A350 Ata 24

ELECTRICAL POWER
CH 24
STUDENT LEARNING OBJECTIVES:
Upon completion, the student will be able to demonstrate an understand-

ing of this ATA section by receiving a 80% or higher score on a
comprehensive examination, meeting ATA Specification 104 Level III
criteria.
The student will:

Describe normal and abnormal operation of the Electrical Power
System
Describe normal and abnormal operation of the Emergency Power
Network
Describe the operation of the Variable Frequency Drive
Understand Electrical Power Distribution System Troubleshooting
Identify potential safety hazards associated with the Electrical
System and how to avoid injury or damage to equipment
A350-900 ATA 24 TRAINING MANUAL

PAGE - 1 1 Jan 2017 EFF ALL FOR TRAINING PURPOSES ONLY
TABLE OF CONTENTS:
AC NORMAL GENERATION - OVERVIEW ............................................ 4
EXTERNAL POWER ............................................................................... 6
EXTERNAL POWER MANAGEMENT ..................................................... 8
AUTO TRANSFORMER UNITS (ATU) - GPU CONFIGURATION ........ 10
AUTO TRANSFORMER UNITS (ATU) - VFG/APU GENCONFIG ........ 12
APU GENERATION ................................................................................ 14
VARIABLE FREQUENCY GENERATOR - INTRODUCTION ................ 16
VFG MANAGEMENT .............................................................................. 18
VFG OIL LUBRICATION AND COOLING .............................................. 20
VFG OIL SYSTEM MONITORING ......................................................... 22
VFG OIL SERVICING ............................................................................. 24
VFG DISCONNECTION ......................................................................... 26
DC NORMAL GENERATION - OVERVIEW........................................... 28
TRANSFORMER RECTIFIER - FUNCTIONAL DESCRIPTION ............ 30
MAIN BATTERIES .................................................................................. 32
MAIN BATTERY DESCRIPTION............................................................ 34
AC AND DC EMERGENCY GENERATION ........................................... 36
RAM AIR TURBINE DEPLOYMENT AND GENERATOR HEATING .... 38
RAM AIR TURBINE STOWAGE COMPONENTS.................................. 40
RAM AIR TURBINE STOWAGE ............................................................ 42
RAM AIR TURBINE GENERATOR MANAGEMENT ............................ 44
STATIC INVERTER AND EMERGENCY ATU....................................... 46
DC EMERGENCY GENERATION TR - INTRODUCTION ..................... 48
EMERGENCY BATTERIES - FUNCTIONAL DESCRIPTION ............... 50
EMERGENCY BATTERIES ................................................................... 52
DISTRIBUTION AC AND DC - COMPONENT LOCATION ................... 54
ELECTRICAL POWER DISTRIBUTION SYSTEM ARCHITECTURE ... 56
ELECTRICAL POWER DISTRIBUTION CENTER ARCHITECTURE ... 58
ELECTRICAL POWER DISTRIBUTION CENTER FUNCTIONS .......... 60
CIRCUIT BREAKER PANEL ARCHITECTURE ..................................... 62
SECONDARY POWER DISTRIBUTION BOXES .................................. 64
GROUND SERVICE CONFIGURATION ................................................ 66
TOWING ON BATTERY CONFIGURATION .......................................... 68
POWER DISTRIBUTION MAINTENANCE INTERFACE ....................... 70
PDMI ON BATTERY ............................................................................... 72
ELECTRICAL STRUCTURE NETWORK ............................................... 82
STUDENT NOTES:

ELECTRICAL SYSTEM OVERVIEW

230VAC Network the nose landing gear) to allow aircraft electrical power supply. The EP
panel consists of a panel including two external power receptacles and
The 230VAC network is composed of 4 main normal bus bars. indication lights (one AVAIL and NOT IN USE lights per external power
AC1A-100XNA, AC1B-100XNB, AC2A-200XNA, AC2B-200XNB, and 2 channel).
main emergency bus bars AC EMER1-300XH, AC EMER2-400XH.
The power connector pins are directly connected to the concerned EPDC
115VAC Network via power supply feeders. The external power connectors are foolproof to
avoid incorrect plug-in.
The 115VAC network is composed of 4 main normal bus bars AC1A-
100XPA, AC1B-100XPB, AC2A-200XPA, AC2B-200XPB, and 2 main Static Inverter
emergency bus bars AC EMER1-300XD, AC EMER2-400XD.
Static inverter, located in avionics bay (pressurized area), transforms
28VDC Network 28VDC from emergency batteries into 1-phase 115VAC (fixed 400Hz)
output supply.
The 28VDC network is composed of 2 main normal bus bars DC1-100PN, In this scope, static inverter is used to supply part of the 115VAC
DC2-200PN, and 2 main emergency bus bars DC EMER1-300PH, DC emergency network (391XD/INV AC1 from emergency battery 1 in several
EMER2-400PH. The 28VDC network is also composed of several DC sub specific cases:
bus bars: Hot Bus, Emer Hot Bus, DC NORM/BAT, DC SHED/GS, DC F/
CTL, DC PDMI, DC EVAC. In electrical emergency configuration (normal electrical sources loss),
when RAT is not available, typically during RAT deployment (around
The DC generation consists of four identical and interchangeable 5sec).
Transformer Rectifier Unit (TRU). Each TRU is supplied with three phase In normal configuration on ground during aircraft power on when no
230 VAC current from the associated AC distribution network. TRU main electrical power source is available, and when emergency
transforms the AC into not regulated DC output by: batteries pushbutton are selected ON.
In PDMI on batteries configuration on ground when no main electrical
Two Transformer Rectifier Unit (TRU 1 and TRU 2) for the DC main power source is available, and when PDMI on battery mode is
generation requested (maintenance purpose)
Two TRU-EMER (1 and 2) for the DC emergency generation
Four identical and interchangeable batteries (Ni-Cd) Equipment supplied by 391XD/INV AC1 include part of FSA-NG system
Two main batteries (BAT-1 and BAT-2) connected to main DC busbars: (one SCI, one ASFC, and one OSFC), for ground phases (typically PDMI
BAT1 on 100PN and BAT2 on 200PN on batteries). Also part of the engine system (one channel of EEC of each
Two emergency batteries (BAT EMER 1 and BAT EMER 2) connected engine, and one channel of engine ignition system of each engine), to
to emergency DC busbars: BAT-EMER 1 to the EMER DC1 300PH allow engine relight in case of electrical emergency configuration / Total
and BAT-EMER 2 to the EMER DC2 400PH Engine Flame Out, and RAT not available.
External Power Generation
Two external power units can be connected to EP panel (located close to

ELECTRICAL SYSTEM OVERVIEW

ELECTRICAL SYSTEM OVERVIEW CONTINUED

AC Emergency Electric Power
The AC emergency electric power is extracted from air stream by a Ram

Air Turbine (RAT) system, which is a stand-by system. It is inactive during
normal flight operation and it is only activated when an emergency is
declared. Exceptionally, it could also be used in flight for training, testing
purposes and for maintenance testing.
The RAT powers the AC essential busbars in the following events:
Total engine flame-out (TEFO) which leads to total loss of hydraulic

and electric power or, Loss of the Main Electrical System (LMES).
When one of the above-mentioned events is declared, the RAT will provide
230 VAC power, at least, the following consumers:
Primary Flight Control Electro-hydraulic Actuators (EHA & EBHAs) on

the three A/C control axis.
Slat electric motor.
Fuel electric pumps.
Miscellaneous loads.
28 VDC essential network through TR-EMER.
Auto Transformer Units (ATU)
Six ATU are installed on the A350: 4 main ATU for the normal network
(ATU-1A, ATU-1B, ATU-2A, ATU-2B) and 2 EMER ATU for the emergency
network (ATU-EMER1, ATU-EMER2). ATU are located in the avionic bay.
The main function of main ATU is to convert 230VAC 3-phases into

115VAC 3-phases power (when network is supplied by the VFG).
Main ATU could also convert 115VAC 3-phases into 230VAC 3-phases
power (when network is supplied by the external power unit).
The main function of EMER ATU is to convert 230VAC 3-phases into

115VAC 3-phases power to supply the emergency network.
ELECTRICAL SYSTEM OVERVIEW CONTINUED

EXTERNAL POWER
General Description
Two External Power Receptacles (EXT PWR RCPTs) are available to

connect one or two 115VAC 400Hz three-phases GPUs and to supply the
aircraft electrical network on ground.
The GPUs can supply all of the aircraft electrical network through the
transfer circuit.
If only one GPU is used, it can supply all of the aircraft electrical network
but the automatic shedding inhibits some commercial (cabin) loads.
The minimum rating of each GPU must be 90 kVA.
The Electrical Power Distribution Centers (EPDCs) monitor the GPUs and
control the External Power Line Contactors (EPLCs).
Basically, each external power unit can supply part or the entire electrical
network on ground, depending on the electrical network configuration and
electrical sources availability:
When EP1 is available, it supplies the side 1 and the side 2

When EP2 is available, it supplies the side 1and the side 2
When EP1 and EP2 are available, EP1 supplies the side 1, and EP2
supplies the side 2
When connected, the external power units enable to supply the entire
electrical network:
By three-phases 115VAC 400Hz constant frequency directly from

external power units
By three-phases 230VAC 400Hz constant frequency from 115VAC bus
bars through ATU
By 28VDC from 230VAC bus bars through TR
EXTERNAL POWER

EXTERNAL POWER MANAGEMENT

signals to each ENMU (meaning that the EP electrical characteristics are
External Power Management correct and crew wants to connect the EP).
Each Electrical Power Distribution Center (EPDC) manages the connection Each ENMU receives the power ready signals from EPCU, and if network
and disconnection of its associated external power unit (EPDC1(2) parameters (contactors statuses, electrical sources statuses) allow it, each
manages EP1(2) connection/disconnection) and ensures the electrical ENMU sends the EPLC ON command to the EPLC Contactor Control
network protection. Module (EPLC CCM).
Each EP can be connected to electrical network through EPLC contactor. The EPLC CCM, after having performed a safe vote, physically commands
Two main functions/units hosted in EPDC are involved in EP management the closure of EPLC contactor.
and EPLC contactor command.
The EPLC contactor is closed, and the EPCU commands to OFF the
The Electrical Network Management Unit (ENMU) illumination of NOT IN USE light (located on the EP panel) and AVAIL
light (located on the ICP), and commands to ON the illumination of ON
The ENMU DP implemented in ENMU manages the external power line light (located on the ICP).
contactor depending on electrical network parameters statuses (contactors
statuses, electrical sources statuses). Two redundant ENMU are External Power Disconnection
implemented per EPDC.
Each external power can be disconnected in the following three main
The Contactor Control Module (CCM) implemented in ENMU, receives scenarios:
commands from both ENMU DP, and performs a safe vote to command
ON/OFF the EPLC contactor. One CCM is installed per EPLC contactor EP disconnected by the crew, using the ICP EXT pushbutton (e.g. in
(on EPLC CCM per EPDC). case of A/C shut down). The EP switch off order is then sent to EPCU,
which sets the power ready signals to false. Then ENMUs command
The External Power Control Unit (EPCU) the opening of EPLC contactor (through the EPLC CCM)
EP disconnected in case of electrical power delivered by EP is out of
The EPCU manages the EP and ensure the electrical network protection the required performance (in term of voltage, current, and frequency).
depending on electrical characteristics (voltage/frequency/current) of The EPCU sets the power ready signals to false. Then ENMUs
power delivered by the EP. One EPCU is implemented per EPDC. command the opening of EPLC contactor (through the EPLC CCM)
In case of higher priority source (APU, VFG) availability/connection, the
External Power Connection ENMUs give priority to these sources and then command the opening
of the EPLC contactor (through the EPLC CCM)
Once an EP is connected on the EP receptacle, and if voltage/frequency/
current characteristics of the EP are correct, the EPCU commands the
illumination of NOT IN USE light (located on the EP panel), AVAIL light
(located on the EP panel), and AVAIL light (located on the ICP).
When the EP connection is required by the cockpit crew (through the

associated ICP EXT pushbutton), the EP ON command signal is sent
from the ICP to the EPCU. Then, the EPCU provides the power ready
EXTERNAL POWER MANAGEMENT

AUTO TRANSFORMER UNITS (ATU) - GPU

CONFIGURATION
the ATU, and ATU monitoring. For this function, ATUPU received for each
ATU a discrete signal overtemperature and analogue current
General Description
measurements signals. In case of failure, ATUPU sends discrete signal to
ENMU and ATU is disconnected by opening ATUC and ATULC contactors.
There are four identical and interchangeable main ATUs.
The main function of main ATU is to convert 230VAC 3-phases into

115VAC 3-phases power (when network is supplied by the VFG).
Main ATU could also convert 115VAC 3-phases into 230VAC 3-phases
power (when network is supplied by the external power unit).
Nominal power of normal ATU is as followes:
Power 60 kVA
Frequency range from 360Hz to 800Hz (the output frequency remains
the same as the input frequency)
GPU Generation Configuration
In the ground configuration, when the GPUs supply the aircraft electrical
network:
The 115VAC busbar AC 1A supplies the ATU1A

The 115VAC busbar AC 1B supplies the ATU1B
The ATUs supply 230VAC voltage:
The ATU1A supplies the 230VAC busbar AC 1A

The ATU1B supplies the 230VAC busbar AC 1B
ATU Management
The ATUPU (EPDC) ensures normal ATU protection depending on

electrical characteristics (voltage/frequency/current) of power delivered by
AUTO TRANSFORMER UNITS (ATU) - GPU CONFIGURATION

AUTO TRANSFORMER UNITS (ATU) - VFG/APU GEN

CONFIGURATION
VFG/APU GEN Generation Configuration
In normal configuration, when the VFGs or the APU generator supply the
aircraft electrical network:

The ATUs supply 115VAC voltage:

AUTO TRANSFORMER UNITS (ATU) - VFG/APU GEN CONFIGURATION

APU GENERATION
General Description The APU GEN P/BSW, for the SG Generate mode, has two functions:
The APU is equipped with a Starter Generator (SG). The SG has a start Electrical connection/disconnection to/from the aircraft main electrical
function and an electrical power-generation function. network
Reset of the SGCU protection function
In the Generate mode (auxiliary generation), the SG supplies power to the
aircraft electrical network when the APU is available. The APU FIRE P/BSW de-energizes and electrically disconnects the SG in
the Generate mode. The SGCU is energized from the aircraft electrical
APU Starter Generator Description network when the SG is not in operation or from the PMG of the SG when
the SG is in operation.
The SG is a part of the APU system. A detailed description of the SG is
given in the related ATA 49 chapter. When the SG is in the Generate APU SG Protection Functions
mode, the SG (as the VFGs) includes three generators on the same shaft
in the same housing similar to any other generator; A Permanent Magnet The SGCU has the protection functions that follow:
Generator (PMG), an exciter generator and a main generator
Over/under voltage
The Starter Generator provides a nominal maximum continuous power of Over/under frequency
150 kVA on the ground, 100 kVA in flight, three phase 230VAC at a Overcurrent
constant 400Hz frequency. Feeder differential current
Open cable
APU Starter Generator Management
APU SG Interface
The Starter Generator Control Unit (SGCU) manages the regulation and
protection for the Generate mode of the APU SG. The voltage regulation is The SGCU has an ARINC 429 interface with the ELMF that is hosted in
done by adjustment of the current supplied to the exciter generator, two CPIOMs. The ELMF gives overload protection by automatic
according to current and voltage values sensed by the Current commercial-load shedding.
Transformers (CTs) and the POR.
The SGCU has an ARINC 429 interface with the AFDX network through
When the electrical parameters are correct, the SGCU sends the Power CRDCs to send the status and parameters of the SG in the Generate
Ready signal to the ENMU. Then, the SGCU supplies 28VDC energizing mode to the CDS. The related data is shown on the ELEC AC and APU
current to the Auxiliary Generator Line Contactor (AGLC) contactor coil. pages of the ECAM SD. The SGCU has a CAN interface with the
The ENMU provides the ground and together, the ACLC closes. The Electronic Control Box (ECB) of the APU to receive APU ready signal
ENMF has full authority over the connection/disconnection by sending this (N>95%) data.
ground/open signal.
The manual control of the SG is done through the SGCU.

APU GENERATION

VARIABLE FREQUENCY GENERATOR

General Description VFG Disconnection/Reconnection
The generator is an oil-cooled machine that is driven by the engine The DRIVE P/BSW controls the mechanical disconnection of the VFG. The
gearbox and it is attached to the gearbox-mounting pad utilizing a V-band. FAULT legend of the DRIVE P/BSW comes on when the VFG is
The generator is cooled with oil via the integral oil management system. mechanically defective. The cockpit crew must lift the safety guard and
The VFG is the normal AC power source used in flight and on ground push the DRIVE P/BSW to energize the VFG-disconnect internal solenoid.
when the engines are running.
The defective VFG rotor is then mechanically disconnected from the
Each of the generator channels is rated for a continuous capacity of 100 engine accessory gearbox. If the troubleshooting is satisfactory,
kVA at the point of regulation (POR), three-phases, 230 volts over the maintenance personnel can re-connect the VFG to the gearbox with the
frequency range of 370 to 800Hz. related reset handle.
A VFG converts mechanical rotating power coming from shaft onto The VFG also has an automatic thermal-disconnection mechanism that
electrical power. Its output is connected to the EPDC through feeders operates when overheating occurs. It is not possible to do a reset after a
running via segregated routes. The control and monitoring of these VFG thermal disconnection. If the VFG has thermally disconnected, it is
are performing by four GCUs (Generator Control Unit). necessary to remove the defective VFG and send it to the applicable
workshop.
The VFG rotor is directly driven from the engine accessory gear box (AGB)
producing a fixed ratio of speed to frequency. The higher the input speed Reengagement of a disconnected unit is a ground operation conducted
from the engine, the higher the frequency the VFG will produce. VFG with the VFG installed while the engine is stopped.
speeds can vary between 9,900 (330Hz) rpm up to 26,00 rpm (867Hz)
NOTE: The VFG oil-level measurement-function does not operate if the
VFG Installation steering towing key is installed in the Nose Landing Gear (NLG). If
you operate the 1A (1B, 2A or 2B) GEN pushbutton switch when
Each VFG is installed on the engine gearbox with a V-band clamp fitting. the engine is off and the steering towing key is not installed, VFG
The V-band clamp assembly includes the following: oil-level monitoring-faults can occur.
V-band clamp CAUTION;

V-band flange NO REENGAGEMENT IS POSSIBLE AFTER A DYNAMIC
Tension bolt DISCONNECT. THE ONLY OPTION IS VFG
Mounting bolts REPLACEMENT.
The V-band clamp assembly is attached to the VFG mounting integral

flange.
Installation to the AGB is via a dynamic seal that has a stationary carbon
seal mating surface with a dynamic input shaft seal that produces pressure
to lift the carbon seal off the shaft. This reduces friction induced heat that
leads to oil leaks.
VARIABLE FREQUENCY GENERATOR

VFG MANAGEMENT
General Description Open cable
Oil temperature detection
Each Generator Control Unit (GCU) and Overvoltage Protection Unit Low oil pressure
(OPU) manage the regulation and the protection of their related VFG. The Power limit function
voltage regulation is done by adjustment of the current supplied to the
exciter generator, according to the current and voltage values sensed by When the GCU over frequency protection function fails, the OPU supplies
the CTs and the PORs. overvoltage protection redundancy by opening the related GLC and de-
energizes the applicable VFG through removal of the excitation voltage to
When the electrical parameters are correct, the GCU gives order to the the generator field.
OPU to close the Generator Line Contactor (GLC). The GCU sends a
Power Ready signal to the ENMF (hosted in the ENMU) which gives the Interface
Ground/Open signal to the GLC. The GCU (through the OPU) has the full
authority on the GLC. Each GCU has an ARINC 429 interface with the ELMF hosted in two
CPIOMs. The ELMF gives overload protection by automatic commercial-
The manual control of the VFG is done through the GCU through the load shedding. Each GCU has an ARINC 429 interface with the AFDX
following Pushbutton switches: network through CRDCs to send the status and parameters of the related
VFG to the CDS. The related data is shown on the ELEC AC page of the
The DRIVE P/BSW for the mechanical disconnection of the VFG ECAM SD. The ENMUs have a CAN interface with their related EDMUs
The GEN P/BSW for the electrical connection/disconnection of the VFG that gives the AFDX network interface with aircraft systems.
to/from the aircraft main electrical network and for the reset of GCU
protection function The DRIVE pushbutton commands the mechanical disconnection of the
The ENG 1 (2) FIRE P/BSWs to de-energize and to electrically VFG. The FAULT legend of the DRIVE pushbutton comes on to show that
disconnect the related VFG the VFG is defective. The crew must then open the safety guard and push
the DRIVE pushbutton, then the disconnect relay, after receiving an input
Engine Master Switch Status provides a GND/Open input providing master 28VDC discrete signal managed throw EPDC, will disconnect the defective
switch status. VFG (mechanically).
The GCU is electrically supplied from the aircraft electrical network when The Disc request signal is inhibited by the inhibition relay when needed to
the VFG does not operate. When the VFG operates, the PMG supplies the prevent the disconnect solenoid overtemperature.
GCU.
The VFG is also equipped with a thermal disconnect mechanism which is
Protection Functions activated for temperature above 199+/- 5 C (390+/- 10 F).The thermal
disconnect is not resettable without VFG disassembly. The VFG contains a
The GCU has the protection functions that follow: metal alloy substance that when temperature is more than 199+/- 5 C
melt, causing the mechanical disconnect (the role would make the trip coil,
Over/undervoltage displacing "corkscrew" axis).
Over/underfrequency
Overcurrent
Feeder differential protection
VFG MANAGEMENT

VFG MANAGEMENT (CONT)

GLC1A, GLC1B, GLC2B and GLC2A allow the power supply of the 230V The information from GCU to:
AC Normal busbars from the VFG-1A, VFG-1B, VFG-2B and VFG-2A.
ICP are transmitted by a discrete signals
If one GCU agrees with the connection/disconnection of the GLCXX, the CPIOM and RDC (warning and display use) are transmitted via data
GCU sends a power ready signal to the ENMF. Then the associated AC bus (ARINC 429),
busbar is supplied. EPDC, ENM or ELM are transmitted by either discrete signals or data
bus (ARINC 429).
The corresponding GCU provides the 28VDC to supply the GLCXX coil
and ENMF provides a ground/open signal.
The power ready signal is sent when:

No protection function operates AND
The engine speed is sufficiently high for the VFG AND
The voltage level is reached AND
The GEN pushbutton is pushed.
Once GLC-XX is closed, ENMF command is inoperative. To open the line

contactor, the GCU have full authority, the ENMF cannot open the GLC.
The GLCs connect the VFGs to the related network:
GLC1A for the AC1A main busbar (100XNA). The GCU1A and the
ENMFs (side 1) control and monitor the GLC1A
GLC1B for the AC1B main busbar (100XNB). The GCU1B and the
ENMFs (side 1) control and monitor the GLC1B
GLC2A for the AC2A main busbar (200XNA). The GCU2A and the
ENMFs (side 2) control and monitor the GLC2A
GLC2B for the AC2B main busbar (200XNB). The GCU2B and the
ENMFs (side 2) control and monitor the GLC2B
Maintenance Data
In order to provide Status/Maintenance Data, two data bus channels (Arinc

A429) are used by the GCU for transmission of warnings, displays and
data to ELMF by the interface with the remote data concentrator (RDC)
and the electrical load management system (ELMS).
VFG MANAGEMENT (CONT)

VFG OIL LUBRICATION AND COOLING

General Description
The generator is cooled with oil supplied via the integral oil management
system. The oil is collected in the generator sump/reservoir and is drawn
away by a pump mounted in a module assembly.
The pump delivers the oil through a 20-micron filter, a surface air cooled oil
cooler (SACOC) and another internally housed filter, before it is returned to
the rotor shaft for redistribution within the generator.
The oil in the centre of the rotor shaft flood cools the rotor windings, spray
cools the diodes and stator overhangs and provides lubrication to both of
the bearings.
The surface cooler system comprises the following parts:
Surface Air Cooled Oil Cooler (SACOC): The cooling matrix which is
attached to the bypass side of the rear fan case
Oil Pressure Relief Bypass valve (PRV): A valve integrated to SACOC
body, aims to allow the cooler to de-congeal during cold start
Thermal Bypass Valve (TBV): this valve aims to ensure full compliance
to VFG oil-in temp spec requirements, in particular for cold day
operation
VFG oil temperature sensor, aiming to control TBV operation
Drain back Valve: located upstream VFG oil-in line, and aiming to
prevent oil drain back into the VFG at engine shut down.
Thermal Bypass
A thermal bypass valve is related to each SAOHE.
When the oil is cold (cold day operation before engine start) this valve is
open; the oil flows from the VFG oil pump through the valve and goes back
to the VFG through a VFG Pressure Regulating Valve (PRV).
In such conditions, the oil flow bypasses the heat exchanger and the oil
temperature becomes correct for quicker lubrication. Then, the thermal
bypass valve goes back to the closed position.
VFG OIL LUBRICATION AND COOLING

VFG OIL SYSTEM MONITORING

VFG Oil-Filter Monitoring
A delta pressure switch monitors the oil filter. It measures the oil pressure
at the inlet and outlet of the filter and senses a possible filter clogging
condition.
The VFG sensors send the low oil level and filter clogging signals to the
related Generator Control Unit (GCU). Then, the GCU sends this data to
the FWS for low oil level, and CMS for filter clogging.
NOTE: The VFG oil-level measurement-function does not operate if the

steering towing key is installed in the Nose Landing Gear (NLG). If
you operate the 1A (1B, 2A or 2B) GEN pushbutton switch when
the engine is off and the steering towing key is not installed, VFG
oil-level monitoring-faults can occur.
Oil Temperature and Pressure Monitoring
Oil temperature sensors monitor generator bearing and outlet oil

temperature for over detection. Oil pressure sensors monitor the oil
pressure. In the event of the oil overheat or oil low pressure, a signal is
sent to the GCU and issue a warning to the flight crew to request a manual
disconnect of the VFG. In the event of of low pressure monitoring failure, a
dispatch message is sent to inform flight crew.
Oil Level Monitoring
The low oil level monitoring function determines a low oil level condition by
a remote oil level sensor (ROLS). The sensing process is initiated on
ground, 6 minutes after engine shutdown or a cold start and in the event of
low oil level, a signal is sent to the flight crew but do not cause a protective
trip.
VFG OIL SYSTEM MONITORING

VFG OIL SERVICING

General Description Sight Glass
The servicing of the VFG oil system can be scheduled or unscheduled. The green area shows that the VFG oil level is correct.
Scheduled Servicing At the end of the servicing procedure, the oil level must be near the top of
this green area.
At the specified maintenance schedule interval you may be required to:
The yellow area shows that the VFG oil level is above the normal level but
Drain and fill the VFG oil system not too high. This often occurs immediately after the engine shutdown
Replace the oil filter when the engine oil is hot.
Unscheduled Servicing The upper red area shows that there is too much oil. You must drain oil to
get the correct oil level.
Unscheduled servicing may be required to:
The lower red area shows that the oil level is not sufficient. You must do
the servicing and add oil until the oil level is at the top of the green area.
Add oil if the level is low, or if you replaced a system component
Drain the system before you replace the VFG
Magnetic Drain Plug
Fill the system if you drained a VFG, or after oil contamination
The magnetic drain plug has a magnet that collects metal particles that can
Overfill Connection be checked in order to monitor the VFG status.
The connection of an overfill drain hose to the overfill drain port The magnetic drain plug can be loosened: to decrease the oil level, if it is
depressurizes the VFG case. above the correct level after filling. It can also be removed: to drain oil from
the VFG or the system.
When the oil flows from the overfill drain hose, you must continue to fill
slowly until approximately one quart of oil drains into the oil container. Replace the related O-ring at the removal/installation.
NOTE: Do not forget to connect the overfill drain hose before you fill the oil. Filter Cartridge
If not, an overpressure of the VFG case will occur and cause a fault status
of the VFG. The filter cartridge can be removed for scheduled replacement or an
inspection if there is oil contamination.
Pressure Fill Connection
Replace the related O-ring at each removal/installation.
An oil servicing pump is used to add oil or to fill the system. It is connected
to the pressure fill port through a pressure fill hose.
VFG OIL SERVICING

DC NORMAL GENERATION
General Description
The 28 V DC normal network (No Break Power Transfer) is supplied by:
2 Transformer Rectifier Units (TR-1 and TR-2) (230VAC / 28VDC

converter)
2 batteries (Ni-Cd technology, load control, protection with temperature,
current and voltage sensors) (BAT-1 and BAT-2)
The TRU is an AC/DC converter, supplied by the A/C 230V network and
are identical and interchangeable. It provides an unregulated voltage to the
DC network. It is able to deliver 300A, continuously with a voltage of
28VDC when extracted.
The essential purpose of the normal batteries is to ensure the NBPT

function (No Break Power Transfer), to start the APU when no AC power is
available and energize the DC network for the specific modes on batteries
(Towing and Refuel).
The normal batteries are not considered as power source for DC network.
The DC1-100PN and DC2-200PN are the main Normal DC bus bars. They
are supplied through TR-1 and TR-2. The normal batteries are also
connected on these bus bars to ensure the NBPT (No Break Power
Transfer) function. The main DC bus bars can be connected through the
contactor BTDC to allow DC reconfiguration in case of TR failure and to
ensure the entire availability of the normal DC network with only 1 VFG
remaining.
The normal DC electrical power is distributed by the main power center

EPDC (side 1 and 2), and secondary power distribution boxes SPDB. The
normal DC network is a network without power supply interruption as soon
as the batteries P/B are selected ON and no batteries fault.
DC NORMAL GENERATION

TRANSFORMER RECTIFIER (TR)

Overview Each TR supplies its related 28VDC main busbar:
The DC main generation system has two Transformer Rectifiers (TRs) that TR1 supplies 28VDC busbar DC1 through TR Line Contactor 1 (TLC1)
are the same and interchangeable. Each TR is supplied by its related TR2 supplies 28VDC busbar DC2 through TLC2
230VAC main busbar:
Each TR controls the connection/disconnection of its related TLC.
The TRU is an AC/DC converter, supplied by the A/C network. It provides
an unregulated voltage to the DC network. It is able to deliver 300A Interfaces
continuously with a voltage of 28VDC.
The TRs have an interface with the Electrical Power Distribution Center
The TRU is composed of: (EPDC).
A control board, this module is dedicated to the contactor control logic The TRs receive from the EPDCs the emergency condition, the Point Of
and to the communication Measurement (POM) value and two signals that give the status of the TLC
An AC/DC converter module (TLC status and inverse TLC status).
The TRU cooling is ensured by aircraft cooling and can work in two modes, The TRs also interface with the following aircraft systems:
with A/C cooling if in main position or without A/C cooling if in emergency
position or in main position and loss of cooling. The Control and Display System (CDS) through the Common Remote
Data Concentrator (CRDC)
With A/C cooling normal, TRU can provide 300 A to the DC network. The Landing Gear Extension and Retraction System (LGERS) A
Without A/C cooling or in loss of cooling mode (= 0g/s), the TRU is able to through the CRDC for the ground/flight signal
provide 175 A in flight and 55 C maximum temperature or 155 A The Flight Warning System (FWS) through the CRDC to show warning
on ground and 70 C maximum temperature. messages to the flight crew
The RESET ICPs to transmit the reset signal to the TRs
The control board of TRU is supplied from three independent power The Central Maintenance System (CMS) A through the Secure
sources: Communication Interface (SCI) to collect maintenance data
The Data Loading and Configuration System (DLCS)A through the SCI
The first is provided by an AC/DC converter module, which is supplied
from the normal AC network. To speed up the DC network power up phase, or the recovery after an AC
The second, called back-up, is supplied by the hot bus (directly power interruption and avoid the double command from the EPDCs, the
connected to the battery busbar via a relay and a breaker). Back-up TLCs contactor is driven exclusively by their respective TR.
availability does not depend on AC availability
The third is provided by the 28VDC at the TRU output
One of three available 28VDC Power Supply is used, one at the time, to
supply the components of TRU-PCB.
TRANSFORMER RECTIFIERS

MAIN BATTERIES (NI-CD)

General Description
Two main batteries (BAT1 and BAT 2) are connected to main DC busbars:
BAT1 on 100PN and BAT2 on 200PN. Battery monitoring is perfomed by
the Battery Management Unit (BMU-1 and BMU-2) installed separately
from the battery.
The battery uses Ni-Cd technology and consists mainly of 20 Nickel

Cadmium cells housed in a stainless steel box with 2 vents and two
handles. The battery uses nickel-cadmium (Ni-Cd) technology, with a full-
charge capacity of 50 Ah for a voltage of 24 V.
All monitoring and interface with the aircraft are performed by the BMU
outside the battery.
The battery functions as follows:
NBPT to keep the 28VDC available at the related 28VDC busbars

during electrical power transfers and/or electrical network
reconfigurations
Start of the APU when no AC main power source (external power or
Variable Frequency Generator (VFG)) is available
Supply of part of the DC network for refuel on BAT and towing on BAT
procedures
Management of their charge status and related charge cycles
Internal overcurrent and overdischarge protection
On the overhead panel the BAT section of the maintenance panels gives
the voltage of all the batteries in all configurations.
The TOWING ON BAT section of the maintenance panels can give the
charge level of the battery 1.
MAIN BATTERIES (NI-CD)

BATTERY CONTROL, MONITORING & PROTECTION

General Description Each BMU manages its related battery:
BMU monitors battery parameters and provides to the EPDC information BMU1 for Battery 1
about overdischarge and failure signals. Battery provides temperature BMU2 for Battery 2
(through a thermistor) and voltage information to the BMU. An external
current sensor (shunt) provides battery output current. The battery parameters (temperature, voltage and current) are measured
through sensors integrated in the battery (except the shunt for the current
In case of battery failure, a discrete signal is sent to EPDC in order to measurement) and sent to the related BMU. The current measurement is
disconnect the battery from the network and to ICP battery P/B switch. measured through the related shunt and sent to the related BMU.
Additionally, an ARINC signal is sent to the FWS trough the CRDC.
Location
BMU provides batteries protection in case of overtemperature and internal
short-circuit. The overtemperature protection is generated through two Main battery 1 and emergency battery 1 are located on the left side of the
different signals from battery; a thermistor that provides BMU with battery avionics compartment.
temperature and a thermal switch that activates when temperature is
above 71C. Main battery 2 and emergency battery 2 are located on the right side of the
The overtemperature protection is driven either by thermal switch avionics compartment.
activation or by thermistor (temperature above 73C).
Interface with CMS and CRDC
The current measurement is used to monitor the battery output current and
provide BMU with the current for the battery internal short circuit detection. There is no BITE interactive mode for Ni-Cd configuration. Only the
When BMU detects an overtemperature or internal short-circuit condition, it Normal Mode BITE is available to produce maintenance diagnosis.
sends a FAULT discrete signal to the EPDC that opens BATLC battery
contactor.
In case of battery undervoltage condition, the BMU sends a

OVERDISCHARGE discrete signal to the EPDC that opens the BATLC
battery contactor.
As for Li-ion batteries, the DC protection implemented in the ENMF

(located on EPDC) measures currents of the Battery and TRU. The sum of
current values shall never exceed a specified limit. If the sum of the battery
and TRU currents is higher than the specified limited, the ENMF force to
open the BATLC and then the TRU clarify the short circuit by opening the
TLC contactor.
Outside of each battery there is a fuse that ensures wiring protection

between the battery and current sensor.
BATTERY CONTROL, MONITORING & PROTECTION

BATTERY SHUNT
Student Notes:
BATTERY SHUNT

NI-CD BATTERY COMPONENT LOCATION

Student Notes:
NI-CD BATTERY COMPONENT LOCATION

AC AND DC EMERGENCY GENERATION

General Description aircraft emergency equipment bay inside the pressurized vessel; regulates,
controls and protects the output voltage of the RAT System automatically
There is an AC and DC emergency electrical generation system. The when the RAT is deployed.
related emergency network is installed in the Electrical Power Distribution
System (EPDS). The RAT Stow Panel is located in the Green Ground Service Panel
(GGSP) within the left hand belly fairing thereby allowing for RAT stow only
For the 230VAC power, in normal configuration, 230VAC busbar AC 1B, on the ground. It provides control and monitoring functions for the RATs
2B supply the emergency network. retraction operation.
In emergency configuration, Total Engine Flame Out (TEFO) or Loss of The Line CTA (Current Transformer Assembly) is located inside EPDC-2 in
Main Electrical Supply (LMES), with the Ram Air Turbine (RAT) deployed, the contactor cabinet on the upstream side of the EGLC. All control and
the RAT generator supplies all of the AC and DC emergency network. monitoring of the RAT is via EPDC-2.
For the 115VAC power, in normal or emergency configuration with the RAT In emergency configuration during RAT deployment in flight, or on the
deployed, each emergency Auto Transformer Unit (ATU) supplies its ground in battery only configuration, the static inverter supplies 115VAC to
115VAC busbar AC EMER. a part of the AC emergency network on 115VAC busbar INV AC1.
When one of the above-mentioned events is declared, the RAT will provide For the 28VDC power, in normal or emergency configuration with the RAT
230 VAC power, at least, the following consumers: deployed, the emergency Transformer Rectifiers (TRs) supply the DC
emergency network.
Primary Flight Control Electro-hydraulic Actuators (EHA & EBHAs) on
the three A/C control axis. In the emergency configuration, during RAT deployment in flight or on the
Slat electric motor. ground in battery only configuration, each emergency battery supplies its
related DC emergency network.
Fuel electric pumps.
Miscellaneous loads.
Generator
28 VDC essential network through TR-EMER.

The shaft driven generator assembly provides three-phase, 235 / 407 V
The AC emergency generation system is composed of the RAT module,
RMS, 389 to 539 Hz. nominal output to emergency equipment in the event
that is located on the right hand side AFT belly fairing, is comprised of:
of total loss of the normal AC electrical power generation system. A
Permanent Magnetic Generator (PMG), integral to the generator assembly,
Frame assembly
provides the necessary power to operate the GCU.
Deployment Actuator with integral uplock and integral downlock
Electrical Generator Nominal generator operating speed is 7,800 to 10,780 RPM. The generator
Strut leg assembly is rated to provide 40 KVA continuous output at POR, at aircraft speeds
Gearbox above 140 KEAS; and 50 KVA continuous output at POR, at aircraft
2-bladed Turbine speeds above 175 KEAS.
The Generator Control Unit (RAT GCU), which is located remotely in the The generator is air cooled through an intake on the strut leg.
AC AND DC EMERGENCY GENERATION

RAT DEPLOYMENT AND GENERATOR HEATING

General Description Generator Heaters

The deployment of the RAT can be automatic or manual. The heaters are responsible for the avoidance of icing in the generator.
The two redundant generator heating elements are bonded into grooves
Two solenoids control the deployment, one solenoid for the automatic machined into the outside surface of the main stator. . Each heater
control and one solenoid for the auto/manual control. element is sequentially powered depending on the flight phases when the
aircraft is in the air, as determined from the aircraft on-ground / in-flight
Automatic Deployment status logic, with the RAT stowed. Heaters are supplied by means of two
SSPCs 115VAC (one SSPC per heater), from EPDC-2 via 200XPA Normal
The RAT is deployed automatically, if there is one of the emergency busbar to the heater 1 and from CBP-2 via 200XPB Normal busbar to the
conditions that follow in flight: heater 2; and it is not controlled or monitored by the RAT system.
LMES, related to a loss of the four main AC busbars

TEFO, related to a loss of the two engines
The Electrical Power Distribution Center (EPDC) receives emergency

condition data and sends an output signal to control the automatic deploy
solenoid and the auto/manual deploy solenoid.
EMER HOT BUS 1 energizes the automatic deploy solenoid. EMER HOT
BUS 2 energizes the auto/manual deploy solenoid.
Manual Deployment
To deploy the RAT manually, the flight crew can push the guarded RAT
MAN ON pushbutton switch. The RAT must be deployed manually when
the automatic deployment does not operate during emergency conditions
(TEFO or LMES) or during the manual test procedure.
When the RAT MAN ON pushbutton switch is pushed, a discrete signal is

sent to the EPDC, which supplies 28VDC to the auto/manual solenoid.
WARNING: IT IS POSSIBLE TO DEPLOY THE RAT ON THE GROUND,

EVEN ON A DE-ENERGIZED AIRCRAFT BECAUSE THE
AUTO/MANUAL SOLENOID IS SUPPLIED FROM EMER
HOT BUS 2. BEFORE YOU DO A MAINTENANCE
OPERATION IN THE RAT AREA, YOU MUST PUT THE RAT
SAFETY PIN IN POSITION.
RAT DEPLOYMENT AND GENERATOR HEATING

RAM AIR TURBINE - DEPLOY

Deployment In the unlikely event that a stow command is given and the downlock
mechanism fails to disengage, the resultant force from hydraulic
When commanded automatically by the aircraft system or manually by the pressure acting on the locked piston actuator will not damage any parts of
pilot, one of the actuator deploy solenoids is activated and the actuator - the actuator.
extending under the action of a spring forces- releases the strut leg and
turbine into the airstream. Once deployed, an integral downlock device
maintains the actuator in the extended position under any flight load.
During RAT deployment, the actuator acts as a structural member

(primarily in tension) to resist the effects of aircraft acceleration loads,
aircraft door aerodynamic loads, turbine drag loads and RAT vibration
loads.
The RAT may also be deployed when the aircraft is on the ground for
purposes of maintenance and ground checkouts.
Stow / Retraction
Hydraulic pressure causes the downlock mechanism to release and the

actuator to retract. The actuator is controlled by a solenoid integral to
the stow control valve module. Electrical power to the solenoid is from the
RAT stow panel. The stow control valve module controls fluid flow during
actuator retraction. An integral pressure switch provides indication of
actuator pressure above a threshold value. The stow control valve module
is located in the actuator cylinder head, and consists of the following:
High pressure hydraulic port is connected to the aircraft high pressure

system
Low pressure hydraulic port is connected to the aircraft hydraulic
suction line
Stow solenoid
Restow Orifice
Control valve
Actuator pressure switch
Stowed position switch
RAM AIR TURBINE - DEPLOY

RAM AIR TURBINE - STOW

Stow Panel Description guard as the door is closed, moving it to the OFFposition, therefore if the
switch guard is in the up position the panel door cannot be closed.
The RAT stow panel is located in the Green Ground Service Panel within
the left hand belly fairing. It has two switches and two indicator lights that Thestow/lamptestswitchis a 3-position, spring-centered, center- off toggle
are used to control and monitor the RAT retraction sequence. switch. When the switch is held in the stow position, 28 VDC is sent to the
actuator stow solenoid causing hydraulic pressure to retract the RAT
The guarded ON/OFF switch is used to supply the RAT stow system with actuator. The switch must be held in the STOW position until the RAT is
28VDC. fully stowed and locked.
The combined STOW/LAMP TEST switch is a three-position switch, spring If the switch is released prior to the RAT completing the stow operation, the
loaded to the neutral center position: stow solenoid will be de-energized and the actuator will re-deploy to its
extended position. If the turbine is not aligned, then the stow is
In the STOW position, the switch energizes a green hydraulic solenoid mechanically stopped and the switch has to be released for the RAT to
valve that allows to retract the RAT module. return to its deployed position. As it is a three-position switch, the alternate
In the LAMP TEST position, the RAT STOWED and ACTUATOR position, providing a lamp check function. Moving this switch to the lamp
PRESSURE indicator lights are on. test position illuminates the indicator LEDs providing verification to the user
that the indicators are functional.
The red ACTUATOR PRESSURE indicator light comes on when the
actuator is pressurized. LedIndica ons

The green RAT STOWED indicator light comes on when the RAT is fully The Actuator Pressure LED is illuminated whenever the aircraft is powered
stowed and locked. and actuator pressure is above the following threshold values.
Retraction Sequence Description Logic/Stow Panel Indication

The RAT can retract in the conditions that follow: Open On increasing pressure at 50 bars relative, Actuator Pressure LED
illuminated.
RAT turbine blades are correctly aligned Closed On decreasing pressure at 20 bars relative; Actuator Pressure
28VDC is available LED not illuminated.
Green hydraulic system is pressurized
STOW/LAMP TEST switch is in the STOW position The stow panel on / off switch does not need to be in the on position for the
LED to be illuminated. A viewing window on the stow panel door permits
observation by ground personnel when the overlying aircraft access door is
Control of the stow panel is accomplished with twoswitchesmounted on the
removed
face of the panel under the panel door.
RAT Stowed Indication

Theon/oswitchis a 2-position, guard-protected, toggle switch. This
switch controls power supply to the stow panel. The on / off switch must be The RAT stowed indication is illuminated when the stow process has been
in the ON position to perform stow operations. If the switch is inadvertently completed.
left in the ON position, the stow panel door will contact with the switch
RAM AIR TURBINE - STOW

RAM AIR TURBINE - GENERATOR MANAGEMENT

General Description When the RAT GCU triggers protection function, the EGLC opens and the
RAT generator is de-excited. These protection functions are for the RAT
The RAT generator includes three generators on the same shaft in the generator ground tests only.
same housing:
In flight and in emergency condition (information given by A/C systems), a
A Permanent Magnet Generator (PMG) protective inhibit signal is sent from EPDC2 to the RAT GCU to cancel all
An exciter generator the RAT GCU protection functions. In this configuration, the RAT generator
continues to supply electrical power even in degraded mode.
A main generator
In order to avoid two parallel supplies, the RAT generator has the priority
The RAT GCU manages the regulation and protection for the RAT
on its emergency channel even if there is another main power source. In
generator. The voltage regulation is operated through the adjustment of the
flight, if APU and/or VFG(s) are recovered after RAT deployment, the same
current supplied to the exciter generator in relation to current and voltage
logic rules as in normal flight will be followed for main normal busbars
values sensed by the Current Transformers (CTs) and the Point Of
supply.
Regulation (POR).
The RAT Generator supplies AC emergency busbars until the end of the
When the electrical parameters are correct, the RAT GCU causes the
flight and the emergency network is fully isolated regarding the normal one.
Emergency Generator Line Contactor (EGLC) to close.
The Emergency network never supplies the normal network.
The RAT GCU is energized from the aircraft electrical network (28VDC) for
Interface
BITE when the RAT does not operate or by the PMG when the RAT
operates.
The RAT GCU has an AFDX network interface with the CDS through the
CRDC to send and show the RAT generator status and parameters on the
The RAT generator properties are related to the aircraft speed:
ELEC AC page.
Output voltage three-phases 230VAC
The RAT GCU has an interface with the cockpit EMER ELEC PWR panel
Frequency: from 360Hz to 800Hz to cause the FAULT light to come on when there is an electrical
Power rating: 50 kVA when the aircraft speed is more than 175 Kts. emergency condition and the EGLC contactor stays open. This condition
occurs during the RAT deployment, but when the EGLC is closed, the
Protection Functions FAULT light goes off.
The RAT GCU has these protection functions:
Overvoltage
Undervoltage
Differential current
Overcurrent
RAM AIR TURBINE - GENERATOR MANAGEMENT

STATIC INVERTER AND EMERGENCY ATU

Static Inverter The static inverter has monitoring for:
The static inverter, located in the avionics bay, is used to supply part of the Overheating
115VAC emergency network (391XC/INV1) AC1 from emergency battery 1 Overvoltage
in several specific cases: Undervoltage
Overfrequency
In electrical emergency configuration (normal electrical sources loss), Underfrequency
when RAT is not available, typically during RAT deployment (around
5sec) Emergency ATU
In normal configuration on ground during aircraft power on when no
main electrical power source is available, and when emergency The two emergency ATUs are the same and interchangeable.
batteries pushbutton are selected ON.
In PDMI on batteries configuration on ground when no main electrical Their operation is the same as that of the main ATUs with the following
power source is available, and when PDMI on battery mode is exceptions:
requested (maintenance only function).
The dimensions of the emergency ATUs are different.
Some equipment powered from the Static Inverter (391XC/INV AC1) They have a different power rating.
include one SCI, the ASFC and OSFC, one EEC channel and one engine The emergency ATUs are used only for the transformation of the
ignition channel for engine relight in case of electrical emergency 230VAC into 115VAC.
configuration/ TEFO, and RAT not available.
Emergency ATUs' properties are:
It changes the 28VDC from emergency battery 1 into single phase 115VAC
fixed 400Hz. rated to 500 VA. Power of 4 kVA
Frequency range from 360Hz to 800Hz, the output frequency stays the
In flight, the primary function of the static inverter is to manage the time same as the input frequency.
necessary between a major failure of the normal AC supply (LMES/TEFO
condition) and the connection of the RAT generator to the emergency
network. The RAT generator is not available for some seconds before the
RAT is fully deployed and turns in the air stream. During this short period
of time, the static inverter keeps the AC electrical power available for some
loads connected to the 115VAC busbar INV AC1.
The static inverter also supplies electrical power to some loads on the
ground when the BAT EMER 1 pushbutton switch is pushed and no AC
power is available.
STATIC INVERTER AND EMERGENCY ATU

DC EMERGENCY GENERATION
General Description On the RESET sections of the overhead panel, the emergency TR1, 2
switches are used to do the reset of the protection functions of the
The DC emergency generation system has two emergency Transformer emergency TRs.
Rectifiers (TRs) that are the same and interchangeable.
Location of the EMER TR1 and EMER TR2 Pushbuttons
Each emergency TR is supplied by its related 230VAC busbar:
The EMER TR1 pushbutton is on the overhead panel, on the Integrated
230VAC busbar AC EMER 1 supplies emergency TR1 Control Panel (ICP) 231VM.
230VAC busbar AC EMER 2 supplies emergency TR2
The EMER TR2 pushbutton is on the overhead panel, on the ICP 232VM.
Each emergency TR supplies its related 28VDC emergency busbar:
Interfaces
Emergency TR1 supplies 28VDC busbar DC EMER 1 through
The DC emergency generation system has an interface with:
Emergency TR Line Contactor 1 (ETLC1)
Emergency TR2 supplies 28VDC busbar DC EMER 2 through ETLC2
Control and Display System (CDS) through the Common Remote Data
Concentrator (CRDC)
Each emergency TR controls the connection/disconnection of its related
ETLC. Landing Gear Extension and Retraction System (LGERS) through the
CRDC for the ground/flight signal
The two emergency TRs are the same, their primary functions are: Flight Warning System (FWS) through the CRDC to show warning
messages to the flight crew
Change the 230VAC into 28VDC RESET ICPs to transmit the reset signal to the emergency TRs
Control the related Emergency TR Line Contactor (ETLC) Central Maintenance System (CMS) through the Secure
Provide protection against overcurrent Communication Interface (SCI) to collect maintenance data
Fault detection Data Loading and Configuration System (DLCS) through the SCI
Interface with the CDS ELEC DC page through the CRDCs Electrical Power Distribution Center (EPDC)
The emergency TRs are the same as the main TRs but when installed as The emergency TRs send to the EPDCs the ETLCs commands and
emergency TRs, they are not cooled from the avionics ventilation system. supply, the TRU fault to tell that TRU is disconnected and the overcurrent
signal to prevent new configurations.
The properties of the emergency TRs are as follows:
The emergency TRs receive from the EPDCs the emergency condition and
the Point Of Measurement (POM) value and two signals for the status of
Input voltage of 230VAC, variable or fixed frequency
TLC (TLC status and inverse TLC status).
Output voltage of 28VDC
Maximum continuous power (on the ground) of 155 A
DC EMERGENCY GENERATION

EMERGENCY BATTERIES (NI-CD)

General Description
The two emergency batteries are the same. The control and operation is
similar to the Main Batteries.
They have the primary functions that follow:
No Break Power Transfer (NBPT) (to keep the 28VDC available at the
related 28VDC busbars EMER during electrical power transfer and/or
electrical network reconfigurations)
Energizing of a part of the DC emergency network for specific modes:
Power Distribution Maintenance Interface (PDMI) on battery and
evacuation
Supply of the static inverter when no AC power is available (emergency
battery 1 only)
Supply of their related 28VDC busbar DC EMER in emergency
configuration (normally during RAT extension after LMES)
Management of their charge status and related charge cycles
Internal overcurrent and overdischarge protection
Interface with the cockpit overhead maintenance panel for battery
voltage
Interface with the CDS ELEC DC page through the CRDCs
Interface with the FWS and CMS application for failure detection and
fault reporting/analysis
The emergency batteries and the main batteries are fully interchangeable.
EMERGENCY BATTERIES (NI-CD)

EMERGENCY BATTERY CONTROL & INDICATION

The function of the battery emergency-generation system is to supply Each emergency BMU receives from its related emergency battery shunt
28VDC electrical power to the Direct Current (DC) emergency network. the current measurement data.
The battery emergency-generation system supplies electrical power in The battery uses nickel-cadmium (Ni-Cd) technology, with a full-charge
these conditions: capacity of 50 Ah for a voltage of 24 V.
In normal conditions: The battery has these electrical and mechanical components:
If the Alternating Current (AC) electrical power stops, or
On the ground, during a power up phase or for maintenance. Handles
In emergency conditions: Vents to remove hot air from the emergency batteries
During the extension of the Ram Air Turbine (RAT) DC power connector
During the extension of the Main Landing Gear (MLG) Signals connector
The battery emergency-generation system has these components: The emergency battery parameters (temperature and voltage) are
measured through sensors integrated in the emergency battery and sent to
the related emergency BMU. The current measurement is measured
Two emergency batteries that are the same and interchangeable
through the related emergency shunt and sent to the related
Two emergency Battery Management Units (BMUs) that are the same
emergency BMU.
and interchangeable
The emergency BMU is an electronic box which manages the emergency
When the AC power sources are available, each emergency battery is
battery.
connected to its related 28VDC emergency busbar through the emergency
Battery Line Contactors (BATLCs):
The function of the emergency BMU is to:
Emergency battery 1 is connected to 28VDC busbar DC EMER 1
Ensure protection against battery failures or battery overdischarge
through emergency BATLC1
Manage battery parameters received from the related emergency
Emergency battery 2 is connected to 28VDC busbar DC EMER 2
battery and emergency shunt
through emergency BATLC2.
Each emergency BMU manages its related emergency battery:
Emergency BMU1 for emergency battery 1
Emergency BMU2 for emergency battery 2
Each emergency BMU receives from its related battery the following data:
Temperature measurement
Voltage measurement
Thermo-switch status
EMERGENCY BATTERY CONTROL & INDICATION

AC AND DC DISTRIBUTION - COMPONENT LOCATION

Electrical Network Architecture Definition
The Electrical Power Distribution System (EPDS) supplies electrical power Electrical loads are categorized depending on their rating:
to all the users from the Electrical Power Generation System (EPGS).
Primary distribution = distribution to high current loads (> 15A)
The electrical distribution system is composed of 2 Electrical Power Secondary distribution = distribution to low current loads (< 15A)
Distribution Centers (EPDC) which ensure:
And also, depending on their use Essential load: technical loads.
Primary distribution (high current > 15A) to essential and non-essential
loads (AC and DC) Non-essential load = cargo/cabin loads
Secondary distribution (low current < 15A) for essential loads (AC and Emergency load = minimal loads needed to ensure safe flight and
DC) landing
Emergency distribution to emergency loads (AC and DC).
12 Secondary Power Distribution Boxes (SPDB) which ensure
secondary distribution (low current < 15A) to non-essential loads (AC
and DC)
2 Circuit Breaker Panels (CBP) which provide secondary distribution
(low current < 15A) for essential loads (AC), and emergency
distribution for emergency loads (DC). The electrical network is divided
into two segregated parts
The Normal network, which is divided into normal side 1 and normal side 2,
supplies all essential (technical) and non-essential (commercial/cargo)
loads, from onboard sources (Variable Frequency Generator (VFG),
Auxiliary Power Unit Generator (APU-GEN)) and/or External Power (EP).
The Emergency network, which is divided into emergency side 1 and

emergency side 2, is dedicated to emergency loads necessary to complete
a flight and make a safe landing. It is supplied by normal network in normal
configuration, and by the Ram Air Turbine (RAT) generator in case of
electrical emergency configuration (i.e. Total Engine Flameout or Loss of
the Main Electrical System in flight).
AC AND DC DISTRIBUTION - COMPONENT LOCATION

ELECTRICAL POWER DISTRIBUTION

General Description These electrical loads are distributed through the protection and/or
switching devices that follow:
For each side of the EPDS, the primary distribution part of the EPDC
supplies electrical power to technical loads which have an electrical power RCCBs and contactors for the EPDC
consumption of more than 15 A. Circuit breakers for the CBP
These electrical loads are distributed through the protection and/or NOTE: The emergency loads must stay energized in the emergency
switching devices that follow: electrical configuration.
Contactors On each side, six SPDBs supply remote electrical power to the cabin and
Remote Control Circuit Breakers (RCCBs) cargo loads that have an electrical power consumption of less than or
Circuit breakers (C/Bs) equal to 15 A, through the SSPCs.
Each EPDC primary-distribution part also supplies electrical power to: The electrical power supplied by the SPDBs comes from the primary
distribution part of each EPDC.
The related secondary and emergency distribution parts
NOTE: The cabin and cargo loads are commercial loads (for example the
The six SPDBs for decentralized distribution
In-Flight Entertainment (IFE)), seats equipment, cargo loading/unloading,...
For each side, the secondary distribution parts of the EPDC and CBP
supply electrical power to the technical loads that have an electrical power
consumption of less than or equal to 15 A.
These electrical loads are distributed through the protection and/or

switching devices that follow:
Solid State Power Controllers (SSPCs) and circuit breakers for the
EPDC
SSPCs for the CBP
NOTE: The technical loads less than or equal to 15 A are non-commercial

loads used for the aircraft systems.
For each side, the emergency distribution parts of the EPDC and CBP
supply electrical power to the emergency loads.
ELECTRICAL POWER DISTRIBUTION

ELECTRICAL POWER DISTRIBUTION CENTER

COMPONENTS 1
Electrical Distribution Management Unit (EDMU) ATU Protection Unit (ATUPU)
Four EDMU cards are implemented in each EPDC. EDMU cards The ATUPU ensures normal ATU protection depending on electrical
manages the electrical loads of the EPDS and interfaces the EPDS characteristics (voltage/frequency/current) of power delivered by the
with the aircraft systems, and is composed of two segregated parts: ATU, and ATU monitoring.
Two EPDC EDMU which manages the electrical loads within the EPDC One ATUPU is implemented per EPDC, and manage the two
and CBP normal ATU of the related side through two segregated channels.
Two SPDB EDMU which manages the electrical loads within the SPDB Remark: Emergency ATU are managed by EENMU.
EDMU function performs the following functions: Electrical Network Management Unit (ENMU)
Communication Interface management between EPDS and other Two redundant ENMU cards are implemented in each EPDC. These
aircraft systems (e.g. CDS, FWS, FSA-NG) units are dedicated to the normal electrical network management
Control and commutation functions for SSPC/RCCB and perform the following main functions:
Monitoring of all Protection/Commutation Devices (P/CD)
Load shedding orders management Compute the normal electrical network configuration according to
Gather all main EPDC boards monitoring data (e.g. ENMU, EPCU) sources availability and network parameters.
Configure the normal network by managing the associated contactors
Electrical Discrete Interface Unit (EDIU) (AC and DC).
Monitor the AC and DC contactor, and normal network.
The Electrical Discrete Interface Unit (EDIU) acquire CB statuses, Load shedding (in case of source overload, or on configuration)
discrete commands used for SSPC control, and other discrete Manage all signals related to normal network (e.g. ICP commands,
inputs for utilities functions. One EDIU is implemented in each source overload signal).
EPDC. EDIU is divided in two sub parts: one part dedicated to
emergency CB status monitoring (EDIU B), and the other part (EDIU
A) dedicated to normal CB status monitoring (discrete signals for
SSPC commands and/or utilities function are shared by both part)
External Power Control Unit (EPCU)

The EPCU manages the External Power (EP) and ensure the
electrical network protection depending on electrical characteristics
(voltage/frequency/current) of power delivered by the EP. One
EPCU is implemented per EPDC (one EP per side)
ELECTRICAL POWER DISTRIBUTION CENTER COMPONENTS 1


COMPONENTS 2
Emergency Electrical Network Management Unit (EENMU)
Two redundant EENMU cards are implemented in each EPDC.

These units are dedicated to the emergency electrical network
management and perform the following main functions:
Compute the emergency electrical network configuration according to

sources availability and network parameters
Configure the emergency network by managing the related contactors
(AC and DC)
Monitor the AC and DC contactor, and emergency network
Manage all signals related to emergency network (e.g. RAT available
signal, Electrical emergency configuration signal, contactors statuses)
Ensure ATU-EMER protection depending on electrical characteristics
(voltage/frequency/current) of power delivered by the ATU-EMER
Safe Redundant Power Unit (SRPU)
Two SRPU are implemented in each EPDC. These power units

gather AC and DC power supply from electrical sources, convert
them in order to supply all EPDC hardware boards (e.g. ENMU,
EPCU, ATUPU), except EENMU boards which have dedicated
power supply directly derivate from sources.
ELECTRICAL POWER DISTRIBUTION CENTER COMPONENTS 2


FUNCTIONS
Emergency Electrical Network Management Function (EENMF)
General Description
The EENMF is hosted by the EENMU. The EENMF manages the
connection and disconnection of the emergency power sources in relation
The EPDCs have the functions that follow to manage their related side:
to their availability. The EENMF controls the emergency distribution
contactors and thus determines the emergency electrical network
Protection of the distribution network
configuration and manages the reconfigurations as necessary.
Management of the distribution network
Management of the electrical loads to prevent overload conditions Electrical Load Management Function (ELMF)
through the Electrical Load Management Function (ELMF) hosted by
the CPIOMs The ELMF is hosted in two CPIOMs. The ELMF manages the automatic
BITE function through the CPIOMs that host the Electrical System BITE shedding of some cabin loads to prevent overload of the EPGS generators
Function (ESBF) in relation to their availability to supply the electrical network (for example
before a high-consumption user such as an Electrical Motor Pump (EMP)
Communication is started to pressurize the hydraulic system).
The EPDC and CBP components communicate inside and outside of the To do this, the ELMF exchanges data through the AFDX network with:
EPDCs and CBPs. All the EPDC and CBP components (electronic cards)
communicate internally through the EDMUs. The external communications EPDCs
are between the EDMUs and the AFDX network. the EENMUs and the ESBF
AFDX network through the CRDC.
ENMF
CDS to show shedding data, as applicable
The AFDX network is used for communications with:
Electrical System BITE Function (ESBF)
The OIS that hosts the Power Distribution Monitoring and Maintenance
Function (PDMMF) and the DLCS
The ESBF is hosted in two CPIOMs. The ESBF receives data through the
The two CPIOMs that host the ESBF and the ELMF for overload AFDX network from:
management
The CDS to show the status of the electrical distribution network and EPDCs and CBPs (ENMF and EENMF)
electrical parameters The Local Power Management Function (LPMF) of the SPDBs
DLCS for configuration
Electrical Network Management Function (ENMF) ELMF hosted in the same CPIOMs
The ENMF is hosted by the ENMUs. The ENMF manages the connection The ESBF sends data through the AFDX network to the EPDCs and CBPs
and disconnection of the power sources in relation to their availability. The for open/close orders, CDS for the status report and load shedding data,
ENMF controls the primary distribution contactors and thus determines the ENMF for reconnection data and the ELMF hosted in the same CPIOMs.
electrical network configuration and manages the reconfigurations as
necessary.
ELECTRICAL POWER DISTRIBUTION CENTER FUNCTIONS

CIRCUIT BREAKER PANEL ARCHITECTURE

CBPCabinet
Two Circuit Breaker Panels (CBP) are installed in the nose

fuselage, and provide secondary distribution (low current < 15A) for
essential and non-essential loads, and emergency distribution to
emergency loads, using CB and SSPC.
CBPCoreFunc ons
These two physically separated CBP ensure the following main core
functions:
Distribute 115VAC variable frequency to essential secondary loads

(<15A)
Distribute 28VDC to emergency loads
Protect associated wires against short-circuit/overload
Provide ON/OFF commutation capability to several supplied loads
Provide monitoring of the protection devices
CIRCUIT BREAKER PANEL ARCHITECTURE

SECONDARY POWER DISTRIBUTION BOXES

General Description Seat Power Supply Function (SPSF)
The secondary power distribution system is an electronically The SPSF manages electrical power supply from the SPDBs to the related
controlled platform, providing power distribution to non-essential
cabin and cargo loads (<15A). seats equipment in cabin.
It consists of 8 Secondary Power Distribution Boxes (SPDB) in the
cabin and 4 SPDB in cargo area. (The 12 SPDB cabinets are
physically identical).
EPDC1 and EPDC2 supply 115VAC and 28VDC electrical power from the
EPGS to the SPDBs to supply the cabin and cargo loads with an electrical
power consumption of less than or equal to 15 A through AC and DC
SSPCs.
SPDBs 1, 3, 5, 7, 11 and 13 supply side 1 loads and SPDBs 2, 4, 6, 8, 12

and 14 supply side 2 loads.
Numbers 9 and 10 are not used to make the difference between the cabin
and cargo SPDBs.
Numbers 1, 2, 3, 4, 5, 6, 7 and 8 identify the cabin SPDBs.
Numbers 11, 12, 13 and 14 identify the cargo SPDBs.
The SPDBs are connected through CAN buses to the EDMUs installed in
the EPDCs. The EDMUs give interface between the EPDS and other
aircraft systems (CDS, DLCS, ESBF, PDMMF,) through AFDX network.
Local Power Management Function (LPMF)
The LPMF is a function of the cabin and cargo secondary power

distribution system. The LPMF prevents overloads and thus overheating of
the feeders that supply the SPDBs from the EPDCs.
SECONDARY POWER DISTRIBUTION BOXES

GROUND SERVICE CONFIGURATION

General Description SVCE CTL P/B is switched in ON position and
The electrical network is not powered by any source (APU-GEN, VFG,
The electrical power supply that is necessary for the ground servicing
comes from external power receptacle(s) 1 and/or 2. EXT power) andat least one external power is plugged and available (but
EP not connected to electrical network) andNo network failure (e.g. no
There are two switches to supply power to the ground service loads: contactor failure).
One switch on the nose landing gear The ground servicing mode is deactivated when the ground servicing
One switch on the doorframe of door L 1 in the cabin switches are set to OFF orpower supply from a VFG or the APU-GEN is
received orAn EP is selected ON to supply the network (through the ICP
When only one GPU is used, side 1 and side 2 of the network are EXT pushbutton) orNetwork failure (e.g. contactor failure) orLoss of all
interconnected through the System Isolation Contactors (SIC) 3 and 4. EP sources.
There is no dedicated AC and DC network for the ground servicing Note: For convenience, if only one EP cord is available at your gate,
configuration. Because it is not necessary to energize the full electrical ensure connection to EP receptacle 2. This allows you to energize
network, only the loads that are necessary for cargo loading and for cargo the Ground Service Network 2 using GND SVC CTL2 avoiding the
door operation, catering/cleaning, potable and waste water servicing, need to go upstairs.
refueling and lighting are supplied. No data is shown on the cockpit panels.
The loads to be supplied during the ground servicing are connected only to
busbars 1A and 2A of the network. Busbars 1B and 2B and the emergency
network are not supplied.
In the ground servicing mode, the loads protected by SSPCs/RCCBs stay

disconnected if they are not necessary, while the loads protected by circuit
breakers cannot be disconnected even if they are not necessary. For this
reason, all the DC loads protected by circuit breakers, that are not used in
the ground servicing mode, are connected to the 28VDC busbar DC
SHED/GS1, 2.
Ground Servicing Mode Activation/Deactivation
Ground servicing mode can be activated/deactivated through one of the

two GND SVCE CTL switches (one installed on the doorframe of door 1,
and one on the nose landing gear). The switch on the nose landing gear
steering box is Switch GND SVCE CTL2. The switch on the doorframe of
door 1 is Switch GND SVCE CTL 1.
The ground servicing mode is activated if at least one of the two GND
GROUND SERVICE CONFIGURATION

TOWING ON BATTERY CONFIGURATION

General Description
The towing on battery system uses only battery 1 that supplies electrical
power to the 28VDC busbar DC NORM/BAT 1.
The system is active in the conditions that follow:
On the TOWING ON BAT section of the maintenance panel, POWER

P/BSW selected ON
No battery 1 fault
Battery 1 Status Of Charge (SOC) is sufficient (more than 20%), the
SOC is shown by the CHARGE triple annunciator light of the TOWING
ON BAT section of the maintenance panel.
When the system is active, the functions controlled by SSPCs that follow
are available:
Alternate braking on accumulators

VHF1 - Flight interphone
Cockpit ambient lighting (limited)
PARK BRAKE ON light (amber) on the steering disconnect panel
(installed on the nose landing gear)
TOWING ON BATTERY CONFIGURATION

POWER DISTRIBUTION MAINTENANCE INTERFACE

General Description The status and the different symbols of the circuit breakers, SSPCs and
RCCBs are shown on the HMI displays as applicable to the aircraft
The Power Distribution Maintenance Interface (PDMI) is used for configuration.
maintenance.
The PDMI has these interfaces through the AFDX network:
The PDMI can be operated only on the ground through the related ELEC
REMOTE C/B CTL pushbutton switch set to ON. FWS to show the C/B TRIPPED Flight Deck Effect (FDE) when a
protection device is open manually for maintenance or because of an
NOTE: Because the ELEC REMOTE C/B CTL pushbutton switch is for on- overcurrent condition
ground use only, it is necessary to set it to the normal position (ON legend CDS to give the data about electrical-protection equipment status on
off) before the aircraft is released to flight. the ECAM C/B page
Air Data and Inertial Reference System (ADIRS) and Landing Gear
The PDMI is used for the control and monitoring of the electrical protection Extension Retraction System (LGERS) to receive the Flight/Ground
equipment installed in the Electrical Power Distribution Centers (EPDCs), aircraft status
in the Circuit Breaker Panels (CBPs) and in the Secondary Power
Distribution Boxes (SPDBs).
The circuit breakers are monitored only

The Solid State Power Controllers (SSPCs) and Remote Control Circuit
Breakers (RCCBs) are controlled and monitored.
The circuit breakers and the protection and/or switching devices have an
interface with the Electrical Discrete Interface Unit (EDIU) and the
Electrical Distribution Management Units (EDMUs) in each EPDC.
The EDMUs are the interface with the dedicated application of the PDMI
through the AFDX network. The PDMI contains the Power Distribution
Monitoring and Maintenance Function (PDMMF). It is hosted on the OIS
that makes it possible to interface and communicate with the different
protection devices through the Secure Communication Interface (SCI).
The maintenance operators can get access to the PDMI through different
Human Machine Interfaces (HMIs):
OMT
Two OIS display units and keyboards
Portable Multipurpose Access Terminal (PMAT)
POWER DISTRIBUTION MAINTENANCE INTERFACE

PDMI ON BATTERY
General Description
On the ground, when no electrical power is available, you can control and
monitor the protection devices with the emergency batteries 1 and 2 as
power sources to the PDMI.
The PDMI on battery allows the following functions:
Do a check of the aircraft configuration before you energize the aircraft

Safety and tag the SSPCs and RCCBs if you remove equipment
The PDMI on BAT mode is available in these conditions:
Aircraft on ground
ELEC REMOTE C/B CTL pushbutton switch is pushed and the ON
legend is on
Emergency batteries 1 and 2 are available (no fault) and their Status Of
Charge (SOC) is sufficient (more than 20%)
To use the PDMMF and the related HMIs, the 28VDC and 115VAC are
necessary for the PDMI.
The emergency battery 1, 2 supply 28VDC to:
EMER HOT BUS 1, 2

DC PDMI 1, 2 busbars
Battery 1 supplies the static inverter 1 which then supplies 115VAC to the
INV AC 1 busbar. When the SOC becomes too low (less than 20%), the
batteries automatically stop the supply to the PDMI.
NOTE: The autonomy of the PDMI on BAT is approximately 30 minutes. It

is recommended to use it during the shortest time possible and set the
ELEC REMOTE C/B CTL pushbutton switch back to the OFF position
immediately after the task.
PDMI ON BATTERY

ELECTRICAL STRUCTURE NETWORK (ESN) 1

The use of carbon fibre reinforced plastic (CFRP) material requires The electrical functions are:
solutions to provide electrical functions due to the low electrical
conductivity of the CFRP compared to metal. To keep current injection in the Carbon-Fiber-Reinforced Plastic
(CFRP) elements to a minimum
The solutions are the Metallic Bonding Network (MBN) and the Electrical To give protection to people against dangerous voltage
Structure Network (ESN). To provide current return
To distribute a common voltage reference
The Metallic Bonding Network (in unpressurized areas) provides: To give a current circulation path for fault currents if there is a short-
circuit
Lightning strikes protection
Electrostatic protection
Electrical a current path (bonding)
Connection to the earth when the A/C is on the ground
The Electrical Structural Network( in pressurized fuselage) provides:
Lightning strikes protection

Electrostatic protection
Electrical current path (bonding)
Connection to the earth when the A/C is on the ground
Electrical current return signal (grounding)
Provision of common point of voltage reference for all electrical
components
The ESN and MBN are mechanically connected together. The

environment protection functions are:
To contribute to lightning strike protection (direct effect and indirect

effect)
To discharge static electricity and prevent its accumulation
To contribute to the Electro-Magnetic Compatibility (EMC) between
aircraft systems
ELECTRICAL STRUCTURE NETWORK (ESN 1)

Student Notes:


Electrical Structural Network (ESN)
Due to the low conductivity characteristics of the CFRP, a metallic

network is installed inside the A/C. This is called the Electrical
Structure Network (ESN).
The ESN is a metallic structure used as common current return for all
circuits inside the pressurized fuselage and as voltage reference for
discrete signals. Additionally it is used for bonding and as connection
to the ground.
All ESN parts also contributes to the lightning protection. The Point of
Voltage Reference (PVR) is the power supply voltage reference. All the AC
and DC source neutral shall be connected to the PVR. All functional and
power current shall return to the PVR through the ESN or dedicated wire.
The PVR is located in the avionic bay and is made of metallic

elements.
Primary Structure
The primary structure of an aircraft is the basic structure of the airframe. It

includes all the parts that make the airframe mechanically stable (metal
skin, metal frames, metal crossbeams, seat tracks, roller tracks, doors, H-
struts, etc.).
Secondary Structure
Elements of the secondary structure are not used for the mechanical
resistance of the aircraft but as supports for equipment (cabin center
attachments, L-brackets, avionics rack chassis, maintenance floor, etc.).
Standard Parts
Standard parts let the current flow along longitudinal and circumferential
pathways. The standard parts (raceways, ESN cables, electrical
junctions, etc.) are the link between all the parts of the ESN.

Student Notes:
ELECTRICAL STUCTURE NETWORK (ESN) 4

ESN PARTS IDENTIFICATION

The items used for ESN identification (stickers, sleeves or holes-label) are
easy to see:
Green color
ESN tag
The ESN parts are identified with green labels and sleeves:
The green identification labels are used for the secondary structure
parts raceways, brackets, bulkhead strips, ESN junction braids
The green identification sleeves are used for the ESN cables, drain
cables, ESN junctions
ESN PARTS IDENTIFICATION

ESN ELECTRICAL JUNCTIONS

The electrical junctions are composed of the structural junctions (fasteners)
and the flexible junctions (used to connect electrically the raceways to the
other ESN elements).
There are three types of flexible junctions:
Standard: composed of an assembly between cable and lug

Quick: composed of an assembly between cable and quick junction
Hybrid: mix between the standard junction with lug and the quick
junction
NOTE: To make the ESN identification and maintenance easier, the ESN
components (secondary structure parts and standard parts)
are identified with green labels and sleeves.
The green identification labels are used for the ESN structure parts,
raceways, brackets, ESN junction braids
The green identification sleeves are used for the ESN cables, drain
cables, ESN junctions
ESN ELECTRICAL JUNCTIONS

ELECTRICAL STRUCTURE NETWORK TESTING

General Description The standard parts (raceways, ESN cables, electrical junctions, etc.) are
the link between all the parts of the ESN.
Special tools are available for the ESN measurements/tests.
The electrical junctions are composed of the structural junctions (fasteners)
Aircraft modification and the flexible junctions (used to connect electrically the raceways to the
other ESN elements).
The ESN modification has to be treated with precaution. In case of system
modification or addition, an electrical load analysis has to be done for WARNING: BEFORE YOU DO WORK ON ESN PARTS, MAKE SURE
return current in order to guarantee the performance of the ESN (current THAT YOU OBEY THE ESN SAFETY PROCEDURE. THIS WILL
injection scenarios). Any ESN physical modifications have to be analyzed PREVENT INJURY TO PERSONS AND/OR DAMAGE TO THE
by Airbus before their implementation. AIRCRAFT.
This ESN Electrical Load Analysis is similar to the one performed for the Prior to working on the ESN, you must de-energize the aircraft electrical
electrical power generation and distribution system. circuits and insure the aircraft is correctly grounded.
Electrical Structure Network Measurement
Unit tests are necessary for all the flexible junctions when you do ESN
measurements and tests.
To do the tests of ESN junctions, you must use a special tool and high
current values (up to 100 A).
Use a special current clamp for the current injection. For the junction lugs,
it is necessary to measure the contact resistance.
When you measure the voltage at the junctions, it can be necessary to

remove the blue varnish to have a good conductivity for the voltage
probes.
After the measurement, apply blue varnish on the applicable surfaces. The
test procedure is related to the type of ESN junctions.
Standard parts let the current flow along longitudinal and circumferential
pathways.
ELECTRICAL STRUCTURE NETWORK TESTING


A350 Ata 24

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ELECTRICAL POWER

STUDENT LEARNING OBJECTIVES:

Upon completion, the student will be able to demonstrate an understand-

The student will:

A350-900 ATA 24 TRAINING MANUAL

A350-900 ATA 24 TRAINING MANUAL

ELECTRICAL SYSTEM OVERVIEW

External Power Generation

Two external power units can be connected to EP panel (located close to

A350-900 ATA 24 TRAINING MANUAL

ELECTRICAL SYSTEM OVERVIEW CONTINUED

The AC emergency electric power is extracted from air stream by a Ram

The RAT powers the AC essential busbars in the following events:

Total engine flame-out (TEFO) which leads to total loss of hydraulic

Primary Flight Control Electro-hydraulic Actuators (EHA & EBHAs) on

Auto Transformer Units (ATU)

The main function of main ATU is to convert 230VAC 3-phases into

The main function of EMER ATU is to convert 230VAC 3-phases into

A350-900 ATA 24 TRAINING MANUAL

Two External Power Receptacles (EXT PWR RCPTs) are available to

The minimum rating of each GPU must be 90 kVA.

When EP1 is available, it supplies the side 1 and the side 2

By three-phases 115VAC 400Hz constant frequency directly from

A350-900 ATA 24 TRAINING MANUAL

EXTERNAL POWER MANAGEMENT

When the EP connection is required by the cockpit crew (through the

A350-900 ATA 24 TRAINING MANUAL

AUTO TRANSFORMER UNITS (ATU) - GPU

The main function of main ATU is to convert 230VAC 3-phases into

Nominal power of normal ATU is as followes:

GPU Generation Configuration

The 115VAC busbar AC 1A supplies the ATU1A

The ATUs supply 230VAC voltage:

The ATU1A supplies the 230VAC busbar AC 1A

The ATUPU (EPDC) ensures normal ATU protection depending on

A350-900 ATA 24 TRAINING MANUAL

AUTO TRANSFORMER UNITS (ATU) - VFG/APU GEN

The 230VAC busbar AC 1A supplies the ATU1A

The ATUs supply 115VAC voltage:

The ATU1A supplies the 115VAC busbar AC 1A

A350-900 ATA 24 TRAINING MANUAL

The manual control of the SG is done through the SGCU.

A350-900 ATA 24 TRAINING MANUAL

VARIABLE FREQUENCY GENERATOR

V-band clamp CAUTION;

The V-band clamp assembly is attached to the VFG mounting integral

A350-900 ATA 24 TRAINING MANUAL

A350-900 ATA 24 TRAINING MANUAL

VFG MANAGEMENT (CONT)

The power ready signal is sent when:

Once GLC-XX is closed, ENMF command is inoperative. To open the line

The GLCs connect the VFGs to the related network:

In order to provide Status/Maintenance Data, two data bus channels (Arinc

A350-900 ATA 24 TRAINING MANUAL

VFG OIL LUBRICATION AND COOLING

The surface cooler system comprises the following parts:

A thermal bypass valve is related to each SAOHE.

A350-900 ATA 24 TRAINING MANUAL

VFG OIL SYSTEM MONITORING

NOTE: The VFG oil-level measurement-function does not operate if the

Oil Temperature and Pressure Monitoring

Oil temperature sensors monitor generator bearing and outlet oil

Oil Level Monitoring