A318/A319/A320/A321 Airbus: Electrical Power 24

Airbus
A318/A319/A320/A321
Differences to Rev.-ID: 1NOV2012
ATA 24
Author: FrM
For Training Purposes Only
ELTT Release: Aug. 29, 2013
Electrical Power
EASA Part-66
B1/B2
A318-21_24_B12
Training Manual
For training purposes and internal use only.

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ELECTRICAL POWER A318/A319/A320/A321
GENERAL
24−00
ATA 24 ELECTRICAL POWER

FOR TRAINING PURPOSES ONLY!
FRA US/T-5 PoL Nov 25, 2010 ATA DOC Page 1

GENERAL
24−00
24−00 ELECTRICAL POWER GENERAL

AC/DC POWER SOURCES INTRODUCTION DC POWER SOURCES
Integrated Driven Generators Transformer Rectifiers
The electrical network of the A320 family is normally supplied by two engine The DC electrical system is normally supplied from the AC electrical system via
driven AC generators (IDG 1/2). TRUs (Transformer Rectifier Units).
The drive unit (for constant speed) and the generator are integrated in one unit S Nominal Current Output: 200 A DC
designated as IDG (Integrated Drive Generator). S Nominal Voltage In: 115/200 V AC, 3−Phase
S Nominal Power: 90 kVA S Nominal Voltage Out: 28 V DC
S Nominal Voltage: 115/200 V AC, 3−Phase
Batteries
S Nominal Speed/Frequency: 12000 rpm/400 Hz
Two Airborne Nickel−Cadmium Batteries are installed.
APU Generator The main function of the batteries is:
The APU drives a third, Auxiliary Generator (APU GEN) which can replace S APU Start (FLT/GND)
either main generator (GEN 1 and/or GEN 2). The APU generator also serves
S Essential Network Supply (in different configurations)
as an independent AC power supply on ground.
S Nominal Capacity: 23 Ah
S Nominal Power: 90 kVA
Nominal Voltage: 24 V DC
S Nominal Speed/Frequency: 24000 rpm/400 Hz DC−AC Inverter
One Static Inverter of 1000 VA nominal power transforms the direct current
Constant Speed Motor/Generator voltage from battery 1 into a single phase 115 V/400 Hz alternating current.
In case of Emergency Configuration (loss of GEN 1,2 and APU Generator) in The static inverter is automatically activated in the event of loss of all AC power
flight, an AC Generator driven by a Hydraulic Motor supplies the systems sources and supplies the AC essential network.
required for aircraft control.
The unit is designated as CSM/G (Constant Speed Motor/Generator).
S Nominal Power: 5 kVA

S Nominal Speed/Frequency: 12000 rpm/400 Hz
External Power
An external power receptacle located in front of the nose landing gear well
enables power supply of the aircraft network. This is performed by means of
the three−phase, 400 Hz, 115/200 V ground power unit.
FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 2

GENERAL
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CSM/G
IDG 2
APU GENERATOR
BATTERIES
IDG 1
STATIC INVERTER
TRANSFORMER RECTIFIERS
EXTERNAL POWER
RECEPTACLE
Figure 1 AC/DC Power Sources Location

GENERAL
24−00
ELECTRICAL POWER SYSTEM INTRODUCTION

GENERAL
There are two identical engine driven generators called IDGs (Integrated Drive
Generators). They are used as the main power source to supply the A/C
electrical network.
The IDG basically contains, in a common housing, a generator and a CSD
(Constant Speed Drive). The CSD gives a constant input speed to the
generator, which is required for a constant output frequency.
Each generator supplies 115V 400Hz AC to its own bus:
S generator 1 supplies AC bus 1,
S generator 2 supplies AC bus 2.
This supply is known as split operation, which means that the AC power
sources are never connected in parallel.
Each AC bus supplies a TR (Transformer Rectifier):
S AC bus 1 supplies TR 1,
S AC bus 2 supplies TR 2.
The TRs convert 115V AC into 28V DC to supply their associated DC buses,
DC 1 and DC 2.
DC bus 1 then supplies the DC BAT bus.
The DC battery bus can charge the batteries or receive power from the
batteries as a backup supply, if no other power sources are available.
The electrical system also includes two ESS (ESSential) buses. One is the AC
ESS bus fed by AC bus 1 and the other is the DC ESS bus fed by DC BAT
BUS. These buses are used to supply the most critical A/C systems.
Other components which also supply the entire electrical network are the APU
generator and on the ground, the aircraft electrical network can be supplied by
an external power source.
Any one of the power sources can supply the entire electrical network. As no
parallel connection is allowed on this A/C (split operation), there are priorities to
the different power sources in supplying the bus bars. AC 1 and AC 2 buses
are supplied in priority by their ownside generator, then the external power,
then the APU generator and then by the opposite generator.

GENERAL
24−00
Figure 2 Normal Operation

GENERAL
24−00
ABNORMAL CONFIGURATION
The electrical system has an ESS TR, which supplies the DC ESS Bus in
abnormal or emergency configuration.
In abnormal configuration (loss of TR1 or TR2) the ESS TR is supplied by the
AC ESS Bus.

GENERAL
24−00
Figure 3 Abnormal Operation

GENERAL
24−00
EMERGENCY CONFIGURATION
The hydraulic power to drive the EMER GEN (EMERgency GENerator) is given
by a RAT (Ram Air Turbine) via the blue hydraulic system.
The RAT located in the belly fairing extends automatically in case of loss of AC
BUS 1 and 2. Then, the EMER GEN supplies the DC ESS BUS via ESS TR.
In emergency configuration (loss of AC BUS 1 and AC BUS 2), the ESS TR is
supplied by the EMER GEN.

GENERAL
24−00
Figure 4 Emergency Configuration

GENERAL
24−00
BATTERY ONLY CONFIGURATION
In emergency configuration with emergency generator not available,
BAT 1 supplies the AC ESS BUS via the static inverter and BAT 2 supplies the
DC ESS BUS.

GENERAL
24−00
Figure 5 Battery only Configuration

ELECTRICAL POWER A319/A320/A321
GENERAL
24−00
CONTROLS LOCATION COCKPIT
PANEL 21VU PANEL 35VU
ECAM DU
UPPER
2000VU
CIRCUIT BREAKER PANEL
ECAM DU
LOWER
MCDU MCDU
Figure 6 Cockpit Panels General Location

FRA US/T-5 PoL Nov 25, 2010 02|Panels|L1 Page 12
GENERAL
24−00
PANEL 35VU
ECAM UPPER DU
PANEL 21VU


MCDU ECAM LOWER DU

Figure 7 Panel Presentation
FRA US/T-5 PoL Nov 25, 2010 02|Panels|L1 Page 13
GENERAL
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INDICATION
Battery indications Battery charge/discharge indication DC BAT indication

BAT P/BSW at OFF: Normally green.
Green: Battery contactor closed and charging current > 1A
white Becomes amber if DC
Amber: Battery contactor closed and discharging current > 1A
BAT Voltage 25V.
BAT P/BSW in AUTO: Green: Battery contactor closed and charging current < 1A
Amber when voltage and current Contactor open
indications change to amber or in
case of BAT FAULT warning. EMER GEN indication
Green if Voltage < 31V Normally white. Becomes amber
or > 25V as hereunder:
Battery current (green)
Becomes amber in case EMER GEN voltage
of discharge current > 5A. becomes amber if
V > 120V or
if V < 110V.
3 4 EMER GEN frequency
becomes amber if
Bus indication F > 410Hz or if
Normally green. Becomes amber F < 390Hz.
when the corresponding bus is
off. “SHED“ appears in amber
when AC or DC SHED ESS BUS
is off.
ESS TR indication TR 1/2 indication

Same logic as TR1/TR2 Becomes amber as hereunder
indication above. Voltage becomes
Voltage and current amber if > 31V or < 25V.
indications are not Current becomes
displayed when the amber when 5A.
essential TR contactor is
open.
Figure 8 ECAM ELEC Page Presentation (1)

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GENERAL
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GEN 1/2 indications IDG 1 (2) indication

GEN P/BSW at OFF: “IDG“ indication
Normally white.
1 or 2 indication white, Amber in case of:
when associated engine - Oil outlet temp > 180° C
is running.
Amber if stopped.
3 4 - Oil low press
- IDG disconnected
“1“ or “2“ indication
GEN P/BSW in ON: - white if associated engine
GEN load indication running
green. - amber if stopped
Becomes amber if load
> 110%. DISC/LO PR indication
- DISC indication appears amber
GEN voltage indication when IDG is disconnected.
green. - LO PR indication appears amber
Becomes amber if V when IDG low pressure is
> 120V or V < 110. detected and associated engine
GEN frequency indication is running
green.
Becomes amber if F Oil outlet temperature
> 410Hz or <. 390Hz. - Normally green
- Advisory if 147° C < T < 180° C
- Amber if T > 180° C
GALLEY SHED indication

Appears when galley P/BSW is at OFF,
or main galleys are shed either in FLT
if one generator is operating or on GND Appears during static
if A/C is supplied by one engine inverter test or if all

generator only. normal AC Power loss
Normally green.
APU GEN indications Amber if:
V < 110V or V< 120V
F < 390Hz or F > 410Hz
EXT PWR indications
Shown if external power is available.
EXT PWR is normally white, becomes amber
White APU indication APU P/BSW in OFF APU P/BSW at ON as hereunder:
irrespective of the APU indications as for EXT PWR voltage (green). Becomes amber if
GEN P/BSW position. GEN 1/2. V > 120V or if V< 110V
Figure 9 ECAM ELEC Page Presentation (2)
FRA US/O-7 KnB Nov 28, 2012 03|ECAM|L1 Page 15
GENERAL
24−00
ELECTRICAL POWER SUPPLY INTRODUCTION

AC BUSES SUPPLY
AC Buses 1 and 2
The supply of the AC buses 1 and 2 and associated sub-buses can be done by
one or separated by two of the AC power sources, except external power and
APU generator. They cannot supply the buses simultaneous.
If there are several power supplies able to deliver correct voltage simultaneous,
the AC BUS 1(2) are supplied in priority order as follows:
S By the corresponding Generator [GEN 1(2)]
S By External Power [EXT PWR]
S By the APU Generator [APU GEN]
S Or by the other Generator [GEN 2(1)]
AC Essential Buses
Supply of important loads is provided by the AC ESS and AC ESS SHED
buses.
They are normally supplied by AC BUS 1 (AC ESS FEED CNTR1 closed).
In the event of AC BUS1 loss, AC ESS BUS and AC ESS SHED BUS can be
manually restored by the transfer of power supply directly from AC BUS2.
In the event of AC BUS1 and AC BUS2 loss (emergency configuration), the AC
ESS BUS and AC ESS SHED BUS are restored automatically by the
emergency generator (CSM/G) when the RAT (Ram Air Turbine) hydraulic
power is available.
In emergency configuration without CSM/G operation (it depends on the
aircraft configuration such as speed, landing gear, RAT deployment time), the
AC ESS BUS is supplied by the STAT INV (STATic INVerter), which is

supplied by BAT1 (BATtery). The AC ESS SHED BUS is no longer supplied.
AC Static Inverter Bus
The AC STAT INV Bus is directly supplied by the STAT INV, if it is in
operation. This is the alternate supply for APU fuel pump, engine ignition and
some important annunciator lights.
FRA US/O-7 KnB Nov 28, 2012 04|Distr|L1 Page 16

GENERAL
24−00
BAT BAT
701PP 1 2 702PP

1PB1 1PB2
HOT BUS 12XB BCL1

6PB1
BCL2
6PB2
2XB
1PP DC TIE CTR 1 DC TIE CTR 2 2PP

DC BUS1 DC BAT BUS DC BUS 2
1PC1 1PC2
3PP
5PU1 4PC
4PP 8PP 8PN
DC ESS BUS DC ESS SHED
8PH 5PU2 6PP
DC GND/FLT
3PE
3PX
TR1 STATIC ESS TR TR2
INV 1PE
1PU1 3XB EMER 1PU2 212XP / 216XP
15XE (1) 2XE GEN 8XE AC GND/FLT
9XP 4XP 8XP 14PU
STAT INV BUS AC ESS BUS AC ESS SHED
15XE (2) 8XH
1XP 2XP
AC BUS1 AC BUS2
AC ESS FEED
BTC1 11XU1 3XC BTC2 11XU2
GLC1 9XU1 AGLC 3XS EPC 3XG GLC2 9XU2
GEN APU 12XN GEN

4000XU 8XS 4000XU
1 GEN 2
EXT POWER
Figure 10 ELEC PWR Supply Basic Schematic

GENERAL
24−00
DC BUSES SUPPLY
DC Bus 1 and 2 GROUND SERVICE SUPPLY
The main DC loads are supplied by DC BUS1 and DC BUS2. A ground service circuit enables the supply of AC and DC equipment by
Each bus is supplied by one TR (Transformer Rectifier): external power for maintenance purposes, without the necessity of supplying
the whole network (AC SVCE BUS and DC SVCE BUS).
S DC BUS1 by TR1
The control takes place through a switch outside the cockpit.
S DC BUS2 by TR2
The service buses are also supplied during normal network configuration which
There is no connection between the two TRs
is in priority.
(DC TIE CNTR 2 is normally open).
If there is a loss of one TR the other takes over automatically the supply of
both DC buses (DC TIE CNTR 1 and 2 are closed).
DC Essential Buses
Essential DC loads are supplied by DC ESS BUS and DC ESS SHED BUS.
They are normally supplied by TR1 via DC BUS1 and DC BAT BUS
(ESS DC TIE CNTR is closed). For that the TR2 must also be in operation.
If there is a loss of TR1 and/or TR2 the ESS TR takes over automatically the
supply of the DC ESS BUS and DC ESS SHED BUS.
For that the ESS TR is supplied by the AC ESS BUS
(AC ESS EMER CNTR1 is closed).
In emergency configuration or smoke configuration, when the EMER GEN is in
operation, the ESS TR is supplied by this generator. Without operation of the
EMER GEN, BAT2 automatically takes over the supply of the DC ESS BUS
(STAT INV CNTR is closed). In the last case the DC ESS SHED BUS is no
longer supplied.
DC Battery Bus
The DC Battery Bus (DC BAT BUS) is normally supplied by TR1 via DC BUS1
(DC TIE CNTR1 is closed).
If TR1 is loss TR2 automatically takes over the supply of the DC BAT BUS
(DC TIE CNTR1 and 2 are closed).
If there is a loss of both TRs (1 and 2) the DC BAT BUS also is power loss.
If BAT1 and BAT2 are the only power sources, the DC BAT BUS is supplied by
them, but only on ground.

GENERAL
24−00
BAT BAT
701PP 1 2 702PP

1PB1 1PB2
HOT BUS 12XB BCL1

6PB1
BCL2
6PB2
2XB

1PC1 1PC2
3PP
5PU1 4PC
4PP 8PP 8PN
8PH 5PU2 6PP
DC GND/FLT
3PE
3PX
INV 1PE
9XP 4XP 8XP 14PU
15XE (2) 8XH
1XP 2XP
AC BUS1 AC BUS2
AC ESS FEED
GEN APU 12XN GEN

4000XU 8XS 4000XU
1 GEN 2
EXT POWER

GENERAL
24−00
AC CONTROL DESCRIPTION
Generator Control Units Cockpit Controls
Three identical GCUs (Generator Control Units) are installed for the three Mechanical locked respectively spring−loaded pushbutton−switches on the
generator systems (GEN1, 2 and APU). cockpit overhead panel serve to transmit ON and OFF signals to the GCUs,
The main functions of the GCUs are: GPCU, ESS BUS, BTCs and GLC1−switching.
S generator voltage regulation by providing the field current, For the emergency generator system one switch serve to manual control the
system in emergency configuration if necessary, and one switch to initialize an
S network and generator protection:
operational test on ground (EMER GEN TEST).
By control of the associated GLC and the generator field current,
Two spring−loaded switches are available to control the disconnect device of
S providing of BITE information to the GPCU, the IDGs.
S control of warnings associated with the corresponding channel. Annunciator‘s integrated in the pushbutton switches show the condition of the
IDGs (drive part and generator), external power, essential supply, BTCs and
Emergency Generator Control Unit
GLC1.
For the CSM/G (Constant Speed Motor/Generator) system an EMER GCU
In accordance with the philosophy of the A 320, the pushbutton−switches have
(EMERgency Generator Control Unit) enables full control.
to be in such a position, that all annunciator lights are extinguished when the
The main functions of the EMER GCU are: network is normal supplied.
S Servo−Valve Excitation Control for speed regulation,
BTC Control
S Generator Voltage Regulation by the field current,
The control of the two BTCs (Bus Tie Contactors 1 and 2) happens
S network and the generator protection:
automatically. It depends on the position of the other contactors (GLC1, 2, APU
By control of the associated GLC and the generator field current. and EPC). The BTCs can be switched off by one common pushbutton−switch
(BUS TIE OFF).
Ground Power Control Unit
For the external power system a GPCU (Ground Power Control Unit) serves: AC Essential Bus Supply
S protection for the network by control of the EPC (External Power Contactor) The supply of the AC ESS BUS takes place as follows:
S providing BITE information from external power and the three generator S Normally by the AC BUS 1 (automatic)
systems (1, 2 and APU) to the CFDS.
S Alternative by the AC BUS 2 (manually controlled by the AC ESS FEED

P/BSW or automatically after modification related to SB)
S In Emergency or Smoke Configuration by the EMER GEN or STAT INV in
flight (automatically or manually)
Monitoring
The centralized monitoring of the AC network happens via the ECAM
(Electronic Centralized Aircraft Monitoring) System.
Failure informations in detail are given via the CFDS (Centralized Fault Display
System).
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GENERAL
24−00
GEN 1
115V AC
TR 1
BUS 1−1XP
GLC-1 BTC-1
IDG 1
GALLEY
GEN 1 LINE BUS TIE
GCU 1 A
U
T
GEN 2 O
GALLEY
SUPPLY
GLC-2 TR 2
IDG 2
2 BTC-2
GCU 2
115V AC 115V AC
BUS 2−2XP SVCE BUS 2
GLC-APU 212XP
APU GEN APU
GEN
214XP
216XP-C
GCU-APU AC STAT
EPC
INV
EXT PWR
901XP
GPCU
AC ESS FEED AC ESS 115V AC 115V AC
BUS ESS BUS SHED ESS BUS
EXT PWR
4XP 8XP
SWITCHING
CNTOR
STAT
INV
AC ESS BUS ESS TR

GLC-EMER EMER CONTR
CSM/G
Figure 12 AC Generation & Distribution Schematic

FRA US/O-7 KnB Nov 28, 2012 05|AC Ctl|L2 Page 21
GENERAL
24−00
DC CONTROL DESCRIPTION
Transformer Rectifier
The TR1, TR2 and ESS TR supply their corresponding DC buses (1, 2, ESS)
through contactors, which are automatically controlled by the respective TR.
In case of a faulty TR the TR−contactor opens automatically and remains open
locked. A reset is possible either through the CFDIU (Centralized Fault Display
Interface Unit) via a MCDU (Multipurpose Control Display Unit), or through a
Reset P/BSW on the relay−panel 103VU in the right lateral avionics
compartment.
DC Tie Contactors
The contactors (DC TIE CNTR) between the DC buses (1, 2, ESS, BAT) are
controlled automatically through relays logics.
Battery Charge Limiters

Two identical BCLs (Battery Charge Limiters) serve to control each battery
contactor when the corresponding BAT P/BSW is in the AUTO position. The
battery contactors connect the batteries with the BAT BUS.
The batteries are loaded via the BAT BUS normally through the TR1, or supply
the BAT BUS if they are the only power supply.
Each BCL includes a BITE and self monitoring system which analyzes the
faults of the internal or peripheral information. Initiation of the test is possible
via the CFDS or at each power up on ground.
Each BCL delivers electrical parameters and warning concerning each battery
to the lower ECAM display unit.
In order to monitor the battery voltage without ECAM available there are two
digital DC volt−meters on the overhead panel. They are directly connected to
each battery via the DC HOT BUS and through a control C/B.
FRA US/T-5 PoL Nov 25, 2010 06|DC Ctl|L2 Page 22

GENERAL
24−00
115V AC TR 1 28V DC
BUS 1−1XP BUS 1-1PP 28V DC
TR 1 CNTOR HOT BAT BUS
701PP
28V DC
BAT BUS 703PP
DC NORM BUS 1 3PP BAT 1
SWITCHING
CNTOR
BCL 1
115V AC BAT 2
BUS 2−2XP DC NORM BUS 2
TR 2 SWITCHING
CNTOR 704PP
TR 2 CNTOR
28V DC
BUS 2
2PP 28V DC
HOT BAT BUS
115V AC 702PP
SVCE BUS 2
212XP 28V DC
214XP SVCE BUS BCL 2
FROM EXT PWR
216XP-C 6PP
STAT INV
CNTOR
901XP
AC STAT
INV
115V AC
AC ESS BUS 115V AC SHED ESS BUS
SWITCHING ESS BUS 4XP 8XP DC ESS BUS
CNTOR SPLY CNTOR
28V DC
STAT ESS BUS 4PP
INV 28V DC
ESS SHED BUS LEGEND :
AC BUS 8PP
EMER CNTOR ESS TR
ESS TR CNTOR FUSE
Figure 13 DC Generation & Distribution Schematic

FRA US/T-5 PoL Nov 25, 2010 06|DC Ctl|L2 Page 23
ELECTRICAL POWER A319/320/321
GENERAL
24−00
ELEC−ECAM/CFDS COMMUNICATION FUNCTION

ELEC−CFDS ELEC−ECAM
The line and hangar maintenance of the electronic systems on the A320 family A synoptic of the electrical network and STATUS informations are displayed on
is based on the use of the CFDS (Centralized Fault Display System). the ECAM system/status display (lower display).
The purpose of the CFDS is to give the maintenance personal a central Warnings or cautions appear on the engine/warning display (upper display).
maintenance aid for trouble shooting. For that some parameters are given directly by the AC and DC systems to the
From the MCDUs it is possible SDACs 1 and 2.
S to read the maintenance information and The parameters from the AC generation systems (1, 2, APU, EXT PWR) are
S to initiate various tests. transmitted to the SDACs in digital via two EGIU (Electrical Generation
Interface Units).
The electrical power components connected to the CFDS are as follows:
The main functions of the EGIU is to process the parameters from the GCU
S GPCU
and associated generator. The EGIU then transmits the information to the
S BCL 1, 2 cockpit (ECAM) via the SDACs.
S EMER GCU Two EGIUs are installed on the aircraft.
S TR 1, 2, ESS One EGIU is associated with the GCU 1 and GPCU.
The GPCU and BCLs can memorize fault codes and communicate with the This EGIU receives parameters in analog and discrete form from:
CFDIU (Centralized Fault Data Interface Unit) via ARINC 429 buses.
S GEN 1 on channel 1 and
The EMER GCU and the three TRs are connected to the CFDIU by a discrete
S external power on channel 2.
link. For these units it is only possible to know the systems status (ok or faulty)
during SYSTEM REPORT/TEST sequence. Each channel sends its own parameters to SDAC 1 and SDAC 2 through two
own isolated ARINC 429 data links.
NOTE: The GCU 1, 2 and APU are continuously monitored by the
The second EGIU is connected in the same manner to generator 2 and to the
GPCU.
APU generator.
The GPCU stores in the memory the failure codes acquired by
the GCUs.
The GPCU then transmits to the CFDIU all the failure codes thus
acquired together with the failure codes from the GPCU and the
external power system.
FRA US/O-7 KnB Dez 05, 2012 07|EGIU|L2 Page 24

GENERAL
24−00
EXT. PWR PARAMETERS GEN 1 PARAMETERS GEN APU PARAMETERS GEN 2 PARAMETERS
GPCU GCU 1 GCU APU GCU 2

TYPE 2
SYS
EGIU 1 EGIU 2
CHANNEL 2 CHANNEL 1 CHANNEL 2 CHANNEL 1
TEST AC SYSTEM
DISCRETE DATA
SDAC 1
(SYSTEM
TYPE 2 SYS + ECAM)
BCL
1&2
STAT FAULT
INV TO BCL1 ONLY
BITE SDAC 2
(SYSTEM
+ ECAM)
CFDIU
TYPE 3 SYS
TR
1, 2 & 3
EMER GCU ARINC 429
TR DATA ONLY
RS 422 FOR BITE
ANALOG AND DISCRETE
DC SYSTEM
DATA SIGNALS
Figure 14 ELEC−ECAM/CFDS Communication

INTEGRATED DRIVE GENERATOR
SYSTEM (IDG, GCU) 24−21
24−21 INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU)
IDG−SYSTEM PRESENTATION
Each engine (HP rotor) drives its associated main generator
through the accessory gearbox and via an integrated
hydromechanical speed regulator which transforms the engine
variable speed into constant speed for the generator.
Thus the IDG provides a 400 Hz constant supply.
OIL COOLER ELEC
QAD
IN/OUTPUT
IDG
IDG INPUT DRIVE GENERATOR
ENGINE ACCESSORY
GEAR BOX
IDG ATTACHMENT
Figure 15 IDG Location - CFM Engine
FRA US/T-5 PoL Nov 25, 2010 08|−21|IDG|L2 Page 26
QAD
TENSION BOLT
IDG INPUT SHAFT

MOD
PLATE
SERIAL NO IDENT
SCREW QAD ADAPTER PLATE PLATE
Figure 16 IDG Location - IAE Engine

FRA US/T-5 PoL Nov 25, 2010 08|−21|IDG|L2 Page 27
IDG DRIVE SPEED/CONVERSION OPERATION

GENERAL GENERATOR
Each engine (HP rotor) drives its associated IDG through the accessory The generator is a three stage machine with the three component machines
gearbox. connected in cascade.
The IDG can be split into two parts:
Pilot Exciter
S The AC generator which has to be driven at constant speed to supply the
The first machine (pilot exciter) is a twelve pole PMG (Permanent Magnet
loads with constant frequency and
Generator).
S the drive which transforms the engine variable speed into constant speed
The output from the PMG stator winding:
for the generator.
S Has a generator excitation function and
The unit is lubricated and cooled by an own oil system.
S provides power for other components of the electrical system of which the
DRIVE OPERATION generator forms part (supply of the GCU, EGIU and the external relays and
A mechanical epicyclic differential gear transmits power to the generator contactors). The generator is thus ”self−flashing” and ”self−sufficient”.
portion of the IDG.
Main Exciter
S input speed:
The second machine (main exciter) receives its fields excitation from the pilot
between 4500 and 9150 rpm; exciter via the voltage regulator in the GCU to a 10 poles stator. This creates a
S output speed: stationary field. Rotating diodes rectify the three phase output of the main
12000 rpm constant exciter rotor.
The speed of mechanically coupled twin hydraulic sub−assemblies modify the This output feeds the main rotor winding.
differential output speed.
Main Alternator
Each sub−assemblies consists of a hydraulic swashplate pump/motor:
The third machine (main alternator) receives excitation for the rotating salient
S One with a fixed swash angle and four pole field from the rectified output of the main exciter.
S the other with a variable swash angle. The main alternator has a three phase star connected stator winding. The three
The input shaft has a shear neck. Its primary duty is to protect the engine phases and star point are taken to the generator output terminations.
gearbox. But it also serves to safeguard the IDG against further damage.
The generator is designed for use with an external voltage regulator forming
In case of abnormal function of the IDG drive part it is possible to disconnect part of the GCU.
the IDG manually.
Disconnection is irreversible in flight.
The system can only be reconnected on the ground with engines shut down.
FRA US/T-5 PoL Nov 25, 2010 09|IDG|L3 Page 28

FIELD EXCITATION
PMG SUPPLY
LOP
IDG OIL COOLER

115V AC - 400Hz FUEL FUEL
FROM TO
TANK ENGINE
GCU
3 PHASES-400 Hz GENERATOR
GENERATOR TEMP
SENSORS
PMG
OIL
CIRCULATION
SYSTEM
OUTPUT SPD
(12 000 RPM)
VARIABLE INPUT SPD ENGINE

DIFFERENTIAL DISCONNECT
SUMMING GEAR
GEAR CLUTCH
(4 900 to 9 120 rpm) BOX
DISCONNECT
FIXED VARIABLE SOLENOID
UNIT UNIT ELEC PANEL
HYDRAULIC (35VU)
TRIM UNIT
DISCONNECT SIGNAL
MECHANICAL DPI POP-OUT

GOVERNOR
CSD 301PP
28V DC
IDG BAT BUS
ENGINE FIRE
PANEL (20 VU)
RESET
RING PMG: PERMANENT MAGNET GENERATOR
DPI: DIFFERENTIAL PRESSURE INDICATOR
Figure 17 IDG Drive/Speed Conversion
FRA US/T-5 PoL Nov 25, 2010 09|IDG|L3 Page 29
IDG OIL SYSTEM PRESENTATION

The IDG has a self contained oil system except for the heat−exchanger. A quick fill coupling situated on the transmission casing enables pressure filling
Positive displacement scavenge pump pumps the oil (via the IDG filter) to the or topping up the unit with oil.
aircraft heat exchanger and return it to the IDG. The oil thus introduced flows to the transmission via the scavenge filter and
The charge oil supply of cleaned, cooled deaerated oil is provided as a bus. external cooler circuit.
This oil supply feeds: This ensures:
S The differential hydraulic units, S The priming of the external circuit and
S the generator, S the filtration of any oil introduced.
S the governor, An internal standpipe connected to an overflow drain ensures a correct quantity
of oil.
S the control piston.
You can read the oil level through two sight glasses located on the IDG. One
The lubrication jets are individually supplied.
for the CFM 56 engine, the other one for the V 2500 engine.
The deaerator supercharges the inlet of the charge pump with solid oil.
Oil temperature sensors monitor the temperature of both the input and output
The charge pump pressurizes the oil against the charge relief valve. oil and therefore allow overheat detection.
It provides thus regulated supply pressures to: A pressure switch operates in the event of a loss of the charge oil pressure.
S The hydraulics, In both cases (overheat and loss of pressure) a warning is provided to the
S the controls, cockpit.
S the differential,
S the generator,
S the various lubrication and cooling nozzles.
A differential pressure indicator is provided to show when the filter element is
clogged. The sensing device for the differential pressure is automatically
suppressed during cold oil running conditions. This avoids spurious operation
due to high oil viscosity.
Similarly, a cooler by−pass valve is fitted within the IDG. The valve opens on a
rising pressure to short circuit the cooler during cold oil operation.
A scavenge pump relief valve limits the supply pressure of the scavenge
system.
A vent valve releases internal case pressure if necessary.
FRA US/O-7 KnB Dez 05, 2012 10|IDG Oil|L2 Page 30

IDG
OIL PRESS
GENERATOR SENSOR
(TO GCU) TO
CHARGE GCU
PUMP
DIFFERENTIAL DE-AERATOR
U GEAR OIL IN
S TEMP
SENSOR
E COOLER ENGINE HEAT
MANAGEMENT
R BYPASS
SYSTEM
GOVERNOR VALVE
S CHARGE RELIEF VALVE
RELIEF VALVE
HYDRAULIC
TRIM UNIT TO
GCU
IDG OIL
COOLER
OIL
FILTER
OIL OUT
SCAVENGE TEMP
PUMP SENSOR
OIL SUMP
FUEL TO
ENGINE
SIGHT OVERFLOW CASE PRESS PRESSURE
GLASS DRAIN PORT DRAIN RELIEF FILL PORT DIFERENTIAL
VALVE
POP-OUT PRESSURE
INDICATOR
Figure 18 IDG Oil System Schematic
FRA US/O-7 KnB Dez 05, 2012 10|IDG Oil|L2 Page 31
IDG CONTROL/INDICATION OPERATION IDG DPI Reset

When the DPI pops out and there is no CFDS message generated:
Control and Indicating Circuits S replace the IDG (4000XU),
The main parameters of the drive part of the IDG such as S or do the alternate procedure (IDG DPI reset).
S oil in and oil out temperature, The alternate procedure lets you do a reset of the DPI as an alternative to the
S system pressure and replacement of the IDG.
S drive speed There are conditions related to this procedure:
are continuously monitored by the GCU. S A maximum of three resets is permitted
All information (normal and abnormal) which are necessary for the ECAM S After a DPI reset, the DPI check interval becomes:
system are acquired by the respective EGIU (Electrical Generation Interface − For normal operations: weekly or 100 FH (the one that comes first).
Unit).
− For Extended Range Twin−Engined Aircraft Operations (ETOPS): before
Controls and Indications each flight.
An oil temperature sensor monitors the oil inlet temperature and the other one If, after a DPI reset, the DPI does not extend again between two scheduled
the outlet temperature. oil/filter changes, you can cancel the conditions related to this procedure:
The second enables oil temperature ADVISORY and OIL OVERHEAT S The DPI reset status goes back to zero (a maximum of three more resets is
detections. permitted).
A pressure switch operates in the event of a low charge oil pressure. S The DPI check interval goes back to the interval specified in the MPD.
In case of: If this is the first reset:
S low oil pressure or S Do a check of the IDG1 oil filter(s) and the cover(s) for metal particles
S IDG oil overheat (outlet temperature > or = 185 _C), S If you find metal particles replace the IDG (4000XU)
the warnings are provided to the cockpit: S If you do not find metal particles drain the oil, replace the oil filter(s) and fill
S FAULT legend on the corresponding IDG P/BSW. the IDG1 with oil and do a reset of the DPI.
S MASTER CAUTION lights S Use a sticker, tag or other method to write on the IDG that you did the first
reset of the DPI.
S single chime and
If this is NOT the first reset:
S messages on the E/WD and SD.

S Do a check of the number of reset and if three resets were done replace the
The oil outlet temperature is displayed on the SD ELEC page. IDG (4000XU)
When the oil temperature reaches a predetermined value (142 _C), an advisory If there were less than three resets:
mode is available on the SD.
S Do a check of the IDG1 oil filter(s) and the cover(s) for metal particles
The low pressure warning is inhibited, for IDG input speed below 2000 rpm
(normal input speed range: between 4500 and 9120 rpm). S If you find metal particles replace the IDG (4000XU)
S If you do not find metal particles drain the oil, replace the oil filter(s) and fill
the IDG1 with oil and do a reset of the DPI.
S Use a sticker, tag or other method to write on the IDG that you did the
second or third reset of the DPI.
FRA US/O-7 KnB Dez 05, 2012 11|IDG Ctl|L3 Page 32

FIELD EXCITATION
PMG SUPPLY
IDG OIL COOLER

FUEL FUEL
FROM TO
TANK ENGINE
115V AC - 400Hz ENGINE FIRE
PANEL (20 VU)
GCU 1 C
GENERATOR G
3 PHASES-400 Hz
P F
GENERATOR PRESS OIL IN TEMP °C
PMG SW
OIL INLET TEMP
C D
OIL T° RISE
U I
CIRCULATION INDICATION U
SYSTEM
OUTPUT SPD
(12 000 RPM)
OIL OUT TEMP °C OIL E
ENGINE OUTLET G
DIFFERENTIAL DISC TEMPERATURE
SUMMING
CLUTCH
GEAR I
GEAR
BOX OVERHEAT
VARIABLE INPUT SPD
U
TEMP > 185°C
(4 900 to 9 120 rpm)
FIXED VARIABLE
UNIT UNIT INPUT SPEED SIGNAL
HYDRAULIC LOW OR SDAC 1 SDAC 2
TRIM UNIT 1 PRESSURE AND
DISCONNECT SIGNAL
MECHANICAL DPI POP-OUT LOW SPEED

GOVERNOR
CSD
IDG 1 ELEC PANEL
(35VU)
EIS (ECAM) SYSTEM
RESET
RING
(E/WD)
ÎÎ
1 DISCONNECT SIGNAL:
INHIBITION IN CASE OF UNDER-
ÎÎ
SPEED (SD)
SINGLE ELEC
PMG:
DPI:
PERMANENT MAGNET GENERATOR
DIFFERENTIAL PRESSURE INDICATOR
301PP
28V DC
BAT BUS
CHIME
ÎÎ PAGE
Figure 19 IDG Control/Indication

FRA US/O-7 KnB Dez 05, 2012 11|IDG Ctl|L3 Page 33
IDG
IDG
COOLER
(SEE NEXT FIGURE
FOR DETAILS)
Figure 20 IDG Oil Cooler Location

FRA US/T-5 PoL Nov 25, 2010 12|IDG LOC|L2 Page 34
P IND BUTTON
(SILVER END, RED
CYLINDRICAL SIDE)
PUSH TO VENT
VALVE
ELECTRICAL
CONNECTOR
OIL FILTER
DISC
RESET 2
RING
3 NORMAL
(RESET)
TERMINAL BLOCK
P IND BUTTON
OIL OUT OVERFLOW (SILVER END, RED

PORT DRAIN PORT CYLINDRICAL SIDE)
OIL IN
PORT NOTE: 1 If the oil level is above the yellow
SIGHT GLASS PRESSURE band, oil servicing is required.
FILL PORT
CASE DRAIN PORT 2 If the oil level is within the green
and yellow bands, oil servicing is
not required.
3 If the oil level is below the green
band, oil servicing is required.
EXTENDED
Figure 21 IDG Components Location
FRA US/T-5 PoL Nov 25, 2010 12|IDG LOC|L2 Page 35
IDG SYSTEM OPERATION

General 4. Underfrequency (GCR + PRR),
Two identical GCUs (Generator Control Units) serve for controlling and 5. Underspeed (PRR),
monitoring of the engine driven generator−systems. 6. Overload (FAULT light in GALLEY P/BSW),
Their functions are as follows: 7. Incorrect Phase Sequence (GLC),
S regulation of the generator voltage, 8. IDG Disconnect (GCR + PRR),
S control and protection of the generator−system and network, 9. FIRE P/BSW pressed (GCR + PRR),
S control of various warnings and indications, 10.Differential Protection (GCR + PRR),
S self−monitoring and test of the system (BITE). 11.Shorted Permanent Magnet Generator (GCR + PRR),
Voltage Regulation 12.Open Cable (GCR + PRR),
The voltage regulation is performed by regulating the generator excitation 13.GLC Failure (Lock Out BTC),
current: the voltage is kept at the nominal POR (Point Of Regulation). 14.Oil Overtemperature (FAULT light in IDG Disconnect P/BSW),
The POR is located in the electrical power center at the end of the generator 15.Open Circuit (GCR, PRR & BTC),
feeder, upstream of the line contactor. 16.Rotor diode short circuit (GCR + PRR),
Analog circuits achieve the regulation. 17.Generator P/BSW OFF (GCR + PRR).
The PMG provides directly the excitation supply via the GCR (Generator Except for some particular cases the system may be resetted by setting GEN
Control Relay). The excitation supply is rectified. Then a chopper amplifier P/BSW to OFF than back to “On“.
(pulse width modulation) controls the excitation supply.
After a differential protection or GLC failure activation the system resetting can
The regulation is achieved using a signal proportional to the average of the only be performed two times via the GEN P/BSW. A further reset is possible
three line to neutral voltages at the input. via the GCU (DP/BTC RESET).
Protection and Generator Control Warnings, Signalizations and Indications
These functions mainly consists of generator excitation, GLC (Generator Line The GCU delivers the following outputs for warnings, signalizations and
Contactor) control and BTC (Bus Tie Contactor) lockout (DP lockout). indications:
The excitation is controlled via the GCR. The generator line contactor is S FAULT light in the IDG disconnect P/BSW when a failure in the IDG drive
controlled via the PRR (Power Ready Relay) which is energized when: part is detected,
S the speed is greater than 4320 rpm and S FAULT light in the GALLEY P/BSW and signal to ECAM via EGIU when
S the GCR is closed. there is an overload condition with one generator,
Signals received or generated by the GCU control both these relays. S FAULT light in the GEN P/BSW and signal to ECAM via EGIU when a
failure in the generator system is detected,
GCU Detection Table (Trips which contactor or relay):
S DISC indication on the ECAM SD when IDG DISC STATUS signal and IDG
1. Overvoltage (GCR + PRR), DISC PB switch POS signal are both available,
2. Undervoltage (GCR + PRR), S IDG OIL OUT temperature on the ECAM SD,
3. Overfrequency (GCR + PRR), S GEN AC LOAD on the ECAM SD.
FRA US/T-5 PoL Nov 25, 2010 13|GCU|L3 Page 36

6
HOLE
CT
PIN PROG.
OPEN
GCU 1 POR AC BUS 1
GENERATOR CABLE DIFFERENTIAL ELEC PANEL 3 HOLE
C T PROTECTION (35VU)
GLC 1 C T
COMPUTER GEN
RESET COMMAND 12XU
MAIN GLC
FIELD AUX
EXCITATION CONTROL RELAY LOADS
AND 2XT
VOLTAGE REGULATION
EXCITER LOCK FIRE PANEL (20VU)
FIELD OUT TO BTC 1
SUPPLY
N S 301PP
TR 28V DC
PMG BAT BUS
GCR
ENGINE
GEAR CONSTANT
BOX SPEED CONTROL AND PRR
DRIVE PROTECTION
MPU UNDERSPEED ELEC PANEL
(INPUT SPEED SENSOR) MONITORING (35VU)
MODULE
DISCONNECTION
SOLENOID
EGIU 5V AC
IDG 1
SDAC
301PP
28V DC
2XU1 BAT BUS
7XT
3XT
Figure 22 IDG System Control
FRA US/T-5 PoL Nov 25, 2010 13|GCU|L3 Page 37
AC MAIN GENERATION
24−22
24−22 AC MAIN GENERATION

CONTROL AND PROTECTION OPERATION
CONTROL AND PROTECTION
Generator Zone 1
The generator control and protection functions are mainly provided by means In the event of a short circuit between phases or to the ground, a noticeable
of the GCR and the PRR (Power Ready Relay). The GCR controls the difference between transformer currents activates the protection system. When
generator excitation. The PRR controls the GLC and activates the activated the protection system opens GLC and BTC (Bus Tie Contactor)
corresponding warnings. (generator FAULT light comes on) and the generator is still excited. If the fault
persists, the GCR is tripped thus the generator is de−excited. The BTC closes
Engine Fire and open Feeder Cable automatically, therefore allowing the network to be supplied by another
The feeder cable is duplicated from the engine pylon to the forward cargo generation source.
compartment. Each cable is monitored by a CT (Current Transformer) and a In that configuration, the short circuit is located in ZONE 1.
sensor. If an open parallel condition exists, or if the ENGine FIRE P/B is
When the generator is cut off, the protection system of ZONE 2 remains
released out, the GCU trips the GCR and the GLC and turns off the voltage
operational. The IDG senses a null current. If there is no short circuit in ZONE
regulation. The GPCU (Ground Power Control Unit) determines whether a fire
2, the sum of currents sensed by the line CTs is null (opposite current
trip or an open cable trip has occurred.
direction). If a short circuit occurs in ZONE 2, an unbalanced current is
DIFFERENTIAL PROTECTION detected by the GCU which activates the protection system.
The differential protection prevents the electrical wiring between the two Zone 2
detection CTs from being damaged.
If a short circuit occurs, the protection system opens the GLC and confirms the
The protected area is divided into two parts: ZONE 1 and ZONE 2. BTC opening. The generator is still excited. The GEN 1 FAULT light comes on.
The ZONE 1 protected area comprises the generator coils and feeders If the fault does not persist, the short circuit has been isolated and the GCR is
between the IDG (Integrated Drive Generator) CT and the GLC. tripped thus the GEN is de−excited.
The ZONE 2 protected area comprises the wiring between the GLC and the In this case, the BTC remains open and is locked out, and the AC BUS 1
CT. supply cannot be recovered. The AC ESSential BUS supply is recovered
through the AC ESS FEED control. The system is recovered by resetting the
protection system from the associated GEN P/B. Two reset actions maximum
can be performed. The GCR closes enabling generator excitation. The PRR is
re−energized to control the GLC closing. The BTC lockout function is removed.
The differential protection counter is reset either by pressing the differential
protection RESET P/B on the front face of the GCU or at each power−up.
FRA US/T-5 PoL Nov 25, 2010 14|−22|CTRL & Prot|L3 Page 38
AC MAIN GENERATION
24−22
ZONE 1 ZONE 2
ENGINE WING & FWD REAR C/B PANEL

ENGINE CARGO
PYLON COMPT
IDG 1 GLC BTC 3 HOLE
6
CT
GEN CT
CT
HOLE
CT
AC BUS 1
CT
CT 3 HOLE
BTC: BUS TIE CONTACTOR

CT: CURRENT TRANSFORMER DIFF. PROTECT
GCR: GENERATOR CONTROL RELAY I ABOVE 45 A
GLC: GENERATOR LINE CONTACTOR TDC AC
PRR: POWER READY RELAY SENSOR OPEN FEEDER
TDC: TIME DELAY CLOSING
ENGINE FIRE
PANEL (20VU)
GPCU PRR
ENG 1 TRIPPED
301PP
28V DC FIRE
BAT BUS
PUSH DP RESET
PUSHBUTTON GCR
POWER-UP TRIPPED
ELEC PANEL
(35VU) OR
GEN 1
FAULT
COUNTER
GCU 1
OFF
2 TIMES
Figure 23 Control and Protection & Differential Protection

AC MAIN GENERATION
24−22
OTHER PROTECTIONS
The GCR and PRR are de−energized by the protection module which
processes various electrical parameters necessary for the protection functions.
ATTENTION: Note that the overload protection is only processed to give
warning on the ECAM. In under speed conditions the under
frequency and the under voltage protections are inhibited.
If the GLC remains closed (welded contact) after tripping of the PRR, the BTC
lockout function is activated.
AC MAIN GENERATION
24−22
BTC: BUS TIE CONTACTOR ELEC PANEL (35VU)

CT: CURRENT TRANSFORMER
EGIU: ELECTRICAL GENERATION INTERFACE UNIT IDG 1
GEN 1
GLC: GENERATOR LINE CONTACTOR
IDG: INTEGRATED DRIVE GENERATOR FAULT
SDAC 1
POR: POINT OF REGULATION
SDAC: SYSTEM DATA ACQUISITION CONCENTRATOR
PROTECTIONS GENERATOR
COMMAND
EGIU 1
SHORTED
PMG OVER COMPUTER
VOLTAGE RESET
IDG
SDAC 2
OVER DISCONNECT
GCU SUPPLY
FREQUENCY
PERMANENT UNDER
VOLTAGE GCR
MAGNET
GENERATOR AND
UNDER
FREQUENCY INCORRECT EXCITER
PHASE FIELD
POR SUPPLY
SEQUENCE
EXCITER FIELD SHORTED

ROTATING GLC
GLC CONTROL
FAILURE DIODE
AND
PRR
GENERATOR
CT
COMPUTER
BTC 1
FAILURE
BTC CONTROL
OVERLOAD
LOCK-OUT
INPUT SPEED UNDERSPEED
SENSOR
GCU 1
Figure 24 Other System Protections
AC MAIN GENERATION
24−22
AUTOMONITORING AND TEST (BITE)

This function can be divided into three different parts.
Test and Analysis due to Generator Trip

During a generator tripping (active failure), the GCU
S identifies the protection which has caused the tripping (overfrequency,
differential protection, etc.),
S analyses the conditions in which the tripping has occured and
S then, after analysis, determines the origin of the fault (GCU, wiring, or
peripherals).
All these data are stored in a NVM (Non Volatile Memory), and are transmitted
via the GPCU, as a data concentrator, to the CFDIU.
On the ground, they can be displayed via the MCDU.
Passive failure detection
Certain passive failures, that is those which do not cause generator tripping,
can affect the system operation (sensors out of limit, CT failures etc.).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the data in a
non volatile memory.
As previously, these data can be displayed on the ground, via the MCDU.
Maintenance test
It can only be performed on the ground, with the IDGs shut down.
It completes to a certain extent, the monitoring already described:
S The test is performed by exciting (stimuli) the circuits concerned and
analyzing the response.

S It is controlled
− either automatically during the power up or
− manually via the MCDU.
S The result of the test is stored in a NVM and can also be displayed on the
ground, on the MCDU.
FRA US/T-5 PoL Nov 25, 2010 15|BITE|L3 Page 42

AC MAIN GENERATION
24−22
MCDU
GCU 2 ARINC 429

GPCU CFDIU
APU GEN TEST GCU 2, APU
LT, CTRL
VIA GLC CKT
RS422 IDG HIGH DELTA TEMP

(CLASS 2 FAULT)
IDG FAULT LT
CTRL E/WD
ECAM SD
GCU 1
ÌÌ
AUTOMONITORING (MAINT. STS)
AND TEST (BITE) ECAM
ÌÌ
(CHNL2)
GEN TRIP ANALYSIS
ÌÌ
GEN O’LOAD
DP/BTC PASSIVE FAILURE
RESET MONITORING NVM
WARN
+
MAINT. TEST
(PERIODIC TEST)
GEN FAULT
CTRL GEN FAULT LT
ÌÌ
ÌÌ
MASTER CAUT SINGLE
CHIME
SD
ÌÌ
IDG DISC STS
INPUT DATA:
ÌÌ
IDG P/BSW POS EGIU
GEN P/BSW
WARNING AND 1
DISC SW SIGNALISATION IDG LOP
CHNL
FIRE SW LOAD
POR VOLT/FREQ 1
POR VOLT. BTC CTRL
PMG FREQ. IDG OIL IN TEMP LINE CT LOGIC
INDICATION
GEN CURRENT IDG OIL OUT TEMP AC BUS 1
X-FORMER
GEN AC LOAD GLC CTRL
LINE CURRENT LOGIC
X-FORMER
PROTECTION BTC CTRL BTC 1
IDG INPUT SPD GLC CTRL GLC 1
TO AC BUS 2
AND GEN CTRL FROM GEN 2, APU,
POR VOLT.
OIL TEMP. BTC CTRL REGUL. EXT PWR
OIL PRESS (DP, LOCKOUT)

TO OPEN CABLE
OPEN CABLE PROTECTIONS
(UF, OF, UV, OV, (OC)
DETECT. SENS: PR GCU 1 CT (6−HOLE-CT)
DP, SRD, OC, IPS,
DC BAT BUS COMP. FAIL:) OC DETECT
+28V BACK UP CTRLS (DISC, FS SENSOR
SUPPLY GCR
PMG VOLTAGE GEN P/BSW) PMG GEN
VOLT.
GEN FIELD EXCITATION GEN CT
IDG 1
VOLTAGE REGULATION IDG: SPD,
POR VOLT. OIL TEMP
PRESS
DRIVE IDG 1 SYSTEM
Figure 25 IDG System Control
FRA US/T-5 PoL Nov 25, 2010 15|BITE|L3 Page 43
AC MAIN GENERATION
24−22
ELECTRICAL GENERATION INTERFACE UNIT OPERATION

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

AC MAIN GENERATION
24−22
INPUTS INPUTS
DISTRIBUTION
EGIU OUTPUTS DISTRIBUTION
CHANNEL 1−GEN 1 OR GEN 2 OUTPUTS
CT FROM CT
115V AC VOLT. & FREQ. GCU 115V AC VOLT. & FREQ.
SENSING (POR) SENSING
(POR)
AC GROUND PARAMETERS AC GROUND PARAMETERS
5VDC FAULT
LIGHT FROM GCU APU
PR BACK UP SUPPLY OR GPCU
BACK UP SUPPLY GCU 28 VDC BAT BUS
28 VDC BAT BUS
PR DC GROUND SUPPLY 5VDC FAULT
GCU LIGHT
SUPPLY GCU
DC GROUND AC LOAD
FROM GCU + PARAMETER
AC LOAD AC LOAD − AVAILABLE
FROM GCU + PARAMETER
AC LOAD − AVAILABLE GCU FROM GPCU CLASS 2 FAILURE
GEN SW
LIGHT
OIL IN OIL IN RELAY GLC AUX
FROM GCU: COMMON PARAMETERS (SEE RELAY
OIL OUT OIL OUT GEN FROM GCU: OVERLOAD WARNING
FAULT) OVERLOAD
FROM GCU: OVERLOAD OVERLOAD WARNING
GEN FAULT
28VDC GENERATOR FAULT
FROM TO SDAC 1 GLC
GCU GEN
GEN FAULT FAULT ARINC
GLC CPU
28V DC
BOARD TO SDAC 2
−
FROM EPLC
GPCU EXT PWR AVAILABLE
TO SDAC 1
FROM IDG: IDG DISC. IDG DISC STATUS ARINC
<<IDG OFF>> CPU
BOARD
TO SDAC 2
28VDC −
IDG DISC P/B POS

3XT IDG DISC.CTL EXT PWR ON FROM
FROM GPCU
GPCU FLIP/FLOP
FROM IDG: IDG OIL LOW PRESSURE A RECEPTACLE CIRCUIT EXT PWR
LOW PRESS SW C RECEPTACLE EXT PWR SW AUX RELAY
TO GCU
RECEPTACLE CANNON
TO GCU BKREY−125−300(OZ) TO GCU
FROM GCU GEN P/B SW POSITION FROM GEN P/BSW
GEN SW CHASSIS GROUND GCU GEN SW POSITION
TO GCU FROM
CHANNEL 1−GEN 1 OR GEN 2 GCU
CHANNEL 2−EXT PWR OR APU GEN CHANNEL 2−EXT PWR
B RECEPTACLE OR APU GEN
Figure 26 EGIU Schematic

AC AUXILIARY GENERATION
24−23
24−23 AC AUXILIARY GENERATION

AUXILIARY GENERATION SYSTEM PRESENTATION
APU Generator APU Generator Oil Temperature Sensor
The APU generator is not interchangeable with the IDGs (Integrated Drive A temperature sensor is located on the APU generator oil outlet. A high oil
Generators). It is driven at a constant speed by the APU and can be connected temperature leads to an immediate automatic shut down of the APU via the
to the electrical network in flight in case of any generator failure. It can supply ECB (Electronic Control Box).
the entire electrical network if no other power sources are available.
APU Generator Control

The main functions of the APU GCU (Generator Control Unit) are:
S voltage regulation
S network control and protection,
S interface with SDACs (System Data Acquisition Concentrators),
S BITE function.
The BITE messages are sent to the CFDIU (Centralized Fault Display Interface
Unit).
Control, Indication and Distribution

The APU generator is controlled by a P/B located on the ELECtrical
panel and has two lights: white OFF and amber FAULT.
The APU generator is connected to the network via the APU GLC
(Generator Line Contactor) and the BTCs (Bus Tie Contactors).
FRA US/T-5 PoL Nov 25, 2010 17|−23|Aux Gen|L2 Page 46

24−23
AC ESS SHED
AC ESS
AC BUS 1 AC BUS 2
BTC 1 BTC 2
GCU GLC 1 GLC 2 GCU
1 2
APU EPC
GLC APU GPCU
GEN GCU
GEN
1 2
EGIU 1 EGIU 2
CFDIU
EXT
APU PWR
GEN
OIL TEMP
SENSOR
SDAC 1
APU
2 GCU 1
2
HIGH OIL
TEMP ELECTRONIC
POWER 90 KVA
CONTROL
BOX VOLTAGE 115V AC
APU SHUTDOWN (ECB) FREQUENCY 400Hz
ELEC PANEL COMMAND SPEED 24000 RPM
(35VU) PHASES 3
Figure 27 AC Auxiliary Generation

FRA US/T-5 PoL Nov 25, 2010 17|−23|Aux Gen|L2 Page 47
24−23
APU GENERATION SYSTEM CONTROL OPERATION

General
One GCU (Generator Control Unit) serves for controlling and monitoring of the GCR and/or PRR are switched off by the following protection or control
APU driven generator−system. functions:
Its functions are as follows: S GEN P/BSW in OFF,
S regulation of the generator voltage S under−/overfrequency (UF/OF),
S control and protection of the generator−system and network S under−/overvoltage (UV/OV),
S control of various warnings and indications S differential protection (DP),
S self−monitoring and test of the system (BITE). S shorted rotating diodes (SRD),
S shorted PMG (SPMG),
Voltage Regulation
S APU underspeed (US),
The voltage regulation is performed by regulating the generator excitation
current: the voltage is kept at the nominal POR (Point Of Regulation). S incorrect phase sequence (IPS),
The POR is located in the electrical power center at the end of the generator S computer failure
feeder, upstream of the line contactor. Except for some particular cases the system may be resetted by setting GEN
Analog circuits achieve the regulation. P/BSW to OFF than back to ON.
The PMG provides directly the excitation supply via the GCR (Generator After a differential protection or GLC failure activation the system resetting can
Control Relay). The excitation supply is rectified. Then a chopper amplifier only be performed two times via the GEN P/BSW. A further reset is possible
(pulse width modulation) controls the excitation supply. via the GCU (DP/BTC RESET).
The regulation is achieved using a signal proportional to the average of the Warnings, Signalizations and Indications
three line to neutral voltages at the input.
The GCU delivers the following outputs for warnings, signalizations and
Protection and Generator Control indications:
These functions mainly consists of generator excitation and APU GLC S FAULT light in the GALLEY P/BSW and signal to ECAM via EGIU when
(Generator Line Contactor) control. there is an overload condition with one generator,
The excitation is controlled via the GCR. The generator line contactor is S FAULT light in the GEN P/BSW and signal to ECAM via EGIU when a
controlled via the PRR (Power Ready Relay) which is energized when: failure in the generator system is detected,
S the speed is greater than 4320 rpm and, S GEN AC LOAD on the ECAM SD.
S the GCR is closed.
Signals received or generated by the GCU control both these relays.
FRA US/O-7 KnB Dez 05, 2012 18|APU GCU|L3 Page 48

24−23
AGLC
POR
APU GENERATOR TO
TRANSFER
NETWORK,
APU GCU BTC 1,
EXCITATION MAIN BTC 2, EPC
CONTROL AND FIELD OUTLET OIL
REGULATION TEMPERATURE
EXCITER ELEC APU

FIELD TRONIC SHUTDOWN
GCR CONTROL TO APU
BOX CTL RLY
RECTIFIER (ECB)
UNIT PMG
ELECTRICAL >RPM 95% EPC
DATA SUPPLY ROTOR AUX RLY
CB1 STATOR
GLC 1
ANN LT 5V AC ELEC PANEL BTC 2
TEST RLY SUPPLY APU GEN (35VU)
EXCITATION BOARD
CONTROL AND GLC 2
REGULATION
BTC 1
COMPUTER PRR APU GEN

RESET AUX RLY
APU
301PP
GEN READY
28V DC COMMAND EPC
BAT BUS
EGIU 2 GEN P/BSW APU

POSITION CTL RLY
GEN FAULT
SUPPLY
SDAC 1
2
Figure 28 APU Generator System Control
24−23
Automonitoring and Test (BITE)
This function can be divided into three different parts:
S Test and analysis due to generator tripping.
During a generator tripping (active failure), the GCU:
− identifies the protection which has caused the tripping (overfrequency,
differential protection, etc. )
− analyses the conditions in which the tripping has occured
− then, after analysis, determines the origin of the fault (GCU, wiring, or
peripherals).
All these data are stored in a NVM (Non Volatile Memory), and are
transmitted via the GPCU, as a data concentrator, to the CFDIU. On the
ground, they can be displayed via the MCDU.
S Passive failure detection
Certain passive failures, that is those which do not cause generator tripping,
can affect the system operation (sensors out of limit, CT failures etc.).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the data
in a non volatile memory.
As previously, these data can be displayed on the ground, via the MCDU.
S Maintenance test
It can only be performed on the ground, with the GEN shut down.
It is part of a certain extent, the monitoring already describes that the test is
performed by exciting (stimuli) the circuits concerned and analyzing the
response.
It is controlled:
− either automatically during the power up

− or manually via the MCDU.
The result of the test is stored in a NVM and can also be displayed on
the ground, on the MCDU.
NOTE: APU shutdown at high oil Temperature and as well as low oil
pressure is contolled via ECB.

24−23
MCDU
GCU 2 ARINC 429

APU GEN GPCU CFDIU
TEST GCU 1, 2
LT,
GALLEY CTRL
SUPPLY VIA
CTRL GLC CCT
RS422
GLY
SHED
APU GCU ON GRD
E/WD
ÎÎ
AUTOMONITORING
AND TEST (BITE) ECAM
DP
RESET
GEN TRIP ANALYSIS
PASSIVE FAILURE
MONITORING NVM
GEN O’LOAD
WARN ÎÎ
ÎÎ +
MAINT. TEST
(PERIODIC TEST)
GEN FAULT
CTRL GEN FAULT LT
ÎÎ
ÎÎ
MASTER CAUT SINGLE
CHIME
SD
ÎÎ
EGIU 2
INPUT DATA:
CHNL 2 ARINC 429
ÎÎ
GEN P/BSW
POR VOLT. WARNING AND
SIGNALIZATION
PMG FREQ.
POR VOLT/FREQ
GEN CURRENT
X-FORMER
GEN AC LOAD TRANSFER CIRCUITS
LINE CURRENT INDICATION
X-FORMER
APU READY APU SHUTDOWN
(SPD) (ECB)
APU GEN HI OIL TEMP APU
PROTECTION GLC 1
AND GEN CTRL
BTC CTRL APU GLC

CTRL
(DP, LOCKOUT) LOGIC LINE CT
PROTECTIONS
(UF, OF, UV, OV, PR POR VOLT.
DP, SRD, OC, IPS, REGUL.
DC BAT BUS COMP. FAIL:)
+28V BACK UP SUPPLY CTRLS (APU READY GCR PMG
PMG VOLTAGE GEN P/BSW)
TO VOLT.
GCU 1
GEN FIELD EXCITATION
GEN CT
POR VOLT. VOLTAGE REGULATION

APU GEN
Figure 29 APU Generator System Control
AC MAIN GENERATION
24−22
BUS TIE LOGIC FUNCTIONAL OPERATION

General
The transfer circuit enables to supply both or either AC electrical network from
one of the four power sources via the BTC (Bus Tie Contactor).
The bus tie logic is responsible for the following tasks:
S no parallel operation of two power sources on the transfer line or busbars,
S automatic power transfer in case of a supply failure,
S the priority of power sources to supply the AC buses.
The order of these priorities is:
S onside IDG (Integrated Drive Generator) to own bus:
− the IDG 1 to AC BUS 1 and the IDG 2 to AC BUS 2,
S external power,
S APU generator,
S opposite IDG:
− IDG 1 to AC BUS 2 or IDG 2 to AC BUS 1.
FRA US/O-7 KnB Dez 05, 2012 19|BUS TIE LOGIC|L3 Page 52
AC MAIN GENERATION
24−22
BUS TIE
A
U BTC 1
GLC 1 CLOSED T 11XU1
OFF
GLC 1 AUX RLY CLOSED O
AND
301 PP SUPPLIED
APU GCU PWR OR
AUTO
EPC AUX RLY CLOSED CLOSE
AND AND
GPCU PWR OR
GLC 2 COSED BTC
GLC 2 AUX RLY CLOSED LOCK
GLC 1 AUX RLY CLOSED OUT
AGLC AUX RLY CLOSED
EPC AUX RLY CLOSED AND
GCU 1
BTC: BUS TIE CONTCATOR (CNTOR) EPC CLOSED
GLC: GENERATOR LINE CNTOR AGLC CLOSED
AUX: AUXILLIARY
RLY: RELAY 301PP SUPPLIED
301PP: 28VDC BAT BUS
GCU: GENERATOR CTRL UNIT
GPCU: GROUND PWR CTRL UNIT
AGLC: APU GEN LINE CNTOR
PWR: POWER ON
BTC 2
301PP SUPPLIED 11XU2
BTC 1 CLOSED
EPC CLOSED OR
OR AND
AGLC CLOSED
GLC 2 AUX RLY CLOSED

AND CLOSE
GLC 2 CLOSED AUTO AND
EPC AUX RLY CLOSED

OR BUS TIE BTC
APU GCU PWR LOCK
A OUT
U
OFF
T
O GCU 2
Figure 30 Bus Tie Logic

AC MAIN GENERATION
24−22
TRANSFER CIRCUIT
The transfer circuit enables supply of both or either AC electrical network(s)
from one of the four power sources (GEN 1, GEN 2, APU GEN, EXT PWR).
This is via the transfer contactors (BTC). The BTC control is entirely automatic.
It depends on the availability of these sources and the correct condition of each
network.
The BTC 1 closes if no interlock condition exists on GCU 1:
S when generator 1 is not available, in order to supply network 1 from another
power source (generator 2, auxiliary generator or ground power unit),
S to supply network 2 from generator 1 in case of non−availability of:
− generator 2,
− auxiliary generator,
− and electrical ground power unit.
In case of single generator configuration, the sheddable busbars 218XP,
220XP, 210PP and 212PP are no longer available.
GCU1 or GCU2 enables closure of BTC1 or BTC2 if:
S no DP zone 2 condition,
S no GLC welded failure occurred.
Networks 1 and 2 are supplied in priority order:
S by the corresponding generator,
S by the electrical ground power unit,
S by the auxiliary generator,
S or by the other generator.
BTC’s 1 and 2 can be locked out by pressing BUS TIE pushbutton switch
located on ELEC overhead panel (Ref. 24−00−00). This causes both channels
to be isolated.
EXAMPLE: External Power ON

With the BATtery P/BSW in the OFF position, as soon as the external power is
AVAILable and selected ON, the GPCU (Ground Power Control Unit) supplies
BTC 1.
BTC 1 being closed, the BAT BUS 3PP is supplied allowing BTC 2 to be
energized via BAT sub−busbar 301PP. The external power supplies the whole
aircraft electrical network.
AC MAIN GENERATION
24−22
GPCU
BUS TIE
EXT
A PWR
U
T SUPPLY
OFF O
30XU1
7XG
EPC 301PP
BUS TIE AUX 28V DC
RLY GLC 1 RLY
AUX APU GCU
GLC 1 RLY SUPPLY
PMG 3
BTC 1 SDAC 1
6XS
SDAC 2 AGLC 5XU

GCU 1
DP
ZONE 2 BTC 1
BTC EPC
8XU
LOCK-OUT
GLC 2
GLC 2 GLC 2 GLC 1 GLC 2 301PP
BUS TIE AUX
AUX AGLC AUX 28V DC

RLY RLY RLY RLY
AUX
RLY EPC
BTC 2 AUX
GLC 1 RLY EPC 15XU
AGLC
30XU2
GCU 2 EPC
DP GLC 1 GLC 2
AUX AUX AUX
ZONE 2 RLY 14XU
BTC RLY RLY AGLC EPC AGLC
LOCK-OUT AUX
RLY
Figure 31 Bus Tie Schematic (External Power ON)
AC ESSENTIAL GENERATION
SWITCHING 24−25
24−25 AC ESSENTIAL GENERATION SWITCHING

AC ESS BUS SUPPLY OPERATION
Normal Supply contribute to a loss of situational awareness and consequent control of the
The AC ESS BUS is normally supplied by the AC BUS1 (AC ESS BUS aeroplane, which would constitute an unsafe condition.
CONTACTOR 3XC−1 energized). Therefore a modification of the electrical network configuration management
Condition: logic is mandated consisting in adding an automatic switching of the AC and
DC ESS BUS power supply such that upon the loss of the AC BUS 1, the AC
S AC BUS 1 supplied
BUS 2 will automatically take over the power supply. On pre−MOD aeroplanes,
S AC ESS FEED P/BSW in NORM this power supply switching can only be accomplished manually from the
S All Contactors, necessary to supply the AC ESS BUS by other Buses or cockpit and is covered by an Electronic Centralized Aircraft Monitoring (ECAM)
Power Sources must be deenergized. procedure.
This lead to the installation of the ESSential NeTWorK AUTOmatic ALTerNate
Alternate Supply
switching relay 17XC.
In the event of AC BUS1 loss, the AC ESS BUS can be manually restored by
the transfer of power supply directly from the AC BUS 2 (AC ESS BUS ATTENTION: According to EASA AD Note 2009−0235 all Airbus A320 family
CONTACTOR 3XC−2 energized). aeroplanes must be equipped with the ESS NTWK AUTO ALTN
relay modification (Airbus SB A320−24−1120) until November
Condition:
2011.
S AC BUS 2 supplied
S AC ESS FEED P/BSW in ALTN Emergency Generator Supply
S All Contactors, necessary to supply the AC ESS BUS by other Buses or In the event of AC BUS1 and AC BUS2 loss (Emergency Configuration), the
Power Sources must be deenergized. AC ESS BUS is restored on the CSM/G, when the RAT hydraulic power is
available.
Alternate Supply with relay 17XC As soon as there is control power available from the EMER GCU, the relay
Several occurrences of loss of the AC BUS 1 have been reported which led in 12XE is energized. Possibly still energized contactor (3XC−1 or 3XC−2) is
some instances to the loss of the AC ESS BUS and DC ESS BUS and deenergized. There upon the EMER GLC (2XE) can be energized.
connected systems. The affected systems include multiple flight deck Display
Units (Primary Flight Display, Navigation Display and Upper Electronic
Centralised Aircraft Monitoring display).
The reasons for these events have been investigated but have not been fully
established for all cases.
Due to the range of system losses some crews reported difficulty in
establishing the failure cause during the events and, consequently, the
appropriate actions to be taken may not be completed in a timely manner.
The loss of multiple display units, if not corrected expediently during a high
workload period, potentially affects the capability of the flight crew and could
FRA US/O-7 KnB Dez 05, 2012 20|−25|AC ESS|L3 Page 56

SWITCHING 24−25
ESS TR 4XP
115V AC
115V AC ESS BUS 2XP
115V AC
28V DC BUS 2
GLC EMER 4PE STATIC 1XC 2XC
EMER INVERTER
GEN
5XE 17XN1 1XP 17XN2
33XE 1 115V AC 1
TIMER
100 ms BUS 1
15XC 16XC
15XE1 15XE2
2XE 4XC 5XC
TO SDACS TO SDACS
1
The AC BUS Control Relays
15XC & 16XC are used for
Emergency Generator, Static
Inverter engagement logics,
BAT control on ground and as
BUS OFF input for SDACs.
3XC1 3XC2
CSM/G CTL UNIT DC ESS
CONTROL
12XE LOGIC
CSM/G EMER
CONTROL
7XB
CLOSED > 50KNOTS
+5V AC 3XH
ENERGIZED WHEN AC 20XN1 ENERGIZED
ESS BUS SUPPLIED WHEN AC BUS 1
701 3s
AVAILABLE
28V DC
TO HOT BUS
SDACS 20XN2 ENERGIZED
NORM ESS NTWK AUTO WHEN AC BUS 2
ALTN (17XC) AVAILABLE
NOTE: Time delay relay 17XC 11XC
(POST SB 24−1120)
Figure 32 AC Essential Bus Supply Schematic
SWITCHING 24−25
AC/DC SHEDDABLE BUS SUPPLY

Normal Configuration
The AC and DC ESSential BUSes supply the AC and DC ESS SHEDdable
BUS via the control relays 8XH and 8PH. The open or closed position of the
relays 8XH and 8PH depends on the network supply status.
Emergency Configuration
If there is an electrical emergency configuration and the Constant Speed Motor
Generator (CSM/G) fails, the essential network operates with battery power
only.
Battery 2 supplies the DC ESS BUS and battery 1 supplies the Static Inverter
(STAT INV), which supplies the AC ESS BUS. In this condition, the AC and DC
SHED BUS are not supplied because relays 8XH and 8PH are open due to the
fact that BATtery ONLY relays 2XB and 6XB are energized.

SWITCHING 24−25
AC SHED BUS
CNTOR RECTIFIER
Figure 33 AC/DC Sheddable Bus Supply

ELECTRICAL POWER A318/319/320/321
AC EMERGENCY GENERATION
24−24
24−24 AC EMERGENCY GENERATION

AC EMERGENCY GENERATION DESCRIPTION CSM/G Control Logic (RAT Version1)
3 different logics control energization of the emergency generation:
General S the automatic electrical logic: this is identical to that of the RAT
The AC emergency generation enables part of the distribution network to be extension, in the landing gear retracted configuration,
recovered in case of: S the manual electrical logic: this is identical to that of the RAT extension,
S loss of the two main generation sources and, in the landing gear retracted configuration,
S unavailability of the auxiliary generation. S the electrical test logic: this simulates the automatic electrical logic
because it allows the emergency generator to be coupled to the Blue
Operation hydraulic system (supplied by the hydraulic electric pump) while inhibiting
The emergency generator has priority over its network and supplies the RAT extension.
essential busbars (4XP, 8XP, 4PP, 8PP). Supply to the line contactor (EMER
GLC) only depends on the availability of the emergency generator. CSM/G Control Logic (RAT Version2)
The emergency generation system is mainly composed of: 3 different logics control energization of the emergency generation:
S a Constant Speed Motor/Generator (CSM/G) including a hydraulic motor S the automatic electrical logic: this is identical to that of the RAT extension, in
and an AC generator, the landing gear not compressed configuration,
S a Generator Control Unit (GCU). S the manual electrical logic: this is identical to that of the RAT extension, in
A hydraulic motor drives the emergency generator. the landing gear not compressed configuration,
A servo valve speed regulator controls the speed: it transforms the oil flow of S the electrical test logic: this simulates the automatic electrical logic because
the Blue hydraulic system into constant speed for the generator. it allows the emergency generator to be coupled to the Blue hydraulic
system (supplied by the hydraulic electric pump) while inhibiting RAT
When emergency conditions are met, this Blue system is supplied by a Ram extension.
Air Turbine (RAT).
RAT Extension Logic

3 different logics control RAT extension:
S the automatic electrical logic: this energizes solenoid N .1 when there is

loss of voltage at busbars 1XP and 2XP and speed V > 100 kts,
S the manual electrical logic: this energizes solenoid No. 2 directly, via
OVRD ELEC pushbutton switch,
S the manual hydraulic logic: this energizes solenoid No. 1 directly, via
OVRD HYD pushbutton switch.
FRA US/O-7 KnB Dez 05, 2012 21|−24|EMER GEN|L2 Page 60

24−24
EMER GEN RAT

MAN ON MAN ON
SPEED > 100 KTS OR RAT EXTENSION

OR
AC BUS 1 OFF AND
AC BUS 2 OFF
LANDING GEAR RETRACTED (VERSION 1) AND EMERGENCY GENERATOR ACTIVATION

OR
LANDING GEAR NOT COMPRESSED (VERSION 2)
LOSS OF BLUE HYDRAULIC PRESSURE OR EMERGENCY GENERATOR DE-ACTIVATION
FAILURE DETECTED BY EMERGENCY

GENERATOR CONTROL UNIT
EMER GEN
LINE CNTOR 2XE
EMER
AC ESS RAT
GEN BUS RAT
VERSION 2
VERSION 1
ESS TR
CNTOR 3PE
ESS DC ESS
TR BUS
EMER
GCU
Figure 34 Emergency Generation Activation Logic
FRA US/O-7 KnB Dez 05, 2012 21|−24|EMER GEN|L2 Page 61
24−24
CSM/G FUNCTIONAL OPERATION

Description
The extension of the RAT (Ram Air Turbine), for supplying the blue hydraulic
system in electrical emergency configuration, can be done via two solenoids.
Control of the solenoids

Solenoid 1:
S automatically dependent on the configuration of the electrical network and
aircraft
S manually by operating of the HYD RAT MAN ON P/BSW on the hydraulic
panel 40VU.
Solenoid 2:
S manually by operating of the RAT & EMER GEN MAN ON P/BSW on the
EMER ELEC PWR panel 21VU.
The automatic control of solenoid 1 happens, when:
S AC BUS 1 and 2 are not supplied
S A/C speed >100 kts (ADIRU 1) and
S battery 1 installed (Bus 703 PP supplied).
During the operational test of the CSM/G the above described control logic is
simulated by operating of the EMER GEN TEST P/BSW, without extension of
the RAT.
RAT & EMER GEN FAULT Control

The RAT & EMER GEN FAULT light (red) on the panel 21VU illuminates,
when:
S AC BUS 1 and 2 not supplied,

S ESS TR not supplied and
S nose landing gear up and locked.
The control signal is delivered by both BCL (Battery Charge Limiters).
FRA US/O-7 KnB Dez 05, 2012 22|−24|CSM/G|L3 Page 62

24−24
EMER ELEC PANEL (21VU) HYDRAULIC PANEL (40VU) HYDRAULIC PANEL (50VU)
ENGINE + L/G
BCL1, 2 AUTO CONDITION
401 PP
SPEED > 100 KTS 28V DC
OR DC ESS BUS
AC BUS 1 OFF AND
AC BUS 2 OFF
VERSION A OR VERSION B
POS 1: NLG UPLOCKED POS 1: MLG NOT COMPRESSED
POS 2: NLG NOT UPLOCKED POS 2: MLG COMPRESSED RAM AIR ELEC
TURBINE PUMP
1 2 1XP
LGCIU 1 115V AC
AC BUS 1
BLUE HYD
CSM/G 2705GJ
OR SOLENOID
AC BUS 1 SUPPLIED AND GCU CONTROL

AC BUS 2 SUPPLIED VALVE
AC HYD
AC ESS BUS GEN MOT
15XE1 2XE
FROM STAT INV
CSM/G
DC ESS BUS
3PE
FROM BATTERY 2 ESS TR
Figure 35 CSM/G Engagement Logic

24−24
CONTROLS AND INDICATIONS IN THE COCKPIT Emergency Generator Test
The RAT and CSM/G are: A test of the emergency generator can be initiated on the ground. The
S automatically controlled by AC BUS 1 and AC BUS 2 loss and V > 100 kts, procedure is controlled by the EMER GEN TEST pushbutton switch located on
the EMER ELEC PWR section of overhead panel 21VU. To do the test the
S or manually by means of the EMER ELEC PWR/MAN ON guarded
blue hydraulic system must be pressurized.
pushbutton switch on the EMER ELEC PWR section of the overhead panel
21VU. When EMER GEN TEST pushbutton switch is pressed and held:
When a failure of the AC BUS 1 and 2 occurs, simultaneously: S ELEC page is automatically displayed on the ECAM system (on ground
only),
S the RAT is automatically extended,
S the emergency generator is coupled to its network,
S the emergency generator is automatically coupled to AC and DC ESS
busbars, S DC ESS BUS SPLY and AC ESS BUS switching line contactors (4PC/3XC)
open, isolating AC and DC essential buses,
S the red FAULT legend comes on on RAT & EMER GEN annunciator until
the emergency generator is available. S on the ECAM system: green lines between normal busbars and essential
busbar disappear.
In all cases, the pilot has to press EMER ELEC PWR/MAN ON pushbutton
switch in order to confirm the automatic logic. The red FAULT legend S The white EMER GEN, ESS TR and the green indications of the
disappears if the emergency generator supplies the ESS network. corresponding parameters appear, green lines between EMER GEN and
AC ESS and DC ESS appear.
NOTE: The red FAULT legend on the RAT & EMER GEN annunciator is
triggered by the BCL 1 or 2 (Battery Charge Limiter). NOTE: The ELEC page must disappear when the EMER GEN TEST
pushbutton switch is released.
It illuminates, when the conditions for emergency generator
operation are fulfilled, but the emergency generator does not NOTE: The deployment of the RAT is inhibited during the test, because
supply the ESS network. the EMER GEN TEST P/BSW disconnects the RAT solenoid #1
The BCLs recognize this by observing the ESS TR contactor, from the HOT BAT BUS 1.
because it should be closed when the EMER GEN supplies the A test of the emergency GCU can be initiated on the ground from the CFDS.
essential network correctly.
ELECTRICAL EMERGENCY CONFIGURATION
Electrical emergency configuration during RAT extension (<10 sec) and in
landing gear extended configuration
This configuration is the result either of the RAT extension phase or of the
activation of the CSM/G interlock logic when the landing gear is extended
during an emergency configuration. In this case the CSM/G is switched off
through a logic controlled by LGCIU−1.
No power source (GEN 1, GEN 2, APU GEN, EXT PWR, EMER GEN) being
available, static inverter, AC busbars 4XP and 901XP are supplied by battery 1
via the static inverter and DC busbar 4PP by battery 2 via static inverter
contactor 2XB.

24−24
20VU
105VU 103VU 21VU 40VU RAT
703 SOLENOID
HOT BUS 1 EMER ELEC PWR HYD/BLUE/RAT (HYDR. BAY)
EMER GEN TEST MAN ON
1XP
2XP
1
120VU 2805 GE
V>100 kts 23XE
CONF 120VU
1S
ADIRS 1 (ZONE 127) 20XE OVRD
(SUPPLIED FROM 704PP) ELEC 701PP
16XE
BAT 2 3PH
16XC 15XC 2
6XE 24XE
RES
4PP
1PH
FAULT 28VDC
NOSE L/G
BCL1 14XE LOCKED UP
31XE
5GA1 LGCIU − 1
106VU
L/G LOCKED UP
1XP
2XP ELECTR.
VALVE PULSE
ESS TR
CSM/G
DITTO
BCL2
BAT CHG LIM 1/2 (NOSE GEAR BAY)

(SUPPLIED FROM 701PP/702PP) NO FAULT
1XE CSM/G CTL UNIT (ZONE 125)
Figure 36 RAT Extension and CSM/G Control Logic
24−24
CSM/G CONTROL FUNCTIONAL OPERATION

System Components and Functions Operational Modes
The emergency generation system mainly consists of: There are three modes to get the EMER GEN into operation:
S the CSM/G (Constant Speed Motor/Generator) S automatically dependent on the configuration of the electrical network and
S an EMER GCU (EMERgency Generator Control Unit). aircraft (AUTO CSM/G CONTROL LOGIC)
The CSM/G contains a hydraulic motor and an AC generator (emergency S manually by operating of the RAT & EMER GEN MAN ON P/BSW.
generator). S manually by operating of the EMER GEN TEST P/BSW (push and hold).
The hydraulic motor drives the generator. A servo valve speed regulator In the first two cases the starting of the CSM/G is only possible with nose
controls the speed of the hydraulic motor. landing gear up and locked (relay 3PH deenergized).
It transforms the oil flow of the blue hydraulic system into a constant speed for As soon as the generator system is power ready, control power for the
the emergency generator. corresponding contactors is available from the GLC CONTROL CCT.
In emergency configuration the blue hydraulic system is pressurized by a RAT The EMER GCU (type 3 system) can be tested through the CFDIU via the
(Ram Air Turbine). MCDU.
NOTE: Normally the blue hydraulic system is supplied by an electrical CSM/G GCU Protections
pump (normal electrical power configuration and during the
The GCU protections are:
CSM/G test).
S Over/under voltage (OV/UV, Time Delay = 3−5s)
The functions of the EMER GCU are:
S Over/under frequency (OF/UF, TD = 3−5s)
S to control the servovalve excitation for speed regulation,
S Shorted PMG (TD = 3−5s)
S to regulate the generator voltage by the field current,
S Fast overspeed shutdown (TD = 150ms)
S to protect the network and the generator by controlling the associated line
contactor and generator field current. In all cases the line contactor 2XE opens, generator de−energization and
control valve close (FAULT warning on RAT & EMER GEN warning light
triggered by BCL 1 and/or 2).

A318/A319/A320/A321
AC EMERGENCY GENERATION 1
24−24
SDAC 2 VOLTAGE
AND
SDAC 1 FREQUENCY
SENSING
POR
TO ESS
27WV NETWORK
GENERATOR AND ESS TR
MAIN 2XE
TEST
FIELD
GLC
EXCITER CONTROL GRD SIGNAL
FIELD WHEN TEST OK
VOLTAGE PROTECTIONS:
UF, OF, OV, UV CFDIU
REGULATION SPMG, OVERSPEED
28V DC
TRIP RESET NOSE L/G

SUPPLY LOCKED UP
PMG LGCIU 1
BAT 2
23XE P/BSW
CONSTANT SPEED EMER ELEC PWR/
EMER GEN TEST
MOTOR
SERVO SPEED
VALVE REGULATION
BAT 2
FEED
SOLENOID VALVE TDO
CONTROL VALVE CONTROL CONTROL
24XE P/BSW
EMER ELEC PWR
CSM/G CSM/G CONTROL UNIT MAN ON
CSM/G
CONTROL
LOGIC
(AUTO)
Figure 37 CSM/G Control Schematic

STATIC INVERTER
24−28
24−28 STATIC INVERTER

STATIC INVERTER DESCRIPTION Test
On the ground, the static inverter can be checked applying the following
GENERAL procedure (aircraft supplied by EXT POWER or APU GEN):
The 1000 VA nominal−power static inverter transforms the direct current S EMER GEN TEST P/BSW ON,
voltage from battery 1 into a single−phase 115 VAC/400 Hz alternating current. S BUS TIE P/BSW OFF,
The static inverter is used in these cases: S On the ECAM ELEC page, check voltage and frequency of static inverter,
S APU start (supply of fuel pump), by pressing and holding the ELEC key on the Ecam Control Panel (Single
S engine start on batteries (ignition), ECAM DU operation).
S Ram Air Turbine (RAT) deployment (< 10s) (supply of ECAM display units),
S on ground, on batteries only (pushbutton switch supply),
S in emergency configuration with landing gear extended (RAT Version 1), or
S in emergency configuration after landing, when the CSM/G is switched off
(RAT Version 2).
Operation/Control and Indicating

The static inverter starts automatically if:
S the AC BUS 1 and 2 are lost,
S the CSM/G is not available, and
S speed is more than 50 Kts.
When the static inverter is faulty, it generates a permanent ground signal to the
BCL1. The presence of the ground signal means:
S overheat,
S output overvoltage,
S input undervoltage,
S input overvoltage.
The static inverter defect is sent to the battery charge limiter 1 which stores it in
a memory as a class I failure. When the network is supplied, STATIC INV
FAULT message appears on the upper ECAM display unit.
The fault indication will be available during BCL BITE reading from the
Centralized Fault Display System (CFDS).
FRA US/O-7 KnB Nov 28, 2012 23|−28|STAT INV|L2 Page 68

STATIC INVERTER
24−28
SPEED ≤ 50 KTS
BAT 1 CNTOR CLOSED
AND
BAT 2 CNTOR CLOSED
AC BUS 1 OFF STATIC INVERTER ACTIVATION

AC BUS 2 OFF AND AND OR - STAT INV SUPPLIED BY BAT 1
EMER GEN OFF - DC ESS BUS SUPPLIED BY BAT 2
SPEED > 50 KTS
TEST CONDITION
AC ESS BUS SUPPLIED BY

OR
STATIC INVERTER
DC ESS
BAT 2
BUS
AC ESS SWTG
CNTOR 15XE2
BAT 1 STATIC AC ESS

INVERTER BUS
STAT INV STAT INV
CNTOR 2XB BUS
NOTE: The activation of the Static Inverter automatically leads to a de-energization of the DC and AC ESS SHED BUS.
Figure 38 Static Inverter Activation Logic

FRA US/O-7 KnB Nov 28, 2012 23|−28|STAT INV|L2 Page 69
STATIC INVERTER
24−28
STATIC INVERTER CONTROL DESCRIPTION

The static inverter serves to supply:
S the APU fuel pump (alternate supply)
S engine ignition (alternate supply)
S one annunciator light transformer (alternate supply) and
S the AC ESS BUS (in flight only), if there is no other power source available
except the batteries.
The static inverter transforms 28 V DC into 115 V AC (single phase), 400 Hz.
Nominal power is 1000 VA.
On the ground (speed < 50 kts), to get the static inverter into operation (e.g. for
an APU start), both batteries must be switched on (contactors 6PB1 and 6PB2
energized).
To check the static inverter on ground, the electrical network is switched off,
included the batteries. After that, when the EMER GEN TEST pb−sw. on the
EMER ELEC PWR panel is pushed and hold, a condition is simulated ( A/C
speed >50 kts), in which the static inverter goes into operation automatically
and supplies the AC ESS BUS.
Thereby a part of the ECAM system goes into operation and the electrical
parameters of the static inverter (voltage and frequency) can be checked via
the E/WD (single display operation).
FRA US/T-5 PoL Nov 25, 2010 24|−28|Control|L3 Page 70

STATIC INVERTER
24−28
BAT 2 3PP
SHUNT 28V DC
SPEED BELOW BAT BUS
704PP
28V DC 50 kts, BAT 1 & 2
BAT 2 HOT BUS 6PB2 P/BSW ON
BAT 1
SHUNT
901XP
STATIC INVERTER 12XB 115V AC
6PB1 115V AC FAULT DISCRETE BATTERY STAT INV BUS
SDAC 1 CHARGE
2 LIMITER
28V DC 115V AC
EMER ELEC PWR ABC
PANEL (21VU) 4PP
XH XH 28V DC 4XP
115V AC TO
ESS BUS ESS TR
ESS BUS
VIA C/B
2XB AC BUS 1 AND 2 OFF PH
PH FROM
EMER
GLC
2XE
23XE 12XE
1802VD 16XC
15XC EMER. GEN 6XB
OFF RLY 15XE2 15XE1

ADIRU 1
AIRSPEED > 50 kts 10XE
7XB 14XC
13XC
Figure 39 Static Inverter Control Schematic

FRA US/T-5 PoL Nov 25, 2010 24|−28|Control|L3 Page 71
GALLEY SUPPLY CONTROL
24−26
24−26 GALLEY SUPPLY CONTROL

GALLEY SUPPLY CONTROL OPERATION Only the secondary galley loads are supplied, when the following power
sources are in operation:
GENERAL S one engine generator (ground or flight)
The galley assembly is divided into several parts: S APU generator in flight.
S Aft galley, The FAULT light in the GALLEY P/BSW illuminates, when one of the three
S Forward galley, generator systems (IDG 1,2 or APU) signals an overload condition (discrete
S Mid galley (A321 Only). from the GCU).
The galley general supply is controlled from flight compartment overhead panel When there is an overload condition with the APU generator system during
35VU by means of GALLEY or GALY & CAB pushbutton switch (normal ground operation, the complete galley loads are automatically switched off
operation when the pushbutton is pressed in). (relay 4XA is energized and locked via the GALLEY P/BSW).
If the OFF legend of the enhanced COMMERCIAL pushbutton switch A reset of the galley loads is possible via the GALLEY P/BSW (first OFF than
(commercial load shed) is off (pushbutton switch pressed in), galley general on again).
supply can be controlled from flight compartment overhead panel 35VU by Overload Detected by a GCU
means of GALLEY pushbutton switch (normal operation when the pushbutton
is pressed in). If an overload is detected:
S amber FAULT legend illuminates on GALLEY pushbutton switch,
Description S auto display of the ELEC page on the lower ECAM display unit,
The supply of the galley loads is divided into two groups: S MASTER CAUT light + single chime + amber message on the upper ECAM
S Main Galley supply, display unit confirm the overload.
S Secondary Galley supply. The crew has to release GALLEY pushbutton switch. On the ECAM SD white
The power supply provides the galleys with 115 VAC and 50KVA to 70KVA OFF legend illuminates. This action results in shedding of all galleys. GALLEY
electric power depending on A/C type. indication is displayed on the lower ECAM DU, STATUS page.
The on and off switching and monitoring of the system takes place via a On ground, it is possible to supply all galleys:
common pushbutton switch on cockpit overhead panel. S either with the APU GEN: If I > 277 A, galleys automatic shedding,
The supply of the galley loads depends on the supply of the electrical network S or with the EXT PWR: without galleys automatic shedding.
in flight or on ground.
All galley loads are supplied, when the following power sources are in
operation:
S external power
S two generators
S APU generator on ground.
FRA US/O-7 KnB Dez 07, 2012 25|−26|Galley Sply|L3 Page 72

24−26
COMMERCIAL P/BSW ONLY ON EHANCED A/C

Figure 40 Galley and Commercial P/BSW

24−26
A/C NETWORK SUPPLIED

BY SINGLE ENG GEN ONLY
MAIN GALLEY SHEDDING

A/C IN FLIGHT S FWD GLY 12
AND OR
A/C NETWORK SUPPLIED S AFT GLY 40
BY APU GEN ONLY S MID GLY 26 (A321)
*
COMMERCIAL P/BSW OFF
OR
GALLEY P/BSW OFF
SECONDARY GALLEY SHEDDING

S AFT GLY 30:
OR − Coffe Maker 1 & Work Light
S FWD GLY 14:
SIGNAL REMAINS ACTIVE
UNTIL GALLEY P/BSW − Oven 1, Coffe Maker 1
*
A/C ON GROUND RESET OR NEW A/C POWER UP.
AND and Work Lights
GALLEY P/BSW
APU GEN OVERLOAD

OR FAULT A
GEN 1 OR 2 OVERLOAD U
T
OFF O
* EXAMPLES TAKEN FROM DLH FLEET. FOR OTHER AIRLINES REFER TO ASM 24−26 & 24−56.
Figure 41 Main & Secondary Galley Shedding Logic
24−26
101PP BTC 1
28V DC
5V AC
BTC 2
8LP
601PP GALLEY
28V DC FEEDER
11XA CONTACTORS
5 MC
ELEC PNL
(35VU)
ELEC PNL
202PP (35VU)
28V DC 13 MC
3XA 4 MC
6 MC
MLG COMPRESSED TO 15 MC
LGCIU 2 COMMERCIAL
BUSES 5XA 17 MC
IDG 1 OVERLOAD
6XA
GCU 1 MAIN GALLEY
4XA SPLY CNTR
9XA
IDG 2 OVERLOAD
GCU 2 EPC
BOTH GENERATORS
OPERATIVE (IN AIR) AGLC
APU OVERLOAD
GAPCU ENHANCED A/C VERSION
Figure 42 Galley Supply Control

EXTERNAL POWER
24−40
24−40 EXTERNAL POWER

EXTERNAL POWER SUPPLY PRESENTATION
GENERAL
The aircraft network can be supplied by a GPU (Ground Power Unit) connected
to the external power receptacle located forward of the nose landing gear well.
EXTERNAL POWER CONTROL

Normal Parameters
If the external power parameters are correct, the indicator lights on the external
power receptacle and the EXTernal PoWeR AVAILable light on the cockpit
overhead panel come on. The ground power parameters are monitored by the
GPCU (Ground Power Control Unit) which activates the indicator lights. With
such indications the ground cart can supply the aircraft network. As soon as
the EXT PWR P/B is pressed−in, the GPCU closes the EPC (External Power
Contactor) to supply the aircraft electrical network.
Abnormal Parameters
If any external power parameter is not correct, the indicator lights stay off.
The external power cannot be connected to the aircraft network. The detection
of a GPCU fault causes the EPC to open.
FRA US/O-7 KnB Dez 07, 2012 26|−40|Ext. Pwr|L2 Page 76

EXTERNAL POWER
24−40
BTC 1 BTC 2
EXTERNAL POWER PANEL LIGHTS CONFIGURATION
AC BUS 1 AC BUS 2
NORMAL PARAMETERS
EPC GROUND POWER
EXT PWR PANEL
(108VU) CONTROL UNIT
(GPCU)
EXT PWR
TO AC/DC
GROUND
NOT IN USE AVAIL
SERVICE
BUS
GPU AVAILABLE BUT NOT CONNECTED TO NETWORK
(EPC OPEN)
EXT PWR
ABNORMAL PARAMETERS
EXT PWR PANEL

(108VU)
EXT PWR PANEL ELEC PANEL
(108VU) (35VU)
EXT PWR
EXT PWR
AVAIL
NOT IN USE AVAIL
NOT IN USE AVAIL
GPU PARAMETERS NOT CORRECT
(EPC OPEN)
NETWORK SUPPLIED BY GPU
Figure 43 External Power Control

FRA US/O-7 KnB Dez 07, 2012 26|−40|Ext. Pwr|L2 Page 77
EXTERNAL POWER
24−40
EXTERNAL POWER FUNCTIONAL OPERATION S The External Power Available Power Ready Relay (PR)
The PR when excited enables the connection of the ground power unit to the
GENERAL aircraft network provided none of the following protections is activ:
S The GPCU has three different functions: S over/undervoltage,
S aircraft power supply control and network protection, S over/underfrequency,
S system test and self−monitoring relating to these functions, S incorrect phase order,
S provide BITE and messages for the AC generation (GCU’s and GPCU). S GPCU internal fault.
Controls for the external power system are in the cockpit on the overhead Any fault detection:
panel and on the ground control panel. S prevents the ground power unit from being connected to the aircraft
CONTROL AND PROTECTION FUNCTIONS network,
S or causes it to trip if already in line.
Control Unit Supply
NOTE: When a fault is detected, the PR is no longer excited and/or
The control unit is supplied with 115 VAC/400 Hz, directly from the external inhibits illumination of the ON legend of the EXT PWR
power receptacle, by the voltage it has to analyse. pushbutton switch.
The GPCU generates 28VDC from this voltage.
NOTE: The PR also controls the illumination of the AVAIL legend of the
It is used: EXT PWR pushbutton switch in the cockpit and the EXT PWR
S for its own needs (internal plus or minus 15 V, plus or minus 5 V and + 28 V AVAIL caution light in the external power receptacle housing.
supply),
S to supply the aircraft power supply control and indicating circuits (EPC, EXT Protections
PWR pushbutton switch, EXT PWR NOT IN USE indicator light and EXT S Over/underfrequency (OF, UF)
PWR AVAIL caution light, flight/ground network contactors), The control unit permanently monitors the frequency of phase A voltage of
S with 28 VDC from the normal aircraft electrical network and on the ground the external power receptacle. The over/underfrequencies protection are
only. triggered when the frequency becomes higher/lower than a certain
This dual supply constitutes the 28 V internal supply, peculiar to the control threshold.
unit. S Over/undervoltage (OV, UV)
The control unit permanently monitors the voltage of the three phases of the
Indicating Circuits external power receptacle. The undervoltage protection is triggered when
The GPCU (in association with the EXT PWR pushbutton switch) controls the the voltage of the lower phase becomes lower than a certain threshold.
connection/disconnection of the external power to/from the aircraft electrical S Incorrect phase order (IPS)
system.
This detection is performed from voltage information of phases A and B of
The necessary controls are achieved by means of relays: the external power receptacle.
S The Pin Monitoring Relay ( PMR ) After excitation of the ground power unit generator, the control unit analyzes
This relay when energized, connects a holding supply to the GPU line the phase order of the voltage supply. When the voltage is incorrect, the
contactor. It is energized when the DC input voltage (Pin E and F) is within GPCU prevents the closure of the PR relay (protection of the three phase
acceptable limits (less than 42 VDC). consumers).This protection is effective in case of cross connection between
any two phases, and also if a phase and the neutral are crossed.
FRA US/O-7 KnB Dez 07, 2012 27|−40|EXT|L3 Page 78

EXTERNAL POWER
24−40
ELEC PANEL TO BTCs

5V AC (35VU)
10XG ANN LT TEST &
8XG
INTERFACE BOARD 6XG
EGIU 1 EXT PWR
10LP
SUPPLY 12XX AC GND
EXT PWR
SVCE SPLY CNTOR
NOT IN USE
VOLTAGE & FREQUENCY
5V AC
21XG
FLIP-
SENSING
FLOP
GLC 3
13XG GLC 1 GLC 2
401XP 3XG
115V AC 11XG EPC
BTC 1 BTC 2
5XG 9XG
AUX RLY
4XG EXT PWR/AVAIL
12XG
23XG
TO EPC
20XG 2XG TR CB2
7XG
A 301PP
B 28V DC
C
N
TRIP POWER
28V DC F SUPPLIES
CB1
PRR
CLOSE
E
V.E. OR V.F. PROTECTION
GROUND CART EXT PWR MONITORING MODULE
RECEPTACLE
PMR
GPCU
PMR: PIN MONITORING RELAY
Figure 44 External Power Control
FRA US/O-7 KnB Dez 07, 2012 27|−40|EXT|L3 Page 79
EXTERNAL POWER
24−40
GROUND SERVICE SYSTEM OPERATION

Ground Service Control
An AC and DC ground/flight distribution network can be supplied:
S either normally from the aircraft network or
S directly by the external power unit and TR 2 upstream of the EPC, in ground
service configuration.
In ground service configuration this network can be supplied without energizing
the whole aircraft network.
Supply selection for ground service network is controlled from panel 2000VU,
MAINT BUS switch.
In ON position the switch is electromagnetically latched, if the GPCU delivers
correct control voltage (power ready, PR).
The normal supply configuration has a priority on the ground service
configuration (relay 7XX energized by AC BUS 202XP−C), but the switch
remains in ON, until there is no longer power ready.
An overheat of TR 2 results in the automatic unlatching of MAINT BUS ON
switch. This entails the cut−off of ground distribution network.
FRA US/T-5 PoL Nov 25, 2010 28|−40|Grd Serv|L3 Page 80

EXTERNAL POWER
24−40
2XP
115V AC
BUS 2
GLC − 2 10XN
GEN 212XP
2 AC
EXT 216XP − C GND/FLT
2PU2 4XX
PWR
BTC2 NETWORK
EPC 214XP
TR 2
EXT
PWR 2PP
2XX 28V DC
5PU2 BUS 2
1XX 14PU
F 3PX
VIA 8PN CTR 601PP &
MAINT BUS 602PP
NO FAULT
12XX ON DC SVCE
14XX 14PU BUS
14XX
1XG
PR
+ 28V
6XG
GPCU OR GAPCU
14XX 6XX
5XX
202XP-C
115V AC
BUS 2
12XN 12XX 7XX
PWR/SVCE/CTL
Figure 45 Ground Service Distribution

FRA US/T-5 PoL Nov 25, 2010 28|−40|Grd Serv|L3 Page 81
DC GENERATION
24−30
24−30 DC GENERATION
TR−UNIT COMPONENT DESCRIPTION
Each TR (Transformer Rectifier Unit) is supplied with 115 V AC/ 400 Hz, three
phases.
Its nominal current output is 200 A at a voltage of 28 V DC.
The TRs are switched to the corresponding DC buses via contactors, which are
controlled by the TRs itself.
In case of overheat (>171 _C) or minimum current detection (< 1 A), the TR
contactor is switched off and locked open via the latching relay K1.
For TR 2 an open latching of the contactor after minimum current detection is
inhibited during ground service operation (contactor 3PX energized).
RESET of a TR is possible either via the CFDS or a common RESET P/BSW
(15PU) on the relay panel 103VU in the middle right avionics compartment.
Parameters of voltage and current of a TR are delivered to the ECAM system
by the TR and are displayed on the SD (System Display).
FRA US/O-7 KnB Dez 07, 2012 29|−30|TRU|L3 Page 82

DC GENERATION
24−30
1PP
1XP 28V DC
115V AC KLIXON THERMO SWITCH
DC BUS 1
AC BUS 1 (CLOSES IN OVERHEAT CONDITION)
TR CNTOR
5PU1
1PU1
2PU1
4PU1
AC CT
42XU3
CURRENT
SENSOR
4PU
OVERHEAT
DETECTION
NOTE: For TR 2 only: SET
3PU1
Minimum current 204PP
Protection is inhibited (28V DC)
OR
if DC SVCE GND
SPLY contact (3XC) is MINIMUM
CURRENT CURRENT
closed. MEASURE DETECTION
TO 1PC1 AND 1PC2

CONTROL
SDAC 1 SDAC 2 TR RESET P/BSW CFDIU

15PU
Figure 46 TR Unit Schematic

DC GENERATION
24−30
TR−CONTACTOR SYSTEM OPERATION

The TR CNTRs 5PU1, 2 and 3PE serve for connecting the DC BUSES 1, 2
and ESS with their corresponding TR.
The ON switching conditions are:
S no TR fault and
S 28V DC TR output
For the switching logic of TR 2 contactor a third condition is necessary:
5PU2 is only switched on, when the AC supply for TR 2 comes from AC BUS 2
(contactor 14PU energized) and not from ground service.
TR1
2PU1 5PU1
1XP 1PP
115V AC 28V DC
BUS 1 BUS 1
1PU1
4PU1
28V TR 1
AND
FAULT TR 1
TR 1
CNTOR SPLY
NOTE: For TR1, TR2:

“FAULT TR“=No output current or overheat.
Figure 47 TR 1 Contactor Control

DC GENERATION
24−30
TR2
2PU2 5PU2
2XP 2PP
115V AC 28V DC
BUS 2 14PU BUS 2
1PU2
EXT PWR
14XX
28V TR 2 4PU2
FAULT TR 2 AND
14PU TR 2
CNTOR SPLY
14PU: TR2/AC SERVICE BUS NORM SUPPLY CONTACTOR
ESS TR
4XP 4PE 3PE 2PP
115V AC 28V DC
ESS BUS 15XE2 BUS 2
28V TR 2
1PE
5PE
ESS TR
CNTOR CTL
Figure 48 TR 2 & ESS TR Contactor Control

DC ESSENTIAL & NORMAL GENERATION
SWITCHING 24−35
24−35 DC ESSENTIAL & NORMAL GENERATION SWITCHING

DC TIE CONTROL OPERATION
DC TIE CNTR 1 (1PC1) Control
The contactor is normally energized and serves for connecting the DC BAT
BUS to the DC BUS 1.
DC TIE CNTR 2 (1PC2) Control

The contactor is normally deenergized and energized if TR 1 or TR 2 is lost or
contactor 1PC1 is faulty.
The FIN’s in the logic in detail stand for the following components:
S 1PC1 = DC TIE CNTR 1
S 4PC = ESS DC TIE CNTR
S 1PP = DC BUS 1
S 2PP = DC BUS 2
S 5PU1 = TR 1 CNTR
S 5PU2 = TR 2 CNTR
S 1XP = AC BUS 1
S 2XP = AC BUS 2
FRA US/O-7 KnB Dez 07, 2012 30|−35|DC TIE|L3 Page 86

SWITCHING 24−35
1XP supplied
NORMAL CONDITION CLOSE
5PU1 closed AND
OR
28V 1PP avail
3PP
28V DC
1PP BAT BUS
28V DC
BUS1
AND
FAULT TR2 1PC1
OR
28V 2PP avail

AND
FAULT TR1
AND TR 1 OR 2
FAULT
4PC closed
1XP supplied 2PP

OR 28V DC
2XP supplied BUS2

1PC2
1XP = AC BUS
5PU1 = TR 1 CNTOR
1PP = DC BUS 1
4PC closed CLOSE 2PP = DC BUS 2
OR 4PC = ESS DC TIE CNTOR
1PC1 closed DC TIE CNTOR 1 FAULT
AND 2XP = AC BUS 2
2PP supplied 1PC1 = DC TIE CNTOR 1
5PU2 closed 1PC2 = DC TIE CNTOR 2
5PU2 = TR 2 CNTOR
Figure 49 DC Tie Control
FRA US/O-7 KnB Dez 07, 2012 30|−35|DC TIE|L3 Page 87
SWITCHING 24−35
DC ESS BUS NORMAL SUPPLY

The DC ESS BUS is normally supplied by the DC BUS 1 via the DC BAT BUS
(ESS DC TIE CNTR 4PC energized).
The conditions therefore are:
S TR 1 supplies DC BUS 1 (contactor 5PU1 energized)
S DC TIE CNTR 1 energized, DC TIE CNTR 2 deenergized
S DC BUS 1 supplied (28 V DC)
S ESS TR not in operation (contactor 3PE deenergized).
The ESS DC TIE CNTR (4PC) is deenergized, if:

S TR 1 and/or 2 are/is lost (contactors 1PC1 and 1PC2 energized), or
S in emergency configuration (contactor 3PE energized), or
S DC TIE CNTR 1 (1PC1) faulty.
The FIN’s in the logic in detail stand for the following components:
S 4PC = ESS DC TIE CNTR
S 3PE = ESS TR CNTR
S 1PP = DC BUS 1
S 5PU1 = TR 1 CNTR
FRA US/-O-7 KnB Dez 07, 2012 31|−35|DC ESS|L3 Page 88

SWITCHING 24−35
2XB = STAT INV CNTOR

3PE = ESS TR CNTOR 1
1PP = DC BUS 1
2PP = DC BUS 2
5PU1 = TR 1 CNTOR
2XB closed 1PC1 = DC TIE CNTOR 1
3PE closed 1PC2 = DC TIE CNTOR 2
3PP = DC BAT BUS
1PC2 closed
1PC1 closed AND 4PC = ESS DC TIE CNTOR
28V 1PP avail. NORMAL DC POWER 4PP = DC ESS BUS
5PU1 closed CONDITIONS
3PP
1PP 28V DC
28V DC BAT BUS
BUS1
1PC1 4PP
28V DC
ESS BUS
4PC
2PP
28V DC
BUS2
1PC2
Figure 50 DC ESS Bus Normal Supply

FRA US/-O-7 KnB Dez 07, 2012 31|−35|DC ESS|L3 Page 89
DC GENERATION BATTERIES
24−38
24−38 DC GENERATION BATTERIES Battery Contactor 1 or 2 closes:

S when the BAT P/B is set from OFF to AUTO (BCL reset),
S battery voltage < 26,5 V and BAT BUS voltage > 27 V, or
BATTERY CONTROL FUNCTIONAL OPERATION
S during APU start (APU master switch ON and APU speed < 95%), or
GENERAL S when no AC power available (AC BUS 1 and 2 power loss) and A/C on
Each battery of the nickel−cadmium type is composed of twenty elements ground (LGCIU) or A/C speed < 100 kts (ADIRU 1).
housed in a stainless steel case.
BC 1 (2) open, when:
They have the following characteristics:
S charge current < 4A for 10 seconds on ground (BAT SHUNT),or
S nominal voltage: 24 V,
S charge current < 4A for 30 minutes in flight, or
S nominal capacity: 23 Ah,
S charge current > 10A and charge rate > 0,375 A/min (thermal runaway)
S high instantaneous power, (BAT SHUNT), or
S electrolyte reserve: 60 cubic centimeters, S charge current > 150 A for > 90 sec. (BAT SHUNT), or
S two ventilation ducts. S discharge current > 150 A (BAT SHUNT), or
They are used for: S BCL failure (e.g. internal short), or
S start of the APU on ground and in flight, or S battery voltage < 23 V for 15 seconds to prevent complete discharge of the
S supplying parts of the AC/DC network in emergency configuration, during battery on ground.
RAT (Ram Air Turbine) deployment and when the emergency generator is The battery contactor opens and remain latched open. A reset may be
not in operation (configuration with landing gear down). possible by pushing the appropriate BAT pb−sw. to OFF and back to AUTO.
CONTROL S In flight, when the electrical emergency configuration is initiated, the APU
start sequence is inhibited during 45 seconds (CNTR 5KA inhibited).
Each battery system contains a BCL (Battery Charge Limiter), which controls
the corresponding BC (Battery Contactor). Therefore the BAT P/BSW (cockpit If the CSM/G comes on line before 45 sec., the APU start sequence is
overhead panel) must be in position AUTO (pressed in): available as soon as the CSM/G is coupled to the network.
The APU start sequence is also inhibited in emergency configuration, when
BATTERY SHUNT the landing gear is extended.
A 400 A/75mV shunt is installed on a base. It is used to read the charging and
S The EMER GEN FAULT light on the EMER ELEC PWR panel is controlled
the discharging currents of a 24 V, 23 Ah battery. by BCL 1 and 2.
It has the following characteristics: It illuminates, when:
S Rating: the shunt supplies a voltage of 75 mV when a 400 A current goes − AC BUS 1 and 2 power loss
through it.
− nose landing gear up and locked
S Accuracy: 1% at 20 deg.C in the 0 − 400A range.
− ESS TR CNTR (3PE) not energized.
S Overload capacity: 600 A during 30 seconds, 1000 A during 5 seconds.
S All parameters of the batteries for ECAM (indications and failure messages)
S Max. weight: 300 g. are delivered by the BCLs in digital form.
S All failure messages from the BITEs, including static inverter fault, are
delivered to the CFDIU in digital form.
FRA US/O-7 KnB Dez 07, 2012 32|−38|BAT|L3 Page 90

DC GENERATION BATTERIES
24−38
3PP CNTOR 2XB SHUNT

28V DC 3PB1
BAT BUS
8PB1 701PP 2PB1
28V DC BAT1
LP TEST 15PB HOT BUS
BAT 1 P/BSW 6PB1 703PP
LP TEST 5V AC
ESS CNTOR
CTL
HOT BUS 17PB BAT
BAT 2 TO BCL 2
SUPPLY SHUNT
APU START
MODULE CNTOR
LOCK OUT
SHORT APU TO APU
OR CIRCUIT START START
PROT
14KD
APU MASTER SW 31XE 401PP
BAT FAULT TO BCL 2 28V DC
1PH ESS BUS
RAT & EMER
AUTO/OFF FAULT GEN
7PB1 P/BSW RAT/CSM.G
APU MASTER CTL
BAT CNTOR
SWITCH 14KD STATUS
TO BCL 2
MICRO TO 4PP
ESS TR CNTOR 3PE CNTOR PROCESSOR
TO BCL 2 STATUS
APU START SDAC 1

6KD 2
LGCIU 1 ARINC
429
28V DC TO BCL 2
MAIN L/G COMPRESSED L/G NOT CFDIU
LOCKED UP
ON GROUND TO BCL 2
ADIRU 1 TO RAT EXT RELAY GROUND ACQUISITION
TO BCL 2 Condition
MODULE
AC BUS 1
3XB STAT INV A/C SPEED
AC BUS 2
N > 100 KTS
FAULT SIGNAL PIN PROG BCL 1 15XC
16XC
TO BCL 1 ONLY
BCL 1 POSITION 17XN1
17XN2
Figure 51 Battery Control
FRA US/O-7 KnB Dez 07, 2012 32|−38|BAT|L3 Page 91
GENERAL
24−00
24−00 GENERAL
ELECTRICAL POWER BITE (CFDS HANDLING)
CFDS UTILIZATION GENERAL
Access to the CFDS (Centralized Fault Detection System) for testing the AC GEN
different electrical power systems is available via a MCDU from the cockpit. All AC GENeration computers (GCU 1, 2, APU GCU and GPCU) include a
The maintenance engineer has the choice between the tests of the: BITE system type 2, which enable them to store failure messages in a
S Emergency GCU (Generator Control Unit) memory.
S All AC generation computers (GCU1, GCU 2, APU GCU, GPCU) Also they can be checked via the CFDS.
S The BCL (Battery Charge Limiters) The GPCU is the interface between the GCUs and the CFDIU. The GCUs are
continuously monitored by the GPCU.
S A reset of one of the TRUs (Transformer Rectifier Units)
The GPCU stores in the memory the failure codes acquired by the GCUs.
NOTE: The tests are only possible on ground with engines shut down.
The GPCU transmits all the failure codes thus acquired together with the failure
For testing the AC generation computers the APU must also be codes from the GPCU and the external power system to the CFDIU.
shutdown.
The main menu of the electrical power system is shown in the next figure. BCL
It represents the items which lead to the specific tests of the components. The BCL (Battery Charge Limiter) includes a BITE system type 2 which
enables it to store failure messages in a memory.
EMER GCU The messages can be read out via the CFDS.
The GCU of the emergency generator system can be tested by only one menu Also the BCL can be checked via the CFDS.
item: ”TEST”.
If the protection circuits work correct during the test, the message ”TEST OK”
appears on the MCDU.
In the case of a negative test result the message ”GCU EMER” with the
associated ATA chapter is displayed.
TR−UNIT
When a TR has been switched off automatically due to a failure, its contactor
keeps open latched.
A reset is possible via the CFDS, by only one menu item: ”RESET”.
FRA US/T-5 PoL Nov 25, 2010 33|−00|BITE|L2 Page 92

GENERAL
24−00
APU GCU
2
GCU 1
GENERATOR
CONTROL UNIT
GPCU
GROUND POWER
CONTROL UNIT
EMER GCU
EMERGENCY CFDIU
GENERATOR
CONTROL UNIT
2
BCL 1 CENTRALIZED
BATTERY CHARGE FAULT
LIMITER UNIT DATA

INTERFACE
ESS TR UNIT

ESSENTIAL
TR UNIT
2
TR 1
TRANSFORMER
RECTIFIER UNIT
Figure 52 CFDS Tests Electrical Generation System

GENERAL
24−00
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL
24−00
INSTEAD OF “TEST“
“RESET“ IS SHOWN

RAT
&
EMER GEN BAT P/BSW
FAULT FAULT A
U
T
OFF O

BOTH FAULT LIGHTS
MUST ILLUMINATE DURING TEST
Figure 53 BITE Menues (CLASSIC)

GENERAL DISTRIBUTION
24−00
24−00 GENERAL
AC AND DC LOAD DISTRIBUTION PRESENTATION
The following Load Distribution Schematic shows the whole architecture of the
electrical network of the A320/A321.
Most of the electrical loads are supplied by main buses or power sources via
sub-buses.
All the switching elements (relays, contactors) are shown in deenergized
condition; that means:
S aircraft on ground and
S no electrical power supply available.
FRA US/O-7 KnB Dez 07, 2012 34|−00|Load Distr|L3 Page 96

GENERAL DISTRIBUTION
24−00
801PP
NOTE: NEITHER AN APU GCU
NOR A GPCU IS 301PP APU START DC SHED ESS BUS 8PP
11PB 6KA 10KA 5KA
INSTALLED IN ENHANCED 28VDC
VERSION (GAPCU). CSM/G CONTROL UNIT
2PR 8PH
6XE 502PP 20PC
1PB2 702PP 501PP 401PP
5PB2 5PR
BCL−2 8PR
ENHANCED 704PP 208PP DC ESS BUS 4PP
12PB2 4PC
BAT2 28VDC
SHUNT 206PP
4PB2 6PB2 2PB2
3PB2 6PN
1PB1 701PP
12PB1 1PR 204PP 601PP
103PP BCL−1 703PP
3PN1 3PN2
5PB1 BAT1 202PP 602PP
101PP SHUNT 1PN2
1PN1 4PB1 6PB1 2PB1 3PB1
DC BUS 1 1PP BAT BUS 3PP DC BUS 2 2PP DC SVCE BUS 6PP
1PC1 7PN 8PN
28VDC 28VDC 1PC2 28VDC
28VDC 210PP
3XB 5XB 3PX
5PU1 11PN 10PN
28 2XB 6PH 212PP
115
STATIC AC ELECTRICAL LOAD DISTRIBUTION
INV 901XP 5PU2 3PE
AC ELECTRICAL LOAD DISTRIBUTION 12XB 220XP
1PU1 110XP 115VAC 801XP 28XN 27XN 218XP
TR1 7XN1 15XN1 1PX
AC SHED ESS BUS 8XP 210XP
7XN2 15XN2
131XP−A 5XH
TR2 ESS TR
5XN1 26V 8XH 231XP−A 1PU2
5XN2 26V 1PE
431XP−A
103XP 4XH 26V
204XP
2PU1 3XN1 401XP 3XN2
115VAC 202XP
101XP AC ESS BUS 1XN2 214XP
1XN1 4XP 4XX
AC BUS 1 AC BUS 2 2XP 216XP

1XP 1XC 2PU2 14PU

2XC 4PE
115VAC 115VAC
3XC 212XP
3xc1 3xc2 10XN 12XN
15XE ELEC PUMP−Y
3801GX 3805GX
GLC−APU
3XS 15xe2 15xe1
BTC−1 BTC−2 1XX 14XX GLC−EMERG
GLC−1 11XU1 EPC 11XU2 2XE
9XU1
GLC−2
3XG 9XU2 2XX 12XX
FUEL 1XS
GCU−1 PUMPS GCU−APU 3802GX 3806GX
GCU−2 CSM/G
1XU1 GAPCU OR GPCU CONTROL UNIT
GEN APU EXTERNAL 1XU2 GEN CSM
1 4000XU GEN ENHANCED 1XG POWER 2 1XE G 8XE
8XS RECEPTACLE 4000XU
Figure 54 Load Distribution Schematic

FRA US/O-7 KnB Dez 07, 2012 34|−00|Load Distr|L3 Page 97
GENERAL LOCATIONS
24−00
ELECTRICAL POWER-COMPONENTS LOCATION
122VU
49VU
121VU
124VU
125VU
123VU
Lower Right
Part of
120VU
Lower Left
Part of
120VU
35VU
21VU
Figure 55 Components Location - Cockpit

FRA US/O-7 KnB Dez 07, 2012 35|−00|LOC|L2 Page 98
GENERAL LOCATIONS
24−00
Figure 56 Component Location - Cabin

GENERAL LOCATIONS
24−00
RADOME ACCESS DOOR (AD)
FWD AVIONICS COMPT

822
811 FR 3
824 109VU AD 811
FR 5
FWD ELECTRONIC RACK 90VU

LEFT PART 108VU RIGHT PART
FR 9 103VU
TR RESET
811 EMER 105VU SWITCH
GCU
BAT 1 70VU
TR 1
812 ESS TR
MID AVIONICS COMPT

TR 2
AD 822
BCL 1
GPCU GCU 2 GCU-APU AD 812
BCL 2
EGIU 2 GCU 1 BAT 2
FR 15
106VU
90VU 107VU STATIC
INVERTER
1XU2
1XU1
1XS
NOSE LANDING
1XG
EGIU 1 GEAR WELL

ADIRU 1
ADIRU 3
ADIRU 2
AFT AVIONICS COMPT
AD 824
FR 23 107VU 108VU
22XU2
22XU1
63VU
AFT ELECTRONIC RACK 80VU
Figure 57 Components Location - Avionics

GENERAL LOCATIONS
24−00
121AL
108VU
Figure 58 Component Location - External Power

GENERAL LOCATIONS
24−00
Figure 59 Component Location - Genrators

GENERAL LOCATIONS
24−00
Figure 60 Component Location - Ram Air Turbine

GENERAL enhanced
24−00
24−00 ELECTRICAL POWER GENERAL

INTRODUCTION (ENHANCED)
AC BUSES SUPPLY DC BUSES SUPPLY
AC Bus 1/2: DC BUS 1/2
The supply of the AC BUSES 1 and 2 and associated sub-buses can be done The main DC loads are supplied by DC BUS 1 and DC BUS 2.
by one or separated by two of the AC power sources (exception: external Each bus is supplied by one TR (Transformer Rectifier):
power and APU generator can not supply the buses simultaneous.)
S DC BUS 1 by TR 1
If there are several power sources able to feed correct power (parameters), the
S DC BUS 2 by TR 2.
AC BUS 1 (2) are supplied in priority order as follows:
There is no connection between the two TRs (DC TIE CNTR 2 is normally
S by the corresponding generator, GEN 1 (2)
open).
S by external power (EXT PWR)
If there is a loss of one TR the other takes over automatically the supply of
S by the APU generator (APU GEN) both DC buses (DC TIE CNTR 1 and 2 are closed).
S or by the other generator, GEN 2 (1).
DC ESS BUSES
AC ESS BUSES Essential DC loads are supplied by DC ESS BUS and DC ESS SHED BUS.
Supply of important loads is provided by the AC ESS and AC ESS SHED bus. They are normally supplied by TR 1 via DC BUS 1 and DC BAT BUS (ESS DC
They are normally supplied by AC BUS 1 (AC ESS BUS CNTR 1 closed). TIE CNTR is closed). For this the TR 2 must also be in operation.
In the event of AC BUS 1 loss, AC ESS BUS and AC ESS SHED BUS can be If there is a loss of TR 1 and/or TR 2 the ESS TR takes over automatically the
manually restored by the transfer of power supply directly from AC BUS 2. supply of the DC ESS BUS and DC ESS SHED BUS.
In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), the For this the ESS TR is supplied by the AC ESS BUS (AC ESS EMER CNTR 1
AC ESS BUS and AC ESS SHED BUS are restored automatically on the is closed).
CSM/G when the RAT hydraulic power is available. In emergency configuration or in smoke configuration, when the EMER GEN is
In emergency configuration without CSM/G operation (it depends on the in operation, the ESS TR is supplied by this generator. Without operation of the
aircraft configuration: speed, landing gear, RAT deployment time), the AC ESS EMER GEN, BAT 2 automatically takes over the supply of the DC ESS BUS
BUS is supplied by the STAT INV (STATic INVerter), which is supplied by (STAT INV CNTR is closed). In the last case the DC ESS SHED BUS is no
battery 1 (BAT 1). The AC ESS SHED BUS is no longer supplied. longer supplied.
AC STAT INV BUS DC BAT BUS

The static inverter bus (AC STAT INV) is directly supplied by the STAT INV The DC battery bus (DC BAT BUS) is normally supplied by TR 1 via DC BUS 1
when it is in operation. (DC TIE CNTR 1 is closed).
This is the alternate supply for APU fuel pump, engine ignition and some If TR 1 is loss TR 2 automatically takes over the supply of the DC BAT BUS
important annunciator lights. (DC TIE CNTR 1 and 2 are closed).
If there is a loss of both TR‘s (1 and 2) the DC BAT BUS also is power loss.
If BAT 1 and 2 are the only power sources, the DC BAT BUS is supplied by
them, but only on ground.
FRA US/O-7 KnB Dez 07, 2012 01|−00|General|L1 Page 104

GENERAL enhanced
24−00
BAT BAT
701PP 1 2 702PP
HOT BUS1 HOT BUS 2
1PB1 1PB2
HOT BUS 1 2XB BCL1

6PB1
BCL2
6PB2
2XB

1PC1 1PC2
3PP
5PU1 4PC
4PP 8PP 8PN
8PH 5PU2 6PP
DC GND/FLT
3PE
3PX
INV 1PE
9XP 4XP 8XP 14PU
15XE (2) 8XH
1XP 2XP
AC BUS1 AC BUS2
AC ESS FEED
GEN APU 12XN GEN

4000XU 8XS 4000XU
1 GEN 2
EXT POWER

GENERAL enhanced
24−00
GCUS AND EGIUS INTRODUCTION (ENHANCED)

GCUs Enhanced Improvements
Tree identical GCU (Generator Control Units) serve for controlling and The new installed GAPCU (Ground and Auxillary Power Control Unit) monitors
monitoring of the two engine driven generator−systems and the APU generator. and controls the APU generator and the external power operation. The APU
Their functions are as follows: GCU and GPCU are removed.
S regulation of the generator voltage The GCU (Generator Control Units) are changed.
S control and protection of the generator−system and network Now they are able to send directly information to the SDACs. Therefore the
EGIUs are no longer installed.
S control of various warnings and indications
The regulation of the generator speed is accomplished by means of a servo
S self−monitoring and test of the system (BITE).
valve located in the IDG. The GCU controls the servo valve position.
One GPCU (Ground Power Control Unit) is controlling and monitoring the
ground power and auxiliary electric power.
Its functions are as follows:
S control and protection of the generator−system and network,
S control and protection of external power supply,
S control of various warnings and indications,
S self−monitoring and test of the system (BITE).
Voltage Regulation
The voltage regulation is performed by regulating the generator excitation
current: the voltage is kept at the nominal POR (Point Of Regulation).
Protection and Generator Control

These functions mainly consists of generator excitation, GLC (Generator Line
Contactor) control and BTC (Bus Tie Contactor) lockout (DP lockout).

GENERAL enhanced
24−00
A319 - A321 CLASSIC A318 - A321 ENHANCED

AC ESS BUS AC ESS BUS
BTC 1 BTC 2 BTC 1 BTC 2

AC BUS 1 AC BUS 2 AC BUS 1 AC BUS 2
GCU APU GCU GCU GCU

GPCU GAPCU
1 GCU 2 1 2
EXT EXT
GEN APU GEN
PWR PWR
1 GEN 2
GEN APU GEN

EGIU 1 EGIU 2 EGIU 1 EGIU 2 1 GEN 2
CH 1 CH 2 CH 2 CH 1
SDAC 1 SDAC 1
SDAC 2 SDAC 2
Figure 62 Differences of AC Generation System (All)

GENERAL enhanced
24−00
CONTROLS (ENHANCED)
CONTROL PANEL (NEW PUSHBUTTONS)
Commercial P/BSW (1) Galy & Cab (2)

In automatic mode, switch pressed in, the galleys and some SUB−Buses are
ON:
automatically supplied or shed according to the electrical configuration.
When the commercial pushbutton switch is pressed in (“OFF“ legend off) the
galley general supply can be controlled from the overhead panel 35VU by AUTO:
means of GALY & CAB pushbutton switch. Main galley and secondary galley are supplied.
The window and ceiling lights can be switched on. The main galley is automatically shed in the following cases:
OFF: S In flight:
The COMMERCIAL P/BSW allows loads to be shed (galleys, cabin and Only one generator is operating.
commercial related loads) when it is released out. S On ground:
The OFF legend comes on white. On the ECAM ELEC Page „GALLEY SHED“ Single engine generator operation (All galleys are available when APU GEN
is shown. No galley is powered. The window and ceiling lights are off. or EXT PWR is supplying).
OFF:
The main galley and secondary galley are not supplied.
FAULT LIGHT:
Comes on amber accompanied by ECAM activation when the load of any
generator is above 100 % of rated output.

GENERAL enhanced
24−00
A318 - A321 ENHANCED
A319 - A321 CLASSIC
GALLEY
Figure 63 ELEC Control Panel Cockpit (enhanced)

INTEGRATED DRIVE GENERATOR enhanced
24−21 INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU)

IDG PRESENTATION (ENHANCED)
Oil Temperature Monitoring Thermal IDG Disconnection
The IDG (Integrated Drive Generator) oil temperature sensors monitor the input If the IDG disconnection is not performed at 185 °C, the temperature will
and the output oil temperature. If a high difference between the input and the increase and at 200 °C an automatic thermal disconnection should occur to
output temperature is detected, a status message is sent to the ECAM. protect the IDG.
This difference is called a temperature rise. A warning message is sent to the ECAM system and a BITE message
The normal IDG oil inlet temperature is between 40 °C to 105 °C. When the oil (THERMAL DISCONNECT) is sent to the CFDS.
outlet temperature reaches 142 °C, an advisory mode is available on the lower If this thermal disconnection fails, the message ”THERMAL DISC FAILED” is
ECAM. sent to the CFDS and a warning message is sent to the ECAM system.
If the oil outlet temperature is equal to or more than 185 °C the master caution NOTE: After a thermal disconnection, the IDG has to be replaced, a
is triggered, and a manual disconnection is written on the ECAM. reconnect is not possible.
If the oil outlet temperature is more than 200 °C the IDG is automatically The class 2 message ”IDG OIL DELTA TEMP” is generated by the system
disconnected. BITE. If there is no difference between the input and the output temperature,
the class 2 message ”IDG COOLER” is generated by the system BITE.
Oil Pressure Monitoring
In both cases, the ”AC GEN MAINTENANCE STATUS” is displayed on the
A pressure switch operates in case of oil low pressure (lower than 140 psi) not
ECAM STATUS page.
caused by underspeed.
Temperature and Pressure Indication

The oil outlet temperature is displayed on the ECAM System Display.
In case of high oil outlet temperature or oil low pressure, the following warnings
are triggered:
S MASTER CAUTION light,
S Single chime,
S the message ”ELEC IDG 1(2) OIL OVHT or ELEC IDG 1(2) OIL LO PR” is
displayed on the EWD,
S the FAULT legend on the corresponding IDG P/BSW comes on amber.
The IDG must be disconnected immediately by pushing the IDG P/BSW for a
maximum of 3 seconds.
ATTENTION: Do not push the disconnect switch if the engine speed is less
than idle. The engine must be stopped for IDG reconnection.
NOTE: Disconnection is only possible if the related engine is running
above underspeed.
FRA US/T-5 PoL Nov 25, 2010 02|−21|IDG OIL|L2 Page 110
IDG OIL COOLER

FUEL FUEL EIS (ECAM) SYSTEM
FROM TO
TANK ENGINE
ELEC IDG 1 OIL OVHT
ELEC IDG 1 LO PR
< 140 PSI
GCU (E/WD)
OIL IN TEMP °C
GENERATOR OIL INLET TEMP
PRESS T° RISE FOR
SW
CLASS 2 FAULT
OIL
CIRCULATION
SYSTEM
> 200 °C
OIL OUT TEMP °C (SD)
DRIVE 200 °C ELEC
DISCONNECT 185 PAGE
OVERHEAT LO PR
SOLENOID TEMP > 185°C
1
LOW AND OR
PRESSURE
THERMAL
DISCONNECT
SINGLE
ÎÎ
1 LOW SPEED
IDG CHIME
ÎÎ
ELEC PANEL
(35VU)
CFDS MESSAGES
(SENT THROUGH GAPCU)
301PP THERMAL DISCONNECT
28V DC
BAT BUS
AND THERMAL DISC FAILED
1 DISCONNECT SIGNAL:
INHIBITION IN CASE OF UNDER-
SPEED
Figure 64 IDG Oil Monitoring & Disconnection (enhanced)

FRA US/T-5 PoL Nov 25, 2010 02|−21|IDG OIL|L2 Page 111
IDG CONTROL PRESENTATION (ENHANCED)

General frequency reference, creates an error signal in the servovalve control loop
Each IDG is a two pole high speed (24000 rpm) brushless spray oil cooled unit. circuitry. The frequency error signal is then used to control the servovalve
current flow via the SVR.
The IDG (Integrated Drive Generator) consists of a CSD (Constant Speed
Drive) and an AC generator mounted side by side in a single housing. The servovalve works by porting oil to an hydraulic control cylinder which
determines the position of a variable displacement hydraulic unit. Depending on
The CSD components convert a variable input speed to a constant output
the error signal, the servovalve ports more or less oil to the cylinder to maintain
speed. The CSD portion of the IDG is a hydromechanical device that adds to or
the desired generator frequency (IDG output speed).
subtracts from the variable input speed of the engine gearbox.
As IDG speed (thus PMG frequency) decreases below the reference frequency
The CSD performs this operation by controlled differential action to maintain
setpoint, the servovalve supplies current increases, resulting in an IDG output
the constant output speed required to drive the AC generator.
speed increase.
The IDG is cooled and lubricated by the oil circulation system. The oil is cooled
During normal operation, the SVR is closed to allow current flow in the
by an external mounted IDG oil cooler.
servovalve control loop. Under certain channel failure conditions, the SVR is
Each IDG is controlled and monitored by its own GCU (Generator Control opened to make sure that the servovalve drive current from the GCU is
Unit). completely removed.
IDG Drive Control Engine Speed Sensing
The Constant Speed Drive converts the variable input speed provided by the The FADEC provides the GCU with the corresponding engine speed
engine gearbox to the constant output speed through the CSD information, which is also used for the underspeed protections.
hydromechanical components.
IDG FAULT
IDG Speed Control
The IDG P/B FAULT legend comes on if the IDG oil pressure is less than 140
The GCU performs the output speed control for the IDG via the servovalve psi or if the IDG oil outlet temperature is above 185 °C. In both conditions, the
control loop whenever several conditions are met: IDG must immediately be disconnected!
S The GCU is powered−up, IDG disconnection is achieved by a solenoid activated clutch. It must be
S Engine input speed to the IDG is sufficient for speed control to begin, performed, via the IDG switch if the IDG pushbutton FAULT legend is on. If the
S No failure is present in the channel to trip the servovalve control circuit. temperature reaches 200 °C, a solder fuse melts and automatically releases
the disconnect mechanism to open the IDG disconnect clutch.

Servovalve Control Loop When the IDG pushbutton is depressed and no underspeed is detected, a 28V
The servovalve control loop is composed of a hydraulic servovalve in the IDG DC signal is sent to the disconnection solenoid which will open the clutch.
and control circuitry in the GCU which includes the SVR (Servo Valve Relay). In case of low oil pressure due to underspeed, the FAULT legend remains off.
The output speed control is performed as follows: the GCU control circuit In underspeed condition, it is not possible to disconnect the IDG.
monitors the PMG (Permanent Magnet Generator) frequency to determine the
After a thermal disconnection, the IDG must be changed.
generator frequency.
IDG reset must be performed on the ground after manual disconnection with
Note that the PMG is mounted on the IDG differential output gear.
the engine shutdown, by pulling the reset ring mounted on the IDG casing.
The PMG frequency signal is compared with a GCU internal frequency
reference. The difference, between the actual PMG frequency and the
FRA US/O-7 KnB Dez 07, 2012 03|IDG Control|L2 Page 112
ENGINE FIRE
PMG: PERMANENT MAGNET GENERATOR
PANEL (20 VU)
DPI: DIFFERENTIAL PRESSURE INDICATOR
SVR: SERVO VALVE RELAY
IDG OIL COOLER

LOW OIL PRESSURE SIGNAL
FUEL FUEL
TO FROM
ENGINE TANK GENERATOR
TEMP
ROTOR
SENSORS
PMG
OIL
CIRCULATION REFERENCE
SYSTEM OUTPUT SPEED FREQUENCY
(24 000 RPM)
ENGINE VARIABLE INPUT SPD ERROR SIGNAL

DISCONNECT DIFFERENTIAL SUMMING
GEAR
CLUTCH GEAR
BOX (4 900 to 9 120 rpm)
− + SVR
DISCONNECT
SOLENOID VARIABLE FIXED
GCU
SOLDER
UNIT UNIT
ELEC PANEL
HYDRAULIC
(35VU)
TRIM UNIT
DISCONNECT SIGNAL
ENGINE
SPEED
POP-OUT DPI HYDRAULIC
SERVOVALVE
301PP CSD FADEC
28V DC
BAT BUS IDG
RESET
RING
Figure 65 IDG Drive Part (enhanced)

FRA US/O-7 KnB Dez 07, 2012 03|IDG Control|L2 Page 113
GCU CTL. & PROTECT. OPERATION (ENHANCED)

Main Functions for GCU/IDG Control Generator Control and Protection functions
The 2 GCUs are identical and interchangeable. The GCU functions (GCU 1 The following control or fault signals cause generator shutdown (The tripped
and GCU 2) are selected by Pin Programming. Relais are mentioned in the parentheses):
The GCU has four different functions: 1. No controlled Shutdown recognized upon power−up of the control unit
S voltage regulation, (GCR/PRR),
S frequency regulation, 2. Over-/Undervoltage (GCR/PRR),
S control and protection of the network and the generator, 3. Over-/Underfrequency (GCR/PRR/SVR),
S control of the various indications, 4. Underspeed (PRR),
S system test and self−monitoring. 5. Shorted Rotating Diode Fault (PMG to chassis short) (GCR/PRR/SVR),
All these functions are performed in the digital form. 6. Open Cable (GCR/PRR),
The GCUs are supplied: 7. Differential Protection (No Zone 1+2!) (GCR/PRR),
S directly from the PMG, for generator excitation and 28V DC internal and 8. Overcurrent (GCR/PRR/BTC Lockout),
external supply, 9. Delta Overcurrent (GCR/PRR/BTC Lockout),
S from the aircraft normal network (28V DC) for the internal and external 10.Phase Sequence Fault with PRR absent (GCR),
supply. 11.Servo Valve Deterioration Fault (GCR/PRR/SVR),
S This dual supply constitutes a back up supply. 12.Manual Disconnect (GCR/PRR/SVR),
BITE Type 13.Fire P/B switch (GCR/PRR/SVR),
The GCU is a type 1 computer. Its BITE detects and isolates active and 14.Welded GLC Fault (GCR/PRR/BTC Lockout),
passive failures. The BITE is connected to the GAPCU. 15.GLC Control Circuit Fault (GCR/PRR),
16.Shorted/Open PMG Fault with the Power Ready Relay absent (GCR/SVR),
Control and Protective Functions
17.Pin Programming Error detected on GCU power−up (PRR/SVR/GCR on
The GCU controls the connection and disconnection of the power provided by
Coldstart).
the generator to and from the aircraft electrical system.
This control is provided by means of 3 relais: NOTE: Deviations between the classic & the enhanced EPGS are
written in bold type text.
S the GCR (Generator Control Relay) which controls the generator excitation,
The cursive protections shall be limited to a total of 2 resets after
S the PRR (Power Ready Relay) which controls the generator line contactor
which a cold start will be required for reset.
and the FAULT warning light in the cockpit,
The generator shall be reset when the protective faults (identified above) are
S the SVR (Servo Valve Relay) which controls the generator speed by means
still not present and one of the following occurs:
of the servo valve.
S GCS (Generator Control Switch) is toggled from „OFF“ to „ON“ (defined as
S Additionally the GCU is able to isolate its AC BUS in case of an short circuit
COLD RESET).
via a BTC lock out signal.
S Cold Start (which is defined as POWER−UP RESET or the application of 28
volts to the control unit) occurs.
FRA US/T-5 PoL Nov 25, 2010 04|GCU CTL|L3 Page 114
6 3 HOLE
HOLE
CT C T TRANSFER
NETWORK
PIN PROG.
OPEN
GCU 1 POR
GENERATOR CABLE DIFFERENTIAL ELEC PANEL
C T PROTECTION (35VU)
COMPUTER GEN GLC 1 BTC 1
RESET COMMAND 12XU
MAIN GLC
FIELD AUX
AC BUS 1
EXCITATION CONTROL RELAY
AND 2XT
VOLTAGE REGULATION
EXCITER LOCK OUT FIRE PANEL (20VU)
FIELD
SUPPY
N S 301PP
TR 28V DC
PMG BAT BUS
GCR
ENGINE
GEAR CONSTANT
SERVO
BOX SPEED VALVE CONTROL AND PRR
DRIVE PROTECTION
SVR
UNDERSPEED ELEC PANEL
MONITORING (35VU)
FADEC MODULE
BUS TIE LOGIC
DISCONNECTION
SOLENOID
5V AC
IDG 1
SDACs
301PP
28V DC
2XU1 BAT BUS
7XT
3XT
Figure 66 GCU Control and Protection (enhanced)
FRA US/T-5 PoL Nov 25, 2010 04|GCU CTL|L3 Page 115
AC EXTERNAL POWER CONTROL enhanced
24-41
24−41 AC EXTERNAL POWER CONTROL

GAPCU PRESENTATION (ENHANCED)
GAPCU Functions APU GENERATOR CONTROL
The GAPCU controls both APU generator and external powers channels. The APU Generator control module is part of the GAPCU.
In addition to the APU generator functions, the GAPCU (Ground and Auxiliary The main functions of the module are:
Power Control Unit) has three different functions: S Voltage and frequency regulation,
S aircraft power supply control and network protection, S APU GLC (Generator Line Contactor) control in accordance with the bus tie
S system test and self−monitoring relating to these functions logic,
S provide BITE and messages for the AC generation (GCU). S Control and Protection,
The GAPCU transmits command data to the GCUs, and receives BITE data S Interface with SDACs (System Data Acquisition Concentrators),
from the two GCUs (GCU 1, 2). S BITE (Built−In Test Equipment) function. The BITE messages are sent to
the CFDIU.
EXTERNAL POWER CONTROL
Control, Indication and Distribution
Normal Parameters
The APU generator is controlled by a P/BSW located on the overhead ELEC
If the external power parameters are correct, the indicator lights on the external
panel and has two lights: white OFF and amber FAULT.
power panel and the AVAILable light on the EXT PWR P/BSW come on.
The APU GEN is connected to the network via the APU GLC and the BTCs.
The power parameters are monitored by the GAPCU which activates the
indicator lights. With such indications the ground cart can supply the aircraft APU GEN Oil Temperature Sensor
network.
A temperature sensor is located on the APU generator oil outlet port.
When the EXT PWR P/BSW is pushed,the GAPCU closes the EPC (External
A high oil temperature leads to an immediate automatic shut down of the APU
Power Contactor) to supply the aircraft electrical network then the ON blue
via the ECB (Electronic Control Box).
legend illuminates.
The BTCs (Bus Tie Contactors) 1 and 2 close if no engine driven generator is BITE
on line and the BUS TIE P/B in the cockpit set to AUTO. The GAPCU is able to read fault data from its own BITE and from the NVMs
The blue ON light, in the EXT PWR P/BSW, indicates that the EPC is closed. (Non−Volatile Memories) in each GCU on the ground or in flight.
The GAPCU is able to initiate its own and each GCUs maintenance BITE when
Abnormal Parameters
requested by the CFDS (Centralized Fault Display System).
If any external power parameter is not correct, the indicator lights stay off. The
If the GAPCU has lost the communication with a GCU, it generates a message
external power cannot be connected to the aircraft network.
to the CFDS indicating the failed GCU communication.
FRA US/O-7 KnB Dez 07, 2012 05|−41|GAPCU|L2 Page 116

24-41
APU GENERATOR PARAMETERS

AC ESS SHED BUS
POWER: 90 KVA
VOLTAGE: 115 VAC
FREQUENCY: 400 HZ
SPEED: 24000 RPM
AC ESS BUS PHASES: 3
AC BUS 1 AC BUS 2
BTC 1 BTC 2
GCU GLC 1 GLC 2 GCU

1 GROUND AND 2
AUXILIARY
POWER CONTROL
UNIT EPC
APU (GAPCU) TO GROUND
GEN
SERVICE
GEN OIL TEMP
BUSES GEN
1 SENSOR APU 2
GEN GCU CFDIU
1+2 EXT
PWR
APU SDAC
1+2
ELECTRONIC HIGH OIL

CONTROL TEMP
BOX
(ECB) APU SHUTDOWN

COMMAND ELEC PANEL BTC: BUS TIE CONTACTOR
(835VU) GCU: GENERATOR CONTROL UNIT
GLC: GENERATOR LINE CONTACTOR
Figure 67 Ground & Auxiliary Control Unit Schematic (enhanced)
FRA US/O-7 KnB Dez 07, 2012 05|−41|GAPCU|L2 Page 117
24−41
GAPCU COMPONENT DESCRIPTION (ENHANCED)

The GAPCU (Ground and Auxiliary Power Control Unit) controls the APU GEN Interlock
(Generator) and the EXT PWR (External Power) System. The AGLC (APU The IMR (Interlock Monitoring Relay) closes when:
Generator Line Contactor), the EPC (External Power Contactor) and their
S The 28V DC control voltage from the GPU (Ground Power Unit) to the
related Auxiliary Relays can only close when the correct conditions exist. They
GAPCU, is within limits (< 45V DC and < 60V AC).
are opened manually or automatically, by the control and protection circuits.
The GAPCU also performs BITE analysis and communication and interface S The phase voltage (115V AC) at the POR (Point Of Regulation), is accepted
with other systems: by the Control and Protection Module. The closed IMR connects 28V DC to
the GPU.
S GCUs (Generator Control Units),
This interlock voltage is a ”hold on’’ supply for the GPU contactor and is one of
S APU ECB (Electronic Control Box),
the PRR close logics (AND gate). If the POR voltage is also good, the AND
S CFDIU (Centralized Fault Display Interface Unit), gate is qualified and the PRR and the EPC close. If the IMR opens, the AND
S SDACs (System Data Acquisition Concentrators), gate is disqualified, the PRR trips and the EPC opens.
S LGCIU (Landing Gear Control and Interface Unit).
EPC Control
Power Supply The closed PRR provides power to the EPC AUX relay. The AUX relay is
The GAPCU internal power supply module can be supplied by the external responsible for opening and closing the main contactor (EPC). The EPC AUX
power or the APU GEN via internal TRs (Transformer/Rectifiers). The supply relay is also responsible for the priority switching, i.e. the External Power over
module also has a back up supply from the BAT BUS. the APU GEN. Depending on the network supply status (sensed by the GLC
(Generator Line Contactor)/BTC (Bus Tie Contactor) logic) the EPC AUX relay
EXT PWR CONTROL connects power via the open AGLC to the EPC. The EPC then connects the
The GAPCU performs the following functions for the external power control and GPU to the transfer line. When the EXT PWR P/BSW is pressed again, the
BITE: FLIP/FLOP removes the ground so that the AUX relay and EPC open.
S monitoring, Protection
S interlock function, The GAPCU performs the following protection functions for the external power:
S EPC (External Power Contactor) control, S over and under voltage,
S protection, S over and under frequency,
S BITE function, S EXT PWR interlock,

S communication and interface. S IPS (Incorrect Phase Sequence),
Monitoring
The GAPCU permanently monitors the quality of the external power supply. A
faulty parameter automatically disconnects the external power from the transfer
line opening the PRR (Power Ready Relay) hence the EPC. In some GAPCU
failure conditions the back up card can control the PRR, so that the external
power can still be connected to the aircraft. In these cases, after a ”cold reset”
the PRR closes and the external power is supplied to the aircraft with limited
protection.
FRA US/O-7 KnB Dez 07, 2012 06|GAPCU|L3 Page 118

24−41
Figure 68 External Power Control - Enhanced

24−41
APU GENERATOR CONTROL Control and protective Functions
The GAPCU controls the connection and disconnection of the power provided
APU Generator
by the generator to and from the aircraft electrical system.
The APU directly drives the APU generator at a nominal 24000 rpm constant
This control is provided by means of 2 relays. The Generator Control Relay
speed. The APU gearbox supplies the oil for cooling and lubrication of the
(GCR) which controls the generator excitation and the Power Ready Relay
generator. The cooling circuit is common to the APU and the generator.
(PRR) which controls the generator line contactor and the FAULT warning light
The APU supplies, scavenges, drains the oil. in the cockpit.
The generator is a brushless oil−cooled generator with a nominal 115/200 volt, The following control or fault signals cause generator shutdown or
90 KVA, 3 phase 400 Hz output. de−energization:
A temperature bulb is included in the auxiliary generator. This sensor is 1. No controlled Shutdown recognized upon power−up of the control unit
connected to the Electronic Control Box (ECB) of the APU. Any high oil
2. Overvoltage Fault
temperature causes the automatic shutdown of the APU (by the ECB).
3. Undervoltage 1 or 2 Fault
Ground and Auxiliary Power Unit (GAPCU) 4. Overfrequency 1 or 2 Fault
The GAPCU controls the APU generator and the external Power channels. 5. Underfrequency 1 or 2 Fault
For the APU generator channel control, the GAPCU has different functions:
6. SRD/PMG to Chassis Short Fault
S voltage regulation,
7. Differential Protection Fault
S control and protection of the network and the generator,
8. Overcurrent Fault
S control of the various indications,
9. Phase Sequence Fault with the Power Ready Relay ”absent”
S system test and self−monitoring.
10.APU GLC Control Circuit Fault
The GAPCU is supplied:
11.APU GLC welded Fault
S directly from the PMG, for generator excitation and 28VDC internal and
12.Shorted/Open PMG Fault with the Power Ready Relay ”absent”
external supply,
13.Pin Programming Error
S from the aircraft normal network (28VDC) for the internal and external
supply. The generator shall be ”reset” when the protective faults (identified above) are
still not present and one of the following occurs:
This dual supply constitutes a back up supply.
S Cold Start (which is defined as POWER−UP RESET or the application of 28
Voltage Regulation volts to the control unit) occurs,

The voltage regulation is achieved by controlling the current through the exciter S Generator Control Switch (GCS) is toggled (OFF to ON).
field. The voltage is kept at nominal value (115 VAC) at the Point of Regulation The following functions shall be limited to a total of 2 resets after which a cold
(POR).The POR is located in the electrical power centre (120VU) at the end of start will be required for reset:
the generator feeder, upstream of the line contactor.
S Overvoltage Fault
The principle of operation of the voltage regulator is by constant frequency
S Overfrequency 2 Fault
variable pulse width modulation of the voltage through the exciter field.
S Differential Protection TD Fault
S Overcurrent Fault
S APU GLC Welded Fault

24−41
Figure 69 APU Generator Control - Enhanced

ELECTRICAL POWER-GENERAL enhanced
24−00
EPGS BITE (ENHANCED)

General
The GAPCU is the interface between the GCU 1 and 2 and the CFDIU.
The GAPCU receives the fault information from GCU 1 and 2, and compiles
them with its own failures and transmits them to the CFDIU.
The GAPCU receives fault information through MIL−STD 1553 data links from
the GCUs and transmits a failure list to the CFDIU (ARINC 429).
The GAPCU transmits the fault message in clear english language to the
CFDIU by ARINC 429 input/output buses (Type 1).
The maintenance test can be performed only on ground with engine shut down
It is initiated either:
S Automatically at each GAPCU power−up.
S Or manually from the MCDU.
The AC GEN system in the classic EPGS (Electrical Power Generation
System) is a type 2 system.
The AC GEN system in the Enhanced EPGS is now a type 1 system, so the
EPGS menu has additional sub menus related to type 1 systems.
PTC Protection
If a short circuit occurs on the PRR output line sensed by the PTC (Positive
Temperature Coefficient) sensor, the red PTC TRIP LED on the front face of
the GAPCU comes on and a BITE message is sent to the CFDS (Centralized
Fault Display System).
The PTC and the PTC LED are only supplied if the ground power unit remains
connected to the receptacle (i.e. PRR is still closed). The LED is not a ”latched”
status signal. Thus, if a short circuit does exist, and the LED is illuminated, it
will go off as soon as the external power is removed from the receptacle.
Back up card
An internal Back up Card allows reduced functions of the GAPCU. In case of
trouble with the external power control part of the GAPCU this Back up Card
can be activated by recycle the External power plug. By that action it is
possible to activate Ground power with limited functions to start trouble
shooting.
FRA US/O-7 KnB Dez 07, 2012 07|EPGS BITE|L2 Page 122
24−00
PTC TRIP LED
Backup card

PTC TRIP
LED
Figure 70 EPGS BITE Overview (enhanced)

24−00
GAPCU MCDU PAGES-DESCRIPTION
The AC GEN system in the standard EPGS is a type 2 system.
The AC GEN system in the Enhanced EPGS is a type 1 system, so the EPGS
menu has additional sub menus related to type 1 systems.
EPGS SUB−MENU
In the EPGS menu, the LAST LEG REPORT line key allows access to GCU 1,
GCU 2 and the GAPCU last flight leg report data.
The same sub−menu is available to get access to the:
S PREVIOUS LEGS REPORT,
S TROUBLE SHOOTING DATA,
S CLASS 3 FAULTS,
S GROUND REPORT and
S SPECIFIC DATA.
SYSTEM TEST
The SYSTEM TEST pages enable the ground engineer to perform tests and to
retrieve data associated to the system. Furthermore the pages show the result
of the EPGS tests.
The system test is done on the ground, with the GAPCU in the interactive
mode. Only internal GAPCU and GCU tests are done.
The first test page asks for confirmation that engines and APU are not running.
The test displays the GAPCU and each GCU test results.
The test will not run if the related engine or APU is running.
More information about the failed test (GCU 2) is available by selecting the line
keys.
Selecting the CLASS 3 line select key gives snapshot troubleshooting data.
24−00
STEP 1 STEP 2 STEP 3

MCDU MENU

STEP 4 STEP 5 (EXAMPLE)


Figure 71 MCDU EPGS Menu Selection (enhanced)

GALLEY SUPPLY CONTROL enhanced
24−26
24−26 GALLEY SUPPLY CONTROL

GALLEY AND COMMERCIAL OPERATION (ENHANCED)
In normal supply configuration (GALY & CAB and COMMERCIAL P/BSWs
pushed in) all the galleys, the cabin and commercial sub−busbars are supplied.
When the GALY & CAB P/BSW is set to OFF (OFF legend on) all the galleys
and the cabin systems sub−busbars are OFF.
ELEC CONTROL
When the COMMERCIAL P/BSW is set to OFF (OFF legend on) all the galleys PANEL (35VU)
and all the sub−busbars are off. The GALLEY SHED indication comes into
view on the ELEC system page.
The galley power is off and the ceiling and window lights in the cabin
extinguish.
TR1 or 2 loss
GALY & CAB and COMMERCIAL P/BSWs are in normal supply configuration.
When TR1 or TR2 is lost the relay 1PC2 is energized whereas the DC
sub−busbars 210PP and 212PP are not supplied.
IDG1 or 2 loss
When IDG1 or IDG2 is lost, BTC1 and 2 are closed and the relay 10XA is
de−energized, this sheds the cabin−related sub−buses.
If the APU generator is lost due to a current overload (I > 277 A) on the
ground, all Galleys & Cabin related sub−buses are off.
SYSTEM DISPLAY
(SD)
GALLEY SHED
Figure 72 Galley & CAB and Commercial Control
FRA US/T-5 PoL Nov 25, 2010 08|−26|Galley|L3 Page 126

GALLEY SUPPLY CONTROL enhanced
24−26
27XN AC SHED COMMERCIAL

BUS NORM SUPPLY LOAD
220XP SUB-BUSBARS
2XP
115V AC 115V AC
9XA GALY & 10XA SHED CABIN RELATED
CAB SPLY CTL BUS SPLY CTL LOAD
218XP SUB-BUSBARS
202PP 115V AC
28V DC 10PN DC SHED
BUS NORM SUPPLY
2PP 210PP
9PN 28V DC 28V DC
212PP
1PC2 28V DC
SINGLE TR
SHEDDING ELEC PANEL
35 VU
BTC−1
601PP BTC−2
AND 28V DC
NO APU TO 6XA MAIN EPC
5XA GALLEY GEN OVLD GALLEY SUPPLY
SPLY CTL ON GND CONTROL RELAY APU GLC 3XA
RELAY GND/FLT
CONDITION
101PP
28V DC
ELEC PANEL 1XP 101XP
35 VU 115V AC 115V AC 21XN2
21XN1
210XP
31XN 115V AC
601PP 2XP
28V DC 115V AC 214XP
115V AC
2XP
115V AC 12XX
212XP 216XP
115V AC 115V AC 16XX
202XP
115V AC 12XN
7XX 23XN
Figure 73 GLY/CAB and Commercial P/B Schematic (EXT PWR ON)

FRA US/T-5 PoL Nov 25, 2010 08|−26|Galley|L3 Page 127
GENERAL
24−26
24−00 ELECTRICAL POWER GENERAL shown amber on the ECAM page. The ELEC SYS page can be displayed on
the upper DU by maintaining the ELEC P/B pressed in on the ECP. In this
case, DC ESSential BUS is supplied by ESS Transformer Rectifier (TR) and
ELECTRICAL POWER SYSTEM WARNINGS DC BUS 2 is supplied by DC BUS 1 through DC BATtery BUS.
EMER CONFIG AC ESS BUS FAULT

In case of dual generator failure, the MASTER WARNing comes on associated Associated with a SC the AC ESS FEED FAULT light on the electrical control
with a Continuous Repetitive Chime (CRC). The lower ECAM Display Unit (DU) panel comes on. The failure is shown amber on the ECAM page.
is lost. In this case, the ELECtrical SYStem page can be displayed on the NOTE: In case of AC ESS BUS power loss, the upper ECAM DU is no
upper DU by maintaining the P/B pressed−in on the ECAM Control Panel longer supplied, and the EWD is automatically transferred to the
(ECP). The emergency generator has taken over the essential network. lower DU. System Display (SD) is still available on request by
holding the ELEC P/B pressed in on the ECP.
GEN FAULT
In case of a generator fault, the MASTER CAUTion comes on associated with AC ESS BUS SHED
a Single Chime (SC). The GENerator FAULT light on the electrical control In case of an AC ESS BUS SHED warning, the MASTER CAUT comes on
panel comes on. This failure occurs when GEN 1(2) parameters are not associated with a SC. The failure is shown amber on the ECAM page.
correct. The failure is shown amber on the ECAM page.
DC BUS 1 FAULT
NOTE: In case of GEN fault, the related AC BUS is supplied by the
opposite GEN and galley loads are partially shed. In case of a DC BUS 1 FAULT, the MASTER CAUT comes on associated with
a SC. VENTILATION BLOWER FAULT and EXTRACT FAULT lights on the
IDG OIL LO PR/OVHT overhead control & indicating panel come on. The failure is shown amber on
In case of an Integrated Drive Generator (IDG) unit oil low pressure or the ECAM page. In this case, the DC ESS BUS is supplied by the ESS TR and
overheat, the MASTER CAUT comes on associated with a SC. The IDG DC BAT BUS is supplied by DC BUS 2.
FAULT light on the electrical control panel comes on. The failure is shown
DC ESS BUS FAULT
amber on the ECAM page. IDG 1(2) OIL OVHT warning message appears
when the IDG oil outlet temperature is above 180 DEG C. In case of a DC ESS BUS FAULT warning, the MASTER CAUT comes on
associated with a SC. The failure is shown amber on the ECAM page.
GEN OVERLOAD
DC ESS BUS SHED
In case of generator overload, the MASTER CAUT comes on associated with a

SC. The GALleY & CABin FAULT light on the electrical control panel come on. In case of a DC ESS BUS SHED warning, the MASTER CAUT comes on
The failure is shown amber on the ECAM page. associated with a SC. The failure is shown amber on the ECAM page.
NOTE: The generator load can be reduced by switching the GALY & BAT 1(2) FAULT
CAB or COMMERCIAL P/Bs off. On ground, in case of APU In case of excessive battery charge current, the MASTER CAUT comes on
generator overload, the whole galley network is automatically associated with a SC.The BAT 1(2) FAULT light comes on. The failure is
shed. shown amber on the ECAM page.
AC BUS 2 FAULT DC BAT BUS FAULT
In case of an AC BUS 2 failure, the MASTER CAUT comes on associated with In case of a DC BAT BUS FAULT warning, the MASTER CAUT comes on
a SC. The aural warning sounds and the lower ECAM DU is lost. The failure is associated with a SC. The failure is shown amber on the ECAM page.
FRA US/T-5 PoL Nov 25, 2010 09|−00|SYS WARN|L3 Page 128
GENERAL
24−26
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
E/WD FAILURE MESAGE AURAL MASTER SD PAGE LOCAL
PHASE
WARNING LIGHT CALLED WARNINGS
INHIBIT
NIL * RAT & EMER
ELEC EMER CONFIG 4,8
MASTER (SD POWERLESS)
GEN FAULT
LOSS OF ALL MAIN GENERATORS CRC LIGHT
WARN
ELEC ESS BUSES ON BAT NIL 1,2,3,4,
ELEC
DC & AC ES BUSES ARE SUPPLIED BY BATTERIES 8,9,10
AC ESS FEED
ELEC AC BUS 1 FAULT ELEC
FAULT LT
VENTILATION
BLOWER
ELEC DC BUS 1 FAULT ELEC
MASTER & EXTRACT

SC FAULT LT 4,8
CAUT
ELEC AC BUS 2 FAULT NIL
NIL *
(SD POWERLESS) AC ESS FEED
ELEC AC ESS BUS FAULT FAULT LT
* ELEC PAGE SHALL BE CALLED ON REMAINING ECAM SCREEN BY PRESSING & HOLDING THE ELEC KEY ON THE ECP
Figure 74 Electrical Power System - ECAM Messages (1)

GENERAL
24−26
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
PHASE
INHIBIT
ELEC AC ESS BUS SHED
ELEC DC BUS 2 FAULT
ELEC DC BUS 1 + 2 FAULT NIL 4,8
ELEC DC ESS BUS FAULT
ELEC DC ESS BUS SHED
ELEC DC BAT BUS FAULT 4,5,7,8
ELEC GEN 1 (2) FAULT GEN 1 (2) 1,4,5,7,

MASTER FAULT LIGHT 8,9,10
SC ELEC APU GEN
ELEC APU GEN FAULT CAUT 4,5,7,8
FAULT LIGHT
ELEC GEN 1 (2) OR GALY & CAB 3,4,5,7,8
APU GEN OVERLOAD FAULT LIGHT
ELEC IDG 1 (2) OIL LO PR IDG 1 (2) 1,4,5,
ELEC IDG 1 (2) OIL OVHT FAULT LIGHT 7,8,10
ELEC BAT 1 (2) FAULT BAT 1 (2)
FAULT LIGHT 3,4,5,7,8
ELEC ESS TR FAULT
GENERAL
24−26
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
PHASE
INHIBIT
ELEC C/B TRIPPED ON OVHD PANEL
ELEC C/B TRIPPED ON L (R) ELEC BAY MASTER 3,4,5,7,
SC 8,9,10
ELEC C/B TRIPPED REAR PANEL J-M CAUT
(N-R), (S-V), (W-Z)
ELEC BAT 1 (2) OFF ELEC 1,3,4,5,7,
BAT P/BSW AT OFF WITHOUT FAULT 8,9,10
ELEC TR 1 (2) FAULT
NIL 3,4,5,
ELEC BCL 1 (2) FAULT NIL
7,8,
ELEC STAT INV FAULT
ELEC GEN 1 LINE OFF NIL
GEN 1 LINE P/B AT OFF POSITION
WITHOUT A SMOKE WARNING 1,3,4,5,
ELEC GEN 1 (2) OFF MASTER 7,8,9,10
GEN 1 (2) P/B AT OFF POSITION SC ELEC
WITHOUT A GEN FAULT WARNING CAUT

A318−21 24 B12
TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . 1 CSM/G CONTROL FUNCTIONAL OPERATION . . . . . . 66
24−28 STATIC INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
24−00 ELECTRICAL POWER GENERAL . . . . . . . . . . . . . . . . . . 2 STATIC INVERTER DESCRIPTION . . . . . . . . . . . . . . . . . 68
AC/DC POWER SOURCES INTRODUCTION . . . . . . . . 2 STATIC INVERTER CONTROL DESCRIPTION . . . . . . . 70
DC POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
24−26 GALLEY SUPPLY CONTROL . . . . . . . . . . . . . . . . . . . . . . 72
ELECTRICAL POWER SYSTEM INTRODUCTION . . . . 4
GALLEY SUPPLY CONTROL OPERATION . . . . . . . . . . 72
CONTROLS LOCATION COCKPIT . . . . . . . . . . . . . . . . . . 12
INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 24−40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
ELECTRICAL POWER SUPPLY INTRODUCTION . . . . 16 EXTERNAL POWER SUPPLY PRESENTATION . . . . . . 76
DC BUSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 EXTERNAL POWER FUNCTIONAL OPERATION . . . . . 78
AC CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 20 GROUND SERVICE SYSTEM OPERATION . . . . . . . . . . 80
DC CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 22 24−30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
ELEC−ECAM/CFDS COMMUNICATION FUNCTION . . 24 TR−UNIT COMPONENT DESCRIPTION . . . . . . . . . . . . . 82
24−21 INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU) . . . . . TR−CONTACTOR SYSTEM OPERATION . . . . . . . . . . . 84
26 24−35 DC ESSENTIAL & NORMAL GENERATION SWITCHING . . . . . .
IDG−SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . 26 86
IDG DRIVE SPEED/CONVERSION OPERATION . . . . . 28 DC TIE CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . 86
IDG OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . 30 DC ESS BUS NORMAL SUPPLY . . . . . . . . . . . . . . . . . . . 88
IDG CONTROL/INDICATION OPERATION . . . . . . . . . . . 32 24−38 DC GENERATION BATTERIES . . . . . . . . . . . . . . . . . . . . 90
IDG SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 36 BATTERY CONTROL FUNCTIONAL OPERATION . . . . 90
24−22 AC MAIN GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 38 24−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
CONTROL AND PROTECTION OPERATION . . . . . . . . 38 ELECTRICAL POWER BITE (CFDS HANDLING) . . . . . 92
AUTOMONITORING AND TEST (BITE) . . . . . . . . . . . . . 42 24−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
ELECTRICAL GENERATION INTERFACE UNIT OPERATION . . . AC AND DC LOAD DISTRIBUTION PRESENTATION . 96
44
ELECTRICAL POWER-COMPONENTS LOCATION . . . 98
24−23 AC AUXILIARY GENERATION . . . . . . . . . . . . . . . . . . . . . 46
24−00 ELECTRICAL POWER GENERAL . . . . . . . . . . . . . . . . . . 104
AUXILIARY GENERATION SYSTEM PRESENTATION 46
INTRODUCTION (ENHANCED) . . . . . . . . . . . . . . . . . . . . 104
APU GENERATION SYSTEM CONTROL OPERATION 48
GCUS AND EGIUS INTRODUCTION (ENHANCED) . . 106
BUS TIE LOGIC FUNCTIONAL OPERATION . . . . . . . . . 52
CONTROLS (ENHANCED) . . . . . . . . . . . . . . . . . . . . . . . . . 108
24−25 AC ESSENTIAL GENERATION SWITCHING . . . . . . . . 56
24−21 INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU) . . . . .
AC ESS BUS SUPPLY OPERATION . . . . . . . . . . . . . . . . 56 110
24−24 AC EMERGENCY GENERATION . . . . . . . . . . . . . . . . . . . 60 IDG PRESENTATION (ENHANCED) . . . . . . . . . . . . . . . . 110
AC EMERGENCY GENERATION DESCRIPTION . . . . . 60 IDG CONTROL PRESENTATION (ENHANCED) . . . . . . 112
CSM/G FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . 62 GCU CTL. & PROTECT. OPERATION (ENHANCED) . . 114
Page i
A318−21 24 B12
TABLE OF CONTENTS
24−41 AC EXTERNAL POWER CONTROL . . . . . . . . . . . . . . . . 116
GAPCU PRESENTATION (ENHANCED) . . . . . . . . . . . . . 116
GAPCU COMPONENT DESCRIPTION (ENHANCED) . 118
EPGS BITE (ENHANCED) . . . . . . . . . . . . . . . . . . . . . . . . . 122
24−26 GALLEY SUPPLY CONTROL . . . . . . . . . . . . . . . . . . . . . . 126
GALLEY AND COMMERCIAL OPERATION (ENHANCED) . . . . . .
126
24−00 ELECTRICAL POWER GENERAL . . . . . . . . . . . . . . . . . . 128
ELECTRICAL POWER SYSTEM WARNINGS . . . . . . . . 128
Page ii
A318−21 24 B12
TABLE OF FIGURES
Figure 1 AC/DC Power Sources Location . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 RAT Extension and CSM/G Control Logic . . . . . . . . . . . . . . . . 65
Figure 2 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 CSM/G Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 3 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Static Inverter Activation Logic . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 4 Emergency Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Static Inverter Control Schematic . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 5 Battery only Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Galley and Commercial P/BSW . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 6 Cockpit Panels General Location . . . . . . . . . . . . . . . . . . . . . . . . 12 Figure 41 Main & Secondary Galley Shedding Logic . . . . . . . . . . . . . . . . 74
Figure 7 Panel Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 42 Galley Supply Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 8 ECAM ELEC Page Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 14 Figure 43 External Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 9 ECAM ELEC Page Presentation (2) . . . . . . . . . . . . . . . . . . . . . . 15 Figure 44 External Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 10 ELEC PWR Supply Basic Schematic . . . . . . . . . . . . . . . . . . . . 17 Figure 45 Ground Service Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 11 ELEC PWR Supply Basic Schematic . . . . . . . . . . . . . . . . . . . . 19 Figure 46 TR Unit Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 12 AC Generation & Distribution Schematic . . . . . . . . . . . . . . . . . 21 Figure 47 TR 1 Contactor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Figure 13 DC Generation & Distribution Schematic . . . . . . . . . . . . . . . . . 23 Figure 48 TR 2 & ESS TR Contactor Control . . . . . . . . . . . . . . . . . . . . . . 85
Figure 14 ELEC−ECAM/CFDS Communication . . . . . . . . . . . . . . . . . . . . 25 Figure 49 DC Tie Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 15 IDG Location - CFM Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Figure 50 DC ESS Bus Normal Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 16 IDG Location - IAE Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 51 Battery Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 17 IDG Drive/Speed Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 52 CFDS Tests Electrical Generation System . . . . . . . . . . . . . . . 93
Figure 18 IDG Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 53 BITE Menues (CLASSIC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 19 IDG Control/Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 54 Load Distribution Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 20 IDG Oil Cooler Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Figure 55 Components Location - Cockpit . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 21 IDG Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 56 Component Location - Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 22 IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 57 Components Location - Avionics . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 23 Control and Protection & Differential Protection . . . . . . . . . . . 39 Figure 58 Component Location - External Power . . . . . . . . . . . . . . . . . . . 101
Figure 24 Other System Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 59 Component Location - Genrators . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 25 IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 60 Component Location - Ram Air Turbine . . . . . . . . . . . . . . . . . . 103
Figure 26 EGIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 61 ELEC PWR Supply Basic Schematic . . . . . . . . . . . . . . . . . . . . 105
Figure 27 AC Auxiliary Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 62 Differences of AC Generation System (All) . . . . . . . . . . . . . . . 107
Figure 28 APU Generator System Control . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 63 ELEC Control Panel Cockpit (enhanced) . . . . . . . . . . . . . . . . . 109
Figure 29 APU Generator System Control . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 64 IDG Oil Monitoring & Disconnection (enhanced) . . . . . . . . . . 111
Figure 30 Bus Tie Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 65 IDG Drive Part (enhanced) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 31 Bus Tie Schematic (External Power ON) . . . . . . . . . . . . . . . . . 55 Figure 66 GCU Control and Protection (enhanced) . . . . . . . . . . . . . . . . . 115
Figure 32 AC Essential Bus Supply Schematic . . . . . . . . . . . . . . . . . . . . 57 Figure 67 Ground & Auxiliary Control Unit Schematic (enhanced) . . . . 117
Figure 33 AC/DC Sheddable Bus Supply . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 68 External Power Control - Enhanced . . . . . . . . . . . . . . . . . . . . . 119
Figure 34 Emergency Generation Activation Logic . . . . . . . . . . . . . . . . . 61 Figure 69 APU Generator Control - Enhanced . . . . . . . . . . . . . . . . . . . . . 121
Figure 35 CSM/G Engagement Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 70 EPGS BITE Overview (enhanced) . . . . . . . . . . . . . . . . . . . . . . 123
Page i
A318−21 24 B12
TABLE OF FIGURES
Figure 71 MCDU EPGS Menu Selection (enhanced) . . . . . . . . . . . . . . . 125
Figure 72 Galley & CAB and Commercial Control . . . . . . . . . . . . . . . . . . 126
Figure 73 GLY/CAB and Commercial P/B Schematic (EXT PWR ON) 127
Figure 74 Electrical Power System - ECAM Messages (1) . . . . . . . . . . . 129
Page ii
A318−21 24 B12
TABLE OF FIGURES
Page iii
A318−21 24 B12
TABLE OF FIGURES
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ATA 24 ELECTRICAL POWER

FRA US/T-5 PoL Nov 25, 2010 ATA DOC Page 1

24−00 ELECTRICAL POWER GENERAL

S Nominal Power: 5 kVA

FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 2

Figure 1 AC/DC Power Sources Location

ELECTRICAL POWER SYSTEM INTRODUCTION

FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 4

Figure 2 Normal Operation

FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 6

Figure 3 Abnormal Operation

FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 8

Figure 4 Emergency Configuration

FRA US/O-7 KnB Nov 28, 2012 01|24−00|Sources|L1 Page 10

Figure 5 Battery only Configuration

CONTROLS LOCATION COCKPIT

PANEL 21VU PANEL 35VU

Figure 6 Cockpit Panels General Location

MCDU ECAM LOWER DU

Battery indications Battery charge/discharge indication DC BAT indication

ESS TR indication TR 1/2 indication

Figure 8 ECAM ELEC Page Presentation (1)

GEN 1/2 indications IDG 1 (2) indication

GALLEY SHED indication

if A/C is supplied by one engine inverter test or if all

ELECTRICAL POWER SUPPLY INTRODUCTION

AC ESS BUS is supplied by the STAT INV (STATic INVerter), which is

FRA US/O-7 KnB Nov 28, 2012 04|Distr|L1 Page 16

HOT BUS 12XB BCL1

1PP DC TIE CTR 1 DC TIE CTR 2 2PP

GLC1 9XU1 AGLC 3XS EPC 3XG GLC2 9XU2

GEN APU 12XN GEN

Figure 10 ELEC PWR Supply Basic Schematic

FRA US/O-7 KnB Nov 28, 2012 04|Distr|L1 Page 18

HOT BUS 12XB BCL1

1PP DC TIE CTR 1 DC TIE CTR 2 2PP

GLC1 9XU1 AGLC 3XS EPC 3XG GLC2 9XU2

GEN APU 12XN GEN

Figure 11 ELEC PWR Supply Basic Schematic

S Alternative by the AC BUS 2 (manually controlled by the AC ESS FEED

FRA US/O-7 KnB Nov 28, 2012 05|AC Ctl|L2 Page 20

AC ESS BUS ESS TR

Figure 12 AC Generation & Distribution Schematic

Battery Charge Limiters

FRA US/T-5 PoL Nov 25, 2010 06|DC Ctl|L2 Page 22

CNTOR SPLY CNTOR

Figure 13 DC Generation & Distribution Schematic

ELEC−ECAM/CFDS COMMUNICATION FUNCTION

FRA US/O-7 KnB Dez 05, 2012 07|EGIU|L2 Page 24

GPCU GCU 1 GCU APU GCU 2

Figure 14 ELEC−ECAM/CFDS Communication

24−21 INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU)

OIL COOLER ELEC

IDG INPUT DRIVE GENERATOR