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B737NG Electrical power

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B737NG Electrical power

  1. 1. B 737 NG Ground School. See the aircraft study guide at www.theorycentre.com The information contained here is for training purposes only. It is of a general nature it is unamended and does not relate to any individual aircraft. The FCOM must be consulted for up to date information on any particular aircraft.
  2. 2. B737-800 ELECTRICAL POWER SYSTEM.
  3. 3. Electrical Power Controls Forward Overhead Panel.
  4. 4. Electrical Power Controls Forward Overhead Panel. ELECT Annunciator on Second row Captains side
  5. 5. Electrical Power Controls Forward Overhead Panel. 4 Light coloured panels requires ELECT Annunciator on CAUTIOUS HANDLING Second row Captains side FUEL, ELECT, HYD, AIR.
  6. 6. INTRODUCTION Primary electrical power is provided by two engine integrated drive generators (IDGs) Which are rated at 90 Kva and supply three-phase, 115 volt, 400 cycle alternating current.
  7. 7. INTRODUCTION Primary electrical power is provided by two engine integrated drive generators (IDGs) Which are rated at 90 Kva and supply three-phase, 115 volt, 400 cycle alternating current. Each IDG supplies its own bus system in normal operation and can also supply essential and non-essential loads of the opposite side bus system when one IDG is inoperative. Transformer rectifier (TR) units and a battery or batteries/battery charger(s) supply DC power. (Aircraft may have 1 or 2 Batteries.) The battery also provides backup power for the AC and DC standby system.
  8. 8. INTRODUCTION Primary electrical power is provided by two engine integrated drive generators (IDGs) Which are rated at 90 Kva and supply three-phase, 115 volt, 400 cycle alternating current. Each IDG supplies its own bus system in normal operation and can also supply essential and non-essential loads of the opposite side bus system when one IDG is inoperative. Transformer rectifier (TR) units and a battery or batteries/battery charger(s) supply DC power. (Aircraft may have 1 or 2 Batteries.) The battery also provides backup power for the AC and DC standby system. The APU operates a 90Kva starter/generator and can supply power to both AC transfer busses on the ground or in flight up to 41,000 feet.
  9. 9. INTRODUCTION Primary electrical power is provided by two engine integrated drive generators (IDGs) Which are rated at 90 Kva and supply three-phase, 115 volt, 400 cycle alternating current. Each IDG supplies its own bus system in normal operation and can also supply essential and non-essential loads of the opposite side bus system when one IDG is inoperative. Transformer rectifier (TR) units and a battery or batteries/battery charger(s) supply DC power. (Aircraft may have 1 or 2 Batteries.) The battery also provides backup power for the AC and DC standby system. The APU operates a 90Kva starter/generator and can supply power to both AC transfer busses on the ground or in flight up to 41,000 feet. There are two basic principles of operation for the 737 electrical system: 1. There is no paralleling of the AC sources of power. No paralleling means that the power sources are never connected together on the same bus. 2. The source of power being connected to a transfer bus automatically disconnects an existing source. This is a break power transfer, which means that the bus is momentarily without power.
  10. 10. INTRODUCTION Primary electrical power is provided by two engine integrated drive generators (IDGs) Which are rated at 90 Kva and supply three-phase, 115 volt, 400 cycle alternating current. Each IDG supplies its own bus system in normal operation and can also supply essential and non-essential loads of the opposite side bus system when one IDG is inoperative. Transformer rectifier (TR) units and a battery or batteries/battery charger(s) supply DC power. (Aircraft may have 1 or 2 Batteries.) The battery also provides backup power for the AC and DC standby system. The APU operates a 90Kva starter/generator and can supply power to both AC transfer busses on the ground or in flight up to 41,000 feet. There are two basic principles of operation for the 737 electrical system: 1. There is no paralleling of the AC sources of power. No paralleling means that the power sources are never connected together on the same bus. 2. The source of power being connected to a transfer bus automatically disconnects an existing source. This is a break power transfer, which means that the bus is momentarily without power. The electrical power system may be categorized into three main divisions: AC power system. DC power system. Standby power system.
  11. 11. AC and DC Metering Panel
  12. 12. AC and DC Metering Panel Battery Switch. OFF. Removes power from Battery bus and Switched hot battery bus if normal power supplies available. Removes power from the Standby power system when the battery is the only source of power.
  13. 13. AC and DC Metering Panel Battery Switch. OFF. Removes power from Battery bus and Switched hot ON. Normal guarded position. battery bus if normal power Provides power to the switched supplies available. hot battery bus. Removes power from the Allows automatic switching of the Standby power system when standby power system to battery the battery is the only source with a loss of normal power of power. supplies.
  14. 14. AC and DC Metering Panel DC Amps and Volts show according to rotary selector position. TR1, TR2 and TR3 shows DC output of TRU. AUX BATTERY if two batteries fitted. TEST for maintenance only.
  15. 15. AC and DC Metering Panel AC Volts, Amps and Frequency Hz. According to the rotary selector position. Test for Maintenance only.
  16. 16. AC and DC Metering Panel Battery Discharge (BAT DISCHARGE) Light Illuminated (amber) – with BAT switch ON, excessive battery discharge detected.
  17. 17. AC and DC Metering Panel TR UNIT Light Illuminated (amber) – • on the ground – any TR has failed. • in flight – • TR1 failed; or • TR2 and TR3 failed.
  18. 18. AC and DC Metering Panel Electrical (ELEC) Light Illuminated (amber) – a fault exists in DC power system or standby power system. Note: Operates only with airplane on ground.
  19. 19. AC and DC Metering Panel Cabin Utility switch. Controls power to the AC Galley buses and main buses. OFF. Removes power from. left & right recirculation fans Fwd and aft door area heaters Drain mast heaters Lavatory water heaters Logo lights Potable water compressor 115V AC shaver outlets when installed
  20. 20. AC and DC Metering Panel IFE/PASS SEAT. OFF – removes electrical power from installed components of the passenger seats, in-flight entertainment systems, and other power systems including: • 115V AC audio entertainment equipment • 115V AC video entertainment equipment • cabin telephone equipment • FAX machine • 28V DC video equipment and passenger seat electronic outlets
  21. 21. Generator Drive and Standby Power Panel
  22. 22. Generator Drive and Standby Power Panel Generator Drive (DRIVE) Lights Illuminated (amber) – Integrated drive generator (IDG) low oil pressure caused by one of the following: • IDG failure • engine shutdown • IDG automatic disconnect due to high oil temperature • IDG disconnected through generator drive DISCONNECT switch. Low oil pressure is less than 162 psi.
  23. 23. Generator Drive and Standby Power Panel Generator Drive Disconnect (DISCONNECT) Switches (guarded) Disconnects IDG if electrical power is available and engine start lever is in IDLE. IDG cannot be reconnected in the air.
  24. 24. STANDBY POWER Switch AUTO (guarded position) – • In flight, or on the ground, and AC transfer busses powered: • AC standby bus is powered by AC transfer bus 1 • DC standby bus is powered by TR1, TR2 and TR3 • In flight, or on the ground, loss of all AC power • AC standby bus is powered by battery through static inverter • DC standby bus is powered by battery • Battery bus is powered by battery.
  25. 25. STANDBY POWER Switch OFF (centre position) – • STANDBY PWR OFF light illuminates • AC standby bus, static inverter, and DC standby bus are not powered.
  26. 26. STANDBY POWER Switch BAT (unguarded position) – • AC standby bus is powered by battery through static inverter • DC standby bus and battery bus are powered directly by battery.
  27. 27. STANDBY Power Off (PWR OFF) Light Illuminated (amber) – one or more of the following busses are unpowered: • AC standby bus • DC standby bus • battery bus.
  28. 28. Ground Power Panel and Bus Switching Panel Ground Power Available (GRD POWER AVAILABLE) Light Illuminated (blue) – ground power is connected and meets airplane power quality standards. If the Ground power does not Meet Voltage and Frequency requirements the blue light will not illuminate.
  29. 29. Ground Power Panel and Bus Switching Panel Ground Power (GRD PWR) Switch Three position switch, spring–loaded to neutral OFF – disconnects ground power from AC transfer busses. ON – if momentarily moved to ON position and ground power is available: • removes previously connected power from AC transfer busses • connects ground power to AC transfer busses if power quality is correct.
  30. 30. Ground Power Panel and Bus Switching Panel TRANSFER BUS OFF Lights Illuminated (amber) – related transfer bus is not powered.
  31. 31. Ground Power Panel and Bus Switching Panel SOURCE OFF Lights Illuminated (amber) – no source has been manually selected to power the related transfer bus, or the manually selected source has been disconnected • if a source has been selected to power the opposite transfer bus, both transfer busses are powered.
  32. 32. BUS TRANSFER Switch AUTO (guarded position) – BTBs operate automatically to maintain power to AC transfer busses from any operating generator or external power • DC cross tie relay automatically provides normal or isolated operation as required. OFF – isolates AC transfer bus 1 from AC transfer bus 2 if one IDG is supplying power to both AC transfer busses • DC cross tie relay opens to isolate DC bus 1 from DC bus 2.
  33. 33. Generator (GEN) Switches Three position switch, spring–loaded to neutral. OFF – disconnects IDG from related AC transfer bus by opening generator circuit breaker. ON – connects IDG to related AC transfer bus by disconnecting previous power source and closing generator circuit breaker,
  34. 34. Generator Off Bus (GEN OFF BUS) Lights Illuminated (blue) – IDG is not supplying power to the related transfer bus.
  35. 35. APU Generator Off Bus (GEN OFF BUS) Light Illuminated (blue) – APU is running above 95% RPM it is not in a cool down cycle and not powering a bus.
  36. 36. APU Generator (GEN) Switches Three position switch, spring–loaded to neutral. OFF – • APU generator powering both AC transfer busses • moving a single APU GEN switch to OFF illuminates related SOURCE OFF light. APU continues to power AC transfer busses • subsequently moving the other APU GEN switch to OFF disconnects APU generator from tie bus and removes APU power from AC transfer busses • APU generator powering one AC transfer bus; IDG powering one AC transfer bus moving related APU GEN switch to OFF disconnects APU generator from tie bus and AC transfer bus. IDG powers AC transfer busses.
  37. 37. APU Generator (GEN) Switches Three position switch, spring–loaded to neutral. ON – • Neither AC transfer bus powered by IDG – moving a single APU GEN switch to ON: • connects both AC transfer busses to the APU generator • disconnects external power, if connected • opposite SOURCE OFF light illuminates until the other APU GEN switch is moved to ON. • Both AC transfer busses powered by IDGs – moving an APU GEN switch ON: • powers the related AC transfer bus from the APU generator • other AC transfer bus continues to receive power from the IDG.
  38. 38. 1. AC Power System.
  39. 39. Electrical Power Generation Engine Generators Primary power is obtained from two engine Integrated drive generators (IDG). The IDG maintains a constant generator speed throughout the normal operating range of the engine. An integral electro–mechanical disconnect device provides for complete mechanical isolation of the IDG.
  40. 40. Electrical Power Generation Engine Generators Primary power is obtained from two engine Integrated drive generators (IDG). The IDG maintains a constant generator speed throughout the normal operating range of the engine. An integral electro–mechanical disconnect device provides for complete mechanical isolation of the IDG. APU Generator The APU generator can supply power to both AC transfer busses on the ground or in flight. As the only power source, the APU generator can meet electrical power requirements for all ground conditions and most flight conditions.
  41. 41. External Ground Power An external AC power receptacle located near the nose gear wheel well, on the lower right side of the fuselage, allows the use of an external power source. Status lights on a panel adjacent to the receptacle permit the ground crew to determine if external power is being used. When connected, external power can supply power to both transfer busses.
  42. 42. Ground Service For ground servicing, a ground service switch is on the forward attendant’s panel at door 1L. The switch provides ground power directly to the AC ground service busses for utility outlets, cabin lighting and the battery charger without powering all airplane electrical busses. The ground service switch is a momentary push button and is overridden when both AC transfer busses are powered.
  43. 43. Ground Service For ground servicing, a ground service switch is on the forward attendant’s panel at door 1L. The switch provides ground power directly to the AC ground service busses for utility outlets, cabin lighting and the battery charger without powering all airplane electrical busses. The ground service switch is a momentary push button and is overridden when both AC transfer busses are powered.
  44. 44. AC Power System Each AC power system consists of a transfer bus, a main bus, two galley busses, and a ground service bus. Transfer bus 1 also supplies power to the AC standby bus. If the AC source powering either transfer bus fails or is disconnected, the transfer bus can be powered by any available source through the tie bus with the bus tie breakers (BTBs).
  45. 45. With the airplane on the ground and both generator control switches OFF, or with both engines shut down, selecting the GRD PWR switch ON connects external power to both transfer busses.
  46. 46. With the airplane on the ground and both generator control switches OFF, or with both engines shut down, selecting the GRD PWR switch ON connects external power to both transfer busses. Likewise, selecting either APU GEN switch ON connects APU power to both transfer busses. Whichever source is selected last powers both busses. It is not possible to power one transfer bus with external power and one transfer bus with APU power.
  47. 47. External power Contactor. Ground power Available and acceptable.
  48. 48. External power Contactor. Ground power Available and acceptable. ON selection will remove any other previously selected source
  49. 49. One TIE BUS joining both AC Transfer busses With 2 Bus Tie Breakers (BTB) controlling connection between the Transfer busses.
  50. 50. Both the APU and External power Supply directly to the Tie Bus. One TIE BUS With 2 Bus Tie Breakers
  51. 51. Both the APU and External power Supply directly to the Tie Bus. Is it possible to use BOTH EXT POWER and the APU together? One TIE BUS With 2 Bus Tie Breakers
  52. 52. Both the APU and External power Supply directly to the Tie Bus. Is it possible to use BOTH EXT POWER and the APU together? The APU and External power both supply the Tie bus. Selection of one removes the other first! One TIE BUS With 2 Bus Tie Breakers
  53. 53. Both the APU and External power Supply directly to the Tie Bus. Is it possible to use The APU and External power are BOTH EXT POWER and never paralleled on the Tie Bus. the APU together? The APU and External power both supply the Tie bus. Selection of one removes the other first! One TIE BUS With 2 Bus Tie Breakers
  54. 54. The transfer busses can be powered from the engine generators by momentarily positioning the related generator switch to ON. This closes the related generator circuit breaker (GCB) and connects the generator to the transfer bus.
  55. 55. Whenever external power or APU is powering both transfer busses, and engine generator power is applied to its onside transfer bus, external power or APU continues to supply power to the remaining transfer bus.
  56. 56. Both Engines are running. APU is powering the aircraft.
  57. 57. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. GEN OFF BUS light extinguishes.
  58. 58. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. BTB 1 Opens first.
  59. 59. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. BTB 1 Opens first. GCB 1 closes.
  60. 60. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. BTB 1 Opens first. GCB 1 closes. The APU powers AC bus 2.
  61. 61. External power is available. You need passenger cabin lighting. What do you need to do?
  62. 62. External power is available. You need passenger cabin lighting. What do you need to do? Ground Service Switch at Door 1L This connects the Ground service busses directly to Ground power
  63. 63. External power is available. You need passenger cabin lighting. What do you need to do? Ground Service Switch at Door 1L What important item now gets power from GSB 2?
  64. 64. External power is available. You need passenger cabin lighting. What do you need to do? Ground Service Switch at Door 1L What important item now gets power from GSB 2?
  65. 65. External power is connected and selected ON. This light is illuminated. What does it tell you?
  66. 66. External power is connected and selected ON. This light is illuminated. What does it tell you? The APU is running the APU is above 95 percent RPM and not in a cool down cycle. It is Ready to supply power.
  67. 67. External power is connected and selected ON. You move the APU Number 2 switch to ON. What happens?
  68. 68. External power is connected and selected ON. The Bus power Controller opens the external power contactor and then closes the APU Generator control Breaker. You move the APU Number 2 switch to ON. What happens?
  69. 69. External power is connected and selected ON. The Number 1 Transfer bus is now not powered by a manually selected source! The SOURCE OFF light illuminates. The Bus power Controller opens the external power contactor and then closes the APU Generator control Breaker. You move the APU Number 2 switch to ON. What happens?
  70. 70. External power is connected and selected ON. The Number 1 Transfer bus is now not powered by a manually selected source! The SOURCE OFF light illuminates. Move the APU Number 1 switch to ON to reset the logic and extinguish the SOURCE OFF light. The Bus power Controller opens the external power contactor and then closes the APU Generator control Breaker. You move the APU Number 2 switch to ON. What happens?
  71. 71. External power is still connected. The APU Is powering both Transfer busses. What Do you need to do with Ground Power?
  72. 72. External power is still connected. The APU Is powering both Transfer busses. What Do you need to do with Ground Power? ASK the Engineer to Disconnect Ground Power! Connecting APU power removed Ground power automatically from the transfer busses.
  73. 73. Both Engines are running. APU is powering the aircraft.
  74. 74. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. What Happens?
  75. 75. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. What Happens? BTB 1 Opens first.
  76. 76. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. What Happens? BTB 1 Opens first. GCB 1 closes.
  77. 77. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. What Happens? BTB 1 Opens first. GCB 1 closes. The APU powers AC bus 2.
  78. 78. Both Engines are running. APU is powering the aircraft. Generator 1 SW to ON. What Happens? BTB 1 Opens first. GCB 1 closes. Remember the aircraft is designed to fly with 2 operating generators! Both IDG’s or 1 IDG and the The APU powers AC bus 2. APU generator.
  79. 79. AC Power System.
  80. 80. AC Power System. Four Power sources
  81. 81. AC Power System. Four Power sources Powering 2 Transfer Busses.
  82. 82. AC Power System. Four Power sources Powering 2 Transfer Busses. Which normally power. Main busses Galley Busses Ground service Busses.
  83. 83. What is the meaning of this indication?
  84. 84. What is the meaning of this indication? The related transfer bus is NOT POWERED.
  85. 85. Given the indications on the right, Is AC Transfer bus 2 powered?
  86. 86. Given the indications on the right, Is AC Transfer bus 2 powered? GCB2 is open! BTB1 and BTB2 are closed! AC Transfer bus 2 is powered by GEN 1.
  87. 87. Given the indications on the right, Is AC Transfer bus 2 powered? The TRANSFER BUS OFF light is not illuminated. Therefore it is powered.
  88. 88. Integrated Dive Generators (IDG) Primary electrical power is provided by two engine driven integrated drive generators (IDG) Each IDG supplies Three-phase, 115 volts, at 400 Hz alternating current (AC) – Maximum load is 90 Kva per generator.
  89. 89. Integrated Dive Generators (IDG) The IDG takes the variable input speed and changes it into a constant speed of 24,000 RPM for its internal AC generator.
  90. 90. Integrated Dive Generators (IDG) The IDG takes the variable input speed and changes it into a constant speed of 24,000 RPM for its internal AC generator. The IDG requires a constant RPM to supply 400 Hz.
  91. 91. Generator Drive The IDGs contain the generator and drive in a common housing, and are lubricated and cooled by a self–contained oil system. An integral electro–mechanical disconnect device provides for complete mechanical isolation of the IDG. The IDG will automatically disconnect due to high oil temperature if the temperature exceeds 182⁰ C IDG oil is cooled using an Air/Oil heat exchanger and fan air And a Fuel cooled oil cooler using the fuel being delivered to the engine to cool the IDG oil and heat the fuel.
  92. 92. Automatic generator on–line feature The system incorporates an automatic generator on–line feature in case the airplane takes off with the APU powering both transfer busses. If the APU is either shut down or fails, the engine generators are automatically connected to their related transfer busses. This action occurs only once in flight and only under the circumstances described above.
  93. 93. What brings on the IDG DRIVE light?
  94. 94. GCU <165psi The GCU gets an input from a low oil pressure switch in the IDG to monitor oil pressure. If less than 165 psi with the engine running. The DEUs supply an engine run signal. The GCU controls the DRIVE light.
  95. 95. 2. DC POWER SUPPLY
  96. 96. The DC power generation system makes and controls 28 volts DC for use by aircraft systems.
  97. 97. The DC power generation system makes and controls 28 volts DC for use by aircraft systems. The DC power system is a two-wire system that operates at 28 volts (nominal). The DC system has these power sources: 1. 2. 3.
  98. 98. The DC power generation system makes and controls 28 volts DC for use by aircraft systems. The DC power system is a two-wire system that operates at 28 volts (nominal). The DC system has these power sources: 1. * Three transformer rectifiers units (TRUs) 2. * Battery charger 3. * Battery.
  99. 99. Each TRU can supply up to 75 Amps. The Transformer steps 115 Volts down to 28 Volts. The Rectifier converts AC to DC The TRU converts 115 VAC to 28 volts DC.
  100. 100. Each TR can supply up to 75 Amps. The DC cross bus tie relay is normally closed. TR1 and TR2 share the DC loads. TR 3 can act as a backup to TR2
  101. 101. Each TR can supply up to 75 Amps. The DC cross bus tie relay is normally closed. TR1 and TR2 share the DC loads. TR 3 can act as a backup to TR2 The cross bus tie relay automatically opens, isolating DC bus 1 from DC bus 2, under the following conditions: • At glide slope capture during a flight director or autopilot ILS approach. This isolates the DC busses during approach to prevent a single failure from affecting both navigation receivers and flight control computers • Bus transfer switch positioned to OFF.
  102. 102. Each TR can supply up to 75 Amps. TRU 1 gets power from the AC transfer bus 1. TRU 1 output connects directly to DC bus 1.
  103. 103. Each TR can supply up to 75 Amps. TRU 2 gets power from the AC transfer bus 2. TRU 2 output connects directly to DC bus 2.
  104. 104. Each TR can supply up to 75 Amps. TRU 3 usually gets power from AC transfer bus 2. AC transfer bus 1 supplies back up power through R622 if normal power is lost. The primary use of TRU 3 is as a power source for the battery bus.
  105. 105. TR 1 via DC BUS 1 is the Normal power supply for the DC STBY BUS
  106. 106. TR 1 via DC BUS 1 is the Normal power supply for the DC STBY BUS The Hot Battery Bus can supply the DC STBY BUS if DC bus 1 is not powered.
  107. 107. Battery Charger is the Normal power source for the Hot battery bus and Switched hot battery bus.
  108. 108. Aux battery is Normally isolated. Battery Charger is the Normal power source for the Hot battery bus and Switched hot battery bus. If the battery voltage is higher than the Charger output then the Battery will supply the Hot Battery bus.
  109. 109. The battery is a 48 ampere-hour, nominal 24v dc power source. It supplies power for APU starting and is a standby power source if all other power supplies do not operate.
  110. 110. The battery is a 48 ampere-hour, nominal 24v dc power source. It supplies power for APU starting and is a standby power source if all other power supplies do not operate. On older aircraft only the main battery was used to start the APU and the Auxiliary battery was only used for standby power. On newer aircraft both bateries are used for APU start.
  111. 111. Battery Charger The battery charger gives a DC voltage output to charge the battery. After it charges the battery, the charger operates like a TRU. It sends a constant DC voltage to the battery and the hot and switched hot battery buses.
  112. 112. Battery Charger The battery charger gives a DC voltage output to charge the battery. After it charges the battery, the charger operates like a TRU. It sends a constant DC voltage to the battery and the hot and switched hot battery buses. The battery charger has two basic modes of operation: * Battery charge mode * Transformer rectifier mode (constant voltage).
  113. 113. Battery Charger The battery charger gives a DC voltage output to charge the battery. After it charges the battery, the charger operates like a TRU. It sends a constant DC voltage to the battery and the hot and switched hot battery buses. The battery charger has two basic modes of operation: * Battery charge mode * Transformer rectifier mode (constant voltage). The battery charger will go into the charge mode if any of these occur: 1. The battery charger input power is off for more than 1 second. 2. The battery voltage goes below 23 volts. Each charger can supply up to 65 amps in the charge mode.
  114. 114. The battery charger cannot go into the charge mode during any of these conditions: * Fueling station door open * APU start * Standby power switch (P5-5) to the BAT position * Standby power switch (P5-5) to the AUTO position, battery switch ON, and DC BUS 1 and AC TRANSFER BUS 1 do not have power * Battery overheat.
  115. 115. The battery charger cannot go into the charge mode during any of these conditions: * Fueling station door open * APU start * Standby power switch (P5-5) to the BAT position * Standby power switch (P5-5) to the AUTO position, battery switch ON, and DC BUS 1 and AC TRANSFER BUS 1 do not have power * Battery overheat. Battery Voltage Normally is 26 +/- 4 Volts. During Primary charge mode voltage may be as high as 30 +/- 3 volts
  116. 116. The amber BAT DISCHARGE light comes on when any one of these battery output conditions are true: * Current draw is more than 5 amps for 95 seconds * Current draw is more than 15 amps for 25 seconds * Current draw is more than 100 amps for 1.2 seconds.
  117. 117. 3. STANDBY DC POWER SYSTEM.
  118. 118. During Normal operation the STBY PWR switch is in AUTO and the BATTERY switch is ON.
  119. 119. This will allow the battery to become the sole source of power if all other power is lost!
  120. 120. With no other power available. What is powered with this switch selection?
  121. 121. With no other power available. What is powered with this switch selection? AC STBY Bus via the STBY Inverter. DC STBY BUS Directly from the Battery.
  122. 122. With no other power available. What is powered with this switch selection? AC STBY Bus via the STBY Inverter. The Battery bus and Switched DC STBY BUS Directly from the hot battery bus are off Battery. because the battery switch is off!
  123. 123. Given only the battery available. Which Busses have power?
  124. 124. Given only the battery available. Which Busses have power? ONLY THE HOT BATTERY BUS!
  125. 125. Given only the battery available. Which Busses have power? ONLY THE HOT BATTERY BUS! Battery switch off removes power from the Battery bus, switched hot battery bus, DC STBY bus, Static Inverter and STBY AC bus when the battery is the only power source!
  126. 126. Non Normal operation and Indication.
  127. 127. What effect does this switch selection have on the electrical system?
  128. 128. What effect does this switch selection have on the electrical system? Isolates Transfer bus 1 from Transfer bus 2. Opens the DC cross bus Tie relay
  129. 129. In flight, what does this light indicate?
  130. 130. In flight, what does this light indicate? TR Unit 1 OR TR UNITS 2 and 3 have failed.
  131. 131. How can you identify which TRU has failed in flight?
  132. 132. How can you identify which TRU has failed in flight?
  133. 133. TR 1 and 2 will show Volts. A Zero AMPS indication is a failure.
  134. 134. TR 3 failure because of the diode will show ZERO VOLTS
  135. 135. What is Indicated by this light?
  136. 136. What is Indicated by this light? One or MORE of the following are unpowered! 1. AC STBY BUS 2. DC STBY BUS 3. BATTERY BUS
  137. 137. With a double failure any of the 3 standby busses, can be left unpowered. The Standby Power off light is there to indicate this situation.
  138. 138. With a double failure any of the 3 standby busses, can be left unpowered. The Standby Power off light is there to indicate this situation. The AC Standby bus is normally powered by AC transfer bus 1. If Transfer bus 1 is unpowered and the Standby inverter fails. There is no power on the AC standby bus.
  139. 139. With a double failure any of the 3 standby busses, can be left unpowered. The Standby Power off light is there to indicate this situation. The Battery bus is normally powered by TRU 3. If TRU 3 fails and the breaker connecting the battery bus to the battery fails to close, then the battery bus is without power
  140. 140. With a double failure any of the 3 standby busses, can be left unpowered. The Standby Power off light is there to indicate this situation. The DC standby bus is normally powered by DC bus 1. If DC bus 1 is not powered and the breaker connecting the battery to the DC standby bus fails to close then the DC standby bus is unpowered.
  141. 141. What is indicated by this light?
  142. 142. What is indicated by this light? A Fault exists in either the DC or STBY Power system.
  143. 143. What is indicated by this light? A Fault exists in either the DC or STBY Power system. INHIBITED IN FLIGHT!
  144. 144. NO AC POWER AVAILABLE
  145. 145. NO AC POWER AVAILABLE WHAT ITEMS HAVE POWER?
  146. 146. NO AC POWER AVAILABLE WHAT ITEMS HAVE POWER? The standby power system is powered by the batteries.
  147. 147. Aircraft on Standby power In addition to the panel instruments shown, the following equipment is available: • Left IRS • No.1GPS • Left FMC • Left CDU • No.1 DME • No.1 VHF Navigation • No.1 ADF • No.1 VHF Communications
  148. 148. If the TR UNIT light is illuminated in flight this indicates:
  149. 149. If the TR UNIT light is illuminated in flight this indicates: TR1 or TR 2 and 3 have failed.
  150. 150. If the TR UNIT light is illuminated in flight this indicates: TR1 or TR 2 and 3 have failed. The transfer busses are connected by: One ..................... and two .....................
  151. 151. If the TR UNIT light is illuminated in flight this indicates: TR1 or TR 2 and 3 have failed. The transfer busses are connected by: One ..................... and two ..................... ONE TIE BUS With 2 Bus Tie Breakers
  152. 152. The amber ELECT light on the electrical control panel indicates: In FLIGHT? On the Ground?
  153. 153. The amber ELECT light on the electrical control panel indicates: In FLIGHT? INHIBITED On the Ground? A Fault exists in the DC or Standby power system.
  154. 154. How are the IDG’s cooled?
  155. 155. How are the IDG’s cooled? Two heat exchangers, one is Air/oil the other Fuel /oil
  156. 156. The Cross bus tie relay opens at glide slope capture to:
  157. 157. The Cross bus tie relay opens at glide slope capture to:
  158. 158. The galley busses are powered from which busses?
  159. 159. The galley busses are powered from which busses? The AC Transfer busses distribute power to the Main busses. Galley busses Ground service busses IFE busses if installed.
  160. 160. What does the BAT DISCHARGE light on the FWD overhead panel indicate?
  161. 161. What does the BAT DISCHARGE light on the FWD overhead panel indicate? With the Battery switch ON Excessive Battery Discharge!
  162. 162. What is indicated by a SOURCE OFF light?
  163. 163. What is indicated by a SOURCE OFF light? No source has been manually selected. OR the last manually selected source is no longer powering the transfer bus
  164. 164. What is the voltage of an aircraft Nickel Cadmium battery?
  165. 165. What is the voltage of an aircraft Nickel Cadmium battery?
  166. 166. The purpose of a Transformer Rectifier (TR) is to:
  167. 167. The purpose of a Transformer Rectifier (TR) is to:
  168. 168. What is the maximum output of an IDG?
  169. 169. What is the maximum output of an IDG? 90 KVA at 115 Volts 400 cycles (Hz)
  170. 170. Name the main divisions of the electrical system.
  171. 171. Name the main divisions of the electrical system. 1. AC Power System. 2. DC Power System 3. Standby Power System.
  172. 172. Name the two main principles of the electrical system.
  173. 173. Name the two main principles of the electrical system. 1. There is No paralleling of AC sources of power. 2. The source of power being connected to a transfer bus automatically disconnects an existing source.
  174. 174. The END of ELECTRICAL POWER Now Take the test at www.theorycentre.com

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