit breakers are mounted and accessible
through the front panel of the ICCs. Relays are common and are socket
mounted LRMs. The RICC provides control, protection, and distribution of
primary AC/DC power. Scheduled maintenance of the RICC is not
required.
Circuit Breakers and Fuses
CAUTION: All power sources to the ICC need to be disconnected prior to
performing any maintenance on the ICC (such as opening the panels or
removing any LRMs). The circuit breakers are thermal type devices with
temperature compensation. When subjected to an overload current, the
breaker will trip open after a predetermined time. The circuit breakers are
the
free tripping, push/pull, on/off, manual actuation type. The CB aux contacts
are normally open polarized with a blocking diode. These CBs are
accessible by opening the associated front panels. Removal and
replacement can be accomplished by loosening the attaching hardware
and the interface wire harness. Precautions should be taken to ensure
proper maintenance for power considerations are practiced while
conducting maintenance on the circuit. These devices are not to be
resettable or replaced in flight. The fuse is a thermal type devices, which
melts when subjected to an overload current. The fuse blown detector is
mounted in parallel to the fuse. When the fuse melts, the fuse blown
detector changes permanently the position of a ‘form C’ contact. The fuse
and fuse blown detector can only be used one time. Circuit Breaker
Access Panel: All loads whose power is sourced from AC Bus 2, DC Bus
2, and DC Essential Bus 2, shall be protected by a circuit breaker. The
status of these circuit breakers are monitored by GCU2 and annunciated
in the cockpit by means of a CAS message (REMOTE CB TRIP) and by
indication on the Multifunctional Functional Display Unit (MCDU).
GCU 2, AGCU, and TRU 2 Installation in RICC
The RICC contains the following LRMs accessible from the front
face without opening circuit breaker panels:
GCU2: Generator Control Unit #2 provides control, protection,
and distribution of power generated by IDG2. AGCU: Auxiliary
Generator Control Unit provides control, protection, and
distribution of power generated by the APU Generator. TRU2:
Transformer Rectifier Unit #2 provides DC power to DC BUS 2, DC
ESS BUS 2, backup power for DC
BUS 1 and DC ESS BUS 3, and charging current for Battery 2
under normal configuration operation. All loads whose power is
sourced from AC
BUS 2, DC BUS 2, and DC ESS BUS 2 are protected by a circuit
breaker. The status of these circuit breakers is monitored by
GCU2 and annunciated in the cockpit by means of a CAS
message (REMOTE CB TRIP) and by means of the Multifunctional
Functional Display Unit (MCDU). CAUTION: All power sources to
the ICC need to be disconnected prior to performing any
maintenance on the ICC (such as opening the panels or removing
any LRMs).
GCU2 and the AGCU can be replaced after removing the
associated ICC panel, which is attached with 9 captive screws.
GCU2 and the AGCU are held in place with a board mounted
wedge lock scheme, which is controlled through thumb release
extractor levers. Precautions should be taken to ensure proper
power and ESD safety considerations are practiced while
conducting maintenance on a GCU2 or the AGCU. Removal of
GCU2 or the AGCU requires that an ESD wrist strap be worn,
since it is a static sensitive module. TRU2 can be replaced after
removing the 4 captive screws.
RICC Electrical Schematic
The RICC contains the following LRMs depicted in the electrical
schematic:
GLC2: Generator Line Contactor 2 is controlled by GCU2 and provides a
means to connect AC power generated by IDG2 to AC BUS 2. GCU2
provides automatic control of GLC2 if the cockpit control panel IDG 2
CONTROL switch is in the AUTO position, The GLC2 can be de-energized
manually if the cockpit control panel IDG 2 CONTROL switch is moved to
the OFF position.
ALC: The Auxiliary Generator Line Contactor provides a means to
connect APU Generator power to the AC Tie Bus and is controlled
by the AGCU. With the cockpit control panel APU GEN switch in
the AUTO position, the AGCU provides automatic control of the
ALC. The ALC is de-energized manually if the cockpit control
panel APU GEN switch is moved to the OFF position.
BTC2: Bus Tie Contactor 2 allows a secondary source of power
(IDG1, AGEN, External AC) to be applied to AC BUS 2 or allows
DG2 to become a secondary source of power to the opposite AC
BUS 1. It is automatically controlled by GCU2 if the AC BUS TIES
switch is selected to the AUTO position. In case GCU2 is not
powered or is in failsafe, the AGCU assumes automatic control.
BTC2 is de-energized OPEN if the cockpit control panel AC BUS
TIES switch is selected to the 2 OPEN position.
TRU 2C: The TRU 2 Contactor allows the Transformer Rectifier
Unit 2 to supply DC BUS 2. It is automatically controlled by GCU2
if the TRU2 switch is in the AUTO position. In case GCU2 is not
powered or in failsafe, the AGCU assumes automatic control. TRU
2C isolates DC BUS 2 from the AC BUS 2 when AC BUS 2 is
unpowered, TRU2 switch is in the OFF position, there is a TRU2
overcurrent, TRU2 voltage ripple, or TRU2 loss of output.
EC2: DC Essential Contactor 2 provides an interface between DC
BUS 2 and DC ESS BUS 2. It is controlled via A/C wiring and is
closed in normal operation when DC BUS 2 is powered and TRU
2C is closed. EC2 opens and isolates DC BUS 2 from ESS BUS 2
by means of system relay logic if TRU 2C is open.
ETC2: DC Essential Tie Contactor 2 allows the DC ESS BUS 2 and
DC ESS BUS 3 to be cross tied under certain system
configurations. This contactor is controlled via aircraft wiring logic
and is open in normal operation. If DC ESS BUS 2 or DC ESS BUS
1 is energized (Battery 1 and 2 normally always provides backup
power to these buses), the DC BUS TIES switch is in the AUTO
position, TRU2C is open, or TRUEC open and TRU1C is open, then
the ETC2 coil is energized to close. The ETC2 can be de-energized
manually by selecting the cockpit control panel DC BUS TIES
switch to the OFF position.
BC2: Battery Contactor 2 provides an interface between HOT BAT
BUS 2 and ESS BUS 2. It is controlled directly by the BATT 2
switch or via the SPDA2 override function during APU starts. BC2
is closed when the BATT 2 switch is selected to the AUTO
position. SPDA2 can over-ride this logic by closing the BC2
CONTROL RELAY during an APU start cycle. The SPDA logic, which
controls BC2 during APU starting takes into account the
availability of BATT 1 to supply backup power to the DC ESS
BUSES. BC2 opens when the BATT2 switch is selected to the OFF
position. Within the RICC there is an isolated portion, which
provides physical and electrical isolation for the essential bus.
The DC ESS BUS 2 has all components and wires attached to it
physically separated (isolated) from the AC and DC Non Essential
buses, feeders, and controls. This ensures that a failure in the
Non-Essential area cannot result in a failure of DC ESS BUS 2
components and wires.
RICC Lower Front Access Panel

CAUTION: All power sources to the RICC ICC need to be

disconnected prior to performing any maintenance on the RICC ICC
(such as opening the panels or removing any LRMs).
The lower front access panel can be lowered after releasing the 11
captive screws. This exposes the following sections of LRMs:
- AC contactors
- Segregation panel
- DC contactors and relays
- AC relays
- AC circuit breakers
- DC circuit breakers
RICC DC Contactors and Relays

CAUTION: All power sources to the ICC need to be disconnected - Screw in the new Relay’s 2 or 3 captive screws.
prior to performing any maintenance on the ICC (such as opening EC2 – DC Essential Contactor 2 allows DC BUS 2 and DC ESS BUS
the panels or removing any LRMs). 2 to be connected.
The Contactors shown can be replaced by performing the TRU 2C – TRU 2 Contactor allows TRU2 to supply DC BUS 2. BC2 –
following Battery Contactor 2 allows HOT BAT BUS 2 and DC ESS BUS 2 to
steps (refer to applicable AMM Task): be connected. ETC2 – DC Essential Tie Contactor allows DC ESS
- Unscrew the captive slot headed screws and disconnect the BUS 2 and DC ESS BUS 3 to be connected.
connector of the contactor.
- Unscrew the main terminal hexagonal socket head screws and
wavy washers that attach the contactor.
- Replace the contactor.
- Attach the main terminal hexagonal socket head screws and
wavy washers.
- After applying a tightening torque, apply a drop of red varnish
as a check mark to each contactor terminal screw.
- Connect and screw the cable connector to the contactor
connector.
The Relays shown can be replaced by performing the following
steps
(refer to applicable AMM Task):
- Unscrew the 2 or 3 Relay captive slot headed screws, which
attach the Relay to its base.
- Disconnect the Relay from its base and remove it.
- Replace the relay on its base.
EICC Installation in Forward E-Bay
The EICC is located in the temperature and pressure controlled
Forward E-Bay. Access to this equipment can be accomplished
through the Forward E-Bay floor access hatch, which is located in
front of the nose gear. Mounting and bonding of the EICC is
accomplished with four bolts through the four mounting feet.
Cooling air is provided from the aircraft AMS and drawn through
the TRU to ensure adequate heat dissipation. All other EICC
components are cooled through natural convection. Under
normal maintenance conditions, only removable LRMs will be
replaced during fault isolation efforts to return the unit to service
ready conditions. All normal maintenance for removal and
replacement of the TRUESS, contactors, relays, fuses, and circuit
breakers is performed through the front of the EICC. Precautions
should be taken to ensure proper power safety procedures are
practiced while conducting maintenance on the EICC. If non-LRM
equipment requires replacement, EICC removal would be
necessary (although this should be very infrequent). This non-
LRM equipment includes the internal bus bar, the contactor
baseplate assembly, terminals, and wire connections. Each of
these components are not accessible without removal of the
EICC. Also, external connectors to the aircraft wiring are not
accessible.
TRU ESS Installation in EICC
The ICCs share some common design features, including the use of Line
Replaceable Units (LRMs). There is a common Transformer Rectifier Unit (TRU) in
the LICC, RICC, and EICC. The contactor baseplate assembly is similar in the
three ICCs. Common circuit breakers, which are LRMs, are used in all ICCs.
Circuit breakers are mounted and accessible through the front panel of the ICCs.
Relays are common and are socket mounted LRMs. The EICC provides control,
protection, and distribution of primary AC/DC power. Scheduled maintenance of
the EICC is not required. The following LRM is accessible from the front face of
the EICC without opening circuit breaker panels: TRU ESS: The Essential
Transformer Rectifier Unit provides DC power to DC ESS BUS 3. The TRU ESS
can be replaced after removing the 4 captive screws. CAUTION: All power
sources to the ICC need to be disconnected prior to performing any maintenance
on the ICC (such as opening the panels or removing any LRMs).
EICC Circuit Breakers & Fuses
All loads whose power is sourced from AC ESS BUS, DC ESS BUS
1, DC ESS BUS 3, HOT BATT BUS 1, or STANDBY AC BUS are
protected by a circuit breaker on the EICC. The status of these
circuit breakers is monitored by SPDA1 and annunciated in the
cockpit by means of a CAS message (REMOTE CB TRIP) and by
means of the Multifunctional Functional Display Unit (MCDU). The
circuit breakers are thermal type devices with temperature
compensation. When subjected to an overload current, the
breaker will trip open after a predetermined time. The circuit
breakers are the free tripping, push/pull, on/off, manual actuation
type. The CB aux contacts are normally open polarized with a
blocking diode. These CBs are accessible by opening the
associated front panels. Removal and replacement can be
accomplished by loosening the attaching hardware and the
interface wire harness. Precautions should be taken to ensure
proper maintenance for power considerations are practiced while
conducting maintenance on the circuit. These devices are not to
be resettable or replaced in flight. CAUTION: All power sources to
the ICC need to be disconnected prior to performing any
maintenance on the ICC (such as opening the panels or removing
any LRMs). Circuit Breaker Panel: All loads whose power is
sourced from AC ESS BUS, DC ESS BUS 1, DC ESS BUS 3, HOT
BATT BUS 1, or StANDBY AC BUS shall be protected by a circuit
breaker. The status of these circuit breakers is monitored by
SPDA1 and annunciated in the cockpit by means of a CAS
message (REMOTE CB TRIP) and by indication on the MCDU.
EICC Electrical Schematic
The EICC contains the following LRMs depicted in the
electricalschematic:
AETC: The AC Essential Transfer Contactor allows the AC BUS 1or
AC BUS 2 to supply the AC ESS BUS when the RAT is not
deployed. The AETC position is controlled automatically via a
power monitor function. For normal system operation when AC
BUS 2 is powered, the power monitor function allows the AETC to
energize so that AC BUS 2 may supply power to the AC ESS BUS.
The AETC de-energizes to the AC BUS 1 position when the power
monitor function detects that AC BUS 2 is not powered or that
BTC2 aux contacts and GLC2 aux contacts have been opened for
AC BUS 2 isolation.
RLC: The RAT Line Contactor allows AC BUS 1 or AC BUS 2 to
supply the AC ESS BUS via the normally de-energized AETC. If the
three (3) main generators are inoperative (Both AC BUS 1 and AC
BUS 2 dead), SPDA1 automatically initiates a RAT deployment.
When the RAT is deployed and RAT generator power quality is
acceptable, the RAT GCU (RGCU) energizes the RLC, allowing the
RAT Generator to supply the AC ESS BUS.
STBYC: The Standby Power Contactor routes single phase AC
power to the STANDBY AC BUS from the AC ESS BUS or the Static
Inverter. The STBYC is energized under normal operating
conditions when AC ESS BUS phase B is powered. The STBYC is
de-energized when AC ESS BUS phase B power is not available
enabling the Static Inverter to supply the STANDBY AC BUS. For
reliability purposes, the Static Inverter is de-energized whenever
two generators are operating.
TRU EC: The TRU Essential Contactor (TRU EC) provides the
ability to feed TRU ESS power to the DC ESS BUS 3. It is closed in
normal operation via aircraft wiring logic, provided the GLC1,
GLC2, ALC, or EPAC is closed, and TRU ESS switch is in the AUTO
position, and DC ESS BUS 1 or DC ESS BUS 2 is powered. The TRU
EC also closes during emergency operation when aircraft speed
condition thresholds are satisfied, the TRU Enable Relay is closed
via MAU command, the TRU ESS switch is in the AUTO position,
and DC ESS BUS 1 or DC ESS BUS 2 is powered The TRU EC
opens momentarily during emergency operation for one second
after the Rat Line Contactor (RLC) is closed. This one second
opening of TRU EC is coordinated through an EICC mounted 1
second delay relay to ensure DC Bus loads are isolated
momentarily from the in rush current seen by the RAT from the
AC ESS BUS hydraulic motor pump load. This isolation ensures
that the RAT maintains sufficient energy to supply emergency
load operations.
ETC1: The DC Essential Transfer Contactor 1 allows the DC ESS
BUS 1 and DC ESS BUS 3 to be cross-tied under certain system
configurations. If DC ESS BUS 1 or DC ESS BUS 2 is energized,
Battery 1 and Battery 2 normally always provides backup power
to these buses. ETC1 is controlled via aircraft wiring logic and is
open during normal operation. ETC1 is energized closed when DC
ESS BUS 1 or DC ESS BUS 2 is powered, the DC BUS TIES switch
is in the AUTO position, and TRU 1C is open or TRU EC is open.
ETC1 is de-energized open when the DC BUS TIES switch is in the
OFF position.
BC1: Battery Contactor 1 provides an interface between the HOT
BATT BUS 1 and the DC ESS BUS 1. The BATT 1 switch located on
the cockpit electrical system control panel controls this contactor.
BC1 closes when the BATT 1 switch in the ON position.
BC1 opens when the BATT 1 switch in the OFF position.
HOT BATT BUS #1: Provides a point of distribution for Battery 1
DC power. AC ESS BUS: Provides a point of distribution for
power sources feeding the respective bus.
STANDBY AC BUS: Provides a point of distribution for power
sources feeding the respective bus
DC ESS BUS 3: Provides a point of distribution for power sources feeding
the respective bus.
DC ESS BUS 1: Provides a point of distribution for power sources
feeding the respective bus. This bus has Battery 1 as a backup
source to ensure uninterrupted power during DC system power
transfers
.
EICC Front Face Access Panel
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs).
The front face access panel can be opened after releasing the 11
captive screws. This exposes the following:
- AC Contactor and Relay Cavity
- AC Monitor Sensor K4 Cavity
- DC Contactor and Relay Cavity
- AC Circuit Breakers
- DC Circuit Breakers.
EICC DC Contactors and Relays
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs). The Contactors shown can be
replaced by performing the following steps (refer to applicable
AMM task):
- Unscrew the captive slot headed screws and disconnect the
connector of the contactor.
- Unscrew the main terminal hexagonal socket head screws and
wavy washers that attach the contactor.
- Replace the contactor.
- Attach the main terminal hexagonal socket head screws and
wavy washers.
- After applying a tightening torque, apply a drop of red varnish
as a check mark to each contactor terminal screw.
Connect and screw the cable connector to the contactor
connector.
The Relays shown can be replaced by performing the following
steps (refer to applicable AMM task):
- Unscrew the 2 or 3 Relay captive slot headed screws, which
attach the Relay to its base.
- Disconnect the Relay from its base and remove it.
- Replace the relay on its base.
- Screw in the new Relay’s 2 or 3 captive screws.
ETC1 – DC Essential Tie Contactor 1 (allows DC ESS BUS 1 and DC
ESS BUS 3 to be cross-tied)
TRU EC – TRU ESS Contactor (allows TRU ESS to supply DC BUS
3)
BC1 – Battery Contactor 1 (provides interface between HOT BAT
BUS 1 and DC ESS BUS 1)
EICC AC Contactor and Relay Cavity
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs). The Contactors shown can be
replaced by performing the following steps (refer to applicable
AMM task):
- Unscrew the captive slot headed screws and disconnect the
connector of the contactor.
- Unscrew the main terminal hexagonal socket head screws and
wavy washers that attach the contactor.
- Replace the contactor.
- Attach the main terminal hexagonal socket head screws and
wavy washers.
- After applying a tightening torque, apply a drop of red varnish
as
a check mark to each contactor terminal screw.
- Connect and screw the cable connector to the contactor
connector.
The Relays shown can be replaced by performing the following
steps
(refer to applicable AMM task):
- Unscrew the 2 or 3 Relay captive slot headed screws, which
attach the Relay to its base.
- Disconnect the Relay from its base and remove it.
- Replace the relay on its base.
- Screw in the new Relay’s 2 or 3 captive screws.
Installation in Aft E-Bay
The AICC is located in the temperature and pressure controlled Aft
E-Bay. Access to this equipment can be accomplished through an
aircraft panel, which is located in rear of the cabin. Mounting and
bonding of the AICC is accomplished with four fasteners through the
four mounting feet. All AICC components are cooled through natural
convection.
Installation in Aft E-Bay (Cont.)
Under normal maintenance conditions, only removable LRMs will be
replaced during fault isolation efforts to return the unit to service
ready conditions. All normal maintenance for removal and
replacement of the contactors, relays, fuses, and circuit breakers is
performed through the front of the AICC. Precautions should be
taken to ensure proper power safety procedures are practiced while
conducting maintenance on the AICC.
If non-LRM equipment requires replacement, AICC removal would
be necessary (although this should be very infrequent). This non-
LRM equipment includes the internal bus bars, the contactor
baseplate assembly, terminals, and wire connections. Each of these
components are not accessible without removal of the AICC.
Electrical Schematic
The AICC contains the following LRMs depicted in the electrical
schematic:
EPDC: The External Power DC Contactor provides an interface
between DC EXT PWR and the APU START BUS. It is controlled
automatically through DC external power relay logic.
The EPDC closes when the following conditions exist:
- Acceptable external DC power quality exists
- DC GPU PWR switch AVAIL lamp illuminates
- DC GPU PWR switch is latched ON
The EPDC opens when the DC GPU PWR switch is unlatched OFF.
ASC: The APU Start Contactor allows BATT 2 or DC EXT PWR to be
routed to the APU for starting. It is controlled by SPDA2.
ABC: The APU Start Bus Contactor allows BATT 2 power to be
routed to the APU START BUS. It is controlled by SPDA2. The HOT
BATT BUS 2 provides a point of distribution for BATT 2 power.
The APU Start Bus provides an interface to the APU and is
powered by DC EXT PWR or BATT 2 during the APU start cycle.
Contactors and Relays
CAUTION: All power sources to the AICC need to be disconnected
prior to performing any maintenance on the AICC (such as
opening the panels or removing any LRMs). The Contactors
shown can be replaced by performing the following steps (refer
to applicable AMM task):
- Unscrew the captive slot headed screws and disconnect the
connector of the contactor.
- Unscrew the main terminal hexagonal socket head screws and
wavy washers that attach the contactor.
- Replace the contactor.
- Attach the main terminal hexagonal socket head screws and
wavy washers.
- After applying a tightening torque, apply a drop of red varnish
as a check mark to each contactor terminal screw.
- Connect and screw the cable connector to the contactor
connector. The Relays shown can be replaced by performing the
following steps (refer to applicable AMM task):
- Unscrew the 2 or 3 Relay captive slot headed screws, which
attach the Relay to its base.
- Disconnect the Relay from its base and remove it.
- Replace the relay on its base.
- Screw in the new Relay’s 2 or 3 captive screws.
Unpowered Airplane

All system contactors are in the de-energized state during the following conditions:

- Aircraft is on the ground

- No AC power source available
- No DC external power source available
- BATT 1 switch in the OFF position
- BATT 2 switch in the OFF position

The only buses powered in this mode are HOT BATT BUS 1 and
HOT BATT BUS 2 since they are connected directly to BATT 1 and BATT 2.

It’s important to note that there is hot 28 VDC inside the RICC, EICC,
and AICC even though BATT 1 and BATT 2 switches are in the OFF
position. The associated battery should be physically disconnected
by means of the main DC feeder connection prior to performing any
maintenance inside these ICCs.
Cockpit Control Panel (CCP)
The Cockpit Control Panel (CCP) encompasses the majority of
EPGDS control switches for AC and DC power. Power from the
IDG channels, External AC channel, and APU Generator channel
can be controlled through the ELEC AC SYSTEM portion of the
Cockpit Control Panel. Power from the Batteries and TRU
contactors can be controlled through the ELEC DC SYSTEM
portion of the Cockpit Control Panel.
BATT 1 Switch
The BATT 1 switch is a rotary switch, which enables control of the
Battery Contactor 1 (BC1). Selecting the ON position energizes
BC 1 to close. Selecting the OFF position trips BC 1 open. BATT
2 Switch
The BATT 2 switch is a rotary switch, which enables control of the
Battery Contactor 2 (BC2). Selecting the AUTO position energizes
BC 2 to close if SPDA2 is not coordinating an APU start through
the BC2 control relay. Selecting the OFF position trips BC 2 open.
DC BUS TIES Switch
The DC BUS TIES switch is a toggle switch which enables the
flight crew to selectively de-energize any DC bus by controlling
the DCTC, ETC1, and ETC2. Selecting the AUTO position results in
automatic control of the DCTC, ETC1, and ETC2 via GCU1/GCU2
control and system relay logic. Selecting the OFF position
manually trips the DCTC, ETC1, and
ETC2
Batteries Only Supplying Airplane
Battery Contactor 1 (BC1) is directly controlled by the BATT1
switch on the cockpit control panel. BC 1 closes when the BATT1
switch is moved to the ON position. BC1 opens when the BATT1
switch is moved to the OFF position. DC ESS BUS 1 is then
supplied directly by BATT 1. The Essential Tie Contactor 1 (ETC1)
is installed in the EICC and controlled through aircraft wiring
logic. It is closed, connecting DC ESS BUS 1 and DC ESS BUS 3 if
the following conditions exist:
- DC BUS TIES switch is selected to AUTO
- Either TRUEC or TRU1C is open
BATT 1 then supplies DC ESS BUS 3 via DC ESS BUS 1 through
the closed ETC1.
ETC1 opens and isolates DC ESS BUS 1 from DC ESS BUS 3 if any
one of the following conditions exists:
- Both DC ESS BUS 1 and 2 are not powered
- DC BUS TIES switch is selected OFF
- Both TRUEC and TRU1C are closed.
Battery Contactor 2 (BC2) is controlled by the BATT2 switch on
the cockpit control panel and by SPDA2. BC2 closes when the
BATT2 switch is moved to the AUTO position. However, SPDA2
logic can over-ride the BATT2 switch by opening BC2 during an
APU start cycle. BC2 opens when the BATT2 switch is moved to
the OFF position. DC ESS BUS 2 is then supplied directly by BATT
2. The Essential Tie Contactor 2 (ETC2) is installed in the RICC
and controlled through aircraft wiring logic. It is closed,
connecting DC ESS BUS 2 and DC ESS BUS 3 if the following
conditions exist:
- DC BUS TIES switch is selected to AUTO
- Either TRU2C or TRU1C and TRUEC are open
BATT 2 then supplies DC ESS BUS 3 via DC ESS BUS 2 through
the closed ETC2. ETC2 opens and isolates DC ESS BUS 2 from DC
ESS BUS 3 if any one of the following conditions exists:
- Both DC ESS BUS 1 and 2 are not powered
- DC BUS TIES switch is selected OFF
- TRU2C is closed and either TRUEC or TRU1C is closed. BATT 1
and BATT 2 are connected in parallel. System fuses have been
implemented to provide appropriate isolation in case of shorted
DC ESS BUS conditions. The Static Inverter is a 250 volt-amp (VA)
LRU that converts nominal 28 DC electrical power to a single-
phase nominal output of 115 Vrms at 400 Hz. The alternating
output signal is generated by an integrated, regulating pulse-
width modulator circuit.
SPDA 1 commands the Static Inverter ON if only one main AC
power source is available (IDG 1, IDG 2, or APU GEN). The Static
Inverter then converts 28 VDC electrical power from DC ESS BUS
1 into a single phase 115 VAC 400 Hz electrical power and
provides it to the AC STANDBY BUS. The Static Inverter is
commanded OFF by SPDA 1 during normal system operations to
enhance its reliability. SPDA 1 also commands it OFF if an internal
fault is detected. During operation, the Static Inverter is driven
by the DC ESS BUS 1 and provides AC power to the AC STANDBY
BUS in the event that power is lost to the AC ESS BUS. The
standby contactor (STBYC) will de-energize to the relaxed
position when power is unavailable on the AC ESS BUS to allow
the static inverter to power the AC STANDBY BUS. SPDA1 will
coordinate control for turning the inverter ON or OFF based on
the fault monitor interface. If the inverter internal fault monitor
logic detects a problem, a discrete status signal will inform the
SPDA1 to coordinate an inverter shutdown as necessary.
Scheduled maintenance of the Static Inverter is not required.
Essential Transfer Contactor 1 (ETC1)
The contactor ETC1 control relay is energized when DC ESS BUS 1
is powered and the ETC1 CMD PWR1 circuit breaker CB08 is
closed. This allows DC ESS BUS 1 to energize the contactor ETC1
coil when the DC BUS TIES switch is in the AUTO position and one
of the contactors TRU1C or TRUEC is open. This results in DC ESS
BUS 3 being connected to DC ESS BUS 1. The contactor ETC1
control relay is de-energized when DC ESS BUS 1 is not powered
or the ETC1 CMD PWR1 circuit breaker CB08 is open. If DC ESS
BUS 2 is powered and the ETC1 CMD PWR2 circuit breaker CB52
is closed, DC ESS BUS 2 energizes the contactor ETC1 coil when
the DC BUS TIES switch is in the AUTO position and one of the
contactors TRU1C or TRUEC is open. This results in DC ESS BUS 3
being connected to DC ESS BUS 1. For redundancy purposes, the
contactor ETC1 coil has dual power feeds through the contactor
ETC1 control relay. With the associated control relay energized,
ETC1 coil power is derived from DC ESS BUS 1. With the
associated control relay de-energized, ETC1 coil power is derived
from DC ESS BUS 2.
Essential Transfer Contactor 2 (ETC2)
The contactor ETC2 control relay is energized when DC ESS BUS 2
is powered and the ETC2 CMD PWR1 circuit breaker CB53 is
closed. This allows DC ESS BUS 2 to energize the contactor ETC2
coil when the DCBUS TIES switch is in the AUTO position and
contactor TRU2C is open or both contactors TRU1C and TRUEC
are open. This results in DC ESS BUS 3 being connected to DC
ESS BUS 2. The contactor ETC2 control relay is de-energized
when DC ESS BUS 2 is not powered or the ETC2 CMD PWR1
circuit breaker CB53 is open. If DC ESS BUS 1 is powered and the
ETC2 CMD PWR2 circuit breaker CB15 is closed, DC ESS BUS 1
energizes the contactor ETC2 coil when the DC BUS TIES switch is
in the AUTO position and contactor TRU2C is open or both
contactors TRU1C and TRUEC are open. This results in DC ESS
BUS 3 being connected to DC ESS BUS 2. For redundancy
purposes, the contactor ETC2 coil has dual power feeds through
the contactor ETC2 control relay. With the associated control
relay energized, ETC2 coil power is derived from DC ESS BUS 2.
With the associated control relay de-energized, ETC1 coil power is
derived from DC ESS BUS 1.
Static Inverter Location SPDA 1 commands the Static Inverter ON if only one main AC power
source is available (IDG 1, IDG 2, or APU GEN). The Static Inverter then
converts 28 VDC electrical power from DC ESS BUS 1 into a single phase
The Static Inverter is located in the temperature and pressure 115 VAC 400 Hz electrical power and provides it to the AC STANDBY BUS
controlled but only in the event that power is lost to the AC ESS BUS. The STBYC is
Forward E-Bay. Access to the Static Inverter can be de-energized when AC ESS BUS phase B power is lost enabling the Static
accomplished through the Forward E-Bay floor access hatch, Inverter to connect to and supply the STANDBY AC BUS.
which
is located in front of the nose gear. Mounting and bonding of the SPDA 1 also commands it OFF if an internal fault is detected. SPDA1 will
Static Inverter is accomplished with four fasteners through the coordinate control for turning the inverter ON or OFF based on the fault
four monitor interface. If the inverter internal fault monitor logic detects a
mounting feet. The Static Inverter contains an internal fan to problem, a discrete status signal will inform the SPDA1 to coordinate an
provide inverter shutdown as necessary.
sufficient cooling from ambient air.
The Static Inverter is a 250 VA LRU, which converts nominal 28
DC
electrical power to a single phase nominal output of 115 Vrms at
400
Hz. AC power generation is accomplished by an integrated
regulating pulse-width modulator circuit.
The Static Inverter for the EMB 170/190 implements a design
common with the Static Inverter being utilized on ERJ-135 and
ERJ-
145 aircraft.
Scheduled maintenance of the Static Inverter is not required.

Operation

The Static Inverter is commanded OFF by SPDA 1 during normal system

operations (whenever two generators are operating) to enhance its
reliability.
Battery 1 Installation
Battery 1 (BATT 1) provides stored energy to selected equipment during normal
operations and during flight in the absence of all other airplane electrical power.
BATT 1 is installed in a mounting tray located in the forward E-Bay
pressurized area directly under SPDA1 and a near as possible to the
EICC.There are no requirements for access to service BATT 1 on the
aircraft. Battery ventilation is required to eliminate gases (hydrogen and
oxygen), which can be generated during the charging process. Water and
electrolyte (approximately 30% potassium hydroxide) may also be
expelled with the gases through a tube interconnecting the battery-venting
nozzle to the fuselage surface. A caliber orifice on the fuselage and a
check valve on the battery vent inlet make sure the direction of the air flow
is correct and that there is adequate flow passing through the battery. This
ensures that gases emitted by the batteries, under normal or abnormal
conditions, will not accumulate hazardous quantities. The BATT 1 case is
electrically bonded to the aircraft structure by means of its attachment
points.
Battery 2 Installation

Battery 2 (BATT 2) provides stored energy to start an onboard APU

during ground or flight operations.
BATT 2 is installed in a mounting tray located in the aft E-Bay
pressurized area directly under SPDA2 and as near as possible to
the AICC.
There are no requirements for access to service BATT 2 on the
aircraft.
Battery ventilation is required to eliminate gases (hydrogen and
oxygen), which can be generated during the charging process. Water
and electrolyte (approximately 30% potassium hydroxide) may also
be expelled with the gases through a tube interconnecting the
battery-venting nozzle to the fuselage surface. A caliber orifice on
the fuselage and a check valve on the battery vent inlet make sure
the direction of the air flow is correct and that there is adequate flow
passing through the battery. This ensures that gases emitted by the
batteries, under normal or abnormal conditions, will not accumulate
hazardous quantities.
Description

The two main Ni-Cd batteries, 22.8 VDC, 27 Amp Hour (Ah) (1 hour rate)
provide uninterrupted power for essential loads (ESS) in case all the primary
generators fail. Each battery consists of a steel case containing 19 semi-o
pen nickelcadmium cells connected to each other in series by copper bus bars.
The batteries are installed in mounting trays in such a manner that they
cannot detach from their mountings during an emergency landing. They
utilize ARINC style locating pins/swing bolt hold downs for mounting.
Each battery weighs 56 lb (25 kg) and is provided with two carrying handles
to allow easy handling during installation and maintenance.
BATT 2 Supplying APU Start Function
An APU start is initiated by moving the APU Master switch
(located in cockpit) to the START position causing an APU start
command to be sent to the Modular Avionics Unit (MAU), which
passes the start request to the APU Full Authority Digital Control
(FADEC). When the APU FADEC is ready to start the APU, it passes
the APU START status to SPDA 2 over ARINC 429. The ARINC 429
signal remains true during the entire start process. When the
ARINC 429 signal is set false (APU exceeds 55% N2 speed), SPDA
2 reconfigures the DC system. An APU start using BATT 2 is
coordinated from SPDA 2 by first commanding BC2 to open. SPDA
2 has override control to command BC2 open when the following
conditions exist:
- BATT 2 switch is in the AUTO position
- BC1 is sensed closed
- DC EXT PWR is not on the APU START BUS
- APU START request is received from the APU FADEC via ARINC 429.
SPDA 2 commands the APU Start Bus Contactor (ABC) and the APU Start
Contactor (ASC) to close when BC2 is sensed open. This start sequence
is aborted if BC2 does not open or if BC1 is not sensed closed. If a start
sequence abort occurs, another APU Start command is required to
reinitiate the start sequence. The APU START configuration is maintained
until after the APU START request is set false or after 120 seconds,
whichever occurs first. When either of these conditions occurs, SPDA 2
reconfigures the system to its original state by opening both ASC and
ABC. BC2 is allowed to reclose if either ASC or ABC is open. BATT 1
provides stabilized power to the Essential buses during this operational
mode.
APU Start with BATT 2
The APU start function consists of two modes:
- APU Start with BATT2
- APU Start with DC EXT PWR
An APU start is initiated when the APU start command is received by
SPDA2 from the APU FADEC via ASCB message. If DC EXT PWR is not
connected to the airplane, SPDA2 immediately reconfigures the DC
system to start the APU with power from BATT 2. After the APU start
command is received by SPDA2 from the APU FADEC, SPDA2
commands Battery Contactor 2 (BC2) to open when it senses via auxiliary
contacts that the External Power DC Contactor (EPDC) is open and the
Battery Contactor 1 (BC1) is closed. The EPDC must be open to ensure
that DC EXT PWR is not already connected to the airplane and supplying
the APU START BUS during APU start with BATT 2. BC1 must be closed
to ensure that there is at least one source of battery DC power available to
the other airplane DC buses during APU start. SPDA2 commands the APU
Bus Contactor (ABC) to close when it senses via auxiliary contacts that
BC2 is open. This ensures that DC power from ESS BUS 2 is not
subjected to voltage transients during APU start. SPDA2 commands the
APU Start Contactor (ASC) to close when it senses via auxiliary contacts
that ABC is closed. During APU Start with BATT2, SPDA2 maintains the
following configuration for 121 ± 1 seconds or until the APU start command
is no longer sent by the APU FADEC:
- BC2 open
- ABC closed
- ASC closed
SPDA2 commands the ASC to open when the APU start command
is no longer received by the APU FADEC or after 121 ± 1 seconds
(whichever occurs first). SPDA2 commands the ABC to open
when it senses via auxiliary contacts that the ASC is open and that the
APU start command is no longer received by the APU FADEC or after 121
± 1 seconds (whichever occurs first). SPDA2 allows the BC2 to close
when it senses via auxiliary contacts that the ASC and ABC are open.
DC GPU PWR Switch
The DC GPU PWR switch (located on the DC external power
panel) is a push-button latching switch, which enables control of
the EPDC via aircraft wiring logic. The DC GPU AVAIL lamp will
illuminate when the following
conditions exist:
- Acceptable external DC power quality exists
- DC GPU PWR switch in the OFF position
Aircraft Wiring Logic commands the EPDC closed when the
following conditions exist:
- Acceptable external DC power quality exists
- ABC is open (auxiliary contact closed)
- DC GPU PWR switch is latched in (ON)
The DC GPU IN USE lamp (located on the DC external power
panel) will illuminate when the EPDC is closed. The DC GPU AVAIL
lamp extinguishes when the IN USE lamp illuminates. Aircraft
Wiring Logic commands the EPDC open when the DC GPU PWR
switch is unlatched out (OFF), and the IN USE lamp will
extinguish. If acceptable DC power quality still exists, the AVAIL
lamp will illuminate.
APU Start with DC EXT PWR (part 1 of 2)
The APU start function consists of two modes:
- APU Start with BATT2
- APU Start with DC EXT PWR
DC external power is routed through the aircraft DC power
receptacle to the External Power DC Contactor (EPDC). The
external DC power is controlled by dedicated system relay logic.
The DC Ground Power Unit Power (DC GPU PWR) switch (located on the
DC External Power Panel) enables control of the EPDC. The EPDC
closes when the following conditions exist.
- DC EXT PWR quality acceptable ( If the DC protection voltage sense
relay does not sense DC input voltage greater than 32 V )
- ABC open (auxiliary contact closed)
- DC GPU PWR switch latched in to ON position The IN USE lamp
(located on the DC External Power Panel) illuminates and the AVAIL lamp
extinguishes when the EPDC is closed. The EPDC opens when the DC
GPU PWR switch is selected to the OFF position. The AVAIL lamp
(located on the DC External Power Panel) illuminates and the IN USE
lamp extinguishes when the following conditions exist.
- DC EXT PWR quality acceptable
- DC GPU PWR switch unlatched out to OFF position A dedicated voltage
sense relay provides DC EXT PWR over voltage protection. Reverse
polarity protection is provided through the physical connector wiring
interface. Additionally, a fuse is provided for over current protection.
APU Start with DC EXT PWR (part 2 of 2)
An APU start is initiated when the APU start command is received by SPD
A2 from the APU FADEC via ASCB message. If DC EXT PWR is connecte
d to the airplane, SPDA2 immediately reconfigures the DC system to start the
APU with power from DC EXT PWR.
The MAU routes the start request to the APU FADEC via ARINC 429. The
APU FADEC passes the APU START signal to SPDA2 over ARINC 429
when it is ready to start the APU. The ARINC 429 signal remains true
during the entire start process. The APU START signal (over ARINC 429)
is set false when the APU exceeds 55% N2 speed.SPDA2 then reconfigures
the DC system.
SPDA2 coordinates an APU START, utilizing DC External Power;
by first commanding the ASC to close if DC External Power is on the APU
START BUS and an APU START request is received from the APU FADEC.
This configuration is maintained until the APU START request is set false
or after 120 seconds. When either of these conditions occurs, SPDA2
reconfigures the system to its original state by opening the ASC.
Intentionally Blank
DC EXT PWR Supplying APU Start Function
DC EXT PWR may be utilized for APU start by routing it through the
aircraft DC power receptacle via the External Power DC Contactor
(EPDC) to the APU START BUS. DC EXT PWR is controlled by dedicated
system relay logic. When DC EXT PWR is available with the DC EXT
PWR switch (located on the DC EXT PWR panel) latched IN, the ABC
main contactor is OPEN. The AVAIL lamp illuminates if the EPDC is open
and the DC protection voltage sense relay does not sense a DC input
voltage greater than 32 Vdc. Positioning the APU Master switch (located
in the cockpit) to the START position initiates a command .
APU GEN Switch
The APU GEN switch enables the aircrew to control the APU
Generator channel. Selecting the switch ON (in) enables automatic
operation of the APU Generator channel. This is the normal position of the
switch. Selecting the switch OFF (out), de-excites the APU Generator, trips
the ALC, and trips the AGCR, which is located inside the AGCU. Cycling
the APU GEN switch OFF (out) and back to ON (in) resets a protective trip
of the APU Generator channel. However, another protective trip occurs if
the fault continues to exist. The striped bar inside the switch comes on
when the switch is in the OFF (out) position.
AC BUS TIES Switch
The AC BUS TIES switch enables the aircrew to selectively deenergize an
AC bus by controlling BTC1 and BTC2. Selecting the AUTO position
enables automatic operation of BTC1 and BTC2. Selecting the BTC1
OPEN manually trips BTC1 while allowing BTC2 to operate automatically.
Selecting the BTC2 OPEN position manually trips BTC2 while allowing
BTC1 to operate automatically. Some system protective trips result in a
BTC1 and/or BTC2 lockout. Resetting a BTC1 and/or BTC2 protective trip
is accomplished by cycling the AC BUS TIES Control switch from the
AUTO position to the respective BTC OPEN position and back to the
AUTO position.
APU GEN Supplying Airplane
When the APU is spooling up after start up, the FADEC sets the
APU Ready To Load (RTL) signal true 3 seconds after the input
speed passes through 95% input speed (equivalent to 11,400
rpm on the APU GEN shaft). The RTL signal is sent from the APU
FADEC to the AGCU as both a discrete input and as an ARINC 429
signal through the SPDA2. Only the discrete input enables the
APU GEN to be loaded, and it must be false before RTL is
considered false. Once the AGCU receives a RTL signal, it
commands the ALC closed. If the AC BUS TIES switch is in the
AUTO position, BTC1 and BTC2 are commanded closed enabling
AC BUS 1 and AC BUS 2 to be powered. The AC Essential Transfer
Contactor (AETC) is energized to the AC BUS 2 position when AC
BUS 2 is powered enabling the AC ESS BUS and the STANDBY AC
BUS to be powered. TRU1, TRU2, and the TRU ESS convert the
three-phase AC input power into a +28 VDC output for DC BUS 1,
DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3. If
the BATT 1 switch is in the ON position and the BATT 2 switch is
in the AUTO position, BATT 1 and BATT 2 will be in a charging
mode through the associated BC1 and BC2 contactors. An APU
shutdown is detected by the AGCU when the APU Master switch
is selected to the OFF position. The APU enters a 2-minute cool-
down period and maintains control to nominal 100% speed. If the
airplane is on the ground, the AGCU sends target frequency and
NBPT enable signals to the APU FADEC via SPDA2 during the cool-
down period. The APU FADEC then drives the APU to a NBPT
commanded speed. The FADEC maintains this target speed for a
maximum of 15 seconds while the AGCU is sending the NBPT
enable and the target frequency signals. At the end of the APU
cool-down period, the AGCU commands the ALC open. In the
event of an APU protective shutdown, the FADEC will remove the
APU Ready-to-Load signal causing the AGCU to take the APU GEN
off line with a break transfer.
APU GEN Function and Features
The Auxiliary Power Unit (APU) driven Auxiliary Generator (APU
GEN) supplies 30/40 kilovolt-ampere (KVA), 115/200 volts
alternating current (VAC), 3 phase, 400 Hertz (Hz) electric power
at the point of regulation (POR). This APU GEN has an oil cooled
12,000 revolutions per minute (rpm) brushless AC generator. The
AC generator of the APU GEN is a four pole, three phase,
brushless, spray oil cooled, rotating rectifier machine. The
generator rotor has an exciter rotor, diode rectifier assembly, and
a main field rotor. The exciter rotor and main field rotor are
installed on a common shaft. The PMG rotor is installed on a shaft
driven directly by the APU gearbox. The main generator stator,
exciter stator, PMG stator, and generator current transformers
(CTs) are installed in the
APU GEN housing. The CTs are installed on the neutral side of the
main stator and are used by the Generator Control Unit (GCU) to
monitor current for the differential fault detection and protection.
Operation of the APU GEN is monitored and controlled by the
GCU. The APU GEN and GCU contain control and protection
features to prevent damage to the APU GEN or bus by power
outside of limits. The APU gearbox supplies lubrication and
cooling oil for the APU GEN. Oil change interval for the APU GEN
is scheduled with APU maintenance as the APU GEN cooling
circuit interfaces with the APU oil circuit (the filter and oil
scavenge system is integrated in the APU).
APU GEN Location

The APU GEN is mounted on the forward side of the APU accessory
gearbox located in the unpressurized section of the aircraft tail.
Access to the APU GEN is obtained by opening the APU bay access
panel door at the aircraft tail.
The APU GEN is mounted on the APU gearbox with the input shaft
centerline in a plane 5° anti-drive end down and a 2° lateral offset
relative to the main Aircraft centerline. The anti-drive end of the APU
GEN is toward the forward side of the aircraft.

To ensure isolation of the APU GEN from the APU gearbox during a
high torque generation failure (typically a bearing failure), the drive
shaft of the APU gearbox incorporates a tapered section engineered
to fail at 533 +/- 48 inch pounds (this is equivalent to 2100 +/- 187
inch-pounds at the APU GEN shaft).

Oil for lubrication and for cooling of the generator is supplied by the
APU lubrication system.
APU GEN Terminal Block and Cover
The airplane three phase AC feeder wires and neutral wire attach
to the APU GEN phase lead terminal block. A cover made of
nonmetallic, fire-resistant, self-extinguishing material is provided
for the main terminal block. The phase lead connection utilizes a
nut with a proprietary self locking thread form. It will eliminate
galling between the clinch nut and terminal stud, which has been
known to occur with other nut designs. The improved nut is a 6-
point hex head nut and has a 12- point hex head with an
attached integral washer. The nut uses a unique thread design to
provide free spinning installation with thread locking ability upon
application of torque when contacting the terminal fork.
Operators are encouraged to always utilize this nut when
connecting the phase leads. If other nut designs are used, it
could result in galling on the stud thread. This may increase
installation drag torque, and in severe cases, the nut may not
bottom on the feeder before the locking torque is attained. The
operator will feel no resistance while spinning the nut down the
terminal stud. As the nut begins to make contact with the
terminal fork at the bottom of its travel, resistance will then be
felt and the nut can be torqued to the value specified in the
EMBRAER 170/190 Aircraft Maintenance Manual (AMM).
AGCU (installed in the LICC)
- Voltage Regulation for the APU GEN.
- Protection for the APU GEN and its feeders.
- Send speed command signal to the APU FADEC for NBPT
between the APU GEN and AC EXT PWR.
- NBPT for AC system on the ground.
- Bus controller for the Inter-LRM communication link between the
GCUs and the EPM.
CAUTION: All power sources to the ICC need to be disconnected
prior to performing any maintenance on the ICC (such as opening
the panels or removing any LRMs).
GCU2 and the AGCU can be replaced after removing the
associated ICC panel, which is attached with 9 captive screws.
GCU2 and the AGCU are held in place with a board mounted
wedge lock scheme, which is controlled through thumb release
extractor levers. Precautions should be taken to ensure proper
power and ESD safety considerations are practiced while
conducting maintenance on a GCU2 or the AGCU. Removal of
GCU2 or the AGCU requires that an ESD wrist strap be worn,
since it is a static sensitive module.
APU GEN Electrical
The APU GEN is a single-bearing, three-stage, brushless, oil
cooled machine. The generator rotor assembly has an exciter
rotor, permanent magnet generator (PMG), main generator rotor,
and diode rectifier assembly all mounted on a common shaft. The
exciter stator, PMG stator and main generator stator are mounted
in the APU GEN housing. The generator is spray-oil cooled with oil
provided and scavenged by the APU. The APU provides the
mechanical power to drive the APU GEN rotor at a nominal speed
of 12,000 rpm. The rotation of the PMG induces an alternating
current (AC) voltage in the three-phase windings of the PMG
stator armature. This AC voltage is supplied to the generator
control unit (GCU) where it is conditioned and rectified into DC
voltage. The rectified DC voltage is used by the GCU’s voltage
regulator to control the current supplied to the windings of the
exciter generator field, also called the exciter stator. The
stationary magnetic field created by the DC voltage in the exciter
stator induces a three-phase AC voltage in the rotating windings
of the exciter generator armature (exciter rotor). The rotating
diode assembly in the APU GEN rotor assembly then rectifies the
AC
voltage of the exciter rotor to DC voltage. This DC voltage is
applied to the field windings of the main generator rotor. Current
flow in the main generator field windings causes a rotating
magnetic field, which induces an AC voltage in the main
generator stator armature. The power output of the main
generator stator is fed through the terminal block on the APU
GEN housing, out to the point of regulation. If system conditions
are acceptable, the GCU will close the ALC to distribute the APU
GEN power to the aircraft loads. Current transformers are
mounted on the APU GEN output and monitored by the GCU in
combination with the line current transformers at the input side
of the ALC for the following protective functions:
• Differential Protection (DP)
• Overcurrent (OC)
• Shorted Rotating Diode (SRD)
• Open Phase (OP)
GROUND SERVICE Switch (External Power Panel)
The GROUND SERVICE switch (located on the AC external power
receptacle) is a momentary action switch, which enables control
of the GSTC via EPM logic. The GROUND SERVICE switch AVAIL
lamp will illuminate when the following conditions exist:
- AC external power source is plugged in (Pin E – Pin F interlock)
- Power quality is acceptable
The EPM provides the power and logic for illuminating and
extinguishing the AVAIL and IN USE lamps of this switch. The EPM
will energize the GSTC to the AC Ext Power position when the
following conditions exist:
- GROUND SERVICE switch is momentarily pressed
- AVAIL lamp is illuminated
- AC BUS 1 is unpowered
- GSTC is in the de-energized AC BUS 1 position
When the GSTC is energized to the AC Ext Power position, the IN
USE lamp of this switch will illuminate and the AVAIL lamp will
extinguish. Only the AC and DC ground service buses will be
powered in this mode of operation. If AC BUS 1 subsequently
becomes powered, the EPM will de-energize the GSTC to the AC
BUS 1 position. Likewise, if the GROUND SERVICE switch is
momentarily pressed while the GSTC is in the energized AC Ext
Power position, the EPM will de-energize it to the AC BUS 1
position. The GSTC is an electrically held contactor, which will
default to the de-energized AC BUS 1 position whenever an EPM
failsafe condition is detected. The GSTC can never be energized
to the AC Ext Power position while in the air mode because the
GSTC contactor driver can only be supplied from rectified AC
external power. After a GSTC protective trip, the GSTC can be
energized again to the AC Ext Power position by momentarily
pressing the GROUND SERVICE switch. If the fault condition is still
present, a second protective trip will be initiated. The GROUND
SERVICE switch can also used as a manual reset following an EPM
Central Processing Unit (CPU) failure (failsafe condition).
Type 1 Pin E/F Interlock
Type 1 utilizes +28VDC from the EPM to verify Pin E/F Interlock. It
completes the circuit from Pin F to Pin E inside the AC External
Power Source plug. 28VDC from the EPM is routed through the AC
External Power receptacle to the plug and back. When the EPM
Pin E circuit senses 28VDC, the Pin E/F Interlock has been
confirmed.
Type 2 Pin E/F Interlock
Type 2 utilizes +28VDC from the AC External Power Source to
verify Pin E/F Interlock. The Pin E circuit is electrically separated
from the Pin F circuit. +28VDC from the AC External Power
Source is routed through Pin E of the AC External Power
receptacle. When the EPM Pin E circuit senses +28VDC, the Pin
E/F Interlock has been confirmed.
Type 3 Pin E/F Interlock
Type 3 utilizes a coil and control push button switch within the AC External
Power Source. The EPM and the AC External Power Source each provide
+28VDC. When the AC External Power Source control button is pressed,
its contactor is energized via its +28VDC power supply. It connects EPM
pin F (+28VDC) to the contactor coil, holding the contactor in the closed
position. The three-phase AC External Power Source is connected to the
Airplane via the A, B, and C pins of the AC External Power Receptacle.
+28VDC from the AC External Power Source is routed to the EPM Pin E
circuit via the AC External Power receptacle Pin E. When the EPM Pin E
circuit senses +28VDC, the Pin E/F Interlock has been confirmed .
GPU Switch

The GPU switch enables the aircrew to control the AC external

power system. If the AC external power quality requirements are
satisfied, while the GPU switch is in the OFF (out) position, the GPU
AVAIL lamp is illuminated, and the EPAC is de-energized (open).
Latching the GPU switch ON (in) enables automatic operation of the
AC external power system. If power source priority conditions are
met, the EPAC closes, the GPU AVAIL lamp extinguishes, and the
GPU IN USE lamp illuminates. If the GPU switch is ON (in) when
external power is applied, cycling the GPU switch to OFF (out) and
back to ON (in) is required for automatic AC external power source
operation.
GROUND SERVICE Switch (Flt Attendant’s Panel)
The GROUND SERVICE switch (located on the Flight Attendant’s Panel)
is a momentary action switch, which enables control of the GSTC via EPM
logic. The AC GPU AVAILABLE lamp will illuminate when the following
conditions exist:
- AC external power source is plugged in (Pin E – Pin F interlock)
- Power quality is acceptable
The EPM provides the power and logic for illuminating and extinguishing
the AC GPU AVAILABLE and IN USE lamps of this switch. The EPM will
energize the GSTC to the AC Ext Power position when the following
conditions exist:
- GROUND SERVICE switch is momentarily pressed
- AVAILABLE lamp is illuminated
- AC BUS 1 is unpowered
- GSTC is in the de-energized AC BUS 1 position
The IN USE lamp of this switch will illuminate and the AVAILABLE lamp
will extinguish with the GSTC energized to the AC Ext Power position or
the EPAC closed. Only the AC and DC ground service buses will be
powered in this mode of operation. If the AC BUS 1 subsequently
becomes powered, the EPM will de-energize the GSTC to the AC BUS 1
position. The EPM will de-energize the GSTC to the AC BUS 1 position
when the following conditions exist:
- GROUND SERVICE switch is momentarily pressed
- GSTC is in the energized AC Ext Power position
The GSTC is an electrically held contactor, which will default to the de-
energized AC BUS 1 position whenever an EPM failsafe condition is
detected. The GSTC can never be energized to the AC Ext Power position
while in the air mode because the GSTC contactor driver can only be
supplied from rectified AC external power. After a GSTC protective trip, the
GSTC can be energized again to the AC Ext Power position by
momentarily pressing the GROUND SERVICE switch. If the fault condition
is still present, a second protective trip will be initiated. The GROUND
SERVICE switch can also used as a manual reset following an EPM
Central Processing Unit (CPU) failure (failsafe condition).
AC EXT PWR Supplies GND SVC Buses (Ground Service Mode)
The GROUND SERVICE momentary switches enable EPM logic to
control the Ground Service Transfer Contactor (GSTC). One of
these switches is located on the AC External Power Panel, and the
other is located on the Flight Attendant’s Panel. Both switches
are wired in parallel and perform the same function. The EPM will
energize the GSTC to the AC EXT PWR position enabling it to supply
the AC and DC GND SVC Buses during the following conditions:
- A GROUND SERVICE switch is momentarily pressed
- An External AC cart is plugged in
- External Power quality is acceptable
- AC BUS 1 is not powered
- IDG and APU GEN power not available If AC BUS 1 subsequently
becomes powered, then the GSTC is deenergized to the AC BUS 1
position. Momentarily pressing either GROUND SERVICE switch
while the GSTC is energized to the AC EXT PWR position will,
likewise, deenergize the GSTC to the AC BUS 1 position.
Installation in Mid E-Bay

One EPM is utilized in the EMB 170/190 EPGDS design. It is

installed in the LICC to provide control and protection for the AC EXT
PWR channel.
Access to the EPM is accomplished through the Mid E-Bay floor
access hatch, which is located on the aircraft left side behind the left
wing.
The EPM is mounted in a pressurized location with no forced air
cooling. All cooling of the EPM is through natural convection.
The following are the main functions performed by the EPM:
EPM (installed in the LICC)
- Control and Protection for AC EXT PWR channel
- Control of EPAC and GSTC
- Control for Pins E/F Interlock
The EPM
The EPM primary function is to provide AC external power
protection. There is one EPM LRM integrated in the EPGDS and
this component is physically located within the Left ICC. This EPM
consists of a two Printed Wiring Board (PWB) assembly mounted
in a board stack Line Replaceable Module (LRM). The A1 PWB
performs the processing functions for the EPM and the A2 PWB is
the Input/Output interface with the A1 processing PWB as well as
the power supply and power drive for system functions.
Another function provided through the A2 PWB relates to the Pin
E/F interlock circuitry. During operation with an AC external power
source connected to the aircraft, the EPM routes a nominal 28Vdc
from pin F through an external AC Ground power source and back
to pin E to verify appropriate interlock of the external power
receptacle. A 28 Vdc nominal voltage is provided on pin F when
enabled by the microprocessor. An indication that 28Vdc is
present at Pin E is monitored by the microprocessor (A1) to
determine if the External Ground Power Plug is properly mated to
the aircraft (proper interlock).
Contactor Aux Contact Monitoring
The EPM accommodates up to eleven system contactor auxiliary
contact sense inputs. Each of these inputs interfaces with a
normally open auxiliary contact from a system contactor. A short
to ground indicates that the contactor is closed. These input
circuits shall be capable of sinking a minimum of 1 mAmp to
maintain proper wetting current for the auxiliary contacts.
EPAC Close and Trip Command
The EPM provides power to the EPAC close coil to operate the
electrically held contactor. The EPM performs this function in
conjunction with the cockpit control panel GPU switch. The EPAC
is energized CLOSED by the EPM if the following conditions are
satisfied when the cockpit control panel GPU switch transitions
from the unlatched OUT to latched IN position:
- AC External Power Ready conditions met
- No OV fault
- No UV fault
- No OF fault
- No UF fault
- No OC fault
- No Phase Sequence fault
- No E/F Interlock fault
- AC External Power Transfer Control Logic satisfied
Selecting the cockpit control panel (GPU) switch from the latched
IN position to the unlatched OUT position de-energizes the EPAC
to the OPEN position. The EPAC is de-energized OPEN if any EPM
protective functions is active and their time delays are satisfied.
The EPAC is operated by the power transfer control circuitry to
provide no-break power transfers (NBPTs). The system can be
reset after a protective function EPAC trip by selecting the cockpit
control panel GPU switch to the unlatched OUT position and then
selecting it back to the latched IN position or by executing a
power up reset of the EPM. If the fault condition is still present, a
second protective trip is initiated. The EPM is designed so that a
sensing circuit is provided to monitor the position of the EPAC via
an auxiliary contact of the EPAC. With the EPAC tripped, the
auxiliary contact is opened. With the EPAC closed, the auxiliary
contact is closed.
GSTC Energize Command
The EPM provides power to the GSTC coil to operate the electrically held - No GSTC de-energize command exists
contactor. The EPM performs this function in conjunction with the ground After the GSTC has been energized to the AC EXT PWR position,
service switches. The AC external power receptacle GROUND SERVICE toggling either GROUND SERVICE switch again de-energizes the
switch and the Flight Attendants panel GROUND SERVICE switch are GSTC to the AC BUS 1 position. The system can be reset after a
wired in parallel. Both are momentary action switches. Toggling either protective function GSTC trip by cycling the GROUND SERVICE
GROUND SERVICE switch energizes the GSTC to the AC EXT PWR switch or by executing a power up reset of the EPM. If the fault
position if the following system conditions are satisfied. condition is still present, a second protective trip will be initiated.
- AC External Power Ready conditions met The EPM is designed so that a sensing circuit is provided to
- No OV fault monitor the position of the GSTC via an auxiliary contact of the
- No UV fault GSTC. With the GSTC tripped, the auxiliary contact is opened.
- No OF fault With the GSTC closed, the auxiliary contact will be closed. The
- No UF fault ground service switches on the External Power Receptacle and on
- No OC fault the Flight Attendant’s Panel are wired in parallel to provide a
- No Phase Sequence fault single switch interface to the EPM. The EPM responds upon
- No E/F Interlock fault actuation of either switch.
- AC Bus 1 is unpowered
Overvoltage (OV) Protection
The EPM senses the external power voltage at the EP cart side of the
EPAC to obtain voltage information necessary to perform overvoltage
protection. Each of the three phases of the external power is sensed.
When actuated, the protection de-energizes the GSTC and de-energizes
the EPAC through an inverse time delay. When the highest phase voltage
is sensed as being 123.5 +/- 1.5 Vrms or more, the overvoltage inverse
time delay commences. Overvoltage trips do not occur as a result of
unbalanced load conditions. The overvoltage time delay is reset after the
highest phase voltage drops to a level equal to or below 122.5 +/- 1.5
Vrms.
Undervoltage (UV) Protection
The EPM senses the external power voltage at the EP cart side of the
EPAC to obtain voltage information necessary to perform undervoltage
protection. Each of the three phases of the External Power is sensed.
When actuated, the protection de-energizes the GSTC and de-energizes
the EPAC through a fixed time delay. When the lowest phase voltage is
sensed as being 107.5 +/- 1.5 Vrms or less, the GSTC close command is
true, or the EPAC command is true, the protection actuates to trip the
GSTC and deenergize the EPAC through a 4.5 +/- 0.5 second time delay.
The undervoltage time delay resets after the lowest phase voltage
transitions to a level equal to or above 108.5 Vrms.
Overfrequency (OF) Protection
The EPM senses the External Power frequency to obtain information
necessary to perform overfrequency protection. When the External Power
frequency is 417.5 ± 2.5 Hz or greater, the protection actuates to de-
energize the GSTC and de-energize the EPAC through a 4.0 +/- 0.5
second time delay. The overfrequency time delay is reset when the
External Power frequency transitions to a level less than or equal to 413.5
± 2.5 Hz.
Underfrequency (UF) Protection
The EPM senses the External Power frequency to obtain information
necessary to perform underfrequency protection. When the External
Power is 382.5 ± 2.5 Hz or less, the protection actuates to deenergize the
GSTC and de-energize the EPAC through a 4.0 +/- 0.5 second time delay.
The underfrequency time delay resets when the External Power transitions
to a level greater than or equal to 386.5 ± 2.5 Hz.
Overcurrent (OC) Protection
The overcurrent protection senses the three phases of the external power
current transformers (CT). OC is a coordinated protective function which
operates to sequentially de-energize contactors in an attempt to isolate the
overcurrent fault. The isolation stops when the OC condition is no longer
sensed. If the highest phase current sensed by the EPM is greater than or
equal to 122 ± 5 amps, OC protection becomes active. If the overcurrent
fault persists until the Overcurrent trip curve limits are exceeded and the
EPAC is sensed as closed, the EPM initiates a trip of BTC1 by sending a
trip command to GCU1 via 1553. If the fault clears (indicates the fault on
AC Bus 1), no further action takes place. If the overcurrent time delay
times out and the EPAC is not sensed as closed, the EPM de-energizes
the GSTC. If the fault continues for an additional 100ms after the initial
overcurrent time delay has timed out, the EPM initiates a trip of BTC2 by
sending a trip command to GCU2 via 1553. If the fault clears (indicates the
fault on AC Bus 2), the EPM initiates reclosing of BTC1 by sending a close
command to GCU1 via 1553. If the fault continues for an additional 120ms
after the 100ms time delay has timed out, the EPM de-energizes the
EPAC (indicates the fault on the tie bus).
Ground Service Mode TRU 1 Overcurrent Protection
When external power is being used to supply power to the AC
and DC Ground Service Buses through the ground service bus
transfer contactor (GSTC), TRU1 output current must be
monitored to detect the presence of an overcurrent fault. The
protection ensures the GSTC is tripped for faults, which do not
result in actuation of the 3- phase, 35 Amp AC breaker at the
TRU1 input. In this ground service mode, only the AC Ground
Service Bus and the DC Ground Service Bus are powered. The
scheme implemented for Ground Service Mode TRU1 Overcurrent
protection utilizes the TRU1 current sensing located in the AGCU.
When the EPM is powered, a 28 V power source supplies the
AGCU directly from the EPM. During this particular mode of
operation with other buses unpowered, (including Battery Buses),
GCU1 and GCU2 are not active. The AGCU interfaces with a
current sense shunt internal to TRU1, which in normal
circumstances is measured by both GCU1 and AGCU. Since the
AGCU is powered, the TRU1 current is measured. The AGCU
passes this TRU1 overcurrent information over the 1553
communication bus to allow the EPM logic to coordinate tripping
of the GSTC within 800 ± 50 milliseconds.
Phase Sequence (PS) Protection
The EPM senses the external power voltage at the EP cart side of
the EPAC to obtain voltage information (phase angle) necessary
to perform phase sequence protection on power-up. All three
phases of the external power are sensed and fed into a hardware
detection circuit. The circuit converts the separate phases into a
voltage and then outputs this voltage to the A/D. The value read
at the A/D indicates if the phase sequence is correct. The
protection, which forms a portion of the power ready logic,
inhibits closure to the GSTC or EPAC by not allowing the power
ready condition to go true when the phase rotation is not φ A, φ
B, φ C as measured with respect to the neutral and sensed at the
POR.
Open Neutral Protection
The EPM sense the external power voltage at the EP cart side of
the EPAC to obtain voltage information necessary to perform
external power open neutral protection on power-up. All three
phases of the external power are sensed and fed into a hardware
detection circuit. The circuit converts the separate phases into a
voltage and then outputs this voltage to the A/D. The value read
at the A/D indicates if an open neutral condition has been
detected. The protection, which forms a portion of the power
ready logic, inhibits closure of the GSTC or EPAC by not allowing
the power ready condition to go true when an open neutral
condition exists.
AC Interlock Protection
The EPM senses the Interlock from the AC Ground Cart Plug.
Interlock protection consists of overvoltage protection on pins E
and F and overcurrent protection on Pin F. If the voltage on Pin E
or Pin F exceeds 60 ± 6 Vac for 0.20 ± 0.05 seconds, or 45 ± 6
Vdc for 5 ± 1 seconds, overvoltage protection operates to de-
energize the EPAC, GSTC, and the Pin F output. The Pin F output
is automatically restored when the OV condition no longer exists.
If the current being supplied through Pin F exceeds 2 ± 1 Adc,
overcurrent protection operates to de-energize the EPAC, GSTC,
and the Pin F output. The Pin F output remains de-energized until
software resets the Pin F enable signal or until a power-up reset is
applied to the EPM.
Open Phase (OP) Protection
Open phase protection determines when one (1) of the three (3)
AC external power phases has opened up between the external
power neutral and the AC loads. This provides Open phase
protection for utilization equipment on the AC load buses of the
aircraft. The EPM senses the external power CT currents to obtain
information necessary to perform open phase protection. All
three phases of the external power CT are sensed. The protection
de-energizes the GSTC and de-energizes the EPAC in 2.5 +/- 0.5
seconds. This occurs when the lowest phase current is less than
4.5 +/- 4.5 amperes, and the next lowest phase current sensed is
greater than 30 +/- 5 amperes from the lowest External AC CT
phase and an overcurrent condition does not exist.
Contactor Chattering Protection
Contactor chattering protection determines whether an
electrically held system contactor, which uses an economizer coil
(EPAC) has failed in such a way (economizer coil or its associated
wiring opens) to cause the contactor to cycle open/closed with a
constant close command applied. When the contactor close
command is issued, the contactor status is monitored. If the
status changes more than 6 times within 0.5 seconds, without a
corresponding change in the command, then a failed contactor is
identified and the close command signal is removed.
EPAC Fail To Close Protection
The EPAC fail to close control function senses the EPAC close
command, EPAC auxiliary contact, tie bus voltage, and external
power current (all three phases) to determine if the EPAC has
failed
to close when commanded to do so. When the contactor close
command is issued, the contactor status, tie bus voltage and EP
current is monitored. If the contactor status, tie bus voltage, and
EP current all indicate that the EPAC is open for 150ms after the
close command was issued, then the EPAC is identified as failed
and the close command is removed.
SPDA Loss of Cooling Protection
When operating in the ground service mode, the EPM, AGCU,
SPDA1, and SPDA2 are functional. Because the AC GND SVC bus
and DC GND SVC bus are the only buses powered in this mode,
two fans are operational to provide SPDA cooling (under normal
conditions six fans would be available for cooling). One fan
provides cooling for SPDA1 and one fan provides cooling for
SPDA2. If either fan becomes inoperative in this ground service
mode, the GSTC is tripped to remove power from the SPDAs and
force a shutdown. Loss of cooling is monitored in the AMS utility
function in the SPDA. If fan airflow is not present for 5 ± 1
seconds, SPDA2 communicates the status of this condition via
ARINC 429 to the AGCU. The AGCU forwards this information via
1553 to the EPM. Upon receiving this input and verifying the
system is configured in the ground service mode, the EPM de-
energizes the GSTC (after sensing these conditions for 500 ms). If
the 1553 communications between the AGCU and the
EPM fail while operating in the ground service mode, the EPM de-
energizes the GSTC.
TRU Switches
The TRU 1, TRU 2, and TRU ESS switches enable the aircrew to
manually control the associated TRU Contactor (TRU 1C, TRU 2C,
or TRU EC). Selecting the AUTO position enables automatic
operation of the
associated TRU Contactor.
- TRU 1C (GCU1 has primary control; AGCU has backup control in
case GCU1 is not powered or experiences a failsafe protective
trip)
- TRU 2C (GCU2 has primary control; AGCU has backup control in
case GCU2 is not powered or experiences a failsafe protective
trip)
- TRU EC (aircraft wiring control)
Selecting the OFF position manually trips the associated TRU Contactor.
The Essential Contactors (EC1 and EC2) are controlled by aircraft
relay logic and follow the position of the corresponding TRU
Contactor (TRU 1C and TRU 2C).
DC BUS TIES Switch
The DC BUS TIES switch is a toggle switch which enables the
flight crew to selectively de-energize any DC bus by controlling
the DCTC, ETC1, and ETC2. Selecting the AUTO position results in
automatic control of the DCTC, ETC1, and ETC2 via GCU1/GCU2
control and system relay logic. Selecting the OFF position
manually trips the DCTC, ETC1, and
ETC2.
AC EXT PWR Supplying Airplane
The cockpit control panel GPU switch enables AC EXT PWR to be
managed through EPM logic. The GPU AVAIL lamp is illuminated when
AC EXT PWR quality requirements are satisfied but the GPU switch is in
the OFF (out) position. Selecting the GPU switch to the ON (in) position
enables automatic control of AC EXT PWR through the EPM. After the
External Power AC Contactor (EPAC) closes, the GPU AVAIL lamp
extinguishes and the GPU IN USE lamp illuminates. During in-flight
operation, selecting the GPU switch or any GROUND SERVICE switch
does not cause any contactors or breakers to change state, inhibit in-flight
operation of any system, or cause any main generator GCR/GLC trip
action to take place. If no other source of power is available on the
aircraft, AC EXT PWR availability enables the AGCU to control BTC1 and
BTC2. The AGCU closes BTC1 and BTC2 so that AC BUS 1 and AC BUS
2 can by powered when the following conditions exist:
- EPAC is closed
- Tie Bus is powered
- AC BUS TIES switch is in AUTO position
The AC Essential Transfer Contactor (AETC) is energized to the AC BUS 2
position when AC BUS 2 is powered enabling the AC ESS BUS and the
STANDBY AC BUS to be powered. TRU1, TRU2, and the TRU ESS
convert the three-phase AC input power into a +28 VDC output for DC
BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
If the BATT 1 switch is in the ON position and the BATT 2 switch is in the
AUTO position, BATT 1 and BATT 2 will be in a charging mode through the
associated BC1 and BC2 contactors.
TRU1C is controlled by GCU1 primarily or by AGCU if GCU1 is not
powered or is in failsafe mode. It is commanded closed in normal
operation when AC BUS 1 is powered and the TRU1 switch is in AUTO
position. It isolates DC BUS 1 from the EPGDS in case of a DC BUS 1
ground fault when an over-current condition or voltage ripple condition
(provided system is not in single TRU operation) is sensed on TRU1 by
GCU1 (TRU1C Lockout thereafter). TRU1C is also de-energized by GCU
1 when AC BUS 1 is de-energized or there is a loss of TRU output. TRU1C
is also de-energized manually by selecting the TRU1 switch to the OFF
position. TRU1C is not closed during ground service operation. TRU2C is
controlled by GCU2 primarily or by AGCU if GCU2 is not powered or is in
failsafe mode. It is commanded closed in normal operation when AC BUS
2 is powered and the TRU2 switch is in AUTO position. It isolates DC BUS
2 from the EPGDS in case of a DC BUS 2 ground fault when an over-
current condition or voltage ripple condition (provided system is not in
single TRU operation) is sensed on TRU2 by GCU2 (TRU2C Lockout
thereafter). TRU2C is also de-energized by GCU 2 when AC BUS 2 is de-
energized or there is a loss of TRU output. TRU2C is also de-energized
manually by selecting the TRU2 switch to the OFF position. TRU2C is not
closed during ground service operation. The TRU Essential Contactor
(TRU EC) is closed in normal operation if GLC1, GLC2, ALC, or EPAC is
closed, the TRU ESS switch is in the AUTO position, and DC ESS BUS 1
or DC ESS BUS 2 are powered. TRU EC also closes during emergency
operation, if aircraft speed condition thresholds are met and DC ESS BUS
1 or DC ESS BUS 2 is powered. TRU EC closes during emergency
operation one second after the Rat Line Contactor (RLC) is closed.
IDG Ratings
Each IDG is rated at 30/40 KVA, 115/200 VAC, 3-phase, 400Hz at
the Point of Regulation (POR) for distribution to the various
aircraft load buses. It has a 4-pole generator, which rotates at
12,000 RPM. For a 30/40 KVA rating, overloads are based on 30
KVA and maximum continuous operation is at 40 KVA. This gives
1PU (Per Unit) at 40 KVA continuous, 1.5 PU overload at 45 KVA
for 5 minutes, and 2 PU overload at 60 KVA for 5 seconds. Load
shedding capabilities are designed to function automatically.
Secondary Power Distribution Assemblies (SPDAs) coordinate
appropriate system protection during single generator operation
or overload conditions. The IDG implements a design common
with the IDG being utilized on the Fokker 50, Gulfstream V,
Boeing 717, and Canadair CRJ700 aircraft. The IDG has several
indicating devices for monitoring the condition of the IDG.
- An oil level sight glass provides visual indication of an IDG
overfill or low oil level condition. It is mounted on the right side of
the IDG when viewed from behind looking forward.
- The differential pressure indicator (DPI) is physically located on
the IDG housing and can be viewed by opening the access door
on the aircraft engine. It provides a visual indication for
maintenance mechanics that the scavenge filter has captured oil
system debris. If the pressure drop across the scavenge filter
rises above the maximum allowable limit of 50 ± 8 psid, the DPI
will pop out and be visible to the aircraft mechanic. It has a
thermal lockout feature, which inhibits actuation when the IDG oil
out temperature is less than 63° ± 11°C (145° ± 20°F)
preventing nuisance indications during high oil viscosity cold
starts.
- An IDG DISC lamp illuminates on the cockpit control panel if the
associated IDG oil charge pressure is less than 140 +/- 25 PSI or
if its oil temperature is greater than 168°C (335°F). The
associated IDG input shaft should then be mechanically
disconnected from the CSD transmission by pressing the IDG
DISC switch. Maintenance intervals for the IDG include a 400-
hour oil service interval, which utilizes a pressure fill and
standpipe overflow drain. There is also an 800-hour oil/filter
change interval. The scavenge filter is size 3A and disposable.
IDG & IDG Cooler Installation on GE CF34-10E Engine (EMB190)

The EMB190 IDGs are installed one per engine on the engine
accessory gearbox. When standing aft of the gearbox, looking
forward, IDG1 is installed on the left engine gearbox, and IDG2 is
installed on the right engine gearbox. Access to each IDG can be
obtained by opening the associated engine fan cowl.
An IDG air-to-oil cooler and an air-to-air cooler are mounted below
and aft of each IDG on the engine. The air inlet duct of the air-to-oil
heat exchanger is always open allowing air to cool the IDG oil
whenever there is airflow through the inlet duct.
IDG Internal Block Diagram
The IDG contains a three-stage, brushless, rotating, spray oil-
cooled generator. The generator rotor assembly contains the
exciter rotor assembly, main field rotor, and diode rectifier
assembly. The two rotors are mounted on a common shaft
supported by a roller bearing at the drive end and ball bearing at
the non-driving end. The PMG stator is located in the constant
speed drive housing, and the exciter stator, main field stator, and
generator current transformer assembly (CTA) are located in the
generator housing. The IDG converts the varying engine
reduction gearbox speeds of 4,618 to 7,898 RPM to a constant
generator speed of 12,000 RPM. The generator operates at a
constant output frequency of 400 hertz. Variable engine speed
shaft power is provided to the IDG input shaft, which is directly
coupled to the carrier shaft of the differential. The variable
displacement hydraulic unit is hydraulically coupled to a fixed
displacement hydraulic unit, which is mechanically connected to
the trim ring gear of the differential. The speed and direction of
the trim ring gear is controlled by the wobbler position of the
variable hydraulic unit. An electrical servo valve controls wobbler
position of the variable hydraulic unit. The servo valve regulates
pressure acting on a control piston connected to the variable
hydraulic unit. The speed control circuit within the GCU
electronically controls the servo valve. Speed summing is
performed in the differential by adding or subtracting trim speed.
The output gear speed of the differential is constant as a result of
the speed summing. The generator rotor is connected to the
differential output gear, therefore it rotates at a constant speed.
Rotation of the PMG rotor induces an alternating current in the 3-
phase windings of the PMG stator. This alternating current is
supplied to the generator control unit (GCU) through a connector
on the IDG housing and aircraft wiring, where it is rectified into
direct current (DC). The GCU voltage regulator uses this rectified
DC to control the current in the windings of the generator’s
exciter field. The magnetic field produced in the exciter field
induces a current in the rotating windings of the exciter armature
(rotor). This current is converted to DC by the rotating rectifier
assembly on the armature. The resultant current is supplied
directly to the windings of the main field to produce a rotating
magnetic field. This rotating magnetic field induces an
alternating current (AC) in the windings of the main generator
stator. The current on the neutral side of the stator windings is
routed through the generator current transformer (CT) inside the
generator housing. The current on the other side of the stator
windings is routed directly to the terminal block on the generator
housing. The IDG consists of a hydro mechanical transmission
Constant Speed Drive (CSD) and an integral AC generator. It
converts the variable speed engine accessory gearbox rotation
into a constant frequency electrical AC power for the aircraft.
The Generator Control Unit (GCU) is a microprocessor-controlled
assembly, which provides control, protection, and distribution of
the IDG electrical AC power to AC BUS 1 and/or AC BUS 2. The
Generator Line Contactor (GLC) is a LRU. GLC1 is located in the
LICC, and GLC2 is located in the RICC. They are normally-open,
electrically-held 3PST (Three Pole Single Throw) contactors, which
are controlled by the associated GCU. When the GCU has
determined that IDG power quality is good, it sends a signal to
close the associated GLC. When the GLC closes, the electrical AC
power from IDG is supplied to the associated AC BUS. The Line
Current Transformer (CT) is not line replaceable. Line CT1 is
located in the LICC, and Line CT2 is located in the RICC. Each CT
has a transformer ratio of 500:1, which provides differential
protection for the phase feeders of IDG 1 (2). The IDG switches
are located on the Electric Control Panel. They provide an ability
to control the IDGs and GLCs by actuating the associated switch
(AUTO or OFF position). They also provide an ability to manually
disconnect the associated IDG. The IDG switches also include two
LEDs, which will illuminate for an IDG low oil pressure or high IDG
oil temperature condition.
IDG Oil Hydraulic Circuit
The IDG hydraulic system consists of a pump and motor
assembly, scavenge and generator scavenge pump, charge
pump, inversion pump, vent valve, scavenge relief valve, charge
relief valve, rotating deaerator, and an electronic-controlled
hydraulic servo valve. One vane pump scavenges oil from the
generator. The other scavenges oil from the constant speed
drive. The charge pump is a gear-driven, positive displacement
vane pump located in the charge Circuit, which supplies
pressurized oil to the pump and motor cylinder block, control
piston, servo valve, generator, and the lubricating system. The
inversion pump is a gear driven, positive displacement vane
pump. The inversion pump scavenges oil during negative-G
maneuvers. The vent valve is a spring-actuated valve located on
the IDG input housing that is designed to maintain internal
pressure in the housing. The vent valve closes by use of a
biasing spring acting on a piston. This action permits air pressure
to build up in the IDG case. Before servicing the IDG, the valve is
pushed to relieve this built-up air pressure. The charge relief
valve is a spring-loaded valve that regulates the operating
pressure of the charge oil system. The scavenge relief valve,
located in the scavenge circuit, limits the discharge pressure of
the scavenge pump. If blockage in the scavenge filter, or external
circuit causes the oil pressure to rise to a nominal 350 pounds
per square inch in the circuit, the scavenge relief valve opens
and ports oil directly to the scavenge pump inlet. The rotating
deaerator is located between the oil-in boss and the charge
pump. The purpose of the rotating deaerator is to separate
entrained air from the oil returning from the engine mounted oil
cooler.l The IDG generator speed is governed by a system
composed of the electronic circuit and a servo valve that
positions the wobbler in the variable displacement unit. The
servo valve is composed of a permanent magnet torque motor,
flapper, and two nozzles with fixed diameter orifices. The torque
motor acts to displace the flapper either towards or away from
the nozzles. By altering the position of the flapper, the servo
valve is able to regulate the control piston pressure and move
the control piston, as necessary, to maintain 400 hertz electrical
output. The pressure differential indicator is located in the IDG
scavenge oil system and senses pressure upstream and
downstream of the filter element. The pressure differential
indicator consists of an indicator housing, O-rings, upper and
lower magnets, and spring-loaded popout button that provides
maintenance personnel with a visual indication of a clogged filter.
A temperature lock-out feature, using a bimetal element, is
incorporated into the indicator to prevent false pressure
differential indication at start-up with cold oil. The bimetal
element locks the popout button in place during low temperature
operation but moves away from the button to permit actuation
during normal operating temperature range.
IDG External Features
The IDG weighs 72 pounds (33 kilograms) dry. The following are
some of the IDG external features:
- Electrical connector
- Differential Pressure Indicator (DPI)
- Pressure fill fitting dust cap
- Input Spline Shaft O-Rings
- Overflow Drain Plug
- Case Drain Plug and O-Ring
- Scavenge Oil Filter
- Scavenge Oil Filter Cover and O-Ring
- Oil Level Sightglass
- ID/Mod plate
The IDGs are mounted to their respective gearboxes with a ‘V’
Band Clamp. The clamp is supplied by the engine manufacturer
(GEAE), which retains sole responsibility for the product. The V
Band Clamp is a mechanical devise, which clamps the mounting
flange of the IDG to the mounting flange of the Gearbox. An
alignment pin is provided on the gearbox flange. It mates with an
alignment hole in the IDG flange. The alignment pin eases
installation and prevents torqueinduced rotation of the IDG.
When attached, only the ‘V’ Band Clamp supports the IDG. Both
IDG1 and IDG2 are mounted so that the input shaft of each faces
forward with the IDG centerline running parallel to the engine
centerline. The IDG has two electrical connectors. Electrical
connector J1 provides connections for the following:
- Exciter field DC power input from the GCU
- Generator current transformers (CTs) output to the GCU
Electrical connector J2 provides connections for the following:
- Disconnect solenoid power input from the SPDA DISCONNECT
switch
- Servo valve control input from the GCU
- Permanent magnet generator (PMG) stator output to the GCU
- Temperature bulb output to the GCU
- Oil pressure switch signal to the GCU
The DPI is in the IDG scavenge oil system. It monitors the
pressure upstream and downstream of the scavenge oil filter. The
DPI supplies a visual indication of a clogged scavenge filter. A
temperature lockout feature prevents a false differential pressure
indication during engine start with cold oil. The pressure fill
fitting dust cap is removed to attach the servicing hose to the
pressure fill port on the IDG. It cannot be removed without prior
removal of the overflow drain plug. The overflow drain plug is
removed when servicing the IDG. To service the IDG, you must
first remove the overflow plug before removing the pressure fill
fitting dust cap. There is a drain plug at the bottom of the IDG.
The case drain is used to drain oil from the sump of the unit. The
oil is drained during normal oil change intervals, before removing
an IDG, or during a flush of suspected contaminated oil. The oil
level sight glass shows the amount of oil in the IDG. You use the
sight glass to check the oil quantity.
IDG Oil Servicing Procedure (steps 1 – 4)
Perform steps 1 through 4 of the IDG Oil Servicing Procedure as follows:
WARNING: ALL JET FUEL AND LUBRICATING OILS CAN CAUSE
INJURY TO THE SKIN. DO NOT LET THESE FLUIDS TOUCH YOU.
WARNING: HOT OIL CAN BURN YOUR EYES AND SKIN. USE
GOGGLES, INSULATED GLOVES, AND OTHER PROTECTION
EQUIPMENT. IF HOT OIL GETS IN YOUR EYES OR ON YOUR SKIN,
GET MEDICAL AID IMMEDIATELY.
CAUTION: MAKE SURE THAT PRESSURE-FILL OILSERVICING
EQUIPMENT SUPPLIES NEW, CLEAN, AND FILTERED OIL TO THE
IDG. CAUTION: BE CAREFUL NOT TO DO SERVICING ON A
DISCONNECTED AND DEFECTIVE IDG. IF YOU DO, DAMAGE CAN
OCCUR TO THE IDG WHEN IT IS IN OPERATION.
CAUTION: DO NOT OPERATE THE IDG WITHOUT SUFFICIENT OIL
(UNDERFILLED) OR WHEN IT IS SERVICED WITH TOO MUCH OIL
(OVERFILLED). THIS CAN CAUSE DAMAGE TO THE IDG.
CAUTION: DO NOT SERVICE A DISCONNECTED IDG BECAUSE
CONTINUED OPERATION OF A DEFECTIVE IDG CAN RESULT IN
MORE DAMAGE.
IDG Scavenge Filter

The scavenge oil filter cleans the oil before it exits the IDG to prevent
contamination of the external oil circuit.
If the scavenge filter becomes plugged the Differential Pressure
Indicator (DPI) will extend as visual indication.
If the scavenge filter becomes severely plugged, the scavenge filter
relief valve routes the oil directly to the deaerator, then to the charge
pump inside the IDG, bypassing the external oil circuit. This will
cause the oil temperature to increase, which may eventually
illuminate the IDG LED on the overhead Electric Control Panel (ECP)
or result in a thermally disconnected IDG.
The bypassing by the scavenge relief valve is also a normal
occurrence during a cold start.
The scavenge oil filter is replaced during a regularly scheduled oil
and filter change.
There is an initial 125-hour oil/filter change requirement after airplane
delivery.
Then there is a recurring 800-hour oil/filter change interval after that.
It is a disposable size 3A filter.
IDG Oil Servicing
Correct oil servicing is important to the successful operation of the IDG.
Servicing with clean approved oil to the specified level is required at unit
installation, during scheduled maintenance, and when oil contamination is
suspected. The EMB 170/190 IDG has an internal overflow standpipe
which drains oil during servicing to establish the proper system oil level
eliminating the need for a mechanic’s judgment to interpret oil level in the
sightglass. Pumping oil into the IDG pressure fill port fills the IDG and its
external oil circuit. Oil pumped into the IDG flows through the filter, into the
external oil circuit, and back into the IDG case. Air in the circuit is forced
ahead of the oil and escapes out through the opened standpipe overflow
drain port. When the IDG oil level stabilizes at the top of the opened
standpipe drain port, the IDG system is properly filled. Appropriate ground
support hoses with mating fittings must be utilized when servicing the IDG.
Intentionally Blank
Intentionally Blank
Intentionally Blank
IDG Terminal Block/Cover and Vent Valve

The vent valve has a spring-actuated vacuum break valve that keeps
constant internal pressure in the IDG housing during startup. A
button on the valve can also be pushed to release pressure in the
IDG prior to IDG servicing and oil/filter changes.
The airplane three phase AC feeder wires and neutral wire attach to
the IDG phase lead terminal block. A cover made of non-metallic,
fire-resistant, self-extinguishing material is provided for the main
terminal block. Refer to IDG Phase Lead Connection slide for more
details.
IDG Phase Lead Connection
The phase lead connection utilizes a nut with a proprietary self
locking thread form. It will eliminate galling between the clinch
nut and terminal stud, which has been known to occur with other
nut designs. The improved nut is a 6-point hex head nut and has
a 12- point hex head with an attached integral washer. The nut
uses a unique thread design to provide free spinning installation
with thread locking ability upon application of torque when
contacting the terminal fork. Operators are encouraged to always
utilize this nut when connecting the phase leads. If other nut
designs are used, it could result in galling on the stud thread.
This may increase installation drag torque, and in severe cases,
the nut may not bottom on the feeder before the locking torque
is attained. The operator will feel no resistance while spinning
the nut down the terminal stud. As the nut begins to make
contact with the terminal fork at the bottom of its travel,
resistance will then be felt, and the nut can be torqued to the
value specified in the Aircraft Maintenance Manual.
IDG 1 and IDG 2 Switches
There are two IDG switches, one for each IDG. The IDG switch
enables the aircrew to control the associated IDG channel. The
AUTO position of each IDG switch enables the associated IDG
channel to operate automatically. This is the normal position of
the switch. The OFF position of each switch enables the aircrew
to manually deexcite the associated IDG, tripping the associated
GLC and GCR. When an IDG is manually de-excited, it is still
mechanically connected to the engine accessory gearbox.
Rotating the IDG switch to the OFF position and then back to the
AUTO position resets a protective trip of the associated IDG
channel. If the fault persists, another protective trip of the IDG
channel will occur. Each switch has one light emitting diode
(LED) located in the lower outside corner of the switch area. The
LED illuminates when the associated IDG experiences a low oil
pressure (LOP) (< 140 psi) or high oil temperature (> 168 oC or
335 oF). A corresponding CAS caution message (IDG 1 or 2 OIL) is
also displayed. These indications require that the aircrew
mechanically disconnect the IDG. The DISC position enables the
aircrew to manually disconnect the associated IDG by first
rotating the switch to the OFF, and then pulling the switch while
continuing to rotate it to the DISC position. The DISC position is a
momentary, spring-return to OFF position. The IDG is also fitted
with a thermal disconnect device, which mechanically
disconnects the IDG from the engine gearbox when the IDG oil
temperature exceeds 185 oC or 366 oF.
IDG 1 Disconnect
IDG1 can be disconnected manually through a cockpit switch or
automatically through a thermal disconnect mechanism. The
manual disconnect should be performed if the electric control
panel IDG 1 DISC LED illuminates and/or the CAS Caution
Message IDG 1 OIL is displayed. These indications are a
function of low oil pressure or high oil temperature in IDG1. When
the charge pressure (working pressure) in IDG1 drops below 140
+/- 25 PSI during operation, the charge pressure switch closes
and GCU1 interprets this as a low oil pressure condition. If oil
temperature in the IDG1 sump as sensed through the
temperature bulb by GCU1 reaches 168°C (335°F), an IDG1 over
temperature condition is interpreted by GCU1. For redundancy, a
thermal disconnect is also provided. If the IDG1 oil temperatures
at the thermal disconnect assembly reach 185°C (366°F), a
eutectic solder pellet within the thermal disconnect assembly
melts which results in the thermal disconnect pin retracting. The
same chain of events described above for the manual disconnect
will occur. However, if IDG1 thermally disconnects, pulling on the
reset ring will not reset IDG1. IDG1 must be returned to the
Repair Shop. If an IDG1 overtemperature of 168°C (335°F) or low
oil pressure (LOP) condition is sensed by GCU1, it will send a
corresponding signal over ARINC 429 to SPDA1. Logic in SPDA1
results in illumination of the LED on the IDG 1 switch if the
following conditions exist:
- IDG1 overtemperature or LOP signal active
- IDG1 not already disconnected
- IDG1 input speed greater than 4500 RPM
The flight crew should take action to pull and rotate the IDG 1
switch to the DISC position when the IDG 1 switch LED
illuminates. This action will generate a 3 second one-shot to
energize a solenoid in IDG1. The IDG 1 switch is a rotary three-
position switch springloaded to the OFF position from DISC.
Energizing the IDG1 disconnect solenoid retracts a pin releasing a
disconnect plunger, which physically separates the IDG1 input
shaft from the CSD transmission. The IDG1 input shaft remains
engaged with the drive spline of the gearbox. By selecting the
DISC position of the IDG 1 switch, a signal is also passed over
ARINC 429 to GCU1 to trip the associated GCR and GLC1. This
DISC position signal is also used in conjunction with IDG1 input
speed and PMG frequency as logic to confirm that IDG1 has been
successfully disconnected. However, there is no LED or lamp on
the Electric Control Panel. SPDA1 logic for IDG1 disconnect
confirmation is satisfied during the following conditions
- IDG1 input speed greater than 4500 RPM
- PMG frequency is less than 360 Hz (POR equivalent) OR
- IDG 1 switch is selected to DISC
- Weight on wheels is present (ground mode)
Reset of the IDG1 disconnect confirmation logic is accomplished
at the next power ready indication after a non-disconnected IDG
is installed. Some CAN bus communications between SPDAs
takes place as shown on the illustrations. The redundant thermal
disconnect, part of the IDG assembly, actuates at 185°C (366°F).
IDG Mechanical Disconnect
The IDG incorporates a disconnect device to mechanically
separate the gearbox driven input shaft from the other
transmission gears in order to minimize internal component
damage caused by induced or hardware failure. The IDG
contains a manual disconnect mechanism and a thermal
disconnect mechanism. The manual disconnect is operated by
the flight crew when a low oil pressure (LOP) or overtemperature
(OT) condition occurs in the IDG. The LOP switch setting for
illuminating the LED is 140 ± 25 psi (965 ± 172 kPa). The high oil
temperature setting for illuminating the LED is 335 ± 10°F (168
± 6°C). The manual disconnect mechanism is made up of a
solenoid, springloaded disconnect plunger, cam shaft, and reset
ring. The disconnect mechanism disconnects the output shaft of
the engine gearbox from the IDG input shaft if the aircrew
momentarily pulls and rotates the IDG switch located on the
flight deck panel when the associated DRIVE LED comes on.
When the disconnect solenoid is operated, the spring-loaded
disconnect plunger is released and moves into contact with a
cam on the shaft. The cam shaft moves like a screw in a threaded
hole, and as it turns, causes the cam to move away from the
input shaft. When the jaw teeth have been separated, the input
shaft, which is still driven by the engine gearbox, turns freely in
the IDG but does not cause the IDG components to turn. The
disconnect mechanism may be set again if the reset ring is pulled
after all input to the IDG has stopped. The thermal-operated
mechanism automatically engages the disconnect plunger and
disconnects the output shaft of the engine gearbox from the IDG
input shaft if the IDG “sump” temperature is hot enough to melt
the eutectic solder. The thermal disconnect setting is 366 ± 8 °F
(185 ± 4 °C). In case the manual or thermal disconnect is not
activated, the IDG input shaft shears at 3,150 ± 250 lb.in. (384.9
to 412.4 N·m) torque.
IDG Manual Disconnect Protection
The GCU monitors the associated IDG oil temperature and oil
pressure. If IDG oil temperature exceeds 168°C ± 6°C (335°F ±
10°F) for 600 milliseconds within any 2 second period or the IDG
oil pressure drops below 140 ± 25 PSI for 600 milliseconds within
any 2 second period, the IDG DISC LED illuminates. Lamp
illumination is commanded by the SPDA if the IDG input speed is
greater than 4500 RPM, providing the aircrew with an indication
of an IDG high oil temperature or low oil pressure condition.
Corrective action for this indication is to momentarily rotate the
IDG switch to the DISC position and back to OFF. This results in a
disengagement of the IDG shaft from the internal generator
resulting in a trip of the associated GCR/GLC. Additionally, the
IDG has an internal thermal disconnect mechanism which
automatically disconnects the IDG if the IDG switch has not been
momentarily selected to DISC and the IDG oil temperature
continues to rise past the thermal disconnect temperature
threshold of 185° ± 4°C (366° ± 8°F).
Open Generator CT Fault Protection
Each phase of generator CT current and line CT current is sensed
by the GCU. An Open Generator CT Fault Condition is detected
when one phase of line CT current exceeds the corresponding
phase of Generator CT current by at least 20 ± 8 amps while this
phase of Generator current is measuring less than 4.5 ± 4.5
amps. This provides protection from damaging the Generator CT
when any of the Generator CT interface wires to the GCU are
open.
Contactor Chatter Protection
Contactor chattering protection determines whether an
electrically held system contactor which uses an economizer coil
(GLC1, GLC2, ALC, BTC1, BTC2, TRU1C, TRU2C, and DCTC) has
failed in such a way (economizer coil or its associated wiring
opens) to cause the contactor to cycle open/closed with a
constant close command applied. When the contactor close
command is issued, the contactor status is monitored by the
GCU. If the contactor status changes more than 6 times within
0.5 seconds without a corresponding change in the contactor
command, then a failed contactor is identified and the close
command signal is removed.
IDGs Supplying Airplane (Ground Mode)
Each IDG is installed on its respective engine gearbox. The APU
GEN is mounted to the APU and is driven at constant speed. The
IDG provides constant frequency AC power by converting variable
input speed from the engine gearbox through a hydro-
mechanical mechanism into a constant output speed. The IDGs
and APU GEN are each rated at 30/40 KVA, 3 phase 115/200 Volts
Alternating Current (VAC), 400 Hertz (Hz). The slash rating
system is used when overload is based on one load point and the
maximum continuous operation on another load point. For a
30/40KVA rating, overloads are based on 30 KVA and maximum
continuous operation is at 40 KVA. This gives 1PU (Per Unit) at 40
KVA continuous, 1.5 PU at 45 KVA for 5 minutes, and 2PU at 60
KVA for 5 seconds. Generator Line Contactor (GLC) The main
generator line contactors are controlled by their respective GCUs.
The GLC provides a means to allow the IDGs to provide power to
their respective AC Buses. During the normal operations of taxi,
takeoff, climb, cruise, descent, and landing, IDG1 and IDG2
operate as the primary AC Power Sources in a split bus
configuration to supply AC BUS 1 and AC BUS 2 respectively. On
the ground, to facilitate No-Break-Power-Transfers (NBPTs), BTC1
closes with IDG1 and IDG2 powering AC BUS 1 and AC BUS 2
respectively. The AC Tie Bus is powered via a closed Bus Tie
Contactor 1 (BTC1). If necessary, the APU GEN can deliver
sufficient power to either AC BUS 1 or AC BUS 2 enabling
dispatch in the event of the loss of one IDG, or to serve as an
alternate source of power if one or both IDGs should become
inoperative. In this normal mode of operation, the transfer occurs
automatically if the Electric Control Panel switches are positioned
as follows:
- IDG 1 switch AUTO
- IDG 2 switch AUTO
- APU GEN switch ON
- TRU 1 switch AUTO
- TRU 2 switch AUTO
- TRU ESS switch AUTO
- DC BUS TIES switch AUTO
- AC BUS TIES switch AUTO
- BATT 1 switch ON
- BATT 2 switch AUTO
The GCU automatically commands the associated GLC closed
when the following conditions exist:
- Associated engine has spooled up
- Corresponding IDG input shaft speed is greater than 4560 RPM
- GCU senses acceptable power quality at the Point of Regulation
(POR).
- POR is sensed on the IDG side of the GLC. Bus takeover is
coordinated based on power source priority logic. Under normal
conditions, IDG1 supplies AC BUS 1, and IDG2 supplies AC BUS 2.
The AC Essential Transfer Contactor (AETC) is energized to the AC
BUS 2 position when AC BUS 2 is powered enabling the AC ESS
BUS and the STANDBY AC BUS to be powered. TRU1, TRU2, and
the TRU ESS convert the three-phase AC input power into a
+28 VDC output for DC BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS
BUS 2, and DC ESS BUS 3. If the BATT 1 switch is in the ON
position and the BATT 2 switch is in the AUTO position, BATT 1
and BATT 2 will be in a charging mode through the associated
BC1 and BC2 contactors.
GCR Close/Trip Logic
The Generator Control Relay (GCR) removes PMG power from the exciter
field drive circuit after the associated generator has been deexcited by
disabling the voltage regulator. The GCR is an electrically held solid-state
relay. The GCR is opened (tripped) when the IDG CONTROL/APU GEN
switch is selected to the unlatched (OFF) position. It is opened
simultaneously with the GLC for all protective functions except under-
speed. It is commanded closed when the IDG CONTROL/APU GEN
switch is set to latched (ON) and there are no active protective trips or
lockouts. The GCU will automatically close the GCR when the following
system functional conditions exist:
- IDG CONTROL/APU GEN switch is latched to ON AND
- No channel related protective trip exists AND
- The PMG frequency is greater than or equal to 365 Hz The GCU will
automatically trip the GCR when the following system
functional conditions exist:
- IDG CONTROL/APU GEN switch is unlatched to OFF OR
- A channel related protective trip exists
The tripping of the GCR will result in the simultaneous activation of the
GLC trip output and inhibit the GCR close command. A tripped GCR can
be manually reset by one of the following two methods:
- Cycle the associated IDG CONTROL/APU GEN switch to the unlatched
OUT position and then back to the latched IN position OR
- Execute a power-up reset of the associated GCU.
Ground Mode Determination (GCUs)
For the GCUs, the air/ground determination is based on an input
from the ASCB provided Weight on Wheels (WOW) switch and an
input from the engine tachometer. The WOW input is read by the
SPDAs from ASCB and provided to the GCUs via ARINC 429.
SPDA 1 provides the input to GCU 1 and SPDA 2 provides the
input to GCU 2 and the AGCU). The engine tachometer input
received by the main channel GCUs is compared to a
predetermined setpoint (75% N2 = 12,750 RPM) to determine if
the engine is operating above or below airmode speed. The 75%
N2 value was chosen because it should only be exceeded during
the takeoff and in-flight phases of operation. For the AGCU,
engine speed information is forwarded from the main channel
GCUs via 1553 (airmode speed will be true or false). The AGCU
must see the airmode speed input as false from both GCU 1 and
GCU 2 before it considers the input speed portion of the
air/ground logic to indicate ground mode.
The air/ground logic shall be set to the air mode if the WOW input
indicates air mode OR if the engine speed is operating above the
airmode speed setpoint. The logic used to determine air mode
and ground mode shall be time delayed to prevent nuisance
operation. The transition from air mode to ground mode will
utilize a 30 second time delay. The transition from ground mode
to air mode shall utilize a 1 second time delay. If the air/ground
logic determines the system to be operating in the air mode, the
following functions shall be inhibited:
- Power up initiated self test
- Manually initiated self test (circuit stimming)
- No-Brake Power Transfers
- Inadvertent Parallel Trip protection involving EXT PWR
IDGs Supplying Airplane (Air Mode)
During the normal operations of taxi, takeoff, climb, cruise,
descent, and landing, IDG1 and IDG2 operate as the primary AC
Power Sources in a split bus configuration to supply AC BUS 1 and
AC BUS 2 respectively. During flight, the system is designed to
operate in a split bus configuration with BTC1 and BTC2 open.
IDG1 and IDG2 are powering their respective AC BUS 1 and AC
BUS 2. The AC Tie Bus is not powered in flight unless a source
failure occurs or a source is shut down. If necessary, the APU GEN
can deliver sufficient power to either AC BUS 1 or AC BUS 2
enabling dispatch in the event of the loss of one IDG, or to serve
as an alternate source of power in flight if one or both IDGs
should become inoperative. In this normal mode of operation, the
transfer occurs automatically if the Electric Control Panel
switches are positioned as follows:
- IDG 1 switch AUTO
- IDG 2 switch AUTO
- APU GEN switch ON
- TRU 1 switch AUTO
- TRU 2 switch AUTO
- TRU ESS switch AUTO
- DC BUS TIES switch AUTO
- AC BUS TIES switch AUTO
- BATT 1 switch ON
- BATT 2 switch AUTO
The GCU automatically commands the associated GLC closed
when the following conditions exist:
- Associated engine has spooled up
- Corresponding IDG input shaft speed is greater than 4560 RPM
- GCU senses acceptable power quality at the Point of Regulation
(POR).
- POR is sensed on the IDG side of the GLC. Bus takeover is
coordinated based on power source priority logic. Under normal
conditions, IDG1 supplies AC BUS 1, and IDG2 supplies AC BUS 2.
The AC Essential Transfer Contactor (AETC) is energized to the AC
BUS 2 position when AC BUS 2 is powered enabling the AC ESS
BUS and the STANDBY AC BUS to be powered. TRU1, TRU2, and
the TRU ESS convert the three-phase AC input power into a +28
VDC output for DC BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS
2, and DC ESS BUS 3. If the BATT 1 switch is in the ON position
and the BATT 2 switch is in the AUTO position, BATT 1 and BATT 2
will be in a charging mode through the associated BC1 and BC2
contactors.
Air Mode Determination (GCUs)
For the GCUs, the air/ground determination is based on an input
from the ASCB provided Weight on Wheels (WOW) switch and an
input from the engine tachometer. The WOW input is read by the
SPDAs from ASCB and provided to the GCUs via ARINC 429.
SPDA 1 provides the input to GCU 1 and SPDA 2 provides the
input to GCU 2 and the AGCU). The engine tachometer input
received by the main channel GCUs is compared to a
predetermined setpoint (75% N2 = 12,750 RPM) to determine if
the engine is operating above or below airmode speed. The 75%
N2 value was chosen because it should only be exceeded during
the takeoff and in-flight phases of operation. For the AGCU,
engine speed information is forwarded from the main channel
GCUs via 1553 (airmode speed will be true or false). The AGCU
must see the airmode speed input as false from both GCU 1 and
GCU 2 before it considers the input speed portion of the
air/ground logic to indicate ground mode. The air/ground logic
shall be set to the air mode if the WOW input indicates air mode
OR if the engine speed is operating above the airmode speed
setpoint. The logic used to determine air mode and ground mode
shall be time delayed to prevent nuisance operation. The
transition from ground mode to air mode shall utilize a 1 second
time delay. If the air/ground logic determines the system to be
operating in the air mode, the following functions shall be
inhibited:
- Power up initiated self test
- Manually initiated self test (circuit stimulation)
- No-Brake Power Transfers
- Inadvertent Parallel Trip protection involving EXT PWR
 IDG1 Supplying Airplane
If IDG2 fails and the APU GEN is not available, GCU2 commands
GLC2 to be tripped open and BTC2 to be closed, provided that
BTC2 is not locked open due to an overcurrent condition. GCU1
recognizes a dead AC BUS 2 and closes BTC1 to supply power
across the Tie Bus to AC BUS 2. SPDA logic recognizes, via
system configuration auxiliary contact status over ARINC 429
communications, when a single generator condition exists. If in
the air mode, a single generator condition causes the SPDA to
shed non-essential galley loads. In this normal mode of
operation, the transfer occurs automatically if the Electric Control
Panel switches are positioned as follows:
- IDG 1 switch AUTO
- IDG 2 switch AUTO
- APU GEN switch ON
- TRU 1 switch AUTO
- TRU 2 switch AUTO
- TRU ESS switch AUTO
- DC BUS TIES switch AUTO
- AC BUS TIES switch AUTO
- BATT 1 switch ON
- BATT 2 switch AUTO
The load shed occurs automatically via SPDA logic. AC Bus
takeover is coordinated based on power source priority logic.
When IDG2 fails and the APU GEN is not available, the AC BUS 2
power priority becomes the available IDG1. IDG1 supplies AC BUS
1 and AC BUS 2 through a closed BTC1 and BTC2. The AC
Essential Transfer Contactor (AETC) is energized to the AC BUS 2
position when AC BUS 2 is powered enabling the AC ESS BUS and
the STANDBY AC BUS to be powered. TRU1, TRU2, and the TRU
ESS convert the three-phase AC input power into a +28 VDC
output for DC BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2,
and DC ESS BUS 3. If the BATT 1 switch is in the ON position and
the BATT 2 switch is in the AUTO position, BATT 1 and BATT 2 will
be in a charging mode through the associated BC1 and BC2
contactors. Restoration of the non-essential galley loads occurs
automatically via SPDA logic when an additional AC Power Source
becomes available or when all AC Power Sources have been
removed on the ground. A manual load shed reset is also
possible via the MCDU for maintenance personnel while in ground
mode.
AC Essential Transfer Contactor (AETC)
During normal operation when AC BUS 2 power quality is
acceptable, the AC Power Monitor Sense Relay K4 energizes the
AC Essential Transfer Contactor (AETC) via a closed GLC2 or BTC2
enabling AC BUS 2 to power the AC ESS BUS via the de-energized
RAT Line Contactor (RLC). This aircraft wiring logic de-energizes
the AETC if AC BUS 2 is not powered (power quality
unacceptable) for approximately 6 seconds, enabling AC BUS 1 to
power the AC ESS BUS via the de-energized RLC. The AETC is
installed in the EICC and is controlled automatically by aircraft
wiring via a power monitoring sensor circuit. The AETC is
energized to the AC BUS 2 position when the following
conditions exist:
- AC BUS 2 power quality ok for approximately 50 Msec
- Voltage > 90 VAC and phase sequence A-B-C
- GLC2 or BTC2 closed
- DC ESS BUS 1 powered
The AETC is de-energized to the AC BUS 1 position when any of
the following conditions exist:
- AC BUS 2 power quality is not OK for approximately 6 sec
- Voltage < 90 VAC or phase sequence NOT A-B-C
- GLC2 and BTC2 are open
- DC ESS BUS 1 is not powered
Intentionally blank
AC Power Monitor Sensor K4 Installation in EICC

The AC Power Monitor Sensor is an undervoltage and phase order

protection printed circuit board. It is supplied by 3-phase AC power and
its main functions are:
- Voltage sensing
- Under voltage detection
- Time delay after protection threshold
- Discrete output signals
CAUTION: All power sources to the ICC need to be disconnected prior
to performing any maintenance on the ICC (such as opening the panels
or removing any LRMs). Precautions should be taken to ensure prope
r power and ESD safety considerations are practiced while conducting
maintenance on the AC Monitor Sensor K4 board. Removal of this LRM
requires that an ESD wrist strap be worn, since it is a static sensitive module
. This board can be replaced by performing the following steps (refer to
applicable AMM task):
- Unscrew the 4 captive slot headed screws to remove the board panel
- covering the AC Monitor Sensor K4.
- Unscrew the 2 captive slot headed screws, which lock K4 in place.
- Extract and replace K4.
- Fasten the new K4 with locking parts.
- Install and fasten the board panel.
Intentionally Blank
Installation in Mid-EBay
Three GCUs are utilized in the EMB 170/190 EPGDS design. They
are installed in the LICC and RICC to provide control and
protection for the associated IDG1, IDG2, and APU GEN. GCU1 is
installed in the LICC. GCU2 and the AGCU are installed in the
RICC. Access to the GCUs is accomplished through the Mid E-Bay
floor access hatch, which is located on the aircraft left side
behind the left wing. Each GCU has the same part number and is
physically interchangeable among the three positions. Aircraft
wiring in conjunction with pin programming on each GCU
connector allows each GCU to recognize its position in the
system. The GCUs are mounted in a pressurized location with no
forced aircooling. All cooling of the GCUs is through natural
convection. Each GCU can be replaced after removing the
associated ICC panel. Each GCU is held in place with a board
mounted wedge lock scheme, which is controlled through thumb
release extractor levers. Precautions should be taken to ensure
proper power and ESD safety considerations are practiced while
conducting maintenance on a GCU. GCU removal requires that an
ESD wrist strap be worn, since it is a static sensitive module. The
following are the main functions performed by each GCU
depending on its location on the aircraft: GCU1 (installed in the
LICC)
- Voltage Regulation and Frequency Control for IDG1
- Protection for IDG1 and its feeders
- Control and Protection for AC BUS 1
- No Break Power Transfer (NBPT) for AC System GCU2 (installed
in the RICC)
- Voltage Regulation and Frequency Control for IDG2
- Protection for IDG2 and its feeders
- Control and Protection for AC Bus 2
- NBPT for AC System AGCU (installed in the LICC)
- Voltage Regulation for the APU GEN.
- Protection for the APU GEN and its feeders.
- Send speed command signal to the APU FADEC for NBPT
between the APU GEN and AC EXT PWR.
- NBPT for AC system on the ground.
- Bus controller for the Inter-LRM communication link between the
GCUs and the EPM.
Construction
Each GCU consists of three Printed Wiring Board (PWB) assemblies
mounted in a board stack Line Replaceable Module (LRM).
- PWB A1 performs the processing functions for the GCU.
- PWB A2 is the Input/Output interface for PWB A1.
- PWB A3 provides the GCU power supply and power drive
interface for the system.
The individual PWB assemblies in the GCU are mounted to an
aluminum structure with an integrated handle. The structure provides
mechanical strength to the GCU assemblies.
The GCU weight is 3 kg (6.6 lbs).
Pin Programming
The GCU provides three open/ground inputs, which are used to
indicate the GCU’s position in the system. An additional open/ground
input is implemented to specifically identify the EMB 170/190
interface. A single return is provided for these inputs. The input
appropriate to the GCU’s position in the system is shorted to the
return. The other two inputs remain open. The return for the pin
programming function is located on the GCU motherboard.
In the event that the GCU pin programming inputs are incorrect (i.e.
no inputs active or more than one input active), the GCU puts itself
into the failsafe state. The GCU pin programming is verified at power
up only.
Voltage Regulation
Three phase PMG power is routed to the GCU from its associated
IDG/APU Generator for voltage regulation control. Within the
GCU, the PMG power is routed to a Generator Control Relay
(GCR). The 80C186 microprocessor enables the GCR to close or
remain closed (based on power quality logic) if there is no failsafe
condition or if the redundant over-voltage circuit does not detect
an overvoltage condition. With the GCR closed, PMG power is full
wave rectified and passed through the respective IDG/APU
Generator exciter field. It then goes back through a Pulse Width
Modulator (PWM) controlled switch that is under control of the
Application Specific Integrated Circuit (ASIC). The ASIC varies the
PWM percentage based on input from the Digital Signal
Processor (DSP). The DSP has a built in algorithm, which utilizes
POR voltage information (passed by the ASIC) to derive a percent
PWM signal for the ASIC. POR voltage information is sensed at
the generator side of the GLC/ALC. This information is
continuously monitored every software cycle for PWM control,
which in turn provides generator excitation/POR control. If the
POR is seen in a slightly low voltage condition (between 109 and
115 Vrms), the PWM duty cycle percentage will increase
proportionately. Similarly, if the POR is seen in a slightly high
voltage condition (between 115 and 122 Vrms), the PWM duty
cycle percentage will decrease proportionately. If an over-voltage
(greater than 123 ± 1.5 Vrms) or under-voltage condition (less
than 107.5 ± 1.5 Vrms) occur, the 80C186 microprocessor
provides the appropriate protection by opening the GLC/ALC,
opening the GCR, and disabling the voltage regulator. The
voltage regulation function is thereby able to maintain the
average of the POR within specification limits.
GCR/GLC Protective Trip Logic

The following system protection conditions result in a trip of the - Servo Valve Deterioration
associated GCR: - IDG DISC SW ON
- Over-current (OC)
- PMG frequency less than or equal to 335 Hz (scaled) - GLC Inadvertent Parallel Trip (IPT)
- Over-voltage (OV) - GLC Chatter Fault
- Redundant Over-voltage (ROV) - Generator Shorted Rotating Diode (SRD)
- Under-voltage 1 (UV1) - Open Generator Current Transformer (CT)
- Under-voltage 2 (UV2) - GCU Failsafe
- GLC Failed to Close
- Differential Protection (DP) A tripped GCR can be manually reset by cycling the associated
- Open Phase (OP) IDG or APU GEN switch to the OFF position and then back to the
- Over-frequency 1 (OF1) AUTO position or by executing a power-up reset of the GCU. GLC
- Over-frequency 2 (OF2) protective trip conditions are the same as those of the associated
- Under-frequency 1 (UF1) GCR with the addition of an Under-speed Trip, which trips only the
- Under-frequency 2 (UF2) GLC, but not the GCR.
Over-voltage (OV) Protection
The GCU senses the point of regulation (POR) to obtain voltage
information necessary to perform Over-voltage protection. Each
of the three phases of the POR will be sensed. When actuated,
the protection trips the GCR and de-energizes the GLC within an
inverse time delay. When the highest phase voltage is sensed as
being 123.5 ± 1.5 Vrms or more, the over-voltage inverse time
delay commences. The inverse time delay is implemented within
the limits of MIL-STD-704E. Over-voltage trips do not occur as a
result of unbalanced load conditions. The over-voltage time delay
is reset after the highest phase voltage drops to a level equal to
or below 122.5 ± 1.5 Vrms.
Redundant Over-voltage (ROV) Protection
Redundant over-voltage protection is provided via hardware to
ensure a protective trip if the standard over-voltage protection
via software does not actuate a protective trip. For example, this
scheme is necessary to account for a condition (extremely
remote probability) where the GCU ASIC register, which holds a
digital value representative of the POR voltage, is frozen to a
value set below 115 Vrms. The redundant over-voltage (ROV)
output functions through discrete circuitry independent of the
ASIC calculated POR voltages (voltage control and over-voltage
protection). When a redundant over-voltage protection is
detected, the protection latches and deenergizes the GLC and
trips the GCR independent of the microprocessor. Additionally,
the ROV hardware circuit interfaces with the microprocessor and
provides status of the ROV condition for BITE purposes. Then the
system is placed in a software controlled failsafe condition which
ensures that the GCU relinquishes control and removes any
inhibits for the dual authority drive of TRU1C/TRU2C, BTC, and
DCTC. The system fault time delay is the standard OV protection.
This time delay has been selected based on the fact that the IDG
saturates at 148 Vrms and the APU Generator saturates at 168
Vrms for a worst case shorted exciter field condition. This time
delay selection ensures a redundant protective trip within DO-
160 guidelines. When the ROV senses POR phase A, B, or C as
being greater than 140 ± 3 Vrms, the ROV time delay
commences. The ROV time delay is reset by hysteresis if the POR
phase voltage drops to a level equal to or below 125 Vrms (the
MIL-STD-704E OV threshold). A manual reset of the failsafe
condition initiated by the ROV circuit is accomplished through the
associated flight deck IDG CONTROL/APU GEN switch to
reinitialize the GCU. Additionally, the ROV circuit is verified by
BITE on unit power up to verify the integrity of the circuit.
Under-voltage 1 (UV1) Protection
The GCU senses the point of regulation (POR) to obtain voltage
information necessary to perform under-voltage protection. Each
of the three phases of the POR is sensed. When actuated, the
protection trips the GCR and de-energizes the GLC within a fixed
time delay. When the lowest phase voltage is sensed as being
107.5 ± 1.5 Vrms or less, the voltage regulator is not disabled,
there is no under-current inhibit, and there is no over-current
condition, the protection actuates to trip the GCR and de-
energize the GLC within a 4.5 ± 0.5 second time delay. The
under-voltage time delay is reset after the lowest phase voltage
transitions to a level equal to or above 108.5 ± 1.5 Vrms.
Under-voltage 2 (UV2) Protection
The GCU will sense the point of regulation (POR) to obtain
voltage information necessary to perform under-voltage
protection. Each of the three phases of the POR is sensed. When
actuated, the protection trips the GCR and de-energizes the GLC
within a fixed time delay. When the lowest phase voltage is
sensed as being 91.5 ± 1.5 Vrms or less, the voltage regulator is
not disabled, the GLC command is true, there is no under-current
inhibit, and there is no over-current condition, the protection
actuates to trip the GCR and de-energize the GLC within a 160
millisecond time delay (maximum). The under-voltage time
delay is reset after the lowest phase voltage transitions to a level
equal to or above 92.5 ± 1.5 Vrms.
Over-frequency 1 (OF1) Protection
The GCU uses the generator PMG frequency to obtain information
necessary to perform over-frequency protection. The PMG
frequency (1200 Hz) is three times the POR frequency (400 Hz),
therefore, a conversion is required to represent the proportional
POR overfrequency. When the generator frequency is 417.5 ±
2.5 Hz or greater (POR equivalent), the protection actuates to trip
the GCR and de-energize the GLC within a 4.5 ± 0.5 second time
delay. The over-frequency 1 time delay is reset when the
generator frequency transitions to a level less than or equal to
413.5 ± 2.5 Hz.
Over-frequency 2 (OF2) Protection
The GCU uses the generator PMG frequency to obtain information
necessary to perform over-frequency protection. The PMG
frequency (1200 Hz) is three times the POR frequency (400 Hz),
therefore, a When the generator frequency is 440.0 ± 5 Hz or
greater (POR equivalent), the protection actuates to trip the GCR
and deenergize the GLC within a 90 millisecond (maximum) time
delay. The over-frequency 2 time delay is reset when the
generator frequency transitions to a level less than or equal to
436.0 ± 5 Hz.
Redundant Over-frequency (ROF) Protection
Redundant over-frequency protection is provided in software to
ensure a protective trip if the standard over-frequency protection
does not actuate a protective trip. This scheme is necessary to
account for a condition (extremely remote probability) where the
GCU ASIC register, which holds a digital value representative of
the POR frequency, is frozen to a value set below 400 Hz. The
redundant over-frequency (ROF) output informs the protection
CPU independently of the ASIC calculated frequency (frequency
control and frequency protection). When a redundant over-
frequency protection is detected, the protection trips the GCR,
de-energizes the GLC, and trips the servo valve switch (SVS)
within a time delay. Then the GCU is placed in a failsafe mode.
The fault time delay is slower than the standard OF2 protection.
When the ROF senses POR phase A as being 440 ± 5 Hz, the GLC
is sensed as closed and the GLC close command is true, the ROF
time delay commences. The ROF time delay is reset after the
POR phase A voltage drops to a level equal to or below 436 ± 5
Hz.
Under-frequency 1 (UF1) Protection
The GCU uses the generator PMG frequency to obtain information
necessary to perform under-frequency protection. The PMG
frequency (1200 Hz) is three times the POR frequency (400 Hz),
therefore, a conversion is required to represent the proportional
POR under-frequency. When the generator frequency is 382.5 ±
2.5 Hz or less (POR equivalent), the protection actuates to trip
the GCR and de-energize the GLC within a 4.5 ± 0.5 second time
delay. The under-frequency 1 time delay is reset when the
generator frequency transitions to a level greater than or equal
to 386.5 ± 2.5 Hz.
NOTE: The PMG power inputs are transformer isolated.
Under-frequency 2 (UF2) Protection
The GCU uses the generator PMG frequency to obtain information
necessary to perform under-frequency protection. The PMG
frequency (1200 Hz) is three times the POR frequency (400 Hz),
therefore, a conversion is required to represent the proportional
POR under-frequency. When the generator frequency is 362.5 ±
2.5 Hz or less (POR equivalent), the protection actuates to trip
the GCR and de-energize the GLC within a 200 millisecond time
delay. The under-frequency 2 time delay is reset when the
generator frequency transitions to a level greater than or equal
to 366.5 ± 2.5 Hz.
NOTE: The PMG power inputs is transformer isolated.
Differential Protection (DP)
Differential Protection detects a condition in which the current
(for a given phase) measured at the generator is greater than the
current (same phase) measured on the AC feeder (line bus). This
provides protection when a short occurs on the feeder between
the Power source and the line CT located on the power input of
the associated ICC. Each phase of generator current and line
current is sensed by the GCU. The DP condition is detected when
any one phase of generator current is greater than the same
phase of main feeder current by more than: (I) 20 ± 8 amps up to
130 amps, (ii) 30 ± 8 amps for > 130 amps. The time delay
required to confirm the DP condition along with the inhibits to
this protection are defined below:
DP Condition Inputs: GEN CT phase A current
GEN CT phase B current
GEN CT phase C current
GEN CT common
LINE CT phase A current
LINE CT phase B current
LINE CT phase C current
LINE CT common
DP Condition 1 Set Threshold is 20 ± 8 A for Generator currents
up
to 130 amps.
DP Condition 1 Software Set Point is 20 amps.
DP Condition 2 Set Threshold is 30 ± 8 A for Generator currents
greater than 130 amps.
DP Condition 2 Software Set Point is 30 amps.
IDG Shorted Rotating Diode (SRD) Protection
The main generator field is controlled by the output of the
exciter, which is rectified by six (6) “Rotating Diodes” within the
generator. If one (1) or more of the diodes shorts, the effect is
noted as an increased load on the exciter field. The end result of
an SRD is reduced power capability within the generator. The
GCU uses the generator CT current sense and the exciter field
current monitor to obtain the information necessary to perform
shorted rotating diode protection. The exciter field current and all
three phases of the gen CT plus the common are sensed. The
SRD Condition is detected when the exciter current is greater
than normally expected for a given generator load.
Open Phase (OP) Protection
Open Phase protection determines when one (1) of the three (3)
AC generator phases has opened up between the generator
neutral and the AC load(s). This provides Open Phase protection
for utilization equipment on the AC load buses of the aircraft. The
GCU senses the generator CT currents to obtain information
necessary to perform open phase protection. All three phases of
the generator CT plus the common are sensed. The protection
trips the GCR and deenergizes the GLC in 2.5 ± 0.5 seconds
when the lowest phase current is less than 4.5 ± 4.5 amperes
and the next lowest phase current sensed is greater than 30 ± 5
amperes from the lowest Gen CT phase and an over-current
condition does not exist.
IDG Shorted PMG (SPMG) Protection
SPMG protection is utilized for BITE purposes only as
requirements exist for the system to sustain operation with a
PMG short. A PMG Ripple Detection Circuit has been implemented
in the GCU hardware, which has a set-point to activate the
SPMG_STS signal. This SPMG_STS signal is used by the BITE
function to detect and identify a SPMG.
IDG1 Supplying Airplane
If IDG2 fails and the APU GEN is not available, GCU2 commands
GLC2 to be tripped open and BTC2 to be closed, provided that
BTC2 is not locked open due to an overcurrent condition. GCU1
recognizes a dead AC BUS 2 and closes BTC1 to supply power
across the Tie Bus to AC BUS 2. SPDA logic recognizes, via
system configuration auxiliary contact status over ARINC 429
communications, when a single generator condition exists. If in
the air mode, a single generator condition causes the SPDA to
shed non-essential galley loads. In this normal mode of
operation, the transfer occurs automatically if
the Electric Control Panel switches are positioned as follows:
- IDG 1 switch AUTO
- IDG 2 switch AUTO
- APU GEN switch ON
- TRU 1 switch AUTO
- TRU 2 switch AUTO
- TRU ESS switch AUTO
- DC BUS TIES switch AUTO
- AC BUS TIES switch AUTO
- BATT 1 switch ON
- BATT 2 switch AUTO
The load shed occurs automatically via SPDA logic. AC Bus
takeover is coordinated based on power source priority logic.
When IDG2 fails and the APU GEN is not available, the AC BUS 2
power priority becomes the available IDG1. IDG1 supplies AC BUS
1 and AC BUS 2 through a closed BTC1 and BTC2. The AC
Essential Transfer Contactor (AETC) is energized to the AC BUS 2
position when AC BUS 2 is powered enabling the AC ESS BUS and
the STANDBY AC BUS to be powered. TRU1, TRU2, and the TRU
ESS convert the three-phase AC input power into a +28 VDC
output for DC BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2,
and DC ESS BUS 3. If the BATT 1 switch is in the ON position and
the BATT 2 switch is in the AUTO position, BATT 1 and BATT 2 will
be in a through the associated BC1 and BC2 contactors.
Restoration of the non-essential galley loads occurs automatically
via SPDA logic when an additional AC Power Source becomes
available or when all AC Power Sources have been removed on
the ground. A manual load shed reset is also possible via the
MCDU for maintenance personnel while in ground mode.
Over-current (OC) Protection
The GCU senses the generator CT currents to obtain information
necessary to perform over-current protection to protect the
generator and feeders of the aircraft. All three phases of the
generator CT plus the common are sensed. An OC Condition is
detected when the highest current of the three phases of
generator CT inputs exceeds 122 ± 5 amps. The GCU maintains
that fault current per an inverse time delay. The protection
function operates based on the following system configuration.
- IDGs powering single AC BUS
If the GCU senses an OC condition, the GCU provides an inhibit to
the under-voltage protection. After the protection time delay is
met, the GCU locks out the associated channel BTC and trips the
associated channel GCR/GLC (i.e. for IDG1 channel, the BTC1 is
locked out and GCR1/GLC1 is tripped).
- IDGs powering both AC BUSes
If the GCU senses an OC condition, the GCU provides an inhibit to
the under-voltage protection. After the protection time delay is
met, the GCU trips/locks out the associated channel BTC (i.e. for
IDG1 channel, the BTC1 is tripped/locked out). If the OC fault is
still sensed after an additional 100 ± 20 ms, the GCU trips the
associated channel GCR/GLC (for IDG1 channel, GCR1/GLC1 is
tripped).
- IDG powering one AC BUS and AGEN powering one AC BUS If
the AGCU senses an OC condition, the AGCU provides an inhibit
to the under-voltage protection. After the protection time delay is
met, the associated channel BTC being powered by the AGEN is
tripped (for IDG1 channel on AC bus 1 with AGEN on AC bus 2,
BTC2 will be tripped). If the OC fault is still sensed after an
additional 100 ± 20 ms, the GCR/ALC and opposite channel BTC
are tripped/locked out (for IDG1 channel on AC bus 1 with AGEN
on AC bus 2, the GCR/ALC and BTC1 are tripped/locked out). If
the fault is removed by tripping BTC2, then a lockout is applied to
prevent powering of the associated
faulted bus.
- AGEN powering both AC BUS
If the AGCU senses an OC condition, the AGCU provides an inhibit
to the under-voltage protection. After the protection time delay is
met, the AGCU trips BTC1 and determines if the fault has been
removed. If the fault remains, BTC1 re-closes, BTC2 is tripped,
and a check is made to determine if the fault has been removed.
If the fault is still present, the ALC is tripped. If the fault is
isolated at any point during the determination and checking
process, the associated BTC/GLC is locked out to prevent another
power source from feeding the associated faulted bus.
NOTE: The presence of an Over-current fault only inhibits under-
voltage protection if the magnitude of the over-current fault
exceeds 174 amps (2 PU).
Phase Sequence (PS) Protection
The GCU senses the point of regulation (POR) to obtain voltage
information (phase angle) necessary to perform phase sequence
protection at power up. All three phases of the POR are sensed.
The three phases are fed into the Phase Sequence hardware
detection circuit. This circuit converts the separate phases into a
voltage and then outputs a voltage to the A/D. The value read at
the A/D indicates if the phase sequence is correct. Phase
sequence protection, which forms a portion of the power ready
logic, inhibits closure of the GLC by not allowing the power ready condition
to go true when the phase rotation is not A, B, C as measured with respect
to the neutral and sensed at the POR.
IDG1 and APU GEN Supplying Airplane

If IDG2 fails and the APU GEN is available, GCU2 commands GLC2 - BATT 2 switch AUTO
to be tripped open and BTC2 to be closed, provided that BTC2 is Bus takeover is coordinated based on power source priority logic.
not locked open due to an overcurrent condition. Under these Under normal conditions, IDG1 supplies AC BUS 1, and IDG2
conditions, the APU GEN supplies AC BUS 2. This transfer occurs supplies AC BUS 2. If IDG2 fails, the AC BUS 2 power priority
automatically if the Electric Control Panel switches are positioned becomes the available APU GEN. IDG1 supplies AC BUS 1, and
as follows: the APU GEN supplies AC BUS 2 through a closed BTC2. The AC
- IDG 1 switch AUTO Essential Transfer Contactor (AETC) is energized to the AC BUS 2
- IDG 2 switch AUTO position when AC BUS 2 is powered enabling the AC ESS BUS and
- APU GEN switch ON the STANDBY AC BUS to be powered. TRU1, TRU2, and the TRU
- TRU 1 switch AUTO ESS convert the three-phase AC input power into a +28 VDC
- TRU 2 switch AUTO output for DC BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2,
- TRU ESS switch AUTO and DC ESS BUS 3. If the BATT 1 switch is in the ON position and
- DC BUS TIES switch AUTO the BATT 2 switch is in the AUTO position, BATT 1 and BATT 2 will
- AC BUS TIES switch AUTO be in a charging mode through the associated BC1 and BC2
- BATT 1 switch ON contactors.
APU Active Overload Management (APU AOM) Protection
The APU FADEC continuously monitors altitude and static air
temperature to provide information during an APU Overload.
Whenever the altitude and air temperature are sensed in a
configuration recognized as an APU Susceptible to Load (STO)
condition, the APU FADEC sends an APU STO signal (via ARINC
429) to the AGCU. If the AGCU receives the APU STO signal and
senses the generator three-phase average current in an over-
current state, the AGCU initiates an AOM protective trip. The
system responds by opening BTCs and the ALC until the fault is
isolated. The complete isolation process is completed within 2
seconds of the APU STO signal going true and the 3 phase
average current exceeding the specified threshold. Prior to
initiating the AOM protective trip, the AGCU checks that system is
in a configuration capable of generating an APU Overload.
APU Overload Inputs
The FADEC reads the altitude and static air temperature and
compares it against a high limit. If altitude and air temperature
are both above the high limit, the FADEC sets the APU STO signal
TRUE (sent over ARINC 429 to SPDA2 every 200 msec). If altitude
or air temperature are below the high limit, the FADEC sets the
APU STO signal FALSE. The AGCU reads the three phases of APU
Generator current and calculates a three-phase average current
every 10 msec. If the APU STO signal is TRUE and the average
current is greater than the AOM ove-current protection levels, the
system reacts as follows depending on power source
configuration.
IDG1 supplying AC BUS 1 and APU GEN supplying AC BUS
2 fault condition. After the protection time delay is met, the AGCU
Prior to initiating the AOM protective trip, the AGCU verifies that
the AC BUS 2 Phase A voltage is greater than 108.5 Vrms (the
UV1 set threshold), BTC1 is open, GLC1 and ALC are closed, GLC2
is open, the WOW is FALSE and the APU STO condition is set
TRUE. Then, if the three-phase average current indicates an AOM
Over-current, the AGCU begins timing out the fault condition.
After the protection time delay is met, BTC2 is tripped. It the fault
remains, BTC1 is locked out, and the ALC is tripped. After the APU
STO signal is removed or the three-phase current average falls
below the AOM Over-current set-points, the AOM condition is
removed. The APU GEN Switch must be cycled to re-close the
ALC and the BTS Switch must be cycled to 1 OPEN, to 2 OPEN
and back to AUTO to re-close
each BTC, which was locked out.
IDG2 supplying AC BUS 2 and APU GEN supplying AC BUS
1
Prior to initiating the AOM protective trip, the AGCU verifies that
the AC BUS 1 Phase A voltage is greater than 108.5 Vrms (the
UV1 set threshold), BTC2 is open, GLC2 and ALC are closed, GLC1
is open, the WOW is FALSE and the APU STO condition is set
TRUE. Then, if the three-phase average current indicates an AOM
Over-current, the AGCU begins timing out the fault condition.
After the protection time delay is met, BTC1 is tripped. It the fault
remains, BTC2 is also locked out, and the ALC is tripped. After the
APU STO signal is removed or the three-phase current average
falls below the AOM Over-current set-points, the AOM condition is
removed. The APU GEN Switch must be cycled to re-close the
ALC and the BTS Switch must be cycled to 1 OPEN and/or to 2
OPEN and back to `AUTO to re-close each BTC, which was locked
out.
APU GEN supplying AC BUS 1 and AC BUS 2
Prior to initiating the AOM protective trip, the AGCU verifies that
the AC BUS 1 or AC BUS 2 or Tie Bus Phase A voltage is greater
than 108.5 Vrms (the UV1 set threshold), BTC1 or BTC2 are
closed, ALC is closed, the WOW is FALSE and the APU STO
condition is set TRUE. Then, if the three-phase average current
indicates an AOM Over-current, the AGCU begins timing out the
trips BTC1 and determines if the fault has been removed. If the
fault remains, BTC1 is re-closed, BTC2 is tripped, and a check is
made to determine if the fault has been removed. If the fault is
still present, the ALC is tripped. If the fault is isolated at any
point during the determination and checking process, the
associated BTC/ALC is locked out to prevent another power
source from feeding the associated faulted bus. After the APU
STO signal is removed or the three-phase current average falls
below the Over-current set-points, the AOM condition is removed.
The APU GEN Switch must be cycled to re-close the ALC and the
BTS Switch must be cycled to 1 OPEN and/or to 2 OPEN and back
to AUTO to re-close each BTC, which was locked out.
IDGs Supplying Airplane (TRU2 Fail)

If TRU2 fails, the TRU2C is tripped open and the DCTC closes, If GCU2 experiences a failsafe or loses power, the AGCU provides
provided the DCTC is not locked out for an overcurrent condition. a redundant capability to control TRU2C.
Under these conditions power for DC BUS 2 will be supplied In this TRU2 failed mode, TRU1 converts the three phase AC input
through the closed DCTC by TRU1 as was previously provided by power and provides a +28 VDC output to feed the DC BUS 1, DC
TRU2. This transfer occurs automatically if the Electric Control BUS 2 and DC ESS BUS 1. DC ESS BUS 3 continues to be supplied
Panel switches are positioned as follows: by TRU ESS. DC ESS BUS2 is cross-tied and powered from DC ESS
- TRU 1 switch AUTO BUS3. ETC2 closes by relay logic when TRU2C opens. Also, if the
- TRU 2 switch AUTO BATT 1 switch is in the ON position and the BATT 2 switch is in
- TRU ESS switch AUTO the AUTO position, Battery 1 and Battery 2 will be in a charging
- DC BUS TIES switch AUTO mode through the associated BC1 and BC2 contactors. BATT 1
- BATT 1 switch ON and BATT 2 receive a charging current through the associated
- BATT 2 switch AUTO BC1 and BC2 contactors if the BATT1 switch is in the ON position
and the BATT 2 switch is in the AUTO position.
TRU Voltage Ripple Protection
The GCU contains adequate protection to detect TRU voltage
ripple for the associated DC BUS 1 and DC BUS 2 channels. A TRU
Voltage Ripple protection is detected when the TRU Voltage ripple
exceeds 4.5 ± 0.5 volts peak-to-peak @ 200-1600 Hz for 7 ± 0.5
seconds. If either GCU1 or GCU2 failsafe, the AGCU provides TRU
voltage ripple protection.
TRU Over-current Protection
The GCU contains adequate protection to detect TRU over-current
for the associated DC BUS 1 and DC BUS 2 channels which
requires three levels of trip threshold. A TRU over-current
protection is detected when the TRU current is equal to or
exceeds 450 ±25 Amps and TRU voltage is less than 26.5 ±0.5
volts for 60 ± 1 seconds, or the TRU current exceeds 500 ±25
Amps and TRU voltage is less than 25.0 volts for 1.5 ± 0.5
seconds, or the TRU current exceeds 500 ±25 Amps and TRU
voltage is less than 20 volts for 100 −0/+150 ms. A reset of a
TRU over-current protective trip is accomplished through the
associated TRU 1 or TRU 2 flight deck panel control switch. If
either GCU1 or GCU2 failsafe, the AGCU provides TRU over-
current protection.
TRU Loss of Output Protection
The GCU contains adequate protection to detect TRU loss of
output for the associated DC BUS 1 and DC BUS 2 channels. A
TRU loss of output protection is detected when the TRU current is
less than 40 ± 5 Amps and DC Bus Voltage is less than 23.0 ±
1.0 Vdc for 6 ± 0.5 seconds. A reset of a TRU loss of output
protective trip is accomplished through the associated TRU 1 or
TRU 2 flight deck panel control switch. If either GCU1 or GCU2
failsafe, the AGCU provides TRU loss of output protection.
TRU Over-temperature Protection
The GCU contains adequate protection to detect TRU
overtemperature for the associated DC BUS 1 and DC BUS 2
channels. A TRU over-temperature protection is detected when
the TRU temperature is greater than or equal to 121 ± 4.4 °C
( 250 ± 8 °F) as sensed by an open temperature switch input
through the associated discrete sense circuit. The GCU monitors
for TRU over-temperature conditions and reports this information
as a TRU X FAIL CAS message to the flight deck (SPDA1 will
monitor TRU ESS overtemperature switch). A grounded
temperature switch input through the associated discrete sense
circuit indicates normal operation with the temperature switch
closed. If either GCU1 or GCU2 failsafe, the AGCU provides TRU
over-temperature protection.
Tie Bus Open Phase Protection
Tie bus open phase protection determines when one (1) of the
three (3) AC tie bus phases has opened between the Bus Tie
Contactors and the AC load(s) cross channel. This provides tie
bus open phase protection for utilization equipment on the AC
load buses of the aircraft. The GCU senses the line CT currents to
obtain information necessary to perform tie bus open phase
protection. All three phases of the line CT plus the common are
sensed. The protection de-energizes the appropriate BTC in 2.5 ±
0.5 seconds when the difference in phase current is greater than
50 ± 5 Amps between any two phase currents and an over-
current or open phase condition does not exist, and BTC1 and
BTC2 are closed.
IDGs Supplying Airplane (AC BUS 1 Short)
If the system encounters an AC BUS 1 short to ground during
normal operation, the GLC1 will be tripped open and BTC1 will be
locked out. Under these conditions power will continue to be
provided by IDG2 to the AC BUS 2 and AC ESS BUS. This
overcurrent protective trip and lockout will occur automatically
and can be reset by cycling the following CCP switches:
- Cycle IDG 1 switch to the OFF position and back to the AUTO
position.
- Cycle AC BUS TIES switch to the OPEN position and back to the
AUTO position. With IDG 1 tripped off line and AC BUS 1 isolated,
TRU1C opens and the DCTC closes, allowing DC BUS 1 to be
powered by TRU2.
TRU ESS converts the three-phase AC input power providing a
+28 VDC output to supply the DC ESS BUS 3 and also cross-tie
supply DC ESS BUS 1. DC ESS BUS 1 is cross-tied and powered
from DC ESS BUS 2. ETC1 closes by relay logic when TRU1C
opens. BATT 1 and BATT 2 receive a charging current through the
associated BC1 and BC2 contactors if the BATT1 switch is in the
ON position and the BATT 2 switch is in the AUTO position.
Load Shed – Single Gen/Gen Overload
The load shed/restoration function (logic) is automatically
implemented and controlled in the SPDA(s) utilizing information
sent over the ARINC 429 and ASCB communication buses to
identify and initiate the shed/restoration function. The SPDA
utilizes the following EPGS status information:
- ARINC 429 information from the GCUs and EPM
- To determine system configuration (number of AC power
sources on-line based on contactor information)
- ASCB information from the MAUs
- To determine Weight On Wheels status (air/ground mode)
- ARINC 429 information
- To determine individual generator load information When a
single generator (IDG or APU GEN) is operating while the aircraft
is in air mode, the load shed function shall simultaneously shed
all the non-essential loads as shown. Additionally, independent
of air/ground mode configuration, the SPDA(s) shall interpret load
information being provided by the associated GCUs. If generator
phase current load information indicates: 116A ≤ generator
single phase current < 130 A for 2.5 minutes OR 130A ≤
generator single phase current < 174 A for 2.5 seconds then the
load shed function shall simultaneously shed all the nonessential
loads as shown.
IDGs Supplying Airplane (DC BUS 2 Short)
If the system encounters a DC BUS 2 short to ground during - APU GEN switch ON
normal operation, the following actions will occur: - TRU 1 switch AUTO
- RF2 fuse will isolate the BATT 2 from sourcing the fault. - TRU 2 switch AUTO
- TRU 2C will be tripped open due to TRU overcurrent protection. - TRU ESS switch AUTO
- DCTC will be locked out. - DC BUS TIES switch AUTO
- EC2 will also open due to TRU 2C being open. Under these - AC BUS TIES switch AUTO
conditions DC BUS 2 will be isolated. DC ESS BUS 2 is cross-tied - BATT 1 switch ON
and powered from TRU ESS via DC ESS BUS 3 because ETC2 - BATT 2 switch AUTO
closes by relay logic when TRU2C opens. These transfers occurs TRU 1 converts the three-phase AC input power providing a +28
automatically if the Electric Control Panel switches are positioned VDC output to supply the DC BUS 1 and DC ESS BUS 1. TRU ESS
as follows: supplies DC ESS BUS 2 and DC ESS BUS 3. BATT 1 and BATT 2
- IDG 1 switch AUTO receive a charging current through the associated BC1 and BC2
- IDG 2 switch AUTO contactors if the BATT1 switch is in the ON position and the BATT
2 switch is in the AUTO position.
IDGs Supplying Airplane (DC ESS BUS 3 Short)
If the system encounters a DC ESS Bus 3 short to ground during
normal operation, the following will occur:
- 3 phase 25A CB26 (TRU ESS input) isolates the TRU ESS from
sourcing the fault.
- ETC1 and ETC2 will remain open in accordance with DC relay
logic. A CAS message identifies the DC ESS BUS 3 OFF condition
and allows pilot control for the situation. With the pilot retaining
control for opening TRU EC, fuses EF1 and EF2 provide isolation
protection in case of a DC ESS BUS 3 fault condition. TRU 1
converts the three-phase AC input power providing a +28 VDC
output to supply the DC BUS 1 and DC ESS BUS 1. TRU 2
converts the three-phase AC input power providing a +28 VDC
output to supply the DC BUS 2 and DC ESS BUS 2. BATT 1 and
BATT 2 receive a charging current through the associated BC1
and BC2 contactors if the BATT1 switch is in the ON position and
the BATT 2 switch is in the AUTO position.
Contactor Control
Generator Line Contactor (GLC)
The main generator line contactors are controlled by their
respective GCUs. The GLC provides a means to allow the IDGs to
provide power to their respective AC Buses. Auxiliary Generator
Line Contactor (ALC) The Auxiliary Generator Line Contactor
(ALC) is controlled by the AGCU. The ALC provides a means to
allow the APU GEN to provide power to the tie bus.
Bus Tie Contactor (BTC)
BTC1 is controlled by GCU1 and the AGCU. GCU1’s output
overrides the control signal from the AGCU. The AGCU has the
ability to close BTC1 if GCU1 is not powered, if GCU1 experiences
a failsafe, or if AC EXT PWR is the only source applied to the
aircraft. BTC2 is controlled by GCU2 and the AGCU. GCU2’s
output overrides the control signal from the AGCU. AGCU has the
ability to close BTC2 if GCU2 is not powered, if GCU2 experiences
a failsafe, or if AC EXT PWR is the only source applied to the
aircraft. BTCs allow an IDG to be a secondary source of power to
the opposite main AC BUS. BTCs also allow No Break Power
Transfers (NBPTs) to occur between the main AC power sources
while on the ground. The GCUs control the BTCs so that power to
the main AC BUSes can be supplied in accordance with specific
priorities. The GCUs also control the BTCs to create the
momentary paralleling required for NBPTs. GCU1 and GCU2 have
the capability to lockout a BTC as a part of overcurrent protection
or when forcing a break power transfer (BPT). Isolating a channel
by opening the associated BTC is possible via the rotary AC BUS
TIES switch on the cockpit control panel (CCP).
Ground Service Transfer Contactor (GSTC)
The GSTC is controlled by the EPM. The GSTC is commanded to
the AC EXT PWR position when the AC EXT PWR cart is plugged
in, power quality is good, the GPU control switch is selected OFF,
and the Ground Service Switch is selected ON. When the GSTC is
closed, only the AC GND SVC and DC GND SVC buses are
powered. TRU 1C does not close, and AC EXT PWR does not
supply DC BUS 1 or charge BATT 1. If GPU Switch is subsequently
selected ON and power quality is good, the GSTC is commanded
to the AC BUS 1 position, and the EPAC closes. External Power
AC Contactor (EPAC) The EPAC is the power contactor for AC EXT
PWR and is controlled by the EPM. The GPU switch on the electric
control panel enables the EPAC to close if acceptable AC EXT PWR
quality exists (AVAIL indication) and the GPU switch is cycled.
Illumination of the IN USE lamp on the GPU switch of the
Overhead Electric Control Panel (ECP) indicates that the EPAC is
closed.
External Power DC Contactor (EPDC)
The EPDC is the power contactor for DC EXT PWR and is
controlled automatically through DC external power relay logic. If
acceptable DC EXT PWR quality exists, and the DC GPU PWR
switch on the DC external power panel is closed, the EPDC
closes.
Battery Contactor 1 (BC1)
BC1 is directly controlled by the BATT1 switch on the electric
control panel. BC 1 closes when the BATT1 switch is moved to the
ON position. BC1 opens when the BATT1 switch is moved to the
OFF position.
Contactor Control (continued)
Battery Contactor 2 (BC2)
The BC2 is controlled by the BATT2 switch on the cockpit control
panel and by SPDA2. BC2 closes when the BATT2 switch is moved
to the AUTO position. However, SPDA2 logic can over-ride the
BATT2 switch by opening BC2 during an APU start cycle. BC2
opens when the BATT2 switch is moved to the OFF position.
DC Tie Contactor (DCTC)
The DCTC is controlled by the DC BUS TIES switch on the electric
control panel and by GCU1/GCU2 (to ensure that the DCTC is
locked-out if TRU1C or TRU2C is de-energized due to a ground
fault condition on either DC BUS 1/DC BUS 2). The DCTC is closed
if the DC BUS TIES switch is in the AUTO position while TRUEC is
closed, TRU1C is open, and there is no lockout on DC BUS 1 or
when TRU2C is open with no lockout. The DCTC is also de-
energized manually if the DC BUS TIES switch is moved from the
AUTO to the
OFF position.
Transformer Rectifier Unit Contactor (TRU1C/2C)
TRU1C isolates DC BUS 1 from the system in case of a DC BUS 1
ground fault when an over-current condition or voltage ripple
condition (provided system is not in single TRU operation) is
sensed on TRU1 by GCU1 (TRU1C Lockout thereafter). TRU1C is
also deenergized by GCU 1 when AC BUS 1 is de-energized or
there is a loss of TRU output. If GCU1 is not powered or
experiences a failsafe, the AGCU provides TRU1C control. TRU1C
is also deenergized manually by selecting the TRU1 switch to the
OFF position. TRU1C is not closed during ground service
operation. TRU2C isolates DC BUS 2 from the system in case of a
DC BUS 2 ground fault when an over-current condition or voltage
ripple condition (provided system is not in single TRU operation)
is sensed on TRU2 by GCU2 (TRU2C Lockout thereafter). TRU2C is
also deenergized by GCU 2 when AC BUS 2 is de-energized or
there is a loss of TRU output. If GCU2 is not powered or
experiences a failsafe, the AGCU provides the TRU2C control
function. TRU2C is also de-energized manually by selecting the
TRU2 switch to the OFF position. TRU2C is not closed during
ground service operation.
TRU Essential Contactor (TRU EC)
The TRU Essential Contactor (TRU EC) is closed in normal
operation if GLC1, GLC2, ALC, or EPAC is closed, the TRU ESS
switch is in the AUTO position, and DC ESS BUS 1 or DC ESS BUS
2 are powered. TRU EC also closes during emergency operation,
if aircraft speed condition thresholds are met and DC ESS BUS 1
or DC ESS BUS 2 is powered. TRU EC closes during emergency
operation one second after the Rat Line Contactor (RLC) is
closed.
RAT Line Contactor (RLC)
The RAT Line Contactor (RLC) is fully controlled by the RAT GCU
according to RAT AC power quality. The normally open (NO)
position of the contactor provides three phase AC power feed to
the AC ESS BUS from the AETC selected source (AC BUS 1 or AC
BUS 2). Hydraulic Pump Contactor 3A (HPC 3A) The Hydraulic
Pump Contactor (HPC 3A) routes electric power to a hydraulic
pump for hydraulic system #3. Under normal conditions, this
pump is running all the time, but HPC 3A is cycled off after RAT
deployment to allow the RAT turbine to spool up.
Standby Bus Contactor (STBYC)
The coil of the Standby Bus Contactor (STBYC) is connected
directly to the AC ESS BUS so that when the AC ESS BUS is
powered the STBYC automatically closes supplying electrical AC
power from AC ESS BUS to STANDBY AC BUS. If the AC ESS BUS is
not powered, the STBYC connects the STANDBY AC BUS to the
Inverter.
Contactor Control (continued)
DC Voltage Sensor Relay
The DC Voltage Sensor Relay is installed in AICC and is utilized by
DC EXT PWR logic to prohibit closing of the EPDC if DC EXT PWR
voltage exceeds 32 VDC.
Essential Contactor 1 (EC1)
EC1 is installed in LICC and controlled through aircraft wiring
logic. It is closed if DC BUS 1 is powered and TRU1C is closed.
EC1 isolates DC BUS 1 from DC ESS BUS 1 if DC BUS 1 is not
powered or if TRU1C is open.
Essential Contactor 2 (EC2)
EC2 is installed in RICC and controlled through aircraft wiring
logic. It is closed if DC BUS 2 is powered and TRU2C is closed.
EC2 isolates DC BUS 2 from DC ESS BUS 2 if DC BUS 2 is not
powered or if TRU2C is open.
Essential Tie Contactor 1 (ETC1)
ETC1 is installed in EICC and controlled through aircraft wiring
logic. It is closed and connects DC ESS BUS 1 and DC ESS BUS 3
if the following conditions exist:
- DC BUS TIES switch is selected to AUTO
- Either TRUEC or TRU1C is open It opens and isolates DC ESS
BUS 1 from DC ESS BUS 3 if any one of the following conditions
exists:
- Both DC ESS BUS 1 and 2 are not powered
- DC BUS TIES switch is selected OFF
- Both TRUEC and TRU1C are closed.
Essential Tie Contactor 2 (ETC2)
ETC2 is installed in RICC and controlled through aircraft wiring
logic. It is closed and connects DC ESS BUS 2 and DC ESS BUS 3
if the following conditions exist:
- DC BUS TIES switch is selected to AUTO
- Either TRU2C or TRU1C and TRUEC are open
It opens and isolates DC ESS BUS 2 from DC ESS BUS 3 if any one
of the following conditions exists:
- Both DC ESS BUS 1 and 2 are not powered
- DC BUS TIES switch is selected OFF
- TRU2C is closed and either TRUEC or TRU1C is closed. AC
Essential Transfer Contactor (AETC) AETC is installed in EICC and
controlled automatically by aircraft wiring via a power monitoring
sensor circuit. It is energized to the AC BUS 2 position when the
following conditions exist:
- AC BUS 2 power quality ok (voltage > 90 VAC and phase A-B-C)
- GLC2 or BTC2 is closed
- DC ESS BUS 1 is powered It is de-energized to the AC BUS 1
position when any of the following conditions exist:
- AC BUS 2 power quality is not OK
- GLC2 and BTC2 are open
- DC ESS BUS 2 is not powered
APU Start Bus Contactor (ABC)
ABC is installed in AICC and controlled by SPDA2. It allows BATT2
to supply the APU START BUS during an APU start sequence.
APU Start Contactor (ASC)
ASC is installed in AICC and controlled by SPDA2. It allows the
source on the APU START BUS to be connected to the APU starter
during an APU start sequence.
ASCB - Main Avionics Interface
The Avionics Standard Communications Bus (ASCB) utilizes dual
redundant high bandwidth bus architecture for transmitting data
at a pre-scheduled rate between interconnected LRUs. SPDA1
transmits and receives ASCB parameters on ASCB Bus A (Primary
and Secondary). SPDA1 also receives ASCB parameters on ASCB
Bus B (Primary). SPDA2 transmits and receives ASCB parameters
on ASCB Bus B (Primary and Secondary). SPDA2 also receives
ASCB parameters on ASCB Bus A (Primary). This interface
enables the EPGDS to acquire system information (such as
weight on wheels status) from the Modular Avionic Units (MAUs).
In addition, it enables the EPGDS to provide maintenance related
information to the Central Maintenance Computer (CMC) and
crew alert messages to the Engine Indication and Crew Alerting
System (EICAS).
PCI Bus – Backplane between Micro & ASCB Modules
A 33 MHz, 32 bit, Peripheral Component Interconnect (PCI) bus is
utilized inside each SPDA to satisfy the high bandwidth protocol
required by ASCB. Each ASCB module is connected to the two
Micro Modules via the PCI bus. Only the active Micro transmits
data. Both the active and standby Micros read data from the
ASCB module.
CAN Bus – SPDA Cross Channel Backup Communications
Cross-channel and backup communications between SPDA1 and
SPDA2 is provided by means of two uni-directional Controller
Area Network (CAN) data buses. These two inter-SPDA
communication paths provide backup control and status links for
the cross-side ASCB bus. SPDA1 to SPDA2 data communications
uses the CAN BUS A data link. SPDA2 to SPDA1 data
communications uses the CAN BUS B data link. In the event that
an ASCB module fails (in either SPDA1 or SPDA2) or the ASCB
data bus 1 or 2 fails (primary and backup) external to an SPDA,
the CAN data bus architecture provides a redundant data path,
which allows selective ASCB parameter consumption into each
SPDA. Also the CAN data bus architecture provides a permanent
redundant data path for production of data from each SPDA.
ARINC 429 Bus
The ARINC 429 low speed (12.5 kHz) communication scheme
enables control, protection, and warning data to be transmitted
between the SPDAs and the GCUs. It enables circuit breaker,
fuse, and SSPC status to be displayed on the MCDUs, as well as
providing control of the SSPC functions. An additional ARINC 429
interface is utilized to coordinate APU start activity with the APU
FADEC. The ARINC 429 high speed (100 kHz) communication
scheme enables AMS data to be transmitted between the SPDAs
and the AMS Controllers.
Mil-1553 Communications
GCU1, GCU2, and the EPM are each interconnected to the AGCU
using a MIL-1553 based communication data bus. The GCUs and
EPM transmit and receive data as needed for EPGDS coordination
via this dedicated bus.
IEEE-1394 Back Plane Communications
Inter-communication between internal SPDA LRMs is
accomplished using two IEEE-1394 back plane serial
communication data busses. Information concerning the status
or control of utility system devices is not broadcast externally
using this communication bus. Rather, SPDA data is
communicated internally between LRMs using the predefined
IEEE-1394 messages data packets. The SPDA Microprocessor
modules control and co-ordinate all IEEE-1394 back plane
message traffic for internal data communications with all other
installed LRMs. However, the ASCB Communications is handled
separately by the ASCB Modules.
RS485 & RS232 Communication Interface (not shown)
A RS485 communication interface is provided in the Mid Ebay for provided on each SPDA for on-aircraft software uploads and NVM
connecting to the GCUs and EPM for on-aircraft software uploads interrogation.
and NVM interrogation. A RS232 communication interface is
Power System Coming On Line
In ground mode, rotating either IDG switch from OFF to AUTO
while associated Engine and IDG is up to speed initiates a No
Break Power Transfer (NBPT) between the IDG channel being
brought on line and the source on the associated bus. In flight
mode, a break power transfer (BPT) occurs when the IDG switch
is rotated from OFF to AUTO. Cycling the APU GEN switch from
OFF to ON position while the APU Ready-To-Load (RTL) signal is
true initiates a NBPT while in ground mode. In flight mode,
cycling the APU GEN switch from OFF to ON results in a BPT.
When both IDGs and APU GEN are available in ground mode or
flight mode, the APU GEN is connected to the Tie Bus with ALC
closed. Cycling the GPU switch from OFF to ON position initiates
a NBPT if AC EXT PWR is AVAILABLE. If an engine or APU is
spooled up with the IDG1, IDG2, and APU GEN switches selected
to AUTO, the associated GCR closes and associated IDG or APU
GEN is excited when acceptable input speed is achieved. At this
point, GCU1 and GCU2 sends a 'Start Up' signal or NBPT request
to the AGCU to identify that an IDG is automatically coming on
line.
Power System Going Off Line
In ground mode or flight mode, rotating an IDG switch from ON to
OFF initiates a BPT between the IDG channel being tripped off
line and AC Power Source remaining on the bus. An IDG
underspeed condition forces the BPT. In ground mode or flight
mode, cycling the APU GEN switch from ON to OFF initiates BPT
between the APU GEN channel being tripped off line and the AC
Power Sources remaining on the bus. In ground mode, an APU
Shutdown initiates a NBPT. Cycling the GPU switch from ON to
AVAIL results in a BPT request. An Engine1 Stop or Engine2 Stop
signal initiates a NBPT between the IDG channel being shut down
and the AC Power Source remaining on the bus. An APU Cool
Down signal while Ready-To-Load (RTL) signal exists initiates a
NBPT between the APU channel being shut down and the AC
Power Source remaining on the bus. If a NBPT does not occur
within 5 seconds for transfers involving an IDG channel, or within
15 sec for an APU to EP transfer, then a BPT occurs.
Power Transfer Philosophy
IDG1, IDG2, APU GEN, and AC EXT PWR are capable of
momentarily paralleling with each other to achieve a No Break
Power Transfer (NBPT) on the ground. Transfers may occur
between each IDG and AC EXT PWR, between each IDG and APU
GEN, between the APU GEN and AC EXT PWR, and between IDGs.
Only two AC power sources are allowed in parallel during a NBPT
at any time. In the air, all power transfers are Break Power
Transfer (BPT). NBPTs during Power-Up
1.Power transfer is initiated (e.g. IDG coming on-line).
2.The frequency of the source coming on-line is jogged to meet
the source already powering the TIE BUS. There are two
exceptions to this rule: If AC EXT PWR or APU GEN is selected on
while a single IDG is supplying both AC BUSes, the IDG frequency
is jogged. If AC EXT PWR is selected on while the APU GEN is
supplying both AC Buses, the APU speed is jogged.
3.The line contactor for the AC power source coming on-line is
closed, according to autoparallel requirements.
4.The appropriate contactor is automatically opened to complete
the power transfer. NBPTs during Power-Down
1.Synchronization is initiated by the appropriate combination of
hardware inputs and control logic.
2.The frequency of the AC power source going off-line is jogged
to meet the source to be transferred to (the exception to this rule
is when AC EXT PWR is going off-line and the IDG frequency or
APU speed is jogged).
3.Power transfer is initiated (e.g. Engine Stop command).
Power Transfer Requirements
During momentary paralleling with an external power source, the
paralleling control circuitry is designed to minimize the reverse
power flow from doing damage to the external power cart. For all
No Break Power Transfers (NBPTs) the paralleling time between
sources is limited to less than 50 msec maximum.
In cases where the sources remain in parallel for longer periods,
the power sources are isolated according to the time limits
imposed by the Inadvertent Parallel Trip (IPT) protection. Unless
otherwise specified, IDG and APU GEN switches are assumed to
be in the AUTO position, and GCRs are assumed to be closed. If
during any NBPT, the paralleling limits cannot be achieved within
the specified time limits, then the transfer is completed as a
Break Power Transfer (BPT). The time allowed for NBPT
synchronization involving an IDG is 5 seconds or at IDG
underspeed, whichever occurs first. The time allowed for NBPT
synchronization between AGEN and AC EXT PWR is 15 seconds.
Tie Bus Priority
GCU1, GCU2, AGCU, or EPM can request generator access to
power the Tie Bus. Only one power source is granted Tie Bus
access at any time. The priority for supplying the Tie Bus is APU
GEN, External Power, IDG1, and then IDG2.
Autoparallel
Each GCU contains features necessary to provide momentary
paralleling between the associated generator and any other main
AC power source (IDG, APU GEN, or AC EXT PWR). The paralleling
function of the GCU senses the phase A voltage of its own point
of regulation (POR) and the phase A voltage of one of the
following:
1. Tie Bus (if powered)
2. APU GEN (sent by AGCU)
3. AC EXT PWR (sent by AGCU)
4. Internal GCU reference
Autoparallel Requirements
The GCU autoparallel function operates to match power source
parameters before paralleling the sources to minimize the
amount of reverse power flow between AC power sources and
thereby prevent damage to the AC generators and the AC
external power sources. In order for the autoparallel function to
operate, the following AC power source conditions must be
satisfied:
1.The frequency difference between the two AC power sources to
be paralleled must be less than 1.0 Hz.
2.The predicted phase angle difference between phase A of the
two AC power sources to be paralleled must be less than ± 15
degrees at contactor closure and less than ± 30 degrees when
the two paralleled sources split apart.
3.The phase A voltage difference between the two AC power
sources to be paralleled must be less than or equal to 9 Vrms.
Note: The projected rate takes into account a fast close of the
relay versus a slow close of the relay. Frequency control must
keep frequency very tight sweeping around 15 degrees.
Note: The voltage difference takes into consideration any errors
introduced from the sensing circuits or variances in component
tolerances. Operation of the autoparallel circuitry must be
designed to withstand, without damage, a difference of up to 280
volts L-N between the two voltages being sensed.
Autoparallel Frequency Reference Unit (FRU)
The sources for the frequency reference (sent by the AGCU) in
the order of their priority are:
1.APU GEN
2.AC EXT PWR
3.AGCU internal
The reference source must be 400 ±10Hz and 115 ±5 volts
before it can be used as a reference. If the reference source is
outside of the limits defined, a BPT occurs with that source, if
requested, and the next priority source is used for a frequency
reference. The GCU does not accept a frequency reference
outside 400 ±10Hz. In that event, the GCU switches to the next
available reference and inhibits NBPT with the source outside of
the defined limit.
DC BUS Power
Under normal operation all DC buses shall be power interruption
free.
NBPT between AC EXT PWR and IDG1 after Engine1 start
Beginning System Configuration:

• IDG1 / Engine1 shutdown (GLC1 open). NOTE: If autoparallel requirements are not achieved within 5
• IDG2 / Engine2 shutdown (GLC2 open). seconds after IDG1 power ready and reference Tie Bus conditions
• BTC1 closed. are satisfied, GCU1 initiates BPT.
• BTC2 closed. • GCU1 commands BTC1 to open.
• APU GEN not available. • GCU1 senses that BTC1 is open via BTC1 aux contact.
• AC EXT PWR supplying AC BUS 1, AC BUS 2, and Tie Bus (EPAC • GCU1 commands GLC1 to close completing the BPT.
closed).
Ending System Configuration:
Sequence of Events:
• IDG1 / Engine1 up to speed.
• Air/ground logic indicates ground mode. • IDG1 supplying AC BUS 1 (GLC1 closed).
• GCU1 initiates NBPT after Engine1 start when IDG1 power • IDG2 / Engine2 shutdown (GLC2 open).
ready and reference Tie Bus conditions have been satisfied. • BTC1 open.
• GCU1 jogs IDG1 frequency to synchronize with AC EXT PWR • BTC2 closed.
supplying reference Tie Bus. • APU GEN not available.
• GCU1 compares IDG1 POR phase A volts, frequency, and phase • AC EXT PWR supplying AC BUS 2 (EPAC closed).
angle to AC EXT PWR phase A volts, frequency, and phase angle GCU1 determines IDG1 power ready when following conditions
supplying the reference Tie Bus. are satisfied:
• When autoparallel requirements are satisfied, GCU1 commands • No overvoltage condition
GLC1 to close, enabling IDG1 to operate in parallel with AC EXT • No undervoltage 1 condition
PWR for a maximum of 50 msec. • No overfrequency 1 condition
• GCU1 commands BTC1 to open 40ms after GLC1 is commanded • No underfrequency 1 condition
to close, completing the NBPT. • No overcurrent condition
• IDG1 supplies AC BUS 1. • No shorted rotating diode (SRD) condition
• AC EXT PWR continues to supply Tie Bus and AC BUS 2. • Phase sequence OK
• GCR is commanded closed
NBPT between AC EXT PWR and APU GEN after APU start
Beginning System Configuration:
• IDG1 / Engine1 shutdown (GLC1 open).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR supplying AC BUS 1 and AC BUS 2 (EPAC closed).
Sequence of Events:
• Air/ground logic indicates ground mode.
• APU Master switch is selected to START position
• AGCU initiates NBPT when it receives APU START position status
(MAU to SPDA2 via ASCB and to AGCU via ARINC 429).
• AGCU transmits discrete target frequency data and NBPT
ENABLE signal to APU FADEC via ARINC 429.
• AGCU commands APU speed so that APU GEN frequency is ¼
Hz below AC EXT PWR frequency.
• AGCU compares APU GEN POR phase A volts, frequency, and
phase angle to Tie Bus phase A volts, frequency, and phase
angle.
• When autoparallel requirements are satisfied, AGCU closes ALC
enabling APU GEN to operate in parallel with AC EXT PWR for
maximum of 50 msec.
• GCU1 commands BTC1 closed after sensing that Tie Bus phase
A is powered.
• GCU2 commands BTC2 closed after sensing that Tie Bus phase
A is powered.
• 40msec after sensing that APU Gen is supplying Tie Bus, EPM
opens EPAC to complete NBPT.
• APU GEN supplies AC BUS 1 and AC BUS 2.
NOTE: If autoparallel requirements are not achieved within 15
seconds after APU GEN power ready and reference Tie Bus
conditions are satisfied, AGCU initiates BPT.
• EPM commands EPAC to open.
• AGCU senses that EPAC is open via EPAC aux contact.
• AGCU commands ALC to close completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 shutdown (GLC1 open).
• IDG2 / Engine2 shutdown (GLC2 open
• BTC1 open.
• BTC2 open.
• APU GEN supplying AC BUS 1 and AC BUS 2 (ALC closed).
• AC EXT PWR not available AGCU determines APU GEN power
ready when following conditions are satisfied:
• No overvoltage condition
• No undervoltage 1 condition
• No overfrequency 1 condition
• No underfrequency 1 condition
• No overcurrent condition
• No shorted rotating diode (SRD) condition
• Phase sequence OK
• GCR is commanded closed
NBPT between APU GEN and IDG1 after • When autoparallel requirements are satisfied, GCU1 commands
GLC1 to close, enabling IDG1 to operate in parallel with APU GEN
Engine1 start for a maximum of 50 msec.
• GCU1 commands BTC1 to open 40ms after GLC1 is commanded
Beginning System Configuration: to close, completing the NBPT.
• IDG1 supplies AC BUS 1.
• IDG1 / Engine1 shutdown (GLC1 open). • APU GEN supplies AC BUS 2.
• IDG2 / Engine2 shutdown (GLC2 open). NOTE: If autoparallel requirements are not achieved within 5 seconds after
• BTC1 closed. IDG1 power ready and reference Tie Bus conditions are satisfied, GCU1
• BTC2 closed. initiates BPT.
• APU GEN supplying AC BUS 1, AC BUS 2 (ALC closed). • GCU1 commands BTC1 to open.
• AC EXT PWR not available. • GCU1 senses that BTC1 is open via BTC1 aux contact.
• GCU1 commands GLC1 to close completing the BPT.
Sequence of Events:
Ending System Configuration:
• Air/ground logic indicates ground mode.
• GCU1 initiates NBPT after Engine1 start when IDG1 power • IDG1 / Engine1 up to speed.
ready and reference Tie Bus conditions have been satisfied. • IDG1 supplying AC BUS 1 (GLC1 closed)
• GCU1 jogs IDG1 frequency to synchronize with APU GEN • IDG2 / Engine2 shutdown (GLC2 open).
supplying reference Tie Bus. • BTC1 open.
• GCU1 compares IDG1 POR phase A volts, frequency, and phase • BTC2 closed.
angle to the APU GEN phase A volts, frequency, and phase angle • APU GEN supplying AC BUS 2 (ALC closed).
supplying the reference Tie Bus. • AC EXT PWR not available.
NBPT between IDG1 and AC EXT PWR after GPU switch ON
Beginning System Configuration:
• IDG1 / Engine1 up to speed.
• IDG1 supplying AC BUS 1 and AC BUS 2 (GLC1 closed)
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR not available.
Sequence of events:
• Air/ground logic indicates ground mode.
• AC EXT PWR is connected to aircraft.
• EPM detects and communicates AC EXT PWR voltage available
to AGCU via 1553.
• AGCU sets Frequency Reference Unit (FRU) signal to AC EXT
PWR and communicates to GCU1 via 1553.
• GCU1 jogs IDG1 frequency to synchronize with FRU signal (set
to AC EXT PWR).
• GPU switch selected ON.
• EPM compares Tie Bus phase A volts, frequency, phase angle to
AC EXT PWR phase A volts, frequency, phase angle.
• When paralleling requirements are satisfied, EPM commands
EPAC closed enabling AC EXT PWR to operate in parallel with
IDG1 for a maximum of 50 msec.
• GCU1 commands BTC1 to open 40ms after EPAC is commanded
to closed, completing NBPT.
NOTE: If paralleling requirements are not achieved within 5
seconds after cockpit GPU switch is selected ON, GCU1 initiates
BPT.
• GCU1 commands BTC1 to open.
• EPM senses that BTC1 has opened via BTC1 aux contact.
• EPM commands EPAC to close, completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 up to speed.
• IDG1 supplying AC BUS 1 (GLC1 closed).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 open.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR supplying AC BUS 2 (EPAC closed).
NBPT between IDG1 and AC EXT PWR after Engine1 shutdown
Beginning System Configuration:
• IDG1 / Engine1 up to speed.
• IDG1 supplying AC BUS 1 (GLC1 closed).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 open.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR supplying AC BUS 2 (EPAC closed).
Sequence of Events:
• Air/ground logic indicates ground mode.
• Engine1 is shutdown (Stop Command).
• GCU1 initiates NBPT after Engine1 Stop Command (discrete
input).
• GCU1 detects Tie Bus voltage (greater than 80 Vrms).
• GCU1 jogs IDG1 frequency to synchronize with Tie Bus
(powered by AC EXT PWR).
• GCU1 compares IDG1 phase A volts, frequency, phase angle to
Tie Bus phase A volts, frequency, phase angle.
• When autoparallel requirements are satisfied, GCU1 commands
BTC1 to close, enabling IDG1 to operate in parallel with AC EXT
PWR for a maximum of 50 msec.
• GCU1 commands GLC1 to open 40ms after BTC1 is commanded
to close, completing the NBPT.
NOTE: If paralleling requirements are not achieved within 5
seconds after Engine1 Stop Command or prior to IDG1
underspeed (whichever occurs first), GCU1 initiates BPT.
• GCU1 commands GLC1 to open.
• GCU1 senses that GLC1 is open via GLC1 aux contact.
• GCU1 commands BTC1 to close completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 shutdown (GLC1 open).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR supplying AC BUS 1 and AC BUS 2.
NBPT between APU GEN and IDG1 after APU shutdown
Beginning System Configuration:
• IDG1 / Engine1 up to speed.
• IDG1 supplying AC BUS 1 (GLC1 closed).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 open.
• BTC2 closed.
• APU GEN supplying AC BUS 2 (ALC closed).
• AC EXT PWR not available.
Sequence of Events:
• Air/ground logic indicates ground mode.
• AGCU initiates NBPT after APU is shutdown when it receives
APU START/STOP switch status (sent by MAU via ASCB to SPDA2
via ARINC 429 to AGCU) and READY TO LOAD signal (sent by APU
FADEC as AGCU hardwire discrete input).
• AGCU communicates NBPT request to GCU1 via 1553.
• GCU1 jogs IDG1 frequency to sync with APU GEN supplying the
reference Tie Bus.
• GCU1 compares IDG1 POR phase A volts, frequency, and phase
angle to APU GEN phase A volts, frequency, and phase angle.
• When autoparallel requirements are satisfied, GCU1 commands
BTC1 to close, enabling IDG1 to operate in parallel with APU GEN
for a maximum of 50 msec.
• AGCU commands ALC to open 40ms after BTC1 is commanded
to close, completing the NBPT.
• IDG1 supplies AC BUS 1 AC BUS 2.
NOTE: If autoparallel requirements are not achieved within 5
seconds after IDG1 power ready and reference Tie Bus conditions
are satisfied, GCU1 initiates BPT.
• AGCU commands ALC to open.
• GCU1 commands BTC1 to close GLC1 after sensing APU GEN as
not ready and Tie Bus as unpowered, completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 up to speed.
• IDG1 supplying AC BUS 1 and AC BUS 2 (GLC1 closed).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN not available.
• AC EXT PWR not available.
NBPT between IDG1 and APU GEN after Engine 1 shutdown
Beginning System Configuration:
• IDG1 / Engine1 up to speed
• IDG1 supplying AC BUS 1 (GLC1 closed)
• IDG2 / Engine2 shutdown (GLC 2 open)
• BTC1 open
• BTC2 closed
• APU GEN supplying AC BUS 2 (ALC closed)
• EP not available
Sequence of Events:
• Air/ground logic indicates ground mode.
• Engine1 is shutdown (Stop Command).
• GCU1 initiates NBPT after Engine1 Stop Command (discrete
input).
• GCU1 detects Tie Bus voltage (greater than 80 Vrms).
• GCU1 jogs IDG1 frequency to synchronize with Tie Bus
(powered by APU GEN).
• GCU1 compares IDG1 phase A volts, frequency, and phase
angle to Tie Bus phase A volts, frequency, and phase angle.
• When autoparallel requirements are satisfied, GCU1 commands
BTC1 to close, enabling IDG1 to operate in parallel with APU GEN
for a maximum of 50 msec.
• GCU1 commands GLC1 to open 40ms after BTC1 is commanded
to close, completing the NBPT.
Note: If autoparallel limits are not achieved within 5 seconds
after Engine1 Stop Command or prior to IDG1 underspeed
(whichever occurs first), GCU1 initiates BPT.
• GCU1 commands GLC1 to open.
• GCU1 senses that GLC1 is open via GLC1 aux contact.
• GCU1 commands BTC1 to close completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 shutdown (GLC1 open).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN supplying AC BUS 1 and AC BUS 2.
• AC EXT PWR not available
NBPT between IDG1 and APU GEN after Engine 1 shutdown
Beginning System Configuration:
• IDG1 / Engine1 up to speed
• IDG1 supplying AC BUS 1 (GLC1 closed)
• IDG2 / Engine2 shutdown (GLC 2 open)
• BTC1 open
• BTC2 closed
• APU GEN supplying AC BUS 2 (ALC closed)
• EP not available
Sequence of Events:
• Air/ground logic indicates ground mode.
• Engine1 is shutdown (Stop Command).
• GCU1 initiates NBPT after Engine1 Stop Command (discrete
input).
• GCU1 detects Tie Bus voltage (greater than 80 Vrms).
• GCU1 jogs IDG1 frequency to synchronize with Tie Bus
(powered by APU GEN).
• GCU1 compares IDG1 phase A volts, frequency, and phase
angle to Tie Bus phase A volts, frequency, and phase angle.
• When autoparallel requirements are satisfied, GCU1 commands
BTC1 to close, enabling IDG1 to operate in parallel with APU GEN
for a maximum of 50 msec.
• GCU1 commands GLC1 to open 40ms after BTC1 is commanded
to close, completing the NBPT.
Note: If autoparallel limits are not achieved within 5 seconds
after Engine1 Stop Command or prior to IDG1 underspeed
(whichever occurs first), GCU1 initiates BPT.
• GCU1 commands GLC1 to open.
• GCU1 senses that GLC1 is open via GLC1 aux contact.
• GCU1 commands BTC1 to close completing the BPT.
Ending System Configuration:
• IDG1 / Engine1 shutdown (GLC1 open).
• IDG2 / Engine2 shutdown (GLC2 open).
• BTC1 closed.
• BTC2 closed.
• APU GEN supplying AC BUS 1 and AC BUS 2.
• AC EXT PWR not available
 EMBRAER 170/190
RAM AIR TURBINE (RAT) SYSTEM
Intentionally Blank
RAT System Location
The Ram Air Turbine (RAT) System is installed in the RAT Bay
located in the forward starboard side of the airplane
RAT Ratings
RAT Generator (RAT GEN) is a brushless 6-pole, 3-phase,
aircooled synchronous wound alternator with exciter and
permanent magnet generator (PMG). RAT GEN power is 15.0 KVA
@ 0.9 pf (lagging) at 124 KEAS (measured at RAT). The RAT GEN
overload rating is 20.0 KVA @ 0.9 pf (lagging) for 5 minutes down
to 138 KEAS (measured at RAT) or 23.5 KVA @ 0.9 pf (lagging) for
5 seconds down to 148 KEAS (measured at RAT). RAT GEN
voltage at POR is 3-phase 115/200 VAC. RAT GEN speed is 7200-
8800 RPM over entire envelope. RAT GEN frequency range is
360-440 Hz. RAT Heater is 137 W nominal (wrapped on main
stator).
RAT System LRU Location
The RAT System LRUs are installed in the Forward Fuselage RAT
Bay, inside the Nose Landing Gear Compartment, in a nontemperature
controlled and non-pressurized region on the right side
of the aircraft.
RAT System Functional Interface
If both IDG1 and IDG2 fail with the APU GEN not available, each
GCU commands its respective GLC/ALC tripped open. Under
these conditions, SPDA logic recognizes, via system configuration
contactor command status over ARINC 429, that no generator is
operating. If in air mode with appropriate air speed, the SPDA
automatically commands the RAT to be deployed. As a backup,
there is a mechanical lever available in the cockpit to manually
deploy the RAT if necessary. During this emergency mode
operation, AC ESS BUS load logic is implemented to ensure RAT
loading is properly coordinated. After the RAT GCU senses that
the RAT has enough governing speed to power loads, the RAT
GCU closes the RLC, allowing the RAT to power the AC Motor
Pump 3A. DC ESS BUSes remain powered via Batteries during
this transition. The timing of the DC ESS BUS loads and the AC
ESS BUS Motor Pump 3A load coming on-line is staggered after
RAT deployment by a 1-second delay relay. This ensures that
inrush current for the DC ESS BUSes and ACMotor Pump 3A does
not overload the RAT. The 1-second delay coordinates control of
the TRUEC contactor to delay RAT power being applied to the DC
ESS BUSes. After the RLC closes, DC ESS BUS 1 power from BATT
1 is routed to the 1-second delay relay. After the time delay has
been met, the 1-second delay relay closes. This allows the
TRUEC to close. During landing, the MAU removes a ground for
the TRUEC enable relay as air speed is sensed below 126 knots.
This causes the TRUEC to open and allow the RAT to supply the
AC ESS BUS (AC Motor Pump 3A) independent of the DC ESS
BUSes, which are then powered by the batteries. With the BATT
1 switch in the ON position and the BATT 2 switch in the AUTO
position, BC1 and BC2 are closed. With the TRU ESS and DC BUS
TIES switches latched IN position, TRUEC, ETC1, ETC2 are
commanded closed to ensure that battery charging takes place
during RAT deployment. The TRU ESS converts the three phase
AC input power from the RAT into a +28 VDC output to supply the
DC ESS Bus 1, DC ESS Bus 2, and DC ESS Bus 3. BATT 1 and
BATT 2 receive a charging current through the associated BC1
and BC2 contactors if the BATT1 switch is in the ON position and
the BATT 2 switch is in the AUTO position.
RAT GCU (RGCU) Installation
The RAT Generator Control Unit (RGCU) is installed in the Forward
Fuselage in a temperature controlled and pressurized region on
the right side in the Forward E-Bay of the aircraft. The RAT PMG
powers the RAT GCU. No aircraft power is required. The RAT GCU
has the following functions:
- Provides RAT Generator Voltage Regulation.
- Controls RAT Line Contactor (RLC) allowing RAT GEN power to
supply AC ESS BUS.
- Provides Overvoltage protection (sensed at POR)
- Trips RLC
- Automatic reset if voltage subsequently OK.
- Provides Under Frequency protection (PMG sensing)
- Trips RLC
- Automatic reset if frequency subsequently OK.
- Provides BITE function
- Tests Overvoltage circuit.
- Cycles RLC to test drive circuit.
- BIT Pass indicated by LED illumination.
- BIT Fail indicated by LED not illuminated.
- RLC will not energize.
- Provides HIRF / Lightning protective wire shielding.
RAT System Block Diagram
The RAT consists of a ram-air-turbine, which has two turbine blades
mounted into a hub assembly. The outside diameter of the turbine is 24
inches. Within the hub assembly is a mechanical speed governor that
maintains the rotating speed of the turbine within a range of 7200 to 8800
RPM depending upon airspeed, altitude and electrical load. The turbine
hub assembly is mounted directly onto the generator shaft. The generator
is a three phase, air-cooled, AC machine. In addition to the main generator
section, a small permanent magnet generator (PMG) is mounted on the
main shaft. The PMG provides power to the RAT GCU that, in turn,
provides the power to excite the main generator stator field. The generator
is mounted into an aluminum alloy housing with an integral mount strut.
The RAT Ejection Pump is a spring loaded hydraulic cylinder that provides
the force to push the RAT out of its bay against the aerodynamic load on
the RAT bay door and/or g-forces acting on the RAT system. When the
RAT nears the end of its deployment travel, the actuator provides hydraulic
damping to reduce the impact force when the actuator reaches its stop.
Once the deployment is complete, an internal downlock engages
preventing movement of the RAT in the direction of the stowed position,
which may occur during step load changes or heavy braking upon landing.
In conjunction with the restow pump, the Ejection Pump also provides the
force to retract the RAT into its bay after a deployment. The downlock is
automatically released during the restowing process. The actuator housing
has hydraulic fluid fittings, one at either end of the cylinder, that are
connected via hydraulic hoses to the hydraulic inlet and outlet of the RAT
Restow pump. The RAT Restow pump is a small, manually operated
hydraulic pump that is used to provide the hydraulic pressurization of the
deployment actuator to retract the RAT into the RAT bay. It provides the
manual interface for retracting the RAT to the stowed position. The RAT
Restow pump is used to pressurize the actuator providing the reversing
force to stow the RAT. The hydraulic pressure is generated manually via a
piston, which is attached to the pump handle. The hydraulic system
between pump and deployment actuator is self-contained through
hydraulic flex hoses provided on the actuator. The RAT Restow pump also
includes the hydraulic fluid reservoir sized to account for fluid
expansion/contraction associated with temperature changes and the
difference in fluid volume between the two sides of the actuator piston. It
also has a sight glass level indicator to facilitate ease of inspections and
maintenance associated with the RAT deployment/stow system. The
RGCU operates in conjunction with the generator to provide voltage
regulation, control, built-in test (BIT), and system protection functions for
the emergency ac generating system.
RAT System Components
The RAT System is comprised of the following components:
- RAT with Generator
- Mechanically governed turbine assembly, which direct drives
a 3-phase brushless generator to produce 115 volts/400 Hz
power at the Point of Regulation (POR).
- RAT Actuator
- Spring-loaded, hydraulic actuator, which provides the initial
forces required to deploy the RAT.
- Also provides hydraulic damping to limit impact loads at the
end of deployment.
- RAT Restow Pump
- Utilized to manually retract the RAT to the stowed position
by providing hydraulic pressure to the Actuator.
- RAT Uplock
- Holds RAT in stowed position until release is commanded.
- RAT GCU
- Provides excitation control for the RAT electrical output.
- Monitors power quality of RAT electrical output for system
protection purposes
- Coordinates closure of RLC, allowing RAT GEN to power AC
ESS BUS.
RAT Manual Release Handle and Cable Assembly
The RAT Manual Release Handle is located on the Cockpit Center
Console. The gray cover needs to be lifted and the red handle pulled
up to 65o in order to release the RAT.
The RAT Manual Release Cable is routed to the Uplock in the RAT
Bay. An adjustment can be made at the Uplock for Release Lever
Positioning as required. No other adjustments are required
The downlock is automatically released during the restowing
process. The actuator housing has hydraulic fluid fittings, one at
either end of the cylinder, that are connected via hydraulic hoses
to the hydraulic inlet and outlet of the RAT Restow pump. The
RAT Restow pump is a small, manually operated hydraulic pump
that is used to provide the hydraulic pressurization of the
deployment actuator to retract the RAT into the RAT bay. It
provides the manual interface for retracting the RAT to the
stowed position. The RAT Restow pump is used to pressurize the
actuator providing the reversing force to stow the RAT. The
hydraulic pressure is generated manually via a piston, which is
attached to the pump handle. The hydraulic system between
pump and deployment actuator is self-contained through
hydraulic flex hoses provided on the actuator.
RAT Restow Pump
The Restow Pump allows passage of hydraulic fluid from the
bottom to top of actuator during RAT deployment. It has a
manually operated pump, which pressurizes the Ejection Jack
(Actuator) fluid for stowing the RAT (requiring approximately 150
stokes with a separate 3/8” drive breaker). A pressure relief valve
limits pressure to 625 psi. After stowing, a spring-loaded selector
valve automatically returns to the deploy position. There is a
hydraulic fluid level indicator located on the aft side of Restow
Pump and a manual fill port on top. The visual level indicator
should be read only with RAT in stowed position.
RAT Uplock

The RAT Uplock mounts onto the airplane with a 3 bolt pad. It has
a single bolt connection to the Manual Release Cable clevis.
There is a single electrical connector for solenoid. The RAT
Uplock has the following functions/requirements:
- Locks RAT in the stowed position.
- Releases RAT automatically and/or by manual release.
- SPDA1 provides 28 VDC, 21.0 Amp (max) signal for automatic
RAT deployment.
- No uplock reset required prior to restowing RAT.
- Hole in hook accommodates Stow Lock Pin to prevent
unintentional deployment of RAT on ground.
RAT System Stow Lock Pin
RAT Stow Lock Pin (Hamilton Sundstrand AGE-13568) is included
in the Fly-Away kit and is utilized on the ground to prevent
unintentional RAT deployments. It is inserted through a hole in
aircraft skin near the RAT Bay door after removing the plug. It has
4.75 lb max spring plunger for retention.
NOTE: If the Uplock has been released, it is necessary to restow
the RAT prior to pin removal.
RAT Stow Lock Pin – Damage
Prevention
Embraer SNLs 170-24-0009 Rev 1 and 190-24-0005 provide the
following information to the operators regarding correction
installation of the RAT Stow Lock Pin. Some cases of damage in
the self-locking pin of the RAT stow lock pin have been reported.
The analysis made by Embraer shows that this damage is caused
by friction between the self-locking pin and the centering hole
slots during the installation. The hole where the RAT stow lock pin
is installed has two centering slots that are used by the plug to
close this place when the RAT is not locked by the RAT stow lock
pin. The RAT stow lock pin must be installed in the hole in such a
manner that the position between the self-locking pin and the
centering hole slots are at 90 degrees. If the RAT stow lock pin is
turned during or after its installation procedure, friction will
damage the RAT stow lock pin. To install the stow lock pin,
perform the applicable AMM TASK and make sure that the
position between the self-locking pin and the centering hole slots
is at 90 degrees. Do not turn the RAT stow lock pin during or after
the installation procedure. This is to avoid damage to the RAT
stow lock pin.
RAT Ground Test Motor (GTM)
The RAT Ground Test Motor (GTM) (Tronair 13-6604-6600) is used
to rotate the RAT for testing on the ground. It is used in
conjunction with the Hydraulic Power Cart (Embraer GSE 069) (34
GPM). The RAT GTM facilitates the functional checkout of the RAT
Governor and is able to checkout the RAT Generator ACMP 3A
motor pump load on the AC ESS BUS. It is limited to ≈ 5 kW at 20
gpm, 2850 psid. It is contained in a case with rollers. The motor
has hoses attached to it, which connect directly to a Ground Cart.
It bolts to the rear of the RAT with captive fasteners in an adapter
plate. The hoses are supported by cable to the RAT Bay opening.
SPDA1 Installation

SPDA1 is located in the temperature and pressure controlled
forward E-Bay. Access to this equipment can be accomplished
through the forward E-Bay floor access hatch, which is located in
front of the nose gear. SPDA1 mounts to the aircraft rack using 8
screws (size 10-32). The screws are installed from inside the
chassis into captive fasteners in the aircraft rack. The electrical
connectors for SPDA1 are on the back panel. Cooling air is
provided from the aircraft Air Management System (AMS) and
drawn through SPDA1 to ensure adequate heat dissipation for the
SPDA1 modules (20). A Cooling Plenum with two ports is located
near the top of SPDA1. Air inlet holes are on the bottom and on
top. SPDA1 requires 150 cubic feet per minute of cooling airflow,
requiring 1.28 inches of water pressure (under normal conditions
of two fans operating at sea level and 40oC). The position of the
Identification Plate for the chassis is on the left side. The position
of the Identification Plate for each LRM is on the Insert/Extractor
and Stiffener. SPDA1 has 20 modules. SPDA1 is not considered a
line replaceable unit (LRU), but each of the 20 modules is
considered to be a line replaceable module (LRM). SPDA1 and its
LRMs should be handled using static discharge prevention
equipment and practices. Dimensions and weight for SPDA1
(excluding Cooling Plenum) are as follows:
Height = 8.7 in (222 mm)
Depth = 11.8 in (299 mm)
Width = 22.2 in (565 mm)
Weight = 58.7 lbs (26.6 kg)
The weight of the Cooling Plenum for SPDA1 is 3.7 lbs (1.7 kg).
SPDA1 Line Replaceable Modules (LRMs)
SPDA1 contains eighteen LRMs and two filler modules for the two
spare slots. Ducted AMS cooling air is utilized for SPDA cooling.
The SPDA LRMs fall within 3 categories:
- Power supply
- Microprocessor
- Input/Output (I/O)
Power supply LRMs are utilized in pairs to provide redundant
control power for all of the other LRMs in a SPDA chassis. They
are located on each end of the chassis for the best thermal
environment. Microprocessor LRMs are also utilized in pairs for
redundancy. They implement all of the control laws of the utility
management system coordinating SPDA operation and interface
to the aircraft avionics system (flight deck). Since they are the
second highest power dissipating LRMs after the power supply
LRMs, they are also placed where they can obtain the best
thermal environment. They are not adjacent to the power supply
LRMs. There are three slots between the two microprocessor
LRMs. The ASCB LRM is located between the two microprocessor
LRMs since it must share the common PCI
bus. Since the ASCB LRM is also high power dissipating, it is
installed in the middle of these three slots so that it is not directly
next to either microprocessor LRM. The Input/Output (I/O) LRMs
fall within the following five categories:
- Communication (ASCB and ARINC429)
- Discrete I/O
- Analog I/O
- DC Power I/O
- AC Power I/O
Communication LRMs are used to communicate with the avionics
computers and can be used as sub system interfaces to display
units, local control panels or other sub system controllers.
Discrete I/O LRMs interface with aircraft switches, sensors, and
low current loads such as indicator lights. Analog I/O LRMs
interface with aircraft sensors and control elements. DC and AC
Power I/O LRMs provide the dual function of providing a circuit
breaker function and output control.
DC Power Modules
The DC power module supplies:
• Load Switching
• Overcurrent Protection
• Eight (8) Discrete Inputs
• Status Reporting of Power Switches
• Protected Power Supply Output
• Interface to Serial Backplane Busses
• Local Power Supply Regulation and Protection
• Board Temperature Measurement
• Non-Volatile Memory
• Built-In-Test
The DC power module supplies the basic power-distribution
control functions for +28 VDC loads including remote-controlled
load switching and circuit breaker protection. The DC power
module gives the capability for 13 solid-state power controllers
(SSPC). Only 4 of the 13 SSPC’s are capable of 15 amps DC
output. The remaining switches are limited to 7.5 amps DC
output. The 13th channel has an isolated input from the other 12
channels and is limited to 7.5 amps DC output. Output diodes
are provided on 7 of the SSPC’s, including the isolated channel,
to allow multiple switches connected to the same load. One of
these output diode channels provides 15 amps DC capability with
the remaining 6 providing only 7.5 amps DC capability. The
control of each SSPC is split into two separate logical
components:
• Switch function
• Circuit breaker function
The DC power module also supplies 8 discrete inputs that are
used in conjunction with the output switches for support of load
control automation and monitoring. The automation control and
system monitoring controlled by applications software operating
on a system controller board. Only the direct switching,
protection, and signal conditioning is provided on this module.
The DC power module gives independent interfaces to transmit
status and receive commands from each microprocessor module.
The Solid State Power Controller (SSPC) replaces a traditional
relay in series with a circuit breaker. The SSPC gives remote
switching and protection of loads. The DC power module gives
the capability for 13 switches. Twelve of these switches supplies
current to loads from the main +28V feed. The 13th switch has
its own (isolated) input source. All of the SSPC’s are designed as
high side switches. The isolated channel is connected as a high
or low side switch. The DC power module gives support of the
SSPC’s that have maximum steady-state current ratings of 7.5
amps and 15 amps. The DC power module gives the capability to
command the switch function to an “OPEN” or “CLOSED” state.
The module also gives this capability for the circuit breaker
function. Power is applied to the load when both the switch and
the circuit breaker are energized “CLOSED”. The SSPC energizes
in less than 2 milli-seconds after a valid “CLOSED” command
from either microprocessor module. Time is measured when the
command is received at the module to the 10/90% voltage
transition at the output.
DC Power Modules are installed in the following slots:

• SPDA1 Slots 2,3,4,5,6,7, & 13

• SPDA2 Slots 2,3,4,5,6, & 7
Intentionally Blank
Intentionally Blank
Intentionally Blank
Intentionally Blank
SPDA2 Installation
SPDA2 is located in the temperature and pressure controlled Mid
EBay. Access to this equipment can be accomplished through the
Mid E-Bay floor access hatch, which is located on the aircraft port
side, behind the left wing. SPDA2 mounts to the aircraft rack
using 8 screws (size 10-32). The screws are installed from inside
the chassis into captive fasteners in the aircraft rack. The
electrical connectors for SPDA2 are on the back panel. Cooling
air is provided from the aircraft AMS to ensure adequate heat
dissipation for the SPDA2 modules (26). A Cooling Plenum with
two ports is located above and near the front of SPDA2. Air inlet
holes are on the bottom and on top. SPDA2 requires 200 cubic
feet per minute of cooling airflow, requiring 1.16 inches of water
pressure (under normal conditions of two fans operating at sea
level and 40oC). The position of the Identification Plate for the
chassis is on the left side. The position of the Identification Plate
for each LRM is on the Insert/Extractor and Stiffener. SPDA2 has
26 modules (including eight for the AMS). SPDA2 is not
considered a line replaceable unit (LRU), but each of the 26
modules is considered to be a line replaceable module (LRM).
SPDA2 and its LRMs should be handled using static discharge
prevention equipment and practices. Dimensions and weight for
SPDA2 (excluding Cooling Plenum) are as follows:
Height = 8.7 in (222 mm)
Depth = 11.8 in (299 mm)
Width = 28.5 in (724 mm)
Weight = 66.1 lbs (30.0 kg)
The weight of the Cooling Plenum for SPDA2 is 4.6 lbs (2.1 kg).
SPDA2 Line Replaceable Modules (LRMs)
SPDA2 contains twenty-four LRMs and two filler modules for the
two spare slots. SPDA2 utilizes a 26 slot chassis, which houses
not only the SPDA components but also the Air Management
System (AMS) control modules. Ducted AMS cooling air is utilized
for SPDA cooling. The SPDA LRMs fall within 3 categories:
- Power supply
- Microprocessor
- Input/Output (I/O)
Power supply LRMs are utilized in pairs to provide redundant
control power for all of the other LRMs in a SPDA chassis. They
are located on each end of the chassis for the best thermal
environment. Microprocessor LRMs are also utilized in pairs for
redundancy. They implement all of the control laws of the utility
management system coordinating SPDA operation and interface
to the aircraft avionics system (flight deck). Since they are the
second highest powerdissipating LRMs after the power supply
LRMs, they are also placed where they can obtain the best
thermal environment. They are not adjacent to the power supply
LRMs. There are three slots between the two microprocessor
LRMs. The ASCB LRM is located between
the two microprocessor LRMs since it must share the common
PCI bus. Since the ASCB LRM is also high power dissipating, it is
installed in the middle of these three slots so that it is not directly
next to either microprocessor LRM. The Input/Output (I/O) LRMs
fall within the following five categories:
- Communication (ASCB and ARINC429)
- Discrete I/O
- Analog I/O
- DC Power I/O
- AC Power I/O
Communication LRMs are used to communicate with the avionics
computers and can be used as sub system interfaces to display
units, local control panels or other sub system controllers.
Discrete I/O LRMs interface with aircraft switches, sensors, and
low current loads such as indicator lights. Analog I/O LRMs
interface with aircraft sensors and control elements. DC and AC
Power I/O LRMs provide the dual function of providing a circuit
breaker function and output control.
SPDA LRM Replacement
Access to any of the SPDA LRMs can be accomplished by
loosening the nine front cover fasteners. Each SPDA LRM is held
in place by means of a board mounted wedge lock scheme,
which is controlled through thumb release extractor levers.
Precautions should be taken to ensure proper power and ESD
safety considerations are practiced while conducting
maintenance on the SPDA. SPDA LRM removal requires that an
ESD wrist strap be worn since these LRMs are static sensitive
modules. An ESD jack is provided on the each SPDA. After
removal of a SPDA LRM, it should immediately be placed inside
an ESD protective container for shipment back to the repair shop.
An alignment pin will keep the connectors aligned during the last
portion of LRM installation.
NOTE : DO NOT PROBE INSIDE SPDA WITH ANY TOOLS SINCE
DAMAGE CAN BE DONE TO THE MOTHERBOARD CONNECTOR
PINS.
SPDA RS232 Connections

There are two each RS232 connectors mounted on the outside of
each SPDA front face for the purpose of downloading the NVM
from
the Microprocessor LRMs installed in each SPDA.
These RS232 connectors can also be utilized for uploading SPDA
software upgrades into the Microprocessor LRMs while they are
installed in the SPDAs on the airplane.
SPDA Extender Cards
 The SPDA Extender Card Kit (Hamilton Sundstrand AGE14482)
consists of the following 7 extender cards in an Enclosure
Continuity checks of aircraft wiring, which is connected to the AGE14484:
SPDA1 and SPDA2 backplane, should be accomplished using AGE13919 (2) Analog I/O, Discrete I/O, ARINC 429
extender cards and a multimeter with probes. AGE13920 (1) DC Power
NOTE: Damage can occur to the SPDA backplane pins and AGE13921 (1) AC Power
sockets if probing is performed without using extender cards. AGE13922 (1) Power Supply
AGE13923 (2) ASCB / COMMs
 EMBRAER 170/190
BUILT IN TEST
EQUITPMENT (BITE)
Intentionally Blank
Types of BITE
The purpose of Built-In Test Equipment (BITE) is to detect and
isolate/locate faults that may occur during EPGDS operation.
There are four types of monitors and tests:
- Continuous Built-In-Test (CBIT)
- Fault Initiated Test (FIT)
- Initiated Tests (PUIGST and MIGST)
- Operational Verification Tests
Each type of tests serves its own purpose under different system
modes of operations.
Continuous Built-In Test (CBIT)
This type of test passively detects a loss of function based on
cause and effect relationship and then isolates to the faulty LRU
that may have caused the loss of this function. Continuous BIT
has no adverse affect on the EPGDS control and protection
functions. Time delays are optimized to confirm fault conditions
while still reducing the potential for nuisance messages. The
three GCUs, one EPM, and four SPDA microprocessor modules
(two per SPDA) each have CBIT capability.
Fault Initiated Test
This type of test is initiated whenever a protective trip occurs
that will change the EPGDS system configuration. System
parameters are stored in the NVM at the time of and prior to the
trip. Further LRU
fault isolation is initiated to stimulate the internal circuitry and
locate the faulty LRU. The three GCUs and one EPM each have FIT
capability.
Initiated Tests
A Power Up Initiated Ground Self-Test (PUIGST) is initiated to test
internal circuits when power is first applied and no
inhibit/interlock conditions exist. The three GCUs, one EPM, and
two SPDA ASCB modules (one per SPDA) each have PUIGST
capability. Manual Initiated Ground Self-Test (MIGST) is performed
(if not inhibited) when a test command is received from the CMC.
These tests usually are similar to those in PUIGST. The three
GCUs and one EPM each have MIGST capability.
Operational Verification Tests
These tests are activated when EPGDS is in a certain mode of
operation. It checks specific redundant and backup circuits that
may not be activated under normal system operation. Only the
two GCUs which interface with IDGs have Operational Verification
Test
capability.
NVM Capacity
The NVM size is sufficient to store fault information for a
minimum of 256 faults. No more than 1/4 of the NVM fault
storage capacity is allocated for any one-flight leg. The NVM is
capable of recording fault data for a minimum of 64 flight legs.
NVM Storage and Erasure Logic
Storing information in NVM is always enabled whenever the unit
is powered. When the allocated fault data capacity in the NVM is
full, the fault data in the oldest flight leg is replaced by the new
fault data. If a single flight leg consumes 1/4 of the allocated
fault data capacity, no additional fault data shall be stored in the
NVM during that flight leg. Fault data stored in the NVM is
‘erasable’ only in the shop by flight software requested by the
RS485 test link. The NVM can be erased in such a way that it
cannot be accessed from the airplane maintenance system but
can still be accessed using special test software over the RS485
test link in the shop There are two NVM clear commands from
the test link: true clear and apparent clear. True clear ‘initializes’
the NVM, whereas apparent clear writes a marker into the
‘current position’ of NVM fault storage area where no fault history
requests other than from the test link can go beyond that marker.
True clear is only utilized once when the control unit is new and
brings the ‘current position’ of the NVM to the beginning of the
fault storage area, set all faults to inactive state, initialize
protection/control and alert information and power cycle and
elapsed time counters.
Flight Leg Record Contents
The flight leg record includes the flight leg number and airplane
registration number, as well as the date and time, because of its
usefulness in troubleshooting some in-service problems. A flight
leg record is stored for each flight leg for use as a 'flight marker'
if the total NVM capacity equals or exceeds 256 fault records plus
64 flight leg records. A flight leg record is stored for each flight
leg during which a fault is recorded. A new flight leg starts when
a flight leg increment indication is received from the CMC. Fault
data is organized by flight leg. Flight leg number is transmitted to
the GCU via ASCB / ARINC 429 from MAU / SPDA. The flight leg
number is also stored in the NVM. If the flight leg number
received is different from the one stored, then a new flight leg is
detected. The new flight leg number is updated in the NVM for
next flight leg detection.
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Fault Data Record Contents
The fault data record for each fault includes the following: - Intermittent
- Flight Phase received from CMC. - Data supporting shop troubleshooting of a fault (SRF code).
- Power On - Date and time when the fault was detected (received from
- Engine Start CMC).
- Taxi Out - Type of BIT detecting the fault
- Takeoff Roll - CBIT
- Initial Climb - FIT
- Cruise - PUIGST
- Descent - MIGST
- Approach Fault Type Classification and Recording A recorded fault is
- Go Around classified as one of the following relative to time duration:
- Flare - Intermittent, if fault becomes inactive prior to end of flight leg.
- Rollout - Hard
- Taxi In Repeated occurrences of a given intermittent fault within a flight
- Engine Shutdown leg do not cause a repeat storage of the same fault record(s), but
- Maintenance rather, increments a counter with the number of occurrences of
- Fault Code, uniquely identifying LRF message sent to CMC. the given fault. The counter is limited to a maximum of 10
- Fault Type (hard or intermittent). occurrences per flight leg in order to maximize NVM life. The total
- Hard number of occurrences is stored with the record for the first
occurrence of the fault in the flight leg.
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Fault Data Records

• Fault Data Record Contents

• Flight phase
• Fault code (LRF)
• Fault type
• Shop data (SRF)
• Date and time
• Type of BIT
• Fault Type Classification and
Recording
• Hard
• Intermittent
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BITE Communication to CMC
Each GCU, EPM, and SPDA communicates with the CMC.
GCU1 communicates via the ARINC 429 Bus to SPDA1 and then via the ASCB to the CMC.
GCU2 and the AGCU communicate via the ARINC 429 Bus to
SPDA2 and then via the ASCB to the CMC.
The EPM communicates via the Inter-LRM 1553 Bus to the AGCU, via the ARINC
429 Bus to SPDA2, and then via the ASCB to the CMC.
Each SPDA communicates directly with the CMC via the ASCB. When a fault is
detected that does not require in-circuit stimulation, fault isolation is initiated
immediately to locate the faulty LRU. Then, the corresponding fault report is
transmitted to the CMC. A fault record is written into the NVM with appropriate
troubleshooting data.
Multi-Purpose Control Display Unit
(MCDU) Communications
The MCDU is an Active Matrix Liquid Crystal Display (AMLCD)
display unit providing alphanumeric data inputs to various
aircraft subsystems through the use of a keyboard. Pertinent
aircraft subsystem information for the flight crew is displayed on
the LCD display. The MCDU functions as a terminal for the
aircraft subsystems. It sends button push and optional data entry
knob information to the aircraft subsystem, and receives aircraft
subsystem data for the display. The MCDU display is comprised
of 24 characters per line and 14 lines per display. The top line of
the display is used as the title line. The bottom line of the
display is used as the “scratch pad” for entering data. The
remaining lines are utilized to display data
MCDU Description
The MCDU reports the status of remote Thermal Circuit Breakers
(TCBs), Fuses, and Solid State Power Controllers (SSPCs). In the
case of TCBs, the location is displayed to direct the operator to
the location of the breaker. The display for the breakers is
differentiated such that the operator can readily distinguish
between SSPCs and TCBs. The MCDU also provides the operator
the ability to close or open SSPCs. Each MCDU is capable of
toggling all aircraft SSPCs. Each MCDU reports the current status
of the breakers. Each SPDA directly reads the status of its SSPCs
or, in the case of TCBs, its discrete inputs for display on the
MCDU screen. Tripped breakersare displayed in reverse video
(black letters on white background) until they are acknowledged.
The MCDU is shared between multiple aircraft subsystems. There the SPDA1 and the Co-Pilot’s MCDU communicates with SPDA2
are two units (MCDUs) on the EMB170/190 aircraft (Pilot’s MCDU over ARINC 429 Bus.
and Co-Pilot’s MCDU). The Pilot’s MCDU communicates directly
with
CB MENU Screen - OUT / LOCK
- CB BY SYS
- CB BY BUS
The CB MENU screen is entered from the main menu by selecting - FUSE
“CB MENU” and is not controlled by the SPDA. It is accessed - MAINT (only if maintenance mode conditions exit)
when all breakers are in. It is displayed only if there is no CAS The OUT/LOCK screen is displayed when the “OUT / LOCK” soft
Advisory Message REMOTE CB TRIP. The CB MENU screen key is selected on the CB MENU screen.
displays five selections, each having a left page branch prompt
(◄):
MCDU Display Format

Prompts

The prompt (white in color) appears in the left most column and or AICC).
shows a CB trip which needs to be acknowledged. Current State (OUT) or (IN) shows the CB active state in green
The ◄ or ► prompt (white in color) appears in the left or right color with larger font.
most column for changing to a specific page. Current State (OUT) or (IN) shows the CB preset state in white
The prompt (white in color) appears in the right most column for color with smaller font.
changing active and preset. Current State (OPN) or (CLS) shows the Fuse active state in green
The TITLE (white in color) describes the heading or name for each color with larger font.
screen. Current State (OPN) or (CLS) shows the Fuse preset state in white
An UNACKNOWLEDGED BREAKER NAME (black in color on white color with smaller font.
background) shows the name of a CB, which has not been Current State (LOCK) shows the CB active state in amber color
acknowledged. with larger font.
A NORMAL NAME (white in color) shows the name of the CB as it Current State (LOCK) shows the CB preset state in white color
appears in the aircraft. with smaller font.
LOCATION (white in color) shows the physical location of thermal
circuit breakers (TCBs) and fuses (for example – LICC, RICC, EICC,
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Status Unknown (UNK) shows in white color that the CB status is
unknown or not available.
Screen Updating (----) shows in amber color that data is
unavailable or invalid. Advisory Message (NEW TRIP) shows in
cyan color when there has been a new CB trip, which has not yet
been acknowledged.
Hold Message shows in yellow color that a requested action is
currently in progress.
Failure Message shows in cyan color that a requested action has
failed.
Success Message shows in green color that a requested action
was successful.
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Load Shed – Single Gen/Gen Overload
The load shed/restoration function (logic) is automatically
implemented and controlled in the SPDA(s) utilizing information sent
over the ARINC 429 and ASCB communication buses to identify and
initiate the shed/restoration function. The SPDA utilizes the following
EPGS status information:
- ARINC 429 information from the GCUs and EPM
- To determine system configuration (number of AC power
sources on-line based on contactor information)
- ASCB information from the MAUs
- To determine Weight On Wheels status (air/ground mode)
- ARINC 429 information
- To determine individual generator load information
When a single generator (IDG or APU GEN) is operating while the
aircraft is in air mode, the load shed function shall simultaneously
shed all the non-essential loads as shown.
Additionally, independent of air/ground mode configuration, the
SPDA(s) shall interpret load information being provided by the
associated GCUs. If generator phase current load information
indicates: 116A ≤ generator single phase current < 130 A for 2.5 minutes
OR 130A ≤ generator single phase current < 174 A for 2.5 seconds
then the load shed function shall simultaneously shed all the nonessential
loads as shown.
Load Restoration
Load Restoration is initiated if the SPDAs detect an increase in AC
source capability; or if on the Ground, loss of all AC sources is
detected (Aircraft power down) or a Load Shed Reset Command
is received from the MCDU. Also, if the WHCU2 has been shed
and the WHCU1 subsequently
fails, WHCU2 shall be restored. Load restoration occurs
automatically if one of the following conditions exist:
- At least two AC Power Source available
- IDG (GLC closes)
- APU Gen (ALC and BTC close)
- AC EXT PWR (EPAC and BTC close while on ground)
- All AC Power Sources are removed while on ground
- Manual restoration of loads is accomplished (on ground)
- ‘LOAD SHED RESET’ command from maintenance personnel via
MCDU to SPDAs For the increase in AC source capability
condition or MCDU manual load shed reset, an interval restore
process is used. The interval restore process restores loads in
150 ms intervals as identified in the restore sequence shown
below in the table. If the load restoration process is initiated by
sensing that all AC sources have been removed from the aircraft,
the interval restore process is not needed. In this aircraft
configuration, all previously shed loads shall be simultaneously
restored since there is no danger of overloading any of the AC
sources. If an over-current condition occurs, system protection is
provided by the GCU/EPM. During Load Shed, the following loads
are removed within 650 msec
of the load shed condition being determined:
- Windshield Heat Control Unit #2 (WHCU2) by SPDA1
- If WHCU1 is operative
- Galley 2 Oven / Mini Oven and Galley 3 Oven by SPDA2
- Galley 2 and 3 Ovens by SPDA2
- Galley 1, 2, and 3 Coffee Makers and Water Boiler by SPDA1
- Galley 1 Water Boiler by SPDA2
Load restoration after a single AC Generator Load Shed can be
initiated while on the ground from the MCDU maintenance page.
Load restoration will occurr in the following sequence within 10
seconds after selecting LOAD SHED RESET:
1. Windshield Heat Control Unit #2 (WHCU2)
- AC BUS 1 Phases B & C 3.0 KVA
2. Galley 2 Oven / Mini Oven and Galley 3 Oven
- AC BUS 2 Phases A, B, & C 7.74 KVA
3. Galley 2 and 3 Ovens
- AC BUS 1 Phases A, B, & C 3.87 KVA
4. Galley 1, 2, and 3 Coffee Makers and Water Boiler
- AC BUS 2 Phases A, B, & C 6.0 KVA
5. Galley 1 Water Boiler
- AC BUS 1 Phases A, B, & C 2.7 KVA
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The MCDU provides the capability to reset the Static
Inverter on the ground.
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