Manual Paf759 24 2024

PERIÓDICO DE ANÁLISIS DE
FALLAS DE LOS SISTEMAS

DEL EMBRAER 190
AÑO 2024 ATA 24 MANUAL DE CAPACITACION
MANTENIMIENTO PAF759-24
ADVERTENCIA:
LA PRESENTE INFORMACIÓN TÉCNICA HA SIDO ELABORADA CON FINES DE
CAPACITACIÓN Y NO DEBERÁ SER UTILIZADA PARA REALIZAR TRABAJOS EN
FUSELAJE, MOTORES O COMPONENTES DE LA AERONAVE.
EN CASO DE EXISTIR DIFERENCIA ENTRE ESTA INFORMACIÓN Y AQUELLA
PUBLICADA EN LOS MANUALES DE LOS FABRICANTES, ESTA ÚLTIMA TIENE
PRIORIDAD.
ESTE MANUAL HA SIDO PREPARADO CON LA REVISIÓN MÁS ACTUAL DE LOS
MANUALES TOMADOS COMO FUENTE DE INFORMACIÓN A LA FECHA DE LA
IMPRESIÓN DE ESTE.
ESTE MANUAL NO SERÁ REVISADO.
página 1
PAGINA DEJADA INTENCIONALMENTE EN BLANCO
página 2
OBJETIVO GENERAL:
Al término del curso el técnico de mantenimiento será capaz de describir el

funcionamiento, operación, localización de los componentes y hacer un análisis de
fallas del sistema eléctrico de las aeronaves EMBRAER 190.
página 3
PAGINA DEJADA INTENCIONALMENTE EN BLANCO
página 4
INDICE
Análisis de Fallas del Sistema de Energía Eléctrica……...............…….….……..9
Análisis de Fallas del Sistema del Generador de CA………………..…………...14

Análisis de Fallas del Sistema de Generación de CA……………………….…..26
Análisis de Fallas del Sistema del Generador CA de APU………...………...…..51
Análisis de Fallas del Sistema del Generador de Emergencia de CA.......…......66
Análisis de Fallas del Sistema de Generación de CD……...........…………..…...83
Análisis de Fallas del Sistema de Baterías Principales……….......….….............90
Análisis de Fallas del Sistema de la Planta externa……….....……………....…103
Análisis de Fallas del Sistema de Energía Externa CA……………………….…107

Análisis de Fallas del Sistema de Distribución Eléctrica de CA…………….…..112
página 5
INDICE
Análisis de Fallas del Sistema de Distribución de Energía CA………….……...131
Análisis de Fallas del Sistema de Distribución de Energía de CD....….….…....147
página 6
Análisis de Fallas del Sistema de Energía Eléctrica
página 7
ELECTRICAL POWER GENERAL (24-00) - INTRODUCTION
The Electrical Power Generating and Distribution System (EPGDS) is
comprised of AC and DC power sources.
The AC system consists of:

• Two engine-driven Integrated Drive AC Generators (IDGs);
• One Auxiliary Power Unit driven AC-Generator (APU GEN);
• One Ram Air Turbine driven AC-Generator (RAT) and
• One AC external power input.
The DC system consists of:

• Two nickel cadmium accumulators,
Developed for Training Purposes Only

• One DC external power input and.
Normal operation of the EPGDS is in automatic mode, whereby selection of

the power source for each bus is accomplished automatically.
Copyright 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer. 8
The information, technical data, designs and drawings disclosed in this document are proprietary information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer página 8
ELECTRICAL POWER GENERATING AND DISTRIBUTION SYSTEM (EPGDS) SCHEMATIC

EPGDS COMPONENT LOCATIONS
Each IDG is installed on its respective engine gearbox. The Ram Air Turbine (RAT) system is installed adjacent to the nose wheel
bay on the right side of the aircraft outside of the FWD E-bay just below the
The APU Generator is installed on the APU gearbox. co-pilot position. The following LRUs are found in this area:
The following EPGDS equipment is installed in the pressurized FWD E-bay: • RAT Actuator
• Essential Integrated Control Centre (EICC) • Uplock
• Transformer Rectifier Unit Essential (TRU ESS) • Manual Release Cable Assembly
• Secondary Power Distribution Assembly # 1 (SPDA 1)
• Battery #1 (BATT1) The following LRU is accessible from the nose wheel bay:
• Static Inverter
• Restow Pump

The following EPGDS equipment is installed in the pressurized MID E-bay:
• Left Integrated Control Centre (LICC) The RAT GCU is installed in the FWD E-bay.
• Generator Control Unit # 1 (GCU 1)
• External Power Module (EPM)
• Transformer Rectifier Unit # 1 (TRU 1)
• Right Integrated Control Centre (RICC)
• Generator control Unit # 2 (GCU 2)
• Auxiliary Generator Control Unit (AGCU)
• Transformer Rectifier Unit # 2 (TRU 2)
• Secondary Power Distribution Assembly # 2 (SPDA 2)
The following EPGDS equipment is installed in the pressurized rear avionics

bay:
• Auxiliary Integrated Control Centre (AICC)
• Battery # 2 (BATT 2)
ELECTRICAL SYSTEM
IDG 1 IDG 2
STATIC INVERTER

BATTERY 1 SPDA 1
EPGDS PANEL
EICC
BATTERY 2 SPDA 2
RICC
EPGDS END ITEM LOCATIONS

APU GENERATOR
RAT SYSTEM LICC
AICC
Análisis de Fallas del Sistema del Generador de CA
página 12
AC GENERATION GENERAL (24-20) - INTRODUCTION
The AC system of the airplane operates on 115/200 Volts AC, at 400Hz
frequency stabilized.
There are three main AC power sources:
• Two Integrated Drive Generators (IDGs), installed on their respective

engine gearboxes, and one APU Generator installed on the APU
gearbox.
• An AC external power source interface for ground operation.
• A Ram Air Turbine (RAT) for emergency purposes in flight.


• A Static Inverter which goes into operation when only one main AC
power source is available.
AC POWER GENERATION

AC BUS TIES
The AC BUS TIES switch provides control of Bus Tie Contactor 1/2 (BTC 1
and BTC 2).
With the switch in the AUTO position, the EPGDS will operate the BTC 1 and
BTC 2 automatically.
With the switch in the Position 1 OPEN, BTC 1 will open and BTC 2 will
operate automatically.
With the switch in the position 2 OPEN, BTC 1 will operate automatically.
For system protection, a BTC1 and / or BTC2 lockout system will be


operative sometimes. To reset a lockout, the AC BUS TIES switch must be
rotated from the AUTO position to the respective BTC position and back to
AUTO position.
AC BUS TIE CONTACTORS

AC BUS TIE CONTACTORS

LOAD SHED
The load shed/restoration function (logic) is automatically implemented and
controlled in the SPDA(s) utilizing information sent over the ARINC 429 and
ASCB communication buses to identify and initiate the shed/restoration
function.
The SPDA utilizes the following EPGS status information:
• ARINC 429 information from the GCUs and EPM to determine system
configuration (number of AC power sources on-line based on contactor
information)
• ASCB information from the MAUs to determine Weight On Wheels status
(air/ground mode)

• ARINC 429 information to determine individual generator load information.
This information is processed within the SPDAs to determine if load
shedding is required or if current conditions allow for load restoration.
The SPDAs also share data with each other on the ASCB and CAN data bus
for redundancy purposes.
When a single generator (IDG or APU GEN) is operating while the aircraft is
in air mode, the load shed function shall simultaneously shed all the non-
essential loads as shown.
Additionally, independent of air/ground mode configuration, the SPDA(s) shall

interpret load information being provided by the associated GCUs. If
generator phase current load information indicates:
• 116A ≤ generator single phase current < 130A for 2.5 minutes.
OR
• 130A ≤ generator single phase current < 174 A for 2.5 seconds then the
load shed function shall simultaneously shed all the nonessential loads as
shown.
SINGLE GENERATOR OPERATION

LOAD RESTORATION
Load restoration occurs automatically if one of the following conditions exists:
• At least two AC Power Source available

IDG (GLC closes)
APU Gen (ALC and BTC close)
AC EXT PWR (EPAC and BTC close while on ground).
• All AC Power Sources are removed while on ground.
• Manual restoration of loads is accomplished (on ground)
LOAD SHED RESET’ command from maintenance personnel via MCDU
to SPDAs.

For the increase in AC source capability condition or MCDU manual load
shed reset, an interval restore process is used.
The interval restore process restores loads in 150ms intervals as identified in

the restore sequence shown below in the table.
If the load restoration process is initiated by sensing that all AC sources have
been removed from the aircraft, the interval restore process is not needed.
In this aircraft configuration, all previously shed loads shall be simultaneously

restored since there is no danger of overloading any of the AC sources.
If an over-current condition occurs, system protection is provided by the

GCU/EPM.
LOAD RESTORATION

NBPT - NO BREAK POWER TRANSFER
The aircraft power sources, IDG1, IDG2, APU Generator, and External
Power are capable of momentary paralleling with each other to achieve No
Break Power Transfers (NBPTs) on the ground. The NBPT allows the
momentary paralleling between two AC power sources: the IDGs, GPU and
the APU generator, at any possible combination. Only two sources are
allowed in parallel during NBPT at any time. In the air, all power transfers will
be BPT.
Coordination of power transfers on ground allows two ac sources to be

connected to the same bus for a limited period during power source change
over to prevent system interruption (eg: blanking screens)
During momentary paralleling with an external power source, the paralleling

control circuitry is designed to minimize the reverse power flow from doing

damage to the external power cart. For all NBPTs the paralleling time
between sources will be kept to a minimum (a design goal of 50 msec
maximum). In cases where the sources remain in parallel for longer periods,
the sources will be isolated according to the time limits imposed by the
Inadvertent Parallel Trip (IPT) protection.
Positioning the cockpit control panel switches to the AUTO/ON position

enables the associated AC power source for transfer of power according to
availability and bus priority rules.
Manually selecting a system control switch to the OFF position either initiates
a power transfer or trips the associated contactor without any time delay
depending on whether a power transfer is feasible at the time.
If during any of the NBPTs described below, the paralleling limits cannot by
achieved, then the transfer will be completed as a Break Power Transfer
(BPT).
The time allowed for NBPTs involving IDGs only will be 5 seconds. The time
allowed for NBPTs involving AGEN and GPU will be 15 seconds. If a NBPT
does not occur within the allowed time delay the transfer will be concluded
with a break-transfer of minimum power interruption.
The time allowed for a NBPT between different power sources, as already
explained, is as follows:
• From one IDG to other IDG (5 seconds)
• From APU GEN to an IDG (15 seconds)
• From an IDG to APU GEN (15 seconds)
• From AC EXT PWR to an IDG or APU GEN (15 seconds)
• From an IDG or APU GEN to AC EXT PWR (15 seconds)
NBPT - NO BREAK POWER TRANSFER

Análisis de Fallas del Sistema de Generación de CA
página 24
INTEGRATED DRIVE GENERATORS (24-21) (IDGs)
INTRODUCTION
Two Integrated Drive Generators normally provide the source of aircraft
electrical AC power on ground during taxi, during takeoff and during in-flight
operation.
Each mechanically-driven IDG is mounted on an engine gearbox.
The IDG supplies 30/40 kilovolt-amps at 115/200 volts AC, using a three-
phase, brushless type, four output wire system which is stabilized at 400Hz
frequency.
Stabilized operation frequency is accomplished by the Constant Speed Drive,


CSD, which is part of the IDG unit. The purpose of the CSD is to ensure
constant rpm by converting variable input speed into a constant output speed
by means of a hydro-mechanical mechanism. The constant speed of the
generator is necessary to produce the required stabilized 400Hz operation
frequency of the AC electrical power supply system.
Control and monitoring is provided by the associated Generator Control Unit

(GCU), linked to the Secondary Power Distribution Assembly (SPDA) by
digital interface (ARINC 429).
IDG - INTEGRATED DRIVE GENERATOR
DIFERENTIAL
OIL LEVEL PRESSURE
SIGHT GLASS INDICATOR (DPI)
PRESSURE FILL FITTING
ELETRICAL DUST CAP
CONNECTOR

ID/MOD
PLATE
OVERFLOW
DRAIN PLUG
CASE DRAIN PLUG

AND O-RING
THE CONSTANT SPEED DRIVE
The Constant Speed Drive enables the generator to operate at a constant
speed of 12,000 rpm, regardless of the variable engine speed and generator
load.
The CSD drives the generator through a 1:2 ratio gearing and a planetary
differential gear. As long as the planetary differential input drive shaft is at
6000 rpm, the generator operates at 12,000 rpm and produces 400Hz. When
the input shaft rotation speed varies, the generator frequency also varies.
The IDG is able to achieve this constant Generator drive speed if the input
speed from engine reduction gearbox speeds is between 4618 rpm, which is
the minimum idle speed, and 8130 rpm.

This varying speed deviation from 400Hz generates, via the Permanent
Magnet Generator (PMG), associated electrical data to the Generator Control
Unit (GCU).
The GCU supplies an electrical signal to a servo valve inside the CSD. This
servo valve then controls - through a control cylinder - the hydraulic log unit,
which operates in a clockwise or counter-clockwise direction.
Because the hydraulic log unit is connected to another input of the planetary
differential gear, the generator rpm increases or decreases less than the
input shaft rpm. As a result, the generator frequency stays constant.
IDG INTERNAL

THE HYDRAULIC LOG UNIT
The hydraulic log unit operates at 240-280 psi pressure. This oil pressure is THE SCAVENGE RELIEF VALVE
maintained by a charge pump and charge relief valve. The charge oil is also A scavenge relief valve is provided for filter bypass and external circuit when
used to cool and lubricate the generator and the other CSD components. It is the filter or external circuit remains plugged. In this case the bypass oil flows
not part of the engine oil circuit. directly from the scavenge pump to the de-aerator inlet. The oil is still
circulating within the IDG; therefore the moving mechanism still receives
The oil flow is between 7 and 12 gal / min. Drain oil from the generator and adequate lubrication. However, the oil is not cooled when the IDG is in the
sump is supplied through a scavenge filter to an external oil cooler by three bypass mode. The bypassing, uncooled oil will cause the IDG oil temperature
pumps, which are driven by the accessory drive gear on the planetary to increase, and may cause the amber "FAULT" light in the IDG control panel
differential gear at a constant speed. switch to illuminate.
These pumps are the generator scavenge pump, sump scavenge pump and The scavenge relief valve also opens during cold start conditions, because of
the inversion scavenge pump. the high pressure created by high oil viscosity in the external circuit.

The Generator Scavenge pump collects lubricating oil from the generator and ROTATING DEAERATOR
returns it to the CSD scavenge system to supply the sump scavenge pump. The entering oil passes through a rotating de-aerator. This device extracts air
The sump scavenge pump collects the lubricating oil that returns to the from the oil with centrifugal force. The deaerated oil exits the de-aerator
bottom of the CSD (sump). These pumps press the oil through the scavenge discharge and enters the charge pump. The overflow oil leaving the de-
filter, out of the IDG through the external oil cooler and back into the IDG. aerator that does not feed the charge pump fills a holding tank inside the
CSD housing.
The Inversion Scavenge pump acts as a sump pump during negative-G
operation to ensure a continuous flow to the oil cooler and to supply the The holding tank is an all-attitude reservoir designed to assure a continuous
charge pump. supply of oil charge and lubrication oil through all flight attitudes, including
negative-G conditions.
A DIFFERENTIAL PRESSURE INDICATOR (DPI)
A scavenge oil filter is provided between the scavenge pumps and the
external oil cooler. This filter cleans the oil before it exits the IDG to prevent
contamination of the external oil circuit.
A Differential Pressure Indicator (DPI) detects a plugged filter, which means it

monitors the oil pressure before and after the scavenge oil filter. In this case
the red DPI button will extend as a visual indication.
A DIFFERENTIAL PRESSURE INDICATOR (DPI)

IDG & IDG COOLER INSTALLATION ON GE CF34-10E
INTEGRATED DRIVE GENERATOR
• The IDG 1 is installed on the LH (Left-Hand) engine AGB.
• The IDG 2 is installed on the RH (Right-Hand) engine AGB.
Access to each IDG can be obtained by opening the FAN COWL.
OIL COOLING SYSTEM

The purpose of the system is to maintain the IDG cooling oil temperature
within a specified temperature range. This task is performed by an ACOC
(Air-Cooled Oil Cooler) in series with a FCOC (Fuel Cooled Oil Cooler).
The ACOC is mounted in the fan case, aft of the fan, and in the flow path.

The FCOC is located on the exterior of the fan case. The IDG oil cooling
system is self contained.
The IDG oil cooling system does not include an IDG dedicated oil tank. The
IDG oil system, that includes the IDG, the FCOC and the ACOC, is totally
independent of the engine lubrication system. There is no oil drain provision
for the IDG oil cooling system.
IDG AND IDG COOLER INSTALLATION ON GE CF34-10E ENGINE

IDG 1 AND 2 SELECTOR KNOBS
AUTO: allows automatic operation of the electrical system. This position
closes the IDG contactor, connecting the IDG to the respective AC BUS.
OFF: opens the IDG contactor isolating the IDG from the respective AC BUS.
DISC: must be held in this position for one second to mechanically

disconnect the IDG.
NOTE: AN AMBER LED ILLUMINATES INDICATING TO THE PILOT

WHICH IDG MUST BE DISCONNECTED.

IDG CONTROL
OFF-LINE

IDG 1 / IDG 2
IDG DISCONNECTION
In case of malfunction, the IDG can be manually disconnected through a
switch located on the cockpit control panel (CCP), controlling the electric-
mechanical disconnect mechanism, which is part of the IDG input shaft. This
mechanism consists of a solenoid-operated, spring loaded disconnect
plunger, camshaft and reset ring.
The manual disconnect should be performed if the associated cockpit (IDG

DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed.
These indicate low oil pressure or high oil temperature in the IDG.

IDG DISCONNECT
IDG 2 OIL

Copyright 2021 by EMBRAER. S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer. The information, technical data, designs and 95
drawings disclosed in this document are proprietary information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer S.A. 42 de 245
IDG MECHANICAL DISCONNECT
The IDG incorporates a disconnect device to mechanically separate the
Gearbox driven input shaft from the other transmission gears in order to
minimize internal component damage caused by induced or hardware failure.
The IDG contains a manual disconnect mechanism and a thermal disconnect

mechanism. The manual disconnect is operated by the flight crew when a low
oil pressure (LOP) or over temperature (OT) condition occurs in the IDG.
The LOP switch setting for illuminating the LED is 140 ± 25 psi (965 ± 172
KPa). The high oil temperature setting for illuminating the LED is 335 ± 10°F
(168 ± 6°C).

The manual disconnect mechanism is made up of a solenoid, spring-loaded
disconnect plunger, cam shaft, and reset ring. The disconnect mechanism
disconnects the output shaft of the engine gearbox from the IDG input shaft if
the aircrew momentarily pulls and rotates the IDG switch located on the flight
deck panel when the associated DRIVE LED comes on. When the disconnect
solenoid is operated, the spring-loaded disconnect plunger is released and
moves into contact with a cam on the shaft. The cam shaft moves like a
screw in a threaded hole, and as it turns, causes the cam to move away from
the input shaft. When the jaw teeth have been separated, the input shaft,
which is still driven by the engine gearbox, turns freely in the IDG but does
not cause the IDG components to turn. The disconnect mechanism may be
set again if the reset ring is pulled after all input to the IDG has stopped.
The thermal-operated mechanism automatically engages the disconnect

plunger and disconnects the output shaft of the engine gearbox from the IDG
input shaft if the IDG “sump” temperature is hot enough to melt the eutectic
solder. The thermal disconnect setting is 366 ± 8 °F (185 ± 4 °C).
In case the manual or thermal disconnect is not activated, the IDG input shaft
shears at 3,150 ± 250 lb.in. (384.9 to 412.4 N•m) torque.
IDG MECHANICAL DISCONNECT (MANUAL & THERMAL)
JAW TOOTH CLUTCH
SEPARATION
SURFACE
WORMSHAFT INPUT SHAFT

RESET SPRING

THREADED
PLUNGER PAWL INPUT SEAL
PLUNGER PAWL
SPRING
TERMO
DECOUPLER
SELENOID
RESET RING
IDG CAUTIONS
In case the operational oil pressure in the IDG drops below 140 +/-25psi, the THERMAL DISCONNECT MECHANISM
charge pressure switch inside the CSD closes. The GCU interprets this as a For safety reasons automatic disconnection is also possible by a thermal
low oil pressure condition. disconnect mechanism, part of the IDG input shaft. This mechanism consists
of a eutectic solder pellet in combination with a spring loaded retraction pin
In case oil temperature in the IDG sump, sensed by the temperature bulb system.
reaches 335 degrees F (168 degrees C) an IDG over temperature condition
is interpreted by the GCU. In this case the GCU will send a corresponding If the IDG oil temperature at the thermal disconnect assembly reaches 366
signal over ARINC 429 to the associated SPDA. The SPDA illuminates an degrees F, 185 degrees C, the solder pellet melts, and the thermal
AMBER lamp at the IDG DISC switch. disconnect pin retracts. The same chain of events occurs during a manual
disconnect.
This lamp illuminates if the following SPDA input signals are active:
However, if the IDG thermally disconnects, pulling on the reset ring will not

• IDG over temperature signal or low oil pressure signal, and reset the IDG. The IDG must be returned to the repair shop.
• IDG not already disconnected, and
• IDG input speed greater than 4500 RPM, which senses that the engine is
running.
CREW ACTIONS
When the lamp illuminates, the flight crew should take action to hold the IDG
selector knob in the “DISC” position for one second.
The disconnect mechanism inside the CSD provides a means of separating

the transmission and generator shaft from the IDG input shaft.
IDG 1 DISCONNECT

THE DISCONNECT SELENOID
Actuating the disconnect solenoid by turning the cockpit knob results in the
solenoid pin retracting. This action releases a plunger, which engages the
cam on the transmission shafts. As the shaft rotates, the plunger rides along
the cam, moving the shaft axially away from the input shaft. The IDG input
shaft part remains engaged with the drive spline of the gearbox.
When the IDG DISC knob is turned, a signal is also passed over ARINC 429
to the respective GCU to trip the Generator Control Relay (GCR) and the
Generator Line Contactor (GLC).
IDG RESETTING
The disconnect mechanism can be reset by pulling the reset ring on the

outside of the IDG. This can only be done when the input shaft is not
spinning.
The mechanism should only be reset for a disconnect test and not for the
reset of an anomaly condition. If the IDG is disconnected for reason, it should
be replaced and returned to the repair shop.
INTEGRATED DRIVE GENERATOR OIL – SERVICING

The IDG OIL Servicing can be found in the AMM (Part II) 12-13-09-03
INTEGRATED DRIVE GENERATOR OIL – INSPECTION/CHECK

The IDG OIL Inspection/Check can be found in the AMM (Part II) 12-13-
09-06
THE DISCONNECT RESET RING

GCU AND PMG
For control and regulation, there are inter link circuits between the brushless
IDG and the Generator Control Unit. These systems are used to stabilize the
IDG output voltage and frequency, and protect the AC generation and supply.
A Permanent Magnet Generator, PMG, which is part of the Planetary

Differential inside the CSD, rotates with the stabilized IDG speed. The PMG
induces three phase 100V / 1200 Hz AC inside the PMG stator, which is sent
to the Generator Control Unit.
The Power Unit of the GCU rectifies the AC from the PMG into DC (Direct
Current) for the Voltage Regulator of the GCU. This regulated DC voltage
supplies the ten pole stator windings of the generator’s exciter field. A three

phase AC voltage is generated in the exciter rotor by induction. This AC
voltage needs to be converted to DC voltage by a rectifier unit which is
installed on the generator's common rotor shaft. This DC voltage is supplied
to the windings of the four pole main field rotor in which the DC current flow
creates a magnet field. This rotating magnetic field induces the output AC
voltage in the windings of the generator's main stator. This generator output
is connected to the terminal block on the IDG housing.
In summary, stabilization of the IDG is accomplished when the generator

output AC voltage is stabilized by varying the exciter input DC voltage by the
GCU, according to the generator output frequency. The generator output
frequency is stabilized by the Constant Speed Drive using the AC voltage
and frequency data provided by the Permanent Magnet Generator.
GENERATOR SCHEMATIC

IDG ELECTRICAL CONNECTIONS
Resistance readings should be performed at ambient temperature 77°F
(25°C) after disconnecting the harness connectors and feeder terminals.
RESISTANCE
CONNE CHECK LIMIT AT
COMPONENT
CTOR BETWEEN PINS
77ºF (25ºC)
C and D 7.7 ± 0.8 ohms
Generator Current
J1 C and E 7.7 ± 0.8 ohms
Transformer (CT)
C and F 7.7 ± 0.8 ohms
Exciter Stator J1 A and B 10 ± 1 ohms
Oil Temperature Bulb
J2 E and F 98 ± 5 ohms

(sump)
C and M 1.33 ± 0.13 ohms
PMG Stator J2 C and G 1.33 ± 0.13 ohms
M and G 1.33 ± 0.13 ohms
0.028 ± 0.0015
T-1 and N
ohms
Terminal 0.028 ± 0.0015
Main Stator T-2 and N
s ohms
0.028 ± 0.0015
T-3 and N
ohms
Disconnect Solenoid J2 K and L 5 ± 2.5 ohms
Servo Valve J2 A and B 75 ± 6 ohms
GENERATOR SCHEMATIC
EXCITER CURRENT
ARMATURE TRANSFORMERS
EXCITER
MAIN FIELD
FIELD
MAIN ARMATURE
TERMINAL
BLOCK

CONNECTOR
J1
DISCONNECT SOLENOID
CONNECTOR SERVO
J2 VALVE
PMG
ARMATURE
CHARGE PRESSURE
SWITCH
TEMPERATURE
BULB
Análisis de Fallas del Sistema del Generador CA de APU
página 49
APU AC GENERATION (24-22) - INTRODUCTION
The APU system is used primarily when the airplane is on ground for All stator coils are of the three phase concept and are installed in the
maintenance and flight preparation. The APU generation of AC power can generator housing. Also the three Control Transformers (CT) are installed in
also be used to dispatch the airplane with an altitude restriction or as a these generator housing. The coils of the Control Transformers are
backup source of electric power in flight. connected on the neutral side of the main stator windings. The transformer
signals are used by the Auxiliary Generator Control Unit to monitor current for
The APU AC generation system consists of the following main components: the differential fault detection and protection.
• The Generator Unit (AUX GEN),
• The Generator Control Unit (AUX GCU),
• The Line Contactor (ALC),
• The Current Transformer (AUX GEN CT),
• The APU GEN switch,
• The crew alerting system (CAS) which is part of the EICAS indication.

The APU Auxiliary Generator is a four pole, three-phase, brushless type,
spray oil cooled and lubricated, rotating rectifier machine.
It is rated at 30/40 kVA, 115/200 VAC, 400 Hz. Constant 400 Hz frequency
AC power is obtained by rotating the generator with a constant APU engine
speed of 12000 RPM.
The AUX GEN rotor unit consists of:

• A permanent magnet generator,
• An exciter field rotor,
• A diode rectifier assembly,
• And a main field rotor.
All these rotor parts are installed on a common shaft, and driven by the APU
gearbox.
The stator side of the AUX GEN consists of:

• A permanent magnet generator stator,
• An exciter stator,
• A main stator.
THE APU AUXILIARY GENERATOR

THE APU GENERATOR OPERATES AT:
• 30/40 kVA
• 115/200 VAC, 400 Hz, THREE PHASE
• INPUT SHAFT SPEED OF 12000 RPM
THE AUX GENERATOR
The AUX generator is installed on the gearbox of the Auxiliary Power Unit,
which is located in the tail cone of the airplane. The generator unit and a seal
plate are mounted to the gearbox via threaded studs with washers and nuts.
Two alignment pins are installed for ease of installation and for preventing
torque motion of the generator housing. The three feeder cables and the
neutral cable are attached to the main terminal block of the generator. The
terminal blocks of IDG and AUX Gen. are the same type.
The external connector is used for Permanent Magnet Generator (PMG)

stator AC output to the Generator Control Unit (GCU), for Exciter Field DC
input from the GCU and for Control Transformer AC signal output to the
GCU.

For safety purposes, the generator is protected by an input shaft shear
section.
The Auxiliary generator spray lubrication system shares the oil cooling
system with APU engine.
THE APU GENERATOR SWITCH

The APU GEN switch is located on the ELEC Control panel, part of the
overhead panel. The switch has a latched IN-, and an unlatched OUT-
position. A status lamp is part of the switch-button.
Latched IN is the usual position, which operates the Auxiliary Generator

automatically, and provides power to the aircraft AC distribution system. The
status lamp of the switch is OFF in this position.
The unlatched OUT position gives the flight crew the option to manually de-
energize the AUX Generator. In this case it opens the Generator Control
Relay (GCR) and the Auxiliary Line Contactor (ALC).The switch status lamp
is ON in this position.
THE APU GENERATOR CONTROL

LATCHED IN POSITION (NORMAL); STATUS LAMP OFF
UNLACHED OUT POSITION : STATUS LAMP ON
THE AUXILIARY GENERATOR CONTROL UNIT
GCUs
The Auxiliary Generator Control Unit is a Line Replaceable Module (LRM); it The following are main functions performed by each GCU depending on its
is located in the Right Integrated Control Centre (RICC). location on the aircraft:
The AUX GCU is a microprocessor controlled assembly that gives: • GCU1 (installed in the LICC)
• Control, Voltage Regulation and Frequency Control for IDG1
• Protection, Protection for IDG1 and its feeders
• Voltage regulation, Control and Protection for AC BUS 1
• Generator frequency control and No Break Power Transfer (NBPT) for AC System
• Built-In Test functions.
• GCU2 (installed in the RICC)

It will command the Auxiliary Line Contactor (ALC) to open and stop AC Voltage Regulation and Frequency Control for IDG2
power supply to the AC system if a system fault occurs. Protection for IDG2 and its feeders
Control and Protection for AC Bus 2
The AUX Generator Control Unit gives protection to the APU AC-generation NBPT for AC System
system as follows:
• Over voltage; • AGCU (installed in the RICC)
• Under voltage; Voltage regulation for the APU GEN
• Over frequency; Protection for the APU GEN and its feeders
• Under frequency; Send speed command signal to the APU FADEC for NBPT between the
• Over current; APU GEN and AC EXT PWR
• Phase sequence; NBPT for AC system on the ground
• Differential fault; Bus controller for the Inter-LRM communication link between the GCUs
• Shorted internal wiring; and the EPM.
• Shorted rotating diode system;
• Inadvertent paralleling trip;
• Open phase;
• Failure of the Central Processing Unit (CPU) of the GCU.
THE AUXILIARY GENERATOR CONTROL UNIT
THE AUX GCU is a microprocessor – controlled assembly that provides
the following generator control, protection, regulation and bluit-in test
functions:
• OVERVOLTAGE • INADVERTENT PARALLELING TRIP
• UNDERVOLTAGE • OPEN PHASE AND FAILURE
• OVERFREQUENCY OF THE CENTRAL PROCESSING
• UNDERFREQUENCY UNIT (GPU) OF THE GCU.
• OVERCURRENT
• PHASE SEQUENCE
• DIFFERENTIAL FAULT
• SHORTED INTERNAL WIRING

• SHORTED ROTATING DIODE SYSTEM
RICC
RICC
GCU 1
THE AUXILIARY GENERATOR LINE CONTACTOR (ALC)
The Auxiliary Generator Line Contactor (ALC) is a Line Replaceable Module
(LRM) located in the Right Integrated Control Centre (RICC).
The ALC is a normal open, electrically held contactor that is controlled by the
Auxiliary Generator Control Unit. When the AUX GCU has determined that
the Aux GEN power quality is good, it sends a signal to close the ALC, and
then the Auxiliary Generator AC power is supplied to AC BUS 1 and AC BUS
2. The ALC has six usually open and six usually closed auxiliary contacts.
The ALC contacts are rated at a minimum continuous 150 Amps current per
phase. The contactor coil is operated by +28 VDC controlled by the GCU.
The pull in current of the coil is less than 2 Amps and a hold current of less

than 0.4 Amps.
AUXILIARY GENERATOR CONTROL UNIT (AUX GCU)

THE AUXILIARY GENERATOR LINE CURRENT TRANSFORMER
The Auxiliary Generator Line Current Transformer (AUX GEN Line CT) is
located in the Right Integrated Control Centre (RICC).
There is one CT for each AC phase. The purpose of each current transformer
is to provide differential protection for the phase output leads of the Auxiliary
Generator. The Current Transformer (CT) has a transformation ratio of 500:1,
used to detect differential fault currents.

APU GENERATOR BLOCK DIAGRAM

APU GEN ELECTRICAL
The APU GEN is a single-bearing, three-stage, brushless, oil cooled
machine. The generator rotor assembly has an exciter rotor, permanent
magnet generator (PMG), main generator rotor, and diode rectifier assembly
all mounted on a common shaft.
The exciter stator, PMG stator and main generator stator are mounted in the
APU GEN housing. The generator is spray-oil cooled with oil provided and
scavenged by the APU.
The APU provides the mechanical power to drive the APU GEN rotor at a
nominal and constant speed of 12,000 rpm. The rotation of the PMG induces
an alternating current (AC) voltage in the three-phase windings of the PMG

stator armature. This AC voltage is supplied to the generator control unit
(GCU) where it is conditioned and rectified into DC voltage. The rectified DC
voltage is used by the GCU’s voltage regulator to control the current supplied
to the windings of the exciter generator field, also called the exciter stator.
The stationary magnetic field created by the DC voltage in the exciter stator
induces a three-phase AC voltage in the rotating windings of the exciter
generator armature (exciter rotor). The rotating diode assembly in the APU
GEN rotor assembly then rectifies the AC voltage of the exciter rotor to DC
voltage. This DC voltage is applied to the field windings of the main generator
rotor. Current flow in the main generator field windings causes a rotating
magnetic field, which induces an AC voltage in the main generator stator
armature. The power output of the main generator stator is fed through the
terminal block on the APU GEN housing, out to the point of regulation. If
system conditions are acceptable, the GCU will close the ALC to distribute
the APU GEN power to the aircraft loads. Current transformers are mounted
on the APU GEN output and monitored by the GCU in combination with the
line current transformers at the input side of the ALC for differential protection
purposes.
To ensure isolation of the APU GEN from the APU gearbox during a high
torque generation failure (typically a bearing failure), the drive shaft of the
APU gearbox incorporates a shear section engineered to fail at 533 +/ - 48
inch pounds (this is equivalent to 2100 +/ - 187 inch pounds at the APU GEN
shaft).
APU GENERATOR ELECTRICAL SCHEMATIC
TERMINAL
BLOCK
MAIN ROTOR
EXCITER N
ARMATURE CT’s
H1
T3

EXCITER X1
FIELD H1
T2
X1
H1
T1
X1
MAIN
STATOR
PMG
CONNECTOR
THE EICAS
The Engine Indication and Crew Alerting System (EICAS) display screen is
located in the centre instrument panel. The Crew Alerting System (CAS)
provides the pilots with displayed alerts. The CAS display is integrated as an
upper right window on the EICAS display.
The APU GEN icon is shown in green if the Auxiliary Generator output is
greater than 90 VAC, and the APU GEN switch is latched to the IN position.
The APU GEN icon is shown in white if the output voltage is less than 70
VAC or the APU GEN switch is unlatched in the OUT position.
The APU GEN voltage-number indication shows the output voltage in VAC
measured at the Point Of Regulation (POR).

The APU GEN frequency-number indication shows the output frequency in
Hertz (Hz).
The kVA number indication shows the electrical output load in kilo-Volt-
Ampere (kVA) always measured at the same point of regulation.
AC BUS 1 and AC BUS 2 icons are shown in green if the output voltage is
higher than 90VAC, the APU GEN is switched to the IN position, the Aux Line
Contactor (ALC) is closed and both Bus Tie Contactors (BTC) are also
closed. These AC BUS 1 and 2 icons appears in white, in case output voltage
is below 70VAC, the APU GEN switch is in the OUT position, or either Bus
Tie Contactor 1 or 2 are open.
INDICATIONS

Análisis de Fallas del Sistema del Generador de Emergencia de CA
página 64
AC EMERGENCY GENERATION (24-23)
INTRODUCTION THE RAM AIR TURBINE (RAT) SYSTEM
The Emergency AC Generation System provides emergency electrical power The Ram Air Turbine (RAT) system, also called the Air Driven Generator
for the airplane in the event of a loss of all other sources of AC electrical (ADG) is installed in a bay in the aircraft nose-right side section. It provides
power. At same time, the message ELECTRICAL EMERGENCY will appear emergency electrical power for the airplane in the event of a loss of all other
on EICAS display. These AC emergency system supplies the AC ESS BUS. sources of AC electric power.
It consists of the following main components: In the event of an in-flight loss of electrical power, the RAT is deployed
automatically into the air stream surrounding the aircraft. The kinetic energy
• The Ram Air Turbine, of airflow across the turbine is converted into mechanical power to drive the
• The Integrated Control Centre and integral AC-generator.
• The associated Generator Control Unit.
The turbine assembly consists of two turbine blades connected to a

In case of loss of AC electricity in flight, the Ram Air Turbine AC power will mechanical governor, installed inside a hub housing assembly which is
provide power for the following airplane systems: connected to the generator shaft.
• The AC driven hydraulic pump for the primary flight controls and the The outside diameter of the turbine blades is 24 inches (483 mm). The
landing gear, mechanical governor maintains the rotating speed of the turbine within 7200
and 8800 rpm by the automatic-mechanical regulated variable pitch angle of
• The operation of the essential lighting system, the turbine blades. This rotation speed depends upon the airplane airspeed,
• The operation of the essential avionics and communication equipment. altitude and electrical load.
The Air Driven Generator assembly is a three-phase, air cooled, brushless

AC machine. It produces 15 kVA continuous electrical power at 115/200
Volts, and 360 / 440 Hz.
THE EMERGENCY AC GENERATION SYSTEM

RAT DEPLOYED RAT STOWED
RAT
UPLOCK
RAT GCU
RAT GCU (RGCU) INSTALLATION LOCATION
The RAT Generator Control Unit (RGCU) is installed in the Forward Fuselage
in a temperature controlled and pressurized region on the right side in the
Forward E-Bay of the aircraft.
The RAT PMG powers the RAT GCU. No aircraft power is required.
The RAT GCU has the following functions:
• Provides RAT Generator Voltage Regulation.

• Controls RAT Line Contactor (RLC) allowing RAT GEN power to supply
AC ESS BUS.

• Provides Over voltage protection (sensed at POR)
• Trips RLC
• Automatic reset if voltage subsequently OK.
• Provides Under Frequency protection (PMG sensing)

• Trips RLC
• Reset if frequency subsequently OK.
• Provides BITE function

• Tests Over voltage circuit.
• RLC to test drive circuit.
• Pass indicated by LED illumination.
• BIT Fail indicated by LED not illuminated.
• Will not energize.
• Provides HIRF / Lightning protective wire shielding.
RAT GCU LOCATION
RAT GCU

To RAT
To SPDA 1
& EICC
BIT LED
RAT DEPLOYMENT
The Ram Air Turbine (RAT) deployment occurs automatically in case of an
airborne loss of AC power from both Integrated Drive Generators (IDG1 and
IDG2).
The Ram Air Turbine can also be deployed manually by a flight crew member
using a deployment lever located in a console between the flight crew seats.
The distribution of emergency AC power is controlled and monitored through

contactors, circuit breakers, relays and protections which is provided by the
RAT-Generator Control Unit (RATGCU) and the Emergency Integrated
Control Centre (EICC).

The main stator in the generator of the RAT has an electrical heater
(115V/137W) installed to prevent moisture from freezing in the air gap
between the stators and rotor during cold temperatures and icing conditions.
The Heater power comes from SPDA 1 AC Power Module. This feature helps
assure smooth start-up at deployment. The RAT will remain deployed and
operational during the entire flight and the landing phase.
After a RAT system inspection procedure, maintenance technicians can

restow the RAT with the restow pump.
RAT DEPLOYMENT
RAT ACTUATOR
RAT WITH GENERATOR

(STOWED) MANUAL RELEASE
CABLE
RAT UPLOCK

SAFETY
PIN
RAT WITH GENERATOR

(DEPLOYED)
RAT SYSTEM COMPONENTS
The RAT System is comprised of the following components:
• RAT with Generator :

Mechanically governed turbine assembly, which direct drives a 3-phase
brushless generator to produce 115 volts/400 Hz power at the Point of
Regulation (POR).
• RAT Actuator :
Spring-loaded, hydraulic actuator, which provides the initial forces
required to deploy the RAT Also provides hydraulic damping to limit
impact loads at the end of deployment.

• RAT Restow Pump :
Utilized to manually retract the RAT to the stowed position by providing
hydraulic pressure to the Ejection Jack.
• RAT Uplock :
Holds RAT in stowed position until release is commanded.
• RAT GCU :
Provides excitation control for the RAT electrical output Monitors power
quality of RAT electrical output for system protection purposes.
Coordinates closure of RLC, allowing RAT GEN to power AC ESS BUS.
RAT SYSTEM

THE THREE PHASE AC GENERATOR PROVIDES:
400 Hz STABILIZATION IS REGULATED BY
• 15 kVA
THE AUTOMATIC-MECHANICAL VARIABLE
• 115/200 V
PITCH ANGLE OF THE TURBINE BLADES.
• 400 Hz STABILIZED
RAT SYSTEM FUNCTIONAL INTERFACE
If both IDG1 and IDG2 fail with the APU GEN not available, each GCU With the BATT 1 switch in the ON position and the BATT 2 switch in the
commands its respective GLC/ALC tripped open. AUTO position, BC1 and BC2 are closed.
Under these conditions, SPDA logic recognizes, via system configuration With the TRU ESS and DC BUS TIES switches latched IN position, TRUEC,
contactor command status over ARINC 429 that no generator is operating. ETC1, ETC2 are commanded closed to ensure that battery charging takes
place during RAT deployment.
If in air mode with appropriate air speed, the SPDA automatically commands
the RAT to be deployed. The TRU ESS converts the three phase AC input power from the RAT into a
+ 28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC ESS
As a backup, there is a mechanical lever available in the cockpit to manually Bus 3.
deploy the RAT is necessary.
BATT 1 and BATT 2 receive a charging current through the associated BC1
During this emergency mode operation, AC ESS BUS load logic is and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2
switch is in the AUTO position.

implemented to ensure RAT loading is properly coordinated.
After the RAT GCU senses that the RAT has enough governing speed to
power loads, the RAT GCU closes the RLC, allowing the RAT to power the
Hydraulic AC Motor Pump 3A.
DC ESS Buses remain powered via Batteries during this transition. The
timing of the DC ESS BUS loads and the AC ESS BUS Hydraulic AC Motor
Pump 3A load coming on-line is staggered after RAT deployment by a 1-
second delay relay.
This ensures that inrush current for the DC ESS Buses and Hydraulic AC
Motor Pump 3A does not overload the RAT.
The 1-second delay coordinates control of the TRUEC contactor to delay

RAT power being applied to the DC ESS BUSES.
After the RLC closes, DC ESS BUS 1 power from BATT 1 is routed to 1-
second delay relay.
After the time delay has been met, the 1-second delay relay closes. This
allows the TRUEC to close.
During landing, the MAU removes a ground for the TRUEC enable relayas air
speed is sensed below 126 knots.
This causes the TRUEC to open and allow the RAT to supply the AC ESS
BUS (AC Motor Pump 3A) independent of the DC ESS BUSES, which are
then powered by the batteries.
RAT SYSTEM

RAT SYSTEM BLOCK DIAGRAM
The RAT consists of a ram-air-turbine, which has two turbine blades mounted The RAT Restow pump also includes the hydraulic fluid reservoir sized to
into a hub assembly. The outside diameter of the turbine is 24 inches. Within account for fluid expansion/contraction associated with temperature changes
the hub assembly is a mechanical speed governor that maintains the rotating and the difference in fluid volume between the two sides of the actuator
speed of the turbine within a range of 7200 to 8800 RPM depending upon piston. It also has a sight glass level indicator to facilitate ease of inspections
airspeed, altitude and electrical load. The turbine hub assembly is mounted and maintenance associated with the RAT deployment/stow system.
directly onto the generator shaft. The generator is a three phase air-cooled
AC machine. In addition to the main generator section, a small permanent The RGCU operates in conjunction with the generator to provide voltage
magnet generator (PMG) is mounted on the main shaft. The PMG provides regulation, control, built-in test (BIT), and system protection functions for the
power to the RAT GCU that, in turn, provides the power to excite the main emergency ac generating system.
generator stator field.
The generator is mounted into aluminum alloy housing with an integral mount

strut.
The RAT deployment actuator is a spring loaded hydraulic cylinder that

provides the force to push the RAT out of its bay against the aerodynamic
load on the RAT bay door and/or g-forces acting on the RAT system. When
the RAT nears the end of its deployment travel, the actuator provides
hydraulic damping to reduce the impact force when the actuator reaches its
stop. Once the deployment is complete, an internal down lock engages
preventing movement of the RAT in the direction of the stowed position,
which may occur during step load changes or heavy braking upon landing. In
conjunction with the restow pump, the deployment actuator also provides the
force to retract the RAT into its bay after a deployment. The actuator housing
has hydraulic fluid fittings, one at either end of the cylinder, that are
connected via hydraulic hoses to the hydraulic inlet and outlet of the RAT
Restow pump.
The RAT Restow pump is a small, manually operated hydraulic pump that is
used to provide the hydraulic pressurization of the deployment actuator to
retract the RAT into the RAT bay. It provides the manual interface for
retracting the RAT to the stowed position.
The RAT Restow pump is used to pressurize the actuator providing the
reversing force to stow the RAT. The hydraulic pressure is generated
manually via a piston, which is attached to the pump handle. The hydraulic
system between pump and deployment actuator is self-contained through
hydraulic flex hoses provided on the actuator.
RAT SYSTEM BLOCK DIAGRAM

TRAINING INFORMATION
RELEVANT INFORMATION
POINTS
POINTS
The RAT system requires some special attention: The BIT is performed by SPDA 1. A DC SSPC (Solid State Power Controller)
provides 28 VDC from the aircraft BATT (Battery) to the RAT GCU for 5 s.
• Persons and equipment must be kept away from the range of travel of the
AT and from the RAT compartment door because they move quickly. During the power-up test, RAT GCU performs a self-test, then RAT GCU
cycles the RLC to test the drive circuit. The total time of the RAT GCU test is
• The RAT GEN must not be touched when the heater operates because it approximately 6.5 s. The first 1.5 s after SPDA 1 turns off the 28 VDC to RAT
can be hot. GCU are used to sense a failure on the SPDA DC SSPC. During the
command to cycle the RLC, the RAT GCU sends the RLC COMMAND
• The RAT blades have sharp edges and can cause injuries. MONITOR input to SPDA 1 that checks if the RAT GCU passed its self-test
or not.
• During ground maintenance, the RAT blades must be covered with
protective covers. SPDA 1 also uses the RLC STATUS to sense an RLC failure. If the test does

not pass, the fault is reported to the CMC (Central Maintenance Computer)
and the EICAS shows the RAT FAIL message. The BIT locks if the PMG
• The stow lock pin must not be removed if the RAT has received a frequency is present, which indicates that the emergency power system is in
command to deploy (automatic or manual). the operational mode.
• The downlock pin must be unlocked before the RAT is restowed.
• The RAT must not be lifted by the turbine blades.
The RAT GCU contains a self-diagnostic circuitry that verifies proper

operation of the overvoltage and undervoltage circuits. It also contains an
RLC drive (generator ready signal) whose circuit works without the operation
of the RAT GEN.
RAT SYSTEM SCHEMATIC

RAT SYSTEM MAINTENANCE SCHEDULED MAINTENANCE
RAT operational check is required every 12 months or 2,500 flight hours

(MRB) by a ground operational checkout using back drive system and will
check the:
• Turbine governor function

• Generator operation (limited by GTM – Ground Test Motor and hydraulic
cart power). RAT operational check includes the following:
• Visual blade inspection after deployment/checkout.

• Replenish hydraulic fluid in Restow Pump reservoir (as required)
• Grease RAT swivel post and door link attachment on strut using MIL-

G-81322 (as required)
UNSCHEDULED MAINTENANCE
Minor repair of scratches and dents in the RAT blades should be performed
per instructions in the Aircraft Maintenance Manual (AMM).
The bonding strap should be replaced after 500 deployments, if required.
NOTE: Turbine must be held with arrows aligned during restowing to ensure
correct turbine release plunger engagement.
NOTE: Down lock pin must be pulled prior to and held during initial restowing
function.
RAT SYSTEM
RAT SYSTEM GTM


RESTOW PUMP UP LOCK
Análisis de Fallas del Sistema de Generación de CD
página 81
DC GENERATION SYSTEM (24-30) - INTRODUCTION
The DC system of the airplane operates by 28 Volts DC stabilized.
DC power will be generated by:

• Three Transformer Rectifier Units,
• Two accumulator batteries,
• An external DC power connection.
For operation of DC-powered airplane equipment, the conversion from AC

power to DC power is provided by three Transformer Rectifier Units (TRUs).
The TRUs are located inside the associated Integrated Control Centers
(ICCs).

Batteries 1 and 2 are used to backup all DC buses to ensure a continuous
supply for DC loads. Battery 2 also provides energy necessary for an APU
start. DC external power is provided via a one External DC power plug and is
only used to perform an APU start.
DC POWER SOURCES

TWO ACCUMULATOR BATTERIES 3 TRUs
DC POWER PLUG
GPU 28 VDC
ELECTRIC POWER
DC CABLE
GROUND CONECTOR
DC POWER
DC power is generated by conversion of AC to DC by the TRUs to supply the
associated DC bus. The input of each TRU is 115VAC, 400Hz frequency
stabilized, and the output is 28VDC / 300 A.
Both Nickel Cadmium batteries have 19 accumulator cells. Battery 1 is

located in Forward E-Bay; Battery 2 is located in the Aft E-Bay.

TRANSFORMER RECTIFIER UNIT

NORMAL OPERATION
In normal operation any available AC power source will provide charging
current for batteries 1 and 2. Both batteries are in operation to backup all
Essential DC buses ensuring a break free environment for DC loads.
Battery 2 also provides electrical power for an APU start through the APU
start bus, when the electrical system is automatically isolated from battery 2.
DC external power is routed through the airplane DC power receptacle to the

External DC Power Contactor (EPDC) and is used for powering the APU
Start Bus upon an APU start attempt. External DC power is controlled by
dedicated system relay logic.

BATTERY
CARRYING
HANDLES MAIN DC
FEEDER

CONNECTION
TEMPERATURE
SENSE LEAD
CONNECTION
VENT INLET
WITH CHECK
VALVE
Análisis de Fallas del Sistema de Baterías Principales
página 88
MAIN BATTERIES (24-36) - INTRODUCTION
Two Nickel-Cadmium (NiCad) Accumulator-Batteries are provided for
powering essential loads if Transformer-Rectifier-Unit (TRU) power is not
available.
The batteries are installed in mounting trays in such a manner that they
cannot detach from their mountings during an emergency landing. They
utilize ARINC style locating pins/swing bolt hold downs for mounting. Each
battery weighs 56 lb (25 kg).

NICKEL-CADMIUM (NICD) ACCUMULATOR-BATTERIES

BATTERY 1
BATTERY CASE CONTAINER
Each battery consists of a steel case containing 19 semi-open NiCad-cells.
The cells are connected to each other in series by copper bus bars. The
nominal battery voltage is 22.8 VDC, with a capacity of 27 Ah (Amp-hours, at
a 1 hour discharge rate).
Adequate battery ventilation is provided through a tube interconnecting the

battery-venting nozzle to the fuselage surface. A caliber orifice close to the
fuselage and a check valve on the battery vent inlet assure that gases
emitted by the batteries, under normal or abnormal conditions, will not
accumulate hazardous quantities.
BATTERY STORAGE

• Place the charged battery in a cool room.
• Light greasing of cells terminals.
• Place in a storage room.
BATTERY DETAILS

BATTERY LOCATION
Battery 1 is located in the forward E-bay directly below the SPDA 1 unit.
Battery 1 provides stored energy to selected equipment during normal
operations and during flight in the absence of all other airplane electrical
power.
Battery 2 is located in the aft E-bay directly below the AICC. Battery 2 also
provides the power used for an APU start through the APU start bus during
ground or flight operations, when the electrical system is automatically
isolated from the battery 2.

BATTERY 2

BATTERY 2
APU START WITH BATT 2
The APU start function consists of two modes: SPDA2 commands the ABC to open when it senses via auxiliary contacts
• APU Start with BATT2 that the ASC is open and that the APU start command is no longer received
• APU Start with DC EXT PWR by the APU FADEC or after 121 ± 1 second (whichever occurs first).
An APU start is initiated when the APU start command is received by SPDA2 SPDA2 allows the BC2 to close when it senses via auxiliary contacts that the
from the APU FADEC via ASCB message. If DC EXT PWR is not connected ASC and ABC are open.
to the airplane, SPDA2 immediately reconfigures the DC system to start the
APU with power from BATT 2.
In order to ease the understanding of the schematic diagram below, follow

the numeric sequence as shown inside the logic gates.

After the APU start command is received by SPDA2 from the APU FADEC,
SPDA2 commands Battery Contactor 2 (BC2) to open when it senses via
auxiliary contacts that the External Power DC Contactor (EPDC) is open and
the Battery Contactor 1 (BC1) is closed. The EPDC must be open to ensure
that DC EXT PWR is not already connected to the airplane and supplying the
APU START BUS during APU start with BATT 2. BC1 must be closed to
ensure that there is at least one source of battery DC power available to the
other airplane DC buses during APU start.
SPDA2 commands the APU Bus Contactor (ABC) to close when it senses via
auxiliary contacts that BC2 is open. This ensures that DC power from ESS
BUS 2 is not subjected to voltage transients during APU start.
SPDA2 commands the APU Start Contactor (ASC) to close when it senses
via auxiliary contacts that ABC is closed.
During APU Start with BATT2, SPDA2 maintains the following configuration
for 121 ± 1 second or until the APU start command is no longer sent by the
APU FADEC:
• BC2 open
• ABC closed
• ASC closed
SPDA2 commands the ASC to open when the APU start command is no
longer received by the APU FADEC or after 121 ± 1 seconds (whichever
occurs first).
APU START WITH BATT 2

BATTERY TEMPERATURE SENSORS
Two temperature sensors, fitted in each battery, are continuously monitored
by the Modular Avionics Units (MAU’s). Both sensors (see page
107) are used to provide continuous indication of the battery temperature on
the Multi function Display (MFD) and to display an EICAS warning message
"BATT OVERTEMP" if battery limits are exceeded.
The higher of the two temperature values sensed is the one utilized for
indication and alarm.
MAU1 generates CAS Warning Message BATT1 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT1 temp sensor A reading exceeds 70o C (158o F) or BATT1 temp

sensor B reading exceeds 70o C (158o F).
MAU3 generates CAS Warning Message BATT2 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT2 temp sensor A reading exceeds 70o C (158o F) or BATT2 temp
sensor B reading exceeds 70o C (158o F).
Whenever a battery over temperature condition is sensed, the battery should

be isolated by the pilot from the charging source.
The chemical nickel cadmium cells are protected by the battery case.
Battery over temperature will never generate sufficient heat to damage the
battery’s surroundings, including those caused by a short circuit at it
terminals or at any of it cells.
Any mechanical deformation of the battery will be contained within its steel
case.
BATTERY (1/2) OVER TEMPERATURE
BATTERY #1
TEMPERATURE
SENSOR A 70º C
CAS WARNING MESSAGE

BATT1 OVERTEMP
BATTERY #1
TEMPERATURE
SENSOR B 70º C
BATTERY #2
TEMPERATURE
SENSOR A 70º C CAS WARNING MESSAGE
BATT2 OVERTEMP
BATTERY #1
TEMPERATURE
SENSOR B 70º C
MAINTENANCE CHECKS
Maintenance requirements for the battery include a regular check every 600 AVIONICS BATTERY (BATT 1) FUNCTIONAL INTERFACE
flight hours and a general overhaul every 12 month. Battery contactor BC 1 (internal on the EICC) connects the avionics battery
(BATT1) to DC ESS BUS 1 when the BATT 1 switch is in the ON position.
The battery must be removed from the airplane for both the regular check This enables BATT 1 to provide DC power to the following when there is no
and the general overhaul. other power source available:
• DC ESS BUS 1
The regular check consists of the following: • DC ESS BUS 3 when ETC 1 is closed
• Exterior cleaning, • DC ESS BUS 2 when ETC 1 and ETC 2 are closed
• Voltage check, • Static Inverter
• Nut tightness check,
• Discharge and shorting of all cells, APU START BATTERY (BATT 2) FUNCTIONAL INTERFACE
• Insulation check, recharge, Battery contactor BC 2 (internal on the RICC) connects the APU start battery

• Adjustment of electrolyte level, (BATT 2) to DC ESS BUS 2 when the BATT 2 switch is in the AUTO position.
• Capacity check, This enables BATT 2 to provide DC power to the following when there is no
• Cleaning of battery vents. other power source available:
• DC ESS BUS 2
The general overhaul consists of the following: • DC ESS BUS 3 when ETC 2 is closed
• Voltage check, • DC ESS BUS 1 when ETC 1 and ETC 2 are closed
• Nut tightness check, • Static Inverter
• Discharge disassembly and shorting of all cells,
• Thorough cleaning and inspection of all components,
• Check of the thermal sensors,
• Replacement of fault components,
• Assembly of all battery components,
• Insulation check,
• Recharge and adjust the electrolyte level of all cells,
• Capacity check of battery,
• Cleaning of battery vents.
BATTERY SCHEMATIC

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EXTERNAL POWER (24-40)
INTRODUCTION
The airplane gets its external AC power from the Ground Power Unit (GPU).
The three-phase, 115 Volt, 400 Hz external AC power is used for ground
maintenance and flight preparation.
External 3-phase, 115 Volts AC, 400 Hz may be connected to the aircraft via
a receptacle on the LH side of the fuselage. The external AC can be used to
power the AC ground service bus and the DC ground service bus without
powering any other busses on the airplane.
The operation of the system is controlled by the External Power Module


(EPM).
External DC can be used for APU start.
AC EXTERNAL POWER – RECEPTACLE LOCATION

DC EXTERNAL POWER – RECEPTACLE LOCATION

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página 105
GPU POWER PANEL
The plugged-in six-pin external power plug activates the EPM (External
Power Module) in order to monitor the quality of the supplied AC. The E-F
bus 1. Interlock monitors the proper plug set.
The AVAIL lamp on the AC GPU Power Panel will illuminate if power quality
is acceptable and system pin E-F interlock is achieved. At the same time, the
GPU AVAIL lamp on the Cockpit Control Panel will illuminate.
The Ground Service switch on the AC external power panel allows activation
of the GSTC from outside the airplane. When the switch is pressed, the
AVAIL indications inside the switch changes to IN USE; When the AVAIL
indication inside the switch changes into IN USE, the ground service buses

will be powered.
The Ground Power Unit (GPU) switch in the cockpit provides the ability to
activate the system from inside the airplane. When the AVAIL indication
inside the switch changes into IN USE, the main Aircraft AC buses will be
powered, plus the ground service buses, via AC bus 1.
GPU POWER PANEL

EPM INSTALLATION
One EPM is utilized in the EPGDS design. It is installed in the LICC to
provide control and protection for the AC EXT PWR channel. Access to the
EPM is accomplished through the Mid E-Bay floor access hatch, which is
located on the aircraft left side behind the left wing. The EPM is mounted in a
pressurized location with no forced air cooling. All cooling of the EPM is
through natural convection.
The following are the main functions performed by the EPM (installed in the
LICC):
• Control and Protection for AC EXT PWR channel
• Control of EPAC and GSTC
• Control for Pins E/F Interlock

EXTERNAL POWER MODULE

GCU 1
EPM
SPDA 2
RICC
LICC
MOUNTING FEET
FLOOR ACESS HATCH
LICC
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página 110
INTEGRATED CONTROL CENTERS (ICCs)
The Left and Right Integrated Control Centers are located in the temperature
and pressure controlled Mid E-Bay. Access to this equipment can is through
the Mid E-Bay floor access hatch, located on the aircraft left side behind the
left wing. Both ICCs provide control, protection and distribution of primary AC
/ DC electrical power.
THE ICC COOLING

The ICCs are mounted and bonded using four bolts through the four
mounting feet. Cooling air is provided from the aircraft Air Management
System (AMS) and drawn through the TRU to ensure adequate heat
dissipation. All other ICC components are cooled by natural convection. All
normal maintenance for removal and replacement of the TRUs, GCUs, EPM,

contractors, relays, fuses and circuit breakers is performed through the front
of both ICCs.
LICC AND RICC LOCATIONS

BOTH ICC PROVIDE:
• CONTROL
• PROTECTION SPDA 2
• DISTRIBUTION
of primary AC / DC eletrical power. RICC
LICC
MOUTING FEET
FLOOR ACESS HATCH
LICC (GCU 1, EPM, AND TRU 1)
The ICCs share some common design features, including the use of Line
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used
in the LICC and RICC. There is a same Transformer Rectifier Unit (TRU) in
the LICC, RICC, and EICC.
The contactor base plate assembly is similar in the three ICCs. Common
circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are
mounted and accessible through the front panel of the ICCs. Relays are
common and are socket mounted LRMs.
The LICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the LICC is not required. The LICC

contains the following LRMs accessible from the front face without opening
circuit breaker panels:
GCU 1: Generator Control Unit # 1 provides control, protection and

distribution of power generated by IDG 1.
EPM: External Power Module provides protection and distribution of external

AC power.
TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1, DC

ESS BUS 1, and DC GND SVC Bus, backup power for DC BUS 2 / DC ESS
BUS 3, and charging current for Battery 1 under normal configuration
operation.
LICC

TRU 1
GCU 1
EPM
LICC (CIRCUIT BREAKERS AND FUSES)
The LICC provides AC and DC power distribution and protection for the main
aircraft busses associated with the left side of the aircraft.
The circuit breakers are thermal type devices with temperature

compensation. When subjected to an overload current, the breaker will trip
open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual actuation
type. The CB aux contacts are normally open.
These CBs are accessible by opening the associated front panels. Removal
and replacement can be accomplished by loosening the attaching hardware

and the interface wire harness. Precautions should be taken to ensure proper
maintenance for power considerations are practiced while conducting
maintenance on the circuit.
The fuses are thermal type devices, which melt when subjected to an
overload current. The fuse blown detector is mounted in parallel to the
fuse. When the fuse melts the fuse blown detector changes permanently the
position of a “form C” contact. The fuse and fuse blown detector can only be
used one time.
The lower front access panel can be lowered after releasing the 11 captive
screws. This exposes the following sections of LRMs:
• AC contactor and relay cavity
• Segregation panel
• DC contactor and relay cavity
• AC relays
• AC circuit breakers
• DC circuit breakers
AC TO DC SEGREGATION PANEL
There is a Segregation Panel, which needs to be removed prior to replacing
contactor TRU 1C. This panel is necessary in order to separate TRU 1C from
AC electrical components.
LICC INTERNAL
SEGREGATION
PANEL

AC DC
CONTACTORS & CONTACTORS &
RELAYS RELAYS
AC RELAYS
DC
CIRCUIT BREAKERS
ACC CIRCUIT BREAKERS
LICC LOWER FRONT ACESS PANEL
RICC (GCU 2, AGCU, AND TRU 2)
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used
in the LICC and RICC. There is a same Transformer Rectifier Unit (TRU) in
the LICC, RICC, and EICC. The contactor base plate assembly is similar in
the three ICCs. Common circuit breakers, which are LRMs, are used in all
ICCs. Circuit breakers are mounted and accessible through the front panel of
the ICCs. Relays are common and are socket mounted LRMs.
The RICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the RICC is not required.
The RICC contains the following LRMs accessible from the front face without

opening circuit breaker panels:
GCU 2: Generator Control Unit # 2 provides control, protection, and

distribution of power generated by IDG2.
AGCU: Auxiliary Generator Control Unit provides control, protection, and

distribution of power generated by the APU Generator.
TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2, DC

ESS BUS 2, backup power for DC BUS 1 / DC ESS BUS 3, and charging
current for Battery 2 under normal configuration operation.
The lower front access panel can be lowered after releasing the 11
captive screws. This exposes the following sections of LRMs:
• AC contactors
• Segregation panel
• DC contactors and relays
• AC relays
• AC circuit breakers DC circuit breakers
SEGREGATION PANEL
Segregation for the essential buses is provided both physically and
electrically. The DC ESS BUS 2 located in the RICC has all components and
wires attached to it physically separated (isolated) from the AC and DC Non
Essential buses, feeders, and controls.
RICC

TRU 2
GCU 2
AGCU
RICC (CIRCUIT BREAKERS AND FUSE)
CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE
DISCONNECTED PRIOR TO PERFORMING ANY MAINTENANCE ON THE
ICC (SUCH AS OPENING THE PANELS OR REMOVING ANY LRMS).

compensation. When subjected to an overload current, the breaker will trip
open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual actuation
type. The CB aux contacts are normally open polarized with a blocking diode.
Using circuit breakers that incorporate diodes in the auxiliary contacts and

wiring them into a matrix provides a cost-effective means for monitoring the
status of a large number of circuit breakers while minimizing aircraft wiring.
These CBs are accessible by opening the associated front panels. Removal
and replacement can be accomplished by loosening the attaching hardware
and the interface wire harness. Precautions should be taken to ensure proper
maintenance for power considerations are practiced while conducting
maintenance on the circuit.
The fuse is a thermal type device, which melts when subjected to an overload
current. The fuse blown detector is mounted in parallel to the fuse.
When the fuse melts, the fuse blown detector changes permanently the
position of a “form C” contact. The fuse and fuse blown detector can only be
used one time.
RICC COMPONENTS

AC
CONTRACTORS
DC
CONTACTORS & RELAYS
AC
CIRCUIT BREAKERS
DC CIRCUIT BREAKERS
AC RELAYS
RICC LOWER FRONT ACESS PANEL

THE ESSENTIAL INTEGRATED CONTROL CENTRE (EICC)
The Essential Integrated Control Centre (EICC) is located in the temperature
and pressure controlled Forward E-Bay. Access to this equipment is through
the forward E-Bay floor access hatch, which is located in front of the nose
gear. The EICC provides control, protection and distribution of primary
AC/DC electrical power. The EICC is mounted and bonded using four bolts
trough the four mounting feet.
Cooling air is provided by the Air Management System (AMS) and drawn
through the TRU to ensure adequate heat dissipation. All other EICC
components are cooled through natural convection.
All normal maintenance for removal and replacement of the Essential TRU

(TRU ESS), contractors, relays, fuses and circuit breakers is performed
through the front of the EICC. Precautions should be taken to ensure proper
power safety procedures are practiced while conducting maintenance on the
EICC
EICC

EICC
BOTH EICC PROVIDE:

• CONTROL
• PROTECTION
• DISTRIBUTION
of primary AC / DC eletrical power.
EICC
EICC (CIRCUIT
(CIRCUIT BREAKERS)
BREAKERS)
All loads sourced from AC ESS BUS, DC ESS BUS 1, DC ESS BUS 3, HOT The front face access panel can be opened after releasing the 11 captive
BATT BUS 1, or STANDBY AC BUS is protected by a circuit breaker on the screws. This exposes the following:
EICC.
• AC Contactor and Relay Cavity
The status of these circuit breakers is monitored by SPDA 1 and annunciated • AC Monitor Sensor K4 Cavity
in the cockpit by means of a CAS message (REMOTE CB TRIP) and by • DC Contactor and Relay Cavity
means of the Multi functional Display Unit (MCDU). • AC Circuit Breakers
• DC Circuit Breakers.
compensation. When subjected to an overload current, the breaker will trip AC POWER MONITOR SENSOR K4 INSTALLATION
open after a predetermined time. The circuit breakers are the free tripping,
pull/push, on/off, manual actuation type. The CB aux contacts are normally
open polarized with a blocking diode. The AC Power Monitor Sensor is an undervoltage and phase order protection
printed circuit board. It is supplied by 3-phase AC power and its main

These CBs are accessible by opening the associated front panels. functions are:
Removal and replacement can be accomplished by loosening the attaching • Voltage sensing
hardware and the interface wire harness. Precautions should be taken to • Under voltage detection
ensure proper maintenance for power considerations are practiced while • Time delay after protection threshold
conducting maintenance on the circuit. These devices are not to be reset • Discrete output signals
table or replaced in flight.
EICC (TRU ESS)

Replaceable Units (LRMs). There is a same Transformer Rectifier Unit (TRU)
in the LICC, RICC and EICC. The contactor base plate assembly is similar in
the three ICCs. Common circuit breakers, which are LRMs, are used in all
ICCs. Circuit breakers are mounted and accessible through the front panel of
the ICCs.
Relays are common and are socket mounted LRMs. The EICC provides
control, protection, and distribution of primary AC/DC power. Scheduled
maintenance of the EICC is not required.
The following LRM is accessible from the front face of the EICC without
opening circuit breaker panels:
TRU ESS
The Essential Transformer Rectifier Unit provides DC power to DC ESS BUS
3.
The TRU ESS can be replaced after removing the 4 captive screws.
CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE

DISCONNECTED PRIOR TO PERFORMING ANY MAINTENANCE ON THE
ICC (SUCH AS OPENING THE PANELS OR REMOVING ANY LRMS).
EICC COMPONENTS
DC
CONTACTORS & DC CIRCUIT
RELAYS BREAKERS

TRU ESS AC MONITOR
CAVITY SENSOR K4
(V610) CAVITY
AC CIRCUIT
BREAKERS
AC
CONTACTORS &
RELAYS
EICC FRONT FACE ACESS PANEL
THE AUXILIARY INTEGRATED CONTROL CENTRE (AICC)
The Auxiliary Integrated Control Centre (AICC) is located in the temperature
and pressure controlled Aft E-Bay. Access to this equipment is through an
airplane panel located in the rear of the cabin.
The AICC is installed in the aft avionics provides control, protection and
distribution of the APU start system. The AICC is mounted and bonded using
four fasteners through the four mounting feet.
All AICC components are cooled using natural convection.
All normal maintenance for removal and replacement of the contactors,

relays, fuses and circuit breakers is performed through the front of the AICC.

Precautions should be taken to ensure proper power safety procedures are
practiced while conducting maintenance on the AICC.
AICC
AFT E-bay

AICC
BATTERY 2
AICC ELECTRICAL COMPONENTS
The AICC contains the following LRMs depicted in the picture bellow and in
the electrical schematic:
• EPDC: The External Power DC Contactor provides an interface between

DC EXT PWR and the APU START BUS. It is controlled automatically
through DC external power relay logic.
• The EPDC closes when the following conditions exist:

Acceptable external DC power quality exists
DC GPU PWR switch AVAIL lamp illuminates
DC GPU PWR switch is latched ON

The EPDC opens when the DC GPU PWR switch is unlatched OFF.
ASC:-The APU Start Contactor allows BATT 2 or DC EXT PWR to be routed

to the APU for starting. It is controlled by SPDA 2.
ABC-The APU Start Bus Contactor allows BATT 2 power to be routed to the
APU START BUS. It is controlled by SPDA 2.
K1 Volt Sensor:-A DC Voltage Sensor Relay is interfaced as part of DC

external power relay logic to prohibit closing of the EPDC, should external
DC Voltage exceed 32 Vdc limits.
AF1-Fuse & Detector
AF2:-Fuse
The HOT BATT BUS 2 provides a point of distribution for BATT 2 power.
The APU Start Bus provides an interface to the APU and is powered by DC
EXT PWR or BATT 2 during the APU start cycle.
AICC COMPONENTS
CONTACTORS AND RELAYS
APU START
CONTACTOR
(ASC)
FUSE

(AF2)
EXTERNAL
POWER DC
CONTACTOR
CIRCUIT
BREAKERS
(15)
VOLTAGE
SENSE RELAY
(K1)
APU BUS CONTACTOR (ABC) FUSE & DETECTOR (AF1)
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STATIC INVERTING (24-24) - INTRODUCTION
The Static Inverter is located in the temperature and pressure controlled
Forward E-Bay. Access to the Static Inverter can be accomplished through
the Forward E-Bay floor access hatch which is located in front of the nose
gear. The static inverter is a Line replaceable Unit (LRU).
The purpose of the unit is to convert 28 volts DC into AC, in order to provide
the Stand-by AC Bus with single-phase, 115 volts RMS (Root Mean Square),
400 Hz AC stabilized power output.
The capability to convert DC into AC is 250 VA (Volt-Amps) of electrical

power.

THE STATIC INVERTER

28VDC 115VAC/400Hz
OPERATION
SPDA1 sets the Static Inverter to an OFF state during normal system
operation to enhance its reliability.
SPDA1 coordinates control for turning the Static Inverter ON or OFF based
on the fault monitor interface and the number of available main AC power
sources (IDG1, IDG2, and APU GEN). SPDA1 sets the Static Inverter to an
ON state when only one main AC power source is available (IDG1, IDG2, or
APU GEN). When the Static Inverter is turned ON by SPDA1, it is supplied
by DC ESS BUS 1.
If the AC ESS BUS is not powered because there is no AC power source

available (IDG1, IDG2, APU GEN, or RAT GEN), the Standby Contactor

(STBYC) is de-energized to the relaxed Static Inverter position enabling the
Static Inverter to supply the STANDBY AC BUS in order to feed the ignition
exciters channel A only.
If the Static Inverter internal fault monitor logic detects a problem, a discrete
status signal will inform the SPDA1 to coordinate a Static Inverter shutdown,
as necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On the
third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on the
ground.
OPERATION

APU GENERATOR POWER
If the APU is spooling up, the APU FADEC will set APU Ready To Load The AGCU sends the Target Frequency and NBPT ENABLE signals active
(RTL) signal true 3 seconds after the input speed passes through 95% input for a maximum of 15 seconds. At the end of the APU cool down period, the
speed (equivalent to 11,400 rpm on the APU Generator shaft). Ready-to-Load discrete electrical signal will be set false and shutdown (spool
down) will occur which results in the AGCU commanding the ALC open. In
The RTL signal is sent from the APU FADEC to the AGCU as both a discrete the event of an APU protective shutdown, the FADEC will remove the APU
input and as an ARINC 429 signal through SPDA2 . Ready-to-Load signal causing the AGCU to take the APU Generator off-line
with a break transfer.
Either RTL transmission to true will enable generator loading, however, both
transmissions must be false before RTL is considered false.
Once the AGCU receives a RTL signal, the ALC will be commanded closed
by the AGCU and the BTC1 and BTC2 will be closed (provided the AC BUS

TIES switch is in the AUTO position) so that the AC BUS1 and AC BUS2 can
be powered.
This allows the AETC to be energized for feeding power to the AC ESS BUS
and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase, AC input power and provide a +28 Vdc output to feed the DC
BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
Also, if the BATT 1 switch is in the ON position and the BATT 2 switch is in
the AUTO position, BATT 1 and BATT 2 will be in a charging mode
through the associated BC1 and BC2 contactors.
An APU shutdown is detected by the AGCU when the APU Master switch
status is selected to the OFF position which sets the FADEC to SPDA2 to
AGCU cool-down signal ARINC bit true with the Ready-to-Load discrete
electrical signal true.
At this point, the APU enters a 2 minute cool-down period and maintains
control to nominal 100% speed. During this period the APU FADEC drives
the APU to a NBPT commanded speed if Target Frequency and NBPT
ENABLE logic true signals on ARINC are received from the AGCU via
SPDA2.
The APU FADEC will maintain the target speed until the NBPT ENABLE is
sent at logic false or the Target Frequency value is sent at its default value of
0 Hz.
APU GENERATOR POWER

AC EXT POWER SUPPLYING AIRCRAFT
The cockpit control panel GPU switch provides an ability to manage the
external AC power (AC EXT PWR) through EPM logic. If AC EXT PWR
quality requirements are satisfied, but the GPU switch is in the unlatched
position, then the GPU AVAIL lamp will be illuminated.
Operation of the external power, or ground service manual control switches in

flight will not cause any contactors or breakers to change state, inhibit in-flight
operation of any system, or cause any main generator GCR/GLC trip action
to take place.
If no other source of power is available on the aircraft, external power

from the EPM will be routed to the AGCU so that BTC1 and BTC2

control can be properly coordinated.
With the EPAC closed and power on the tie bus, the AGCU will accordingly
close BTC1 and BTC2, provided the AC BUS TIES switch is in the AUTO
position so that the AC BUS1 and AC BUS2 can be powered.
This allows the AETC to be energized for feeding power to the AC ESS BUS
and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase AC input power and provide a +28 Vdc output to feed the DC
BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
Also, if the BATT 1 switch is in the ON position and the BATT 2 switch is in
the AUTO position, BATT 1 and BATT 2 will be in a charging mode through
the associated BC1 and BC2 contactors.
AC EXT POWER SUPPLYING AIRCRAFT

AC EXT POWER SUPPLYING GROUND SVC BUSES
To power the AC Ground Service Bus (AC GND SVC BUS) and DC Ground
Service Bus (DC GND SVC BUS) without powering any other buses on the
aircraft, the Ground Service Transfer Contactor (GSTC) can be energized by
the external power module (EPM).
The Ground Service momentary switch (located on the AC external power

panel or on the Galley 1 monument – both switches are wired in parallel and
perform the same function) will provide an ability to control the GSTC through
EPM logic.
When an External AC cart is plugged in, power quality is good, AC BUS 1 is

un-powered, and the Ground Service momentary switch is pressed, the

GSTC will close.
Only the AC ground service bus and DC ground service bus will be powered.
If the AC BUS 1 becomes powered, then the GSTC will open. Pressing the
Ground Service momentary switch with the GSTC energized will de-energize
the GSTC to the rest position.
As TRU 1, SPDA 1 and SPDA 2 operate the FWD and MID E-BAYs ceiling
fans will be also turned ON.
Note that the Batteries will not be charged in this mode.
Refer to Figure below for a better understanding of how the system is

configured for ground service.
AC EXT POWER SUPPLYING GROUND SVC BUSES

NORMAL OPERATION
During normal operations of taxi, takeoff, climb, cruise, descent, and landing, To facilitate No-Break-Power-Transfers (NBPTs), BTC1 will close with IDG1
the two IDGs operate as the primary power sources in a split bus and IDG2 powering their respective buses in ground mode operation (APU
configuration to supply their respective AC bus. Generator and External Power not available).
The left engine"s IDG (IDG 1) will supply the Left Main AC Bus and the right This allows the AETC to be energized for feeding power to the AC ESS BUS
engine IDG (IDG 2) will supply the Right Main AC Bus. and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase AC input power and provide a +28 Vdc output to feed the DC
Normally, the AC Tie-bus is not powered in flight unless a source failure BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
occurs or a source is shut down (on the ground, BTC1 will be closed to Also, if the BATT 1 switch is in the ON position and the BATT 2 switch is in
facilitate NBPTs). the AUTO position, BATT 1 and BATT 2 will be in a charging mode through
the associated BC1 and BC2 contactors.
If needed, the APU Gen can deliver sufficient power to either main AC bus to

permit dispatch in the event of the loss of one IDG, or serve as an
alternate source of power in flight if one or both IDGs should become
inoperative.
In this normal mode of operation the IDG 1 CONTROL, IDG 2 CONTROL,

APU GEN, TRU 1, TRU 2, TRU ESS, and DC BUS TIES switches will be
latched in the AUTO position.
Additionally the AC BUS TIES switch will be in the AUTO position, the BATT
1 switch will be in the ON position, and the BATT 2 switch will be in the
AUTO position.
If the engine #1 and engine #2 have spooled up and the corresponding IDG1
and IDG2 input shaft speed are greater than 4560 RPM, the GCU senses
acceptable power quality at the Point of Regulation (POR as sensed on the
IDG side of the GLC), the GCU will automatically command the GLC closed.
Bus takeover will be coordinated based on power source priority logic such
that under normal conditions, IDG1 will power AC BUS 1 and IDG2 will power
AC BUS 2.
The system is designed to operate in a split bus configuration such that BTC1
and BTC2 will be open during air mode operation with IDG1 and IDG2
powering their respective AC BUS 1 and AC BUS 2.
IDGS SUPPLYING AIRCRAFT (GROUND MODE)

IDGS SUPPLYING AIRCRAFT (AIR MODE)

RAT GENERATOR EMERGENCY POWER
The Ram Air Turbine (RAT) rated at 15KVA, 115/200 volts, 400 Hz, three After the RAT GCU senses that the RAT has enough governing speed to
phase at the Point of Regulation (POR) is provided which deploys during power loads, the RAT GCU closes the RLC, allowing the RAT to power the
emergency mode only (three main AC channels tripped while in air mode). AC Motor Pump 3A.
The RAT GEN powers the AC ESS BUS when the other AC power sources DC ESS BUSes remain powered via Batteries during this transition.
are not available. When the following conditions exist, the RAT automatically
deploys per the following SPDA1 software logic: During landing, the MAU removes a ground for the TRUEC enable relay as
• AC BUSES 1 and 2 are not powered (GLC1, GLC2, ALC commanded air speed is sensed below 160 knots.
open)
• Weight-On-Wheels (WOW) system indicates flight mode With the BATT 1 switch in the ON position and the BATT 2 switch in the

• Airspeed exceeds 50 knots AUTO position, BC1 and BC2 are closed.
After the RAT GCU determines that there is enough governing speed to
power loads, it energizes the RAT Line Contactor (RLC) enabling the RAT In addition, the AC ESS BUS is connected to the STANDBY AC BUS, which
GEN to power the AC ESS BUS. supplies the following single-phase loads:
• Engine 1 Exciter 1A
The RAT generating channel provides power during emergency mode • Engine 2 Exciter 2A
operation to the AC ESS BUS/AC STANDBY BUS and DC ESS BUSses.
The RAT system is capable of providing non-time limited emergency power With the TRU ESS and DC BUS TIES switches in AUTO position, TRUEC,
in the event of a total loss of the AC electrical generating system. ETC1, ETC2 are commanded closed to ensure that battery charging takes
place during RAT deployment.
The kinetic energy of airflow across the turbine is converted to shaft power to
drive an integral three phase AC generator that produces up to 15 KVA The TRU ESS converts the three phase AC input power from the RAT into a
continuous electrical power at 115/200 Volts and 360- 440 Hz frequency +28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC ESS
range. Bus 3.
This energy is utilized to supply 3-phase AC electrical power to the following BATT 1 and BATT 2 receive a charging current through the associated BC1
AC ESS BUS equipment: and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2
• Hydraulic Pump 3A (HPC 3A) switch is in the AUTO position.
• AC Fuel Pump 2 FPR2)
• Flap ACE1 AC Power
• Slat ACE2 AC Power
• Mid Emergency EBay Fan
• Forward Emergency EBay Fan
• TRU ESS Power for DC ESS BUS equipment and battery charging
RAT GENERATOR EMERGENCY POWER

Análisis de Fallas del Sistema de Distribución de Energía de CD
página 145
SECONDARY POWER DISTRIBUTION ASSEMBLIES (SPDA) (24-50)
INTRODUCTION
Secondary DC power is distributed by LRUs located in the Secondary Power
Distribution Assembly (SPDA 1 and SPDA 2).
Secondary Power Distribution Assembly, (SPDA 1) is located in the forward

avionics bay and SPDA 2 is located in the mid avionics bay.
In the DC distribution system, SPDA 1 provides secondary power control and

monitoring of three Integrated Control Centers (LICC, RICC and EICC) and
SPDA 2 provides secondary power control and monitoring of all four ICCs.
SPDA 1 consists of twenty slots for modules; SPDA 2 has twenty-six


modules that are individually replaceable.
Some of these modules assist in DC power distribution.
An EICAS message "SPDA FAIL" indicates a total failure of any module in

SPDA 1 or SPDA 2, or a loss of communication with the other SPDA. This
indication is shown as an advisory message.
SPDA LOCATIONS
EICC

ELECTRICAL PANEL
SPDA 1
RICC
LICC
SPDA 2
AICC
SPDA FUNCTION
• Integrate electric power distribution/control with aircraft utility system
control
• Electrical power received from four independent DC buses

SPDA 1 SPDA 2
DC BUS 1/2 DC BUS 1/2
DC ESS BUS 1/2/3 DC ESS BUS 1/2/3
DC GND SVC DC GND SVC
• Monitoring and distribution control of aircraft utility system

Air Management Oxygen

Electrical Power Engine Ignition
Fuel Engine Starting
Hydraulics APU
Anti Ice Fire Extinguishing
Lighting Water
• Distribution / control via Solid State Power Controllers (SSPCs)

Trip characteristics match traditional circuit breakers
No moving parts.
SPDA POWER SOURCES

SPDA 1 LOCATION
SPDA 1 is located in the temperature and pressure controlled forward E-Bay.
Access to this equipment can be accomplished through the forward E-Bay
floor access hatch, which is located in front of the nose gear.
SPDA 1 mounts to the aircraft rack using 8 screws. The screws are installed
from inside the chassis into captive fasteners in the aircraft rack. The
electrical connectors for SPDA 1 are on the back panel. Cooling air is
provided from the aircraft Air Management System (AMS) and drawn through
SPDA 1 to ensure adequate heat dissipation for the SPDA 1 modules (20). A
Cooling Plenum with two ports is located in the top of SPDA 1. Air inlet holes
are on the bottom and on the top.

The position of the Identification Plate for each LRM is on the Insert/Extractor
and Stiffener.
SPDA 1 has 20 modules. SPDA1 is not considered a line replaceable unit

(LRU), but each of the 20 modules is considered to be a line replaceable
module (LRM). SPDA 1 and its LRMs should be handled using static
discharge prevention equipment and practices. Dimensions and weight for
SPDA 1 (excluding Cooling Plenum) are as follows:
• Height = 8.7 in (222 mm)

• Depth = 11.8 in (299 mm)
• Width = 22.2 in (565 mm)
• Weight = 58.7 lbs (26.6 kg)
The weight of the Cooling Plenum for SPDA 1 is 3.7 lbs (1.7 kg).
SPDA 1 LOCATION

AIR DUCT 2x
ELECTRICAL
CONNECTOR
SPDA 1
CHASSIS
SCREWS 8x
ESD JACK
LOCK
WASHER
WASHER
CAPTIVE
FRONT SCREW 6x
COVER FORWARD E-BAY
SPDA 1
SPDA 2 LOCATION
SPDA 2 is located in the temperature and pressure controlled Mid EBay.
Access to this equipment can be accomplished through the Mid E-Bay floor
access hatch, which is located on the aircraft left side, behind the left wing.
SPDA 2 mounts to the aircraft rack using 8 screws. The screws are installed
from inside the chassis into captive fasteners in the aircraft rack. The
electrical connectors for SPDA 2 are on the back panel.
Cooling air is provided from the aircraft AMS cooling fans to ensure adequate
heat dissipation for the SPDA 2 modules (26). A Cooling Plenum with two
ports is located above and in the front of SPDA 2. Air inlet holes are on the
bottom and on top.

The position of the Identification Plate for the chassis is on the left side. The
position of the Identification Plate for each LRM is on the Insert/Extractor and
Stiffener.
SPDA 2 has 26 modules (including eight for the AMS). SPDA 2 is not
considered a line replaceable unit (LRU), but each of the 26 modules is
considered to be a line replaceable module (LRM). SPDA 2 and its LRMs
should be handled using static discharge prevention equipment and
practices.
Dimensions and weight for SPDA 2 (excluding Cooling Plenum) are as

follows:
• Height = 8.7 in (222 mm)
• Depth = 11.8 in (299 mm)
• Width = 28.5 in (724 mm)
• Weight = 66.1 lbs (30.0 kg)
The weight of the Cooling Plenum for SPDA 2 is 4.6 lbs (2.1 kg).
SPDA 2 LOCATION

SPDA 2
SPDA MODULAR COMPOSITION AND POWER SOURCES
DC Power I/O Modules provide the following: • Four 28VDC voltage monitors
• Four 2.5 to 15 Amp Outputs • One combined 28VDC voltage and ripple monitor
• Eight 2.5 to 7.5 Amp Outputs • Two voltage ripple monitors for 28VDC supplies
• One 7.5 Amp Isolated FET • Two counter inputs for speed/frequency measurements
• Four Ground/Open Inputs
• Four 28V/Open Inputs ARINC 429 Communication Modules provide the following:
• Eight ARINC-429 Receivers
All outputs are individually programmable with respect to current rating and • Four ARINC-429 Transmitters
default state.
Receiver channels can be independently programmed to receive 12.5 kHz or
AC Power I/O Modules provide the following: 100 kHz ARINC data. Label filtering is provided to ignore data not intended
for use by SPDAs. Transmitter channels are independently programmable for

• Nine 2.5 to 7.5 Amp Outputs
• Four Ground/Open Inputs 12.5 kHz or 100 kHz operation.
• Four 28V/Open Inputs
ASCB Modules provide the following:
All outputs are individually programmable with respect to current rating and • Transmit function on two ASCB-D busses
default state. Power outputs can be used separately or configured in groups • Receive function on three ASCB-D busses
of three with the same current rating and default state for three phase loads. • Transmit and Receive on one LAN
• Discrete inputs for module ID assignment
Discrete I/O Modules provide the following:
• Twelve 250mA 28V/Open Outputs Microprocessor Modules provide the following:
• Twelve 250mA Ground/Open Outputs • Cross-channel SPDA communication interface (CAN)
• Twelve 28V/Open Inputs • Master chassis Identification
• Twelve Ground/Open Inputs • Application identification pin strapping
All outputs above are individually programmable with respect to default Power Supply Modules provide the following:
states. • Dedicated Power Supply for each Microprocessor Module
• Distributed power supply for other modules
Analog I/O Module provides the following: • Redundant 28VDC inputs
• Six 115 VAC voltage monitors
• One 500A high side current monitor Filler Modules are utilized where provision for another module type has been
• Two 500A low side current monitors made but is not utilized. They protect the back plane connector and
• One RTD temperature monitor installation guides from FOD. A cover plate is used to cover the aircraft side
of the EPXB connector to satisfy EMI and environmental requirements.
SPDA 1 MODULES

SPDA 2 LINE REPLACEABLE MODULES (LRMS)
SPDA 2 contains twenty-four LRMs and two filler modules for the two spare Communication LRMs are used to communicate with the avionics computers
slots. and can be used as sub system interfaces to display units, local control
panels or other sub system controllers.
SPDA 2 utilizes a 26 slot chassis, which houses not only the SPDA
components but also the Air Management System (AMS) control modules. Discrete I/O LRMs interface with aircraft switches, sensors and low current
Ducted AMS cooling air is utilized for SPDA cooling. loads such as indicator lights.
The SPDA LRMs fall within 3 categories: Analog I/O LRMs interface with aircraft sensors and control elements. DC
• Power supply and AC Power I/O LRMs provide the dual function of providing a circuit
• Microprocessor breaker function and output control.
• Input/Output (I/O)

Power Supply LRMs are utilized in pairs to provide redundant control power
for all of the other LRMs in a SPDA chassis. They are located on each end of
the chassis for the best thermal environment.
Microprocessor LRMs are also utilized in pairs for redundancy. They

implement all of the control laws of the utility management system
coordinating SPDA operation and interface to the aircraft avionics system
(flight deck. Since they are the second highest power dissipating LRMs after
the power supply LRMs, they are also placed where they can obtain the best
thermal environment. They are not adjacent to the power supply LRMs.
There are three slots between the two microprocessor LRMs. The ASCB
LRM is located between the two microprocessor LRMs since it must share
the common PCI bus. Since the ASCB LRM is also high power dissipating, it
is installed in the middle of these three slots so that it is not directly next to
either microprocessor LRM.
The Input/Output (I/O) LRMs fall within the following five categories:
• Communication (ASCB and ARINC 429)
• Discrete I/O
• Analog I/O
• DC Power I/O
• AC Power I/O
SPDA 2 (MODULE LOCATION)

SOLID STATE POWER CONTACTORS
SSPC Functional Separation Discrete Outputs Not Used
SSPC circuit breaker and switch functions utilize independent control logic. All unused discrete outputs are configured with the default state OFF. When
the operating schedule is enabled and running, all unused Discrete Outputs
After CB ratings are programmed at initial power up, the CB command are commanded OFF.
function operates independently of the switch command function.
MCDU CB control
Three Phase AC SSPCs The MCDU reports the status of the remote Thermal Circuit Breakers (TCBs),
Unless otherwise specified, all three phase AC SSPCs turn ON, OFF, and Fuses, and Solid State Power Controllers (SSPCs). In the case of thermal
trip on over current within 10 ms of each other. CBs the location is displayed. The way the thermal CBs are displayed is
different from the way SSPCs are displayed so that they can easily be
DC SSPCs used in Parallel distinguished. The SSPCs can also be opened/closed through the MCDU.
Each MCDU is capable of toggling all aircraft SSPCs.
DC SSPCs within the same SPDA, which are used as Diode “or’d” sources

controlled by common logic, turn OFF within 10 ms of each unless staggered
for BIT, but they trip independently in the event of over current. Each MCDU reports the current status of the breakers. Each SPDA directly
reads the status of its SSPCs or, in the case of TCBs, its discrete inputs for
display on the MCDU screen. Tripped breakers are displayed in reverse
SSPC Initialization video (black letters on white background) until they are acknowledged. When
When power is first applied to an SPDA, all SSPCs initially have the CB and a breaker is acknowledged from either MCDU, both SPDAs will display it
switch functions set to OFF and verified to be OFF. acknowledged. If one SPDA knows that an SSPC was commanded out
(rather than tripping) and does not need to be acknowledged the other SPDA
SSPC switch ON are independent of the state of the associated power bus will not display that breaker as having been unacknowledged. The SPDAs
unless dictated otherwise by control logic such that when the power feed or will cross-communicate the status of “ACK” for each breaker. Each SPDA
bus subsequently becomes available, all “on” outputs on that module also receives the status of the opposite-side SPDAs breakers via ASCB
simultaneously become live. communication lines for display on the MCDU.
SSPCs do not turn ON unless the following requirements are satisfied: In most cases, if the opposite SPDA is not available to communicate, the
• The switch state is ON SPDA shall display “UNK” for the opposite-side breakers. At power up, if
• The CB function is IN communications are unavailable between the SPDAs the OUT/LOCK
• Programmed CB rating has been verified screens display only the same-side breakers. If communications between the
SPDAs fail during the course of normal operation the OUT/Lock screens
would display “UNK” for the opposite-side SPDAs breakers.
SSPCs Used as Power Feeds
SSPCs used as power distribution feeds only and which have no associated
control logic, are switched ON once the defined current rating has been DC CIRCUIT BREAKERS - REMOTE CB MONITORING
programmed and verified.
CB LOCATION MONITORED DISCRETE INPUT
SSPCs Not Used COMMUNICATION
All unused SSPCs are configured as follows: EICC / SPDA 1 Discrete I/O SPDA 1 slot 19 SPDA 1
• Circuit Breaker rating is 2.5A LICC CGU 1 SPDA 1
• The default state is OFF
RICC GCU 2 SPDA 2
When the operating schedule is enabled and running, all unused SSPCs are AICC AGCU SPDA 2
commanded OFF.
SPDA MODULE LEDs

SPDA 1 (MODULE PARTIALLY REMOVED) STATUS LED
DC CIRCUIT BREAKERS – COMMUNICATION BLOCK DIAGRAM

CAS ADVISORY MESSAGE REMOTE CB TRIP
The EPGDS control units (GCU1, GCU2, AGCU, SPDA1, and SPDA2)
generate the CAS Advisory Message REMOTE CB TRIP when one of the
following circuit breakers (CBs), fuses, or Solid State Power Controllers
(SSPCs) are tripped or blown:
• GCU1
LICC thermal circuit breaker (CB) detected as tripped
LICC fuse detected as blown
• GCU2
RICC thermal circuit breaker (CB) detected in tripped state
RICC fuse detected as blown

• AGCU
AICC thermal circuit breaker (CB) detected as tripped
AICC fuse detected as blown
• SPDA1
EICC thermal circuit breaker (CB) detected in tripped state
EICC fuse detected as blown
SPDA1 SSPC detected as tripped
• SPDA2
SPDA2 SSPC detected as tripped
The message is inhibited by CAS (MAU) during takeoff, while in flight and
during landing.
REMOTE CB TRIP CAS ADVISORY MESSAGE LOGIC

MCDU CB CONTROL PAGE
• Select CB button on MCDU
• CB pages show all CBs on aircraft (virtual and mechanical CBs)
• Virtual CBs (inside SPDAs) can be pushed in or pulled out by selection on
MCDUs
• Mechanical CBs have indications if in or out and location labels (LICC,
RICC, EICC)

MCDU CB CONTROL PAGE

MULTI-PURPOSE CONTROL DISPLAY UNIT (MCDU) COMMUNICATIONS
The MCDU is an Active Matrix Liquid Crystal Display (AMLCD) display unit
providing alphanumeric data inputs to various aircrafts subsystems through
the use of a keyboard. Pertinent aircraft subsystem information for the flight
crew is displayed on the LCD display.
The MCDU functions as a terminal for the aircraft subsystems. It sends

button push and optional data entry knob information to the aircraft
subsystem, and receives aircraft subsystem data for the display. The MCDU
display is comprised of 24 characters per line and 14 lines per display. The
top line of the display is used as the title line. The bottom line of the display is
used as the "scratch pad" for the entering data. The remaining lines are
utilized to display data. The MCDU is shared between multiple aircraft

subsystems. There are two units (MCDUs) on the EMB170/190 aircraft
(Pilot's MCDU and Co-Pilot's MCDU). The Pilot's MCDU communicates
directly with the SPDA 1 and the Co-Pilot's MCDU communicates with
SPDA2 over ARINC 429 Bus.
SPDA TO MCDU COMMUNICATIONS

CB MENU SCREEN
The CB MENU screen is entered from the main menu by selecting “CB If several CBs are already OUT when the relevant SPDA is powered up, they
MENU” and is not controlled by the SPDA. It is accessed when all breakers are displayed in the order they occurred with the most recent at the top.
are in. It is displayed only if there is no CAS Advisory Message REMOTE CB
TRIP. The OUT/LOCK screen displays all the cbs (sspcs and thermal cbs) that are
out or locked. CBs that are currently OUT are displayed in green, with the
The CB MENU screen displays five selections, each having a left page most recent trip displayed at the top of the screen.
branch prompt (◄):
OUT / LOCK OUT/ LOCK SCREEN AFTER CB TRIP ACKNOWLEDGEMENT
CB BY SYS Upon selection of the left-most ■ prompt (1L) associated with the highlighted
CB BY BUS CB name, that particular CB trip occurrence is acknowledged without
FUSE changing the state of the breaker.
MAINT (only if maintenance mode conditions exit)

The CB name is then displayed normally, (not highlighted in white), and
The OUT/LOCK screen is displayed when the “OUT / LOCK” soft key is without the left-most ■ prompt.
selected on the CB MENU screen or the Function key “CB” is selected in
MCDU’s panel.
NEW TRIP IN CB MENU

If a breaker trip occurs while in the CB MENU screen, a “NEW TRIP”
indication will appear adjacent to the 6R soft key.
Selection of the 6R soft key will display the OUT / LOCK screen with the
newly tripped breaker.
OUT/ LOCK SCREEN

The OUT/LOCK screen will be displayed by selection of the following:
• Menu “OUT/LOCK” selection from the CB MENU screen.
• CB Function Key press.
• “New Trip” selected, without changing the state of the particular breaker.
NOTE: Actual screen display names are identified at end of this section.
Location of thermal breakers is indicated in white below the breaker name.
Indirect selection occurs when the Electrical System is selected while there is
a CAS Advisory Message “REMOTE CB TRIP” being displayed. Instead of
the CB BY SYS screen being displayed, the OUT/LOCK screen is displayed.
CB MENUS
CB MENU NEW TRIP


OUT / LOCK SCREEN AFTER STATE CHANGE
If the right-most (1R) is selected prior to the left-most ■ prompt (1L), the
alternate state is executed and the CB is acknowledged. The CB toggles
OUT to IN, and the prompt extinguishes.
Only the IN continues to be displayed (in green color) for as long as the
OUT/LOCK screen is displayed even if PREV or NEXT page is selected.
OUT / LOCK Screen after Exiting / Updating
The CB name is removed from the OUT/LOCK display only if the OUT/LOCK
screen is exited and re-entered.

OUT / LOCK Screen with a New Trip
If a CB trips while the OUT/LOCK screen is displayed, a NEW TRIP message
is displayed with a right page branch (►) prompt (6R) and the CAS Advisory
Message “REMOTE CB TRIP” message is (or remains) displayed.
Selecting the PREV or NEXT hard key maintains NEW TRIP displayed on all
pages until the NEW TRIP soft key (6R) is selected, even if the OUT/LOCK
page is entered by selecting the CB hard key.
OUT / LOCK Screen New Trip Selection (page 1 of 2)

If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the
OUT/LOCK screen will be redrawn with the most recent CB trip (highlighted)
on top.
CB MENUS
OUT / LOCK SCREEN AFTER STATE CHANCE OUT / LOCK SCREEN AFTER EXITING AND UPDATING

OUT / LOCK SCREEN WITH NEW TRIP OUT / LOCK SCREEN NEW TRIP SELECTION (page 1 of 2)
OUT / LOCK SCREEN NEW TRIP SELECTION (CONT’)
If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the OUT/LOCK Opposite Screen Display Update
OUT/LOCK screen will be redrawn. If all tripped CBs do not display on page When a breaker is acknowledged from either MCDU screen while in the
1, additional pages are available for display. OUT/LOCK screen, the opposite display shall subsequently display the
breaker acknowledged within 3 secs.
A breaker that is in the ‘Lock’ state cannot be toggled while in CB BY SYS
and therefore has no right prompt associated with it. CB By SYS (page 1 of 3)
The CB BY SYS screen is displayed when the “CB BY SYS” soft key is
OUT / LOCK Screen with No CBs Out or Locked selected from the CB MENU screen.
The CAS Advisory Message REMOTE CB TRIP will only be reset if all the
tripped CB’s (SSPCs, TCBS and Fuses) are acknowledged. All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns.

Acknowledging one CB trip does not reset the CAS Advisory Message
REMOTE CB TRIP if other CBs remain unacknowledged.
If the OUT/LOCK screen is entered and no CBs are OUT, the screen
displays “NO CBS OUT/LOCKED”.
OUT / LOCK Screen (No CBs Out or LOCKED - NEW TRIP)

If a new breaker trip occurs while in the OUT/LOCK screen with “NO CBS
OUT/LOCKED” displayed, the “NEW TRIP” will appear and the CAS
Advisory Message REMOTE CB TRIP will be displayed.
Selection of “NEW TRIP” will refresh the screen with the name of the newly
tripped breaker.
Thermal Circuit Breakers (TCB’s) will never display a right page branch (►)
prompt since they are not remotely resettable. However, they will require to
be acknowledged by the left-most ■ prompt.
If however the operator manually resets an out TCB, the OUT/LOCK screen
will update that occurrence.
CB MENUS
OUT / LOCK SCREEN NEW TRIP SELECTION (page 2 of 2) OUT / LOCK SCREEN WITH NO CBs OUT OF LOCKED

OUT / LOCK SCREEN (no CBs OUT / LOCKED – NEW TRIP) CB by SYS (page 1 of 3)
CB BY SYS
CB By SYS (page 2 of 3)
All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns. Page 2 is displayed
when the NEXT key is selected.
CB By SYS (page 3 of 3)
All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns. Page 3 is displayed
when the NEXT key is selected.
CB by SYS (NAV Screen)

Each system is associated with a left or right soft key.

Upon selection of a soft key, the CBs associated with the selected system
are displayed beginning with SSPCs in alphabetical order followed by TCBs
in alphabetical order, with their respective status.
NOTE: If communication is lost with a particular SPDA or relevant module

within an SPDA, ‘UNK’ is displayed.
CB by SYS (NAV Screen after 2R selection)

If the right-most prompt is repetitively selected, the CB will toggle repetitively
between OUT and IN without restrictions and with the following indications:
• Green / larger font for active
• White / small font for preset.
Note: A BREAKER THAT IS IN THE LOCKED STATE CANNOT BE

TOGGLED WHILE IN THE CB BY SYS MENU.
CB MENUS
CB by SYS (page 2 of 3) CB by SYS (page 3 of 3)


CB by SYS (NAV Screen) CB by SYS (NAV Screen after 2R selection)
CB BY SYS
CB by SYS (NAV Screen with Unacknowledged Trip) CB BY Bus Screen (page 1 of 2)
If the CB BY SYS screen is requested for display while there is an The CB BY BUS screen is displayed by direct soft key selection from the CB
unacknowledged trip of one of its members, the screen appears with the MENU screen.
unacknowledged CB name highlighted with black text over white background
and the left-most ■ prompt. All electrical system buses are displayed in two screens. The screens have
the buses displayed in alphabetical order with a maximum of five buses in
Either the left-most prompt ■ (2L) or the right-most prompt (2R) can be each column.
selected to acknowledge the CB trip.
Each bus has an associated soft key with a page branch prompt (◄or►).
CB by SYS (NAV Screen after State Change & Acknowledge) Selection of the appropriate soft key takes you to the relevant bus display. CB
If the left most prompt ■ (2L) is selected, the adjacent CB trip occurrence is BY Bus Screen (page 2 of 2)
acknowledged.

There are two pages of CB by BUS screens
The CB name is then displayed normally, (not highlighted in white), and
without the ■ prompt.
The state of the CB, however, remains unchanged.
If the right most prompt (2R) is selected, the CB trip is acknowledged, and
the CB state is changed, as shown in the figure.
If CB BY SYS soft key (6L) is selected, the CB BY SYS screen is displayed.
If another CB trips while the CB BY SYS screen is displayed, a NEW TRIP

message is displayed near the associated soft key (6R) as shown in the
figure.
Selection of the NEW TRIP soft key (6R) displays the OUT/LOCK screen
with the newly tripped breaker displayed.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

and therefore has no right prompt associated with it.
CB MENUS
CB by SYS (NAV Screen with Unacknowledged Trip) CB by SYS (NAV Screen after State Chance & Acknowledgement)

CB by BUS Screen (page 1 of 2) CB by BUS Screen (page 2 of 2)
CB BY BUS
AC 1 BUS Screen (page 1 of 3)
Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS 1
are displayed grouped by the system to which they belong, beginning with
SSPCs in alphabetical order followed by TCBs in alphabetical order and with
respective status.

Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS 1
are displayed grouped by the system to which they belong. If the right-most
prompt is repetitively selected, the CB will toggle repetitively between OUT
and IN without restrictions and with the following indications:
• Green / larger font for active

• White / small font for preset.
NOTE: A breaker that is in the LOCKED state cannot be toggled while in

the CB BY BUS menu.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

and therefore has no right prompt associated with it.

If the right-most prompt is selected first, the state will be
changed and the CB acknowledged identically to the CB BY SYS behavior.
If the left-most ■ prompt is selected first, the associated CB trip occurrence is

acknowledged. The CB name is then displayed but not highlighted and
without the left-most ■ prompt identically to the CB BY SYS behavior.
If CB BY BUS soft key is selected, the CB BY BUS screen is displayed.

FUSE Screen.
The FUSE screen is displayed when the “FUSE” soft key is selected from the
CB MENU screen.
Each Fuse is shown as being CLS (closed) or OPN (open). This status is
received from the Fuse Blown Detector installed in the associated ICC,
shown immediately below each Fuse name.
CB MENUS
AC BUS 1 Screen (page 1 of 3) AC BUS Screen (page 2 of 4)


AC BUS 1 Screen (page 3 of 4) FUSE Screen (page 1 of 2)
FUSE SCREEN
Since a maximum of 5 Fuse names can be displayed on each screen, it FUSE Screen (FUSE blown - Acknowledged)
requires 2 screens to display all eight (8) Fuse names. Selection of the left-most prompt ■ (3L) on the previous FUSE screen will
acknowledge the blown FUSE.
FUSE Screen (NEW TRIP - Unacknowledged) The FUSE name is then displayed normally, (not highlighted in white), and
If the FUSE screen is requested for display while there is an unacknowledged without the ■ prompt.
trip of one of its members, the screen appears with the unacknowledged
FUSE name highlighted with black text over white background and the left- However, the state of the FUSE will remain unchanged until it is physically
most ■ prompt. replaced.
The following two options are available: If a CB trips while the FUSE screen is displayed, a ‘NEW TRIP’ message will
Selection of the NEW TRIP soft key (6R) will display the OUT/LOCK screen be displayed along with the associated soft key. Selection of the NEW TRIP
with the newly blown FUSE name highlighted indicating that it is not yet soft key (6R) will display the OUT/LOCK screen with the newly tripped

acknowledged. breaker displayed.
Selection of the left-most prompt ■ (3L) will acknowledge the blown FUSE.
The FUSE name is then displayed normally, (not highlighted in white), and If CB MENU soft key is selected, the CB MENU screen will be displayed.
without the ■ prompt. However, the state of the FUSE will remain unchanged
since it must be physically replaced.
OUT / LOCK Screen (FUSE blown - Unacknowledged)

Selection of the NEW TRIP soft key (6R) on the previous FUSE screen will
display the OUT/LOCK screen with the newly blown FUSE name highlighted
with black text over white background and the left-most ■ prompt, indicating
that it is not yet acknowledged.
Selection of the left-most prompt ■ (1L) will acknowledge the blown FUSE.
The FUSE name is then displayed normally, (not highlighted in white), and
without the prompt. However, the state of the FUSE will remain unchanged
until it is physically replaced.
CB MENUS
FUSE Screen (page 2 of 2) FUSE Screen (NEW TRIP – Unacknowledged)

FUSE Screen (NEW TRIP – Unacknowledged) FUSE Screen (FUSE BLOWN – Unacknowledged)
MAINTENANCE SCREEN
MAINT (Maintenance) Screen CB LOCKOUT (NAV Screen)
The MAINT (maintenance) screen will be displayed upon selection of the Upon selection of a soft key, the system selected will display its member
‘MAINT’ left most prompt ◄ from the CB MENU screen. SSPCs in alphabetical order with each SSPCs current status.
The MAINT screen will only be available for selection when the aircraft is in The CB LOCKOUT screen allows SSPCs to be changed as follows:
maintenance mode: • From the LOCK state to the OUT state
• Airplane on the Ground. • From the OUT state to the LOCK state
• Airspeed below 50 knots. • From the IN state to the LOCK state
The following screen selections are available from the MAINT screen: However, the CB LOCKOUT screen does not allow SSPCs to be changed
• CB LOCKOUT directly from the LOCK state to the IN state. This task must be accomplished
• LOAD SHED on the CB BY SYS screen

• ENAB CORE
• INV RESET ENAB CORE Screen
The MCDU provides the capability to close aircraft essential SSPCs following
Each screen selection will be available, as indicated by a left page branch installation of a replacement SPDA LRM by selecting the left-most prompt
prompt when its respective preconditions are satisfied. (2L) for "ENABLE CORE CBS” from the ENAB CORE screen.
CB LOCKOUT Screen The core CBs are those SSPCs, which are powered by the Essential Buses.
The MCDU provides the capability to lock out certain SSPCs via soft key These are shown in the Appendix marked with an ‘X’ in the ATA utility
selection of “CB LOCKOUT” from the previously shown MAINT screen. chapter column.
The function of the CB LOCKOUT screen is to provide manual control over

locking the SSPCs OUT, or resetting a SSPC from LOCK to OUT, and
displaying that via the MCDU.
The CB LOCKOUT screen has the systems arranged alphabetically with a

maximum of five systems in each column. Three CB LOCKOUT screens are
required to display all the systems having SSPCs.
Each system is associated with a soft key by means of a page branch prompt
(◄or►).
CB MENUS
MAINT Screen CB LOCKOUT (Screen)


CB LOCKOUT (NAV Screen) ENAB CORE Screen
ENAB CORE
ENAB CORE Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "ENABLE CORE CBS” from the
ENAB CORE screen, an “IN PROGRESS” screen will be displayed to
indicate the process of enabling core CBs has been initiated.
ENAB CORE Screen (After Successful Enable)

After all relevant SSPCs are confirmed to be closed (or open), the ENAB
CORE screen displays “CORE CBS ENABLED”.
ENAB CORE Screen (After Unsuccessful Enable)

If one or more of the SSPCs fail to close or open after selecting “ENAB
CORE CBS”, the message “CORE CBS FAILED” will be displayed.

INV RESET Screen
If the Static Inverter internal fault monitor logic detects a problem, a discrete
status signal is sent to SPDA1 to coordinate a Static Inverter shutdown, as
necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On the
third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit and
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on the
ground with airspeed less than 50 knots by selecting the left most prompt ◄
corresponding to “INV RESET” on the MAINT screen.
CB MENUS
ENAB CORE Screen (In Progress) ENAB CORE Screen (After Sucessful Enable)

ENAB CORE Screen (In Progress) ENAB CORE Screen (After Sucessful Enable)
INVERTER RESET
INV RESET Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "INV RESET” from the INV
RESET screen, an “IN PROGRESS” screen will be displayed to indicate the
process of resetting the Static Inverter has been initiated.
INV RESET Screen (After Successful Reset)

After a successful Static Inverter reset has been confirmed, the INV RESET
screen displays “INV RESET” in green.
INV RESET Screen (After Unsuccessful Reset)

If the Static Inverter fails to reset, the message “INV NOT RESET” will be
displayed in red and the operator may try a subsequent reset from the INV

RESET page.
LOAD SHED Screen

Load restoration can be initiated when on the ground from the MAINT Screen
by selecting the left-most prompt ■ (2L) for "LOAD SHED RESET”. The reset
will occur within 10 seconds of selection.
CB MENUS
INV RESET Screen (In Progress) INV RESET Screen (After Sucessful Reset)

INV RESET Screen (In Progress) INV RESET Screen (After Sucessful Reset)
LOAD SHED
LOAD SHED Restoration Sequence
Load restoration will occur in the following sequence as a result of a
successful LOAD SHED RESET:
1. Window Heat Control Unit #2 (if Window Heat Control Unit #1 is operative)
2. Galley 2 Feed 3 (Ovens #1 and #2)
3. Galley 3 Feed 4 (Oven)
4. Galley 3 Feed 1 / Galley 2 Feed 1 (Coffee Makers)
5. Galley Heater
6. Galley 3 Feed 5 (Chiller)
LOAD SHED Screen (In Progress)


An “IN PROGRESS” screen for load shed reset will be displayed during the
ten seconds required for the load restoration process.
LOAD SHED Screen (After Successful Reset)

If restoration of loads is successful, the message LOAD SHED RESET will
be displayed in green.
LOAD SHED Screen (After Unsuccessful Reset)

If loads are not successfully restored, the message LOAD SHED FAIL will be
displayed in red. Further attempts to reset may be tried.
CB MENUS

CB MENUS
LOAD SHED Screen (In Progress) LOAD SHED Screen (After SUCCESSFUL reset)
LOAD SHED Screen (After Unsucessful Reset)


Restore
Sequence LOAD AC Bus PHASES NOMINAL AMPS NOMINAL POWER
1 WHCU 2 (if WHCY 1 is operative) AC BUS2 2 PH BC 13.04 A per phase = 3.0 KVA
2 Galley 2 Feed 3 (Oven 1 & 2) AC BUS2 2 PH ABC 22.43 A per phase = 7.74 KVA
3 Galley 3 Feed 4 (Oven) AC BUS2 3 PH ABC 11.21 A per phase = 3.87 KVA
4 Galley 3 Feed 1/Galley 2 Feed 1 (Coffee Makers) AC BUS2 3 PH ABC 2 @ 8.69 A per phase = 3+3 = 6KVA
5 Galley Heater AC BUS2 1 PH A 8.69 A per phase = 1.0 KVA
6 Galley 3 Feed 5 (Chiller) AC BUS1 3 PH ABC 7.82 A per phase = 2.7 KVA
TOTAL = 24.31 KVA
BATTERIES ONLY
If the BATT 1 switch is selected to the ON position, aircraft wiring will route
power from the HOT BATT BUS 1 to the BC1 control coil. With power flow
through the BC1 control coil, the BC1 contactor will be energized and closed.
This allows BATT 1 power to feed directly to the DC ESS BUS 1. If the DC
BUS TIES switch is latched closed and either the TRU1C or TRUEC is open,
DC ESS BUS 1 power will be provided through the ETC1 control coil. With
power flow through the ETC1 control coil, the ETC1 contactor will be
energized and closed by means of system relay logic. This allows BATT 1
power to be fed from the DC ESS BUS 1 to the DC ESS BUS 3.
If the BATT 2 switch is selected to the AUTO position, aircraft wiring will route

power from the HOT BATT BUS 2 to the BC2 control coil. With power flow
through the BC2 control coil, the BC2 contactor will be energized and closed.
This allows BATT 2 power to feed directly to the DC ESS BUS 2. If the DC
BUS TIES switch is latched closed and either the TRU2C or (TRU1C and
TRUEC) is open, DC ESS BUS 2 power will be provided through the ETC2
control coil. With power flow through the ETC2 control coil, the ETC2
contactor will be energized and closed by means of system relay logic. This
allows BATT 2 power to be fed from the DC ESS BUS 2 to the DC ESS BUS
3.
In this mode, BATT 1 and BATT 2 will be in parallel.

configured when only batteries are used to power the aircraft.
BATTERIES ONLY

BATTERY 2 SUPPLYING APU START FUNCTION
To initiate an APU start, the APU Master switch (located in the cockpit) needs
to be moved to the START position to initiate a command via a
communications interface with the MAU.
BATT 1 and BATT 2 are used to backup all DC buses to ensure a break free
environment for DC loads. BATT 2 also provides the energy necessary for an
APU start through the APU START BUS, when the electrical system is
automatically isolated from BATT 2. SPDA 2 checks the status of the
electrical DC system contactors and the APU FADEC to perform the APU
start.
The batteries ensure uninterrupted DC power is maintained on the DC ESS


BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
The MAU passes the start request to the APU FADEC via ARINC 429. The
APU FADEC then passes the APU START status to SPDA2 over ARINC
when it is ready to start the APU. The ARINC bit will remain true during the
entire start process. When the ARINC bit is set false (APU exceeds 55% N2
speed) SPDA2 will reconfigure the DC system.
An APU start using BATT 2 is coordinated from SPDA 2 by first commanding

BC2 to open (SPDA2 has override control of BC2 with the BATT2 switch in
the auto mode) if BC1 is sensed closed, DC EXT PWR is not on the APU
START BUS, and an APU START request is received from the APU FADEC
via ARINC.
If BC2 opens, the SPDA 2 commands the ABC and ASC contactors to close.
This start sequence will be aborted if BC2 does not open or the system
configuration criteria of having BC1 sensed closed is not met (another APU
Start command will be necessary to reinitiate the start sequence).
The APU START configuration will be maintained until either the APU
START request is set false or after 120 seconds. When either of these
conditions occur, SPDA2 will reconfigure the system to its original state by
opening both the ASC and ABC and then reclosing BC2 (the BC2 will be
allowed to reclose if either the ASC or ABC is open). BATT 1 provides
stabilized power to the Essential buses during this operational mode.

configured when Battery 2 is used to start the APU generator.
BATTERY 2 SUPPLYING APU START FUNCTION


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PERIÓDICO DE ANÁLISIS DE

FALLAS DE LOS SISTEMAS

ESTE MANUAL NO SERÁ REVISADO.

Al término del curso el técnico de mantenimiento será capaz de describir el

Análisis de Fallas del Sistema de Energía Eléctrica……...............…….….……..9

Análisis de Fallas del Sistema del Generador de CA………………..…………...14

Análisis de Fallas del Sistema de la Planta externa……….....……………....…103

Análisis de Fallas del Sistema de Energía Externa CA……………………….…107

Análisis de Fallas del Sistema de Distribución de Energía CA………….……...131

Análisis de Fallas del Sistema de Distribución de Energía de CD....….….…....147

The AC system consists of:

The DC system consists of:

Developed for Training Purposes Only

Normal operation of the EPGDS is in automatic mode, whereby selection of

Developed for Training Purposes Only

Developed for Training Purposes Only

The following EPGDS equipment is installed in the pressurized rear avionics

Developed for Training Purposes Only

EPGDS END ITEM LOCATIONS

RAT SYSTEM LICC

There are three main AC power sources:

• Two Integrated Drive Generators (IDGs), installed on their respective

• An AC external power source interface for ground operation.

• A Ram Air Turbine (RAT) for emergency purposes in flight.

Developed for Training Purposes Only

Developed for Training Purposes Only

For system protection, a BTC1 and / or BTC2 lockout system will be

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

The SPDA utilizes the following EPGS status information:

Developed for Training Purposes Only

Additionally, independent of air/ground mode configuration, the SPDA(s) shall

Developed for Training Purposes Only

• At least two AC Power Source available

Developed for Training Purposes Only

The interval restore process restores loads in 150ms intervals as identified in

In this aircraft configuration, all previously shed loads shall be simultaneously

If an over-current condition occurs, system protection is provided by the

Developed for Training Purposes Only

Coordination of power transfers on ground allows two ac sources to be

During momentary paralleling with an external power source, the paralleling

Developed for Training Purposes Only

Positioning the cockpit control panel switches to the AUTO/ON position

Developed for Training Purposes Only

Each mechanically-driven IDG is mounted on an engine gearbox.

Stabilized operation frequency is accomplished by the Constant Speed Drive,

Developed for Training Purposes Only

Control and monitoring is provided by the associated Generator Control Unit

Developed for Training Purposes Only

CASE DRAIN PLUG

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

A Differential Pressure Indicator (DPI) detects a plugged filter, which means it

Developed for Training Purposes Only

Access to each IDG can be obtained by opening the FAN COWL.

OIL COOLING SYSTEM

Developed for Training Purposes Only

Developed for Training Purposes Only

DISC: must be held in this position for one second to mechanically

NOTE: AN AMBER LED ILLUMINATES INDICATING TO THE PILOT

Developed for Training Purposes Only