SINGLE AISLE TECHNICAL TRAINING MANUAL MAINTENANCE COURSE M35 LINE MECHANICS (V2500A5.ME)

When its parameters are correct, theemergency generator comes on line and supplies the AC and DC ESS MAINTENANCE COURSE - M35 LINE MECHANICS V2500-A5/ME 24 - ELECTRICAL POWER SYSTEM DIAG

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SINGLE AISLE TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - M35 LINE MECHANICS

(V2500-A5/ME) ELECTRICAL POWER

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This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

No part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means, without the prior written permission of AIRBUS S.A.S.

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ELECTRICAL POWER

GENERAL

System Diagram Description (1) 2

Electrical Power Level 2 (2) 6

ELECTRICAL POWER GENERATION SYSTEM (EPGS) IDG Cooling System (3) 16

IDG Monitoring (2) 18

AC Main Generation D/O (3) 20

AC Auxiliary Generation General Description (2) 22

External Power Supply General Description (2) 24

AC/DC Ground Service Distribution D/O (3) 28

Bus Tie Logic D/O (3) 36

Galley Supply D/O (3) 44

AC/DC Bus Off Warnings Logics (3) 54

AC Generation Interfaces (3) 62

ENHANCED EPGS IDG Cooling System (3) 64

IDG Monitoring (2) 66

AC Main Generation D/O (3) 68

AC Auxiliary Generation General Description (2) 72

External Power Supply General Description (2) 74

# AC/DC Ground Service Distribution D/O (3) 78

Bus Tie Logic D/O (3) 86

# Galley Supply D/O (3) 98

AC Generation Interfaces (3) 108

MAINTENANCE PRACTICE (Classic & Enhanced EPGS) IDG Removal and Installation (3) 110

AC EMERGENCY GENERATION AC Emergency Generation D/O (3) 114

Emergency Electrical Power Logic Description (3) 120

AC AND DC LOAD DISTRIBUTION Refueling on Battery (2) 128

DC GENERATION DC Main Generation D/O (3) 132

Battery System D/O (3) 134

Battery Charge Limiter D/O (3) 138

MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME)

24 - ELECTRICAL POWER

TABLE OF CONTENTS May 11, 2006

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SINGLE AISLE TECHNICAL TRAINING MANUAL

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SYSTEM DIAGRAM DESCRIPTION (1)

MAIN AC GENERATION

ENGINE GENERATORS

The aircraft electrical system is supplied by two engine driven

GENerators regulated in speed by integrated drives

GEN 1 is driven by engine 1

GEN 2 is driven by engine 2

Engine generators characteristics are:

- 115/200 volts, three phase,

- 400 Hz,

- 90 kVA

APU GENERATOR

A third AC generator driven by the APU can replace one or both main

engine generators throughout the flight envelope

APU GEN characteristics are:

External power characteristics are:

- 400 Hz,

- 90 kVA minimum

EMERGENCY GENERATOR

An AC EMERgency GEN is driven by the Ram Air Turbine (RAT)

hydraulic circuit It automatically provides emergency power in case of

failure of all main aircraft generators Emergency generator characteristics

The AC transfer circuit enables AC BUS to be supplied by any generator

or external power, via the Bus Tie Contactors (BTCs)

Generators are never connected in parallel on the same bus

The two normal buses (AC BUS 1 & AC BUS 2) are supplied by theavailable suppliers in the following priority:

- 1: onside generator (IDG),

AC ESS SHED BUS

The AC ESS SHEDdable BUS is supplied by the AC ESS BUS

115/26V AUTO TRANSFORMER

A 115 volts to 26 volts single-phase autotransformer supplying anormal 26 volts 400 hertz sub-busbar is connected to each main busbarand to the AC ESS BUS

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DC GENERATION

DC generation is accomplished by Transformer Rectifiers (TRs) 1 and

2 All TR characteristics are:

The DC BATtery BUS is supplied by DC BUS 1 or by DC BUS 2 if

DC BUS 1 fails Batteries can also supply the DC BAT BUS

DC ESS BUS

The DC ESS BUS is supplied by the DC BAT BUS In an emergency,

it is supplied either by battery 2 or by the essential TR

DC ESS SHED BUS

The DC ESS SHED BUS is supplied by the DC ESS BUS

BATTERIES

Two batteries can be connected to the DC BAT BUS Each battery has

its own bus, HOT BUS 1 and HOT BUS 2 They are permanently

supplied The battery capacity is 23 Ah with a nominal voltage of 24V

DC

STATIC INVERTER

On batteries only, the STATic INVerter connected to battery 1 supplies

the AC STAT INV BUS

Static inverter characteristics are:

- 115 volts, single phase,

- 400 Hz

GROUND/FLIGHT BUSES

AC and DC GrouND/FLighT BUSes are normally supplied by the aircraftnetwork, or directly by the external power unit, upstream of the ExternalPower Contactor (EPC), without energizing the whole aircraft network

GALLEYS

The main and secondary electrical circuits of the galleys are supplied by

AC BUS 1 and 2 The main electrical circuits are shed in single generatoroperation

MAIN ELEC CONFIGURATIONS GROUND SUPPLY

On ground, the complete circuit may be supplied by the external powerunit or by the APU generator

NORMAL FLIGHT CONFIGURATION

In normal flight configuration, each generator supplies its owndistribution network via its Generator Line Contactor (GLC) The twogenerators are never electrically coupled

GROUND SERVICES

For ground service only, the AC and the DC GND FLT BUSes can

be supplied independently from the normal circuit

LOSS OF MAIN GENERATORS

In flight, in case of total loss of all the main generators, and beforethe emergency generator connection, battery 1 will supply the ACESS BUS, via the STAT INV and battery 2 will supply the DC ESSBUS This is a transient configuration, during RAT extension or noemergency generator available When its parameters are correct, theemergency generator comes on line and supplies the AC and DC ESS

SYSTEM DIAGRAM DESCRIPTION (1) May 10, 2006

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BUSes When the speed is lower than 100 knots, the emergency

generator is deactivated The batteries supply the AC and DC ESS

BUSes The DC BAT BUS is recovered When the speed drops below

50 knots, the AC ESS BUS disconnects from the static inverter

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MAIN AC GENERATION MAIN ELEC CONFIGURATIONS

SYSTEM DIAGRAM DESCRIPTION (1) May 10, 2006

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ELECTRICAL POWER LEVEL 2 (2)

GENERAL

There are two identical engine driven generators called Integrated Drive

Generators (IDGs) They are used as the main power source to supply

the A/C electrical network

The IDG basically contains, in a common housing, a generator and a

Constant Speed Drive (CSD) The CSD gives a constant input speed to

the generator, which is required for a constant output frequency

Each generator supplies 115V 400Hz AC to its own bus:

- generator 1 supplies AC bus 1,

- generator 2 supplies AC bus 2

This supply is known as split operation, which means that the AC power

sources are never connected in parallel

Each AC bus supplies a Transformer Rectifier (TR):

- AC bus 1 supplies TR 1,

- AC bus 2 supplies TR 2

The TRs convert 115V AC into 28V DC to supply their associated DC

buses, DC 1 and DC 2

DC bus 1 then supplies the DC BATtery bus

The DC BAT bus can charge the batteries or receive power from the

batteries as a backup supply, if no other power sources are available

The electrical system also includes two ESSential (ESS) Buses One is

the AC ESS bus fed by AC bus 1 and the other is the DC ESS bus fed

by DC bus 1 These buses are used to supply the most critical A/C

systems

This is the basic electrical system We will now introduce some other

components which also supply the system

The APU generator can also supply the entire electrical network

On the ground, the aircraft electrical network can be supplied by an

external power source

Any one of the power sources can supply the entire electrical network

As no parallel connection is allowed on this A/C (split operation), we

have to give priorities to the different power sources in supplying the busbars

AC 1 and AC 2 buses are supplied in priority by their own side generator,then the external power, then the APU generator and then by the oppositegenerator

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SERVICING

CHECK OF THE OIL LEVEL AND FILTER DPI

Each engine (HP rotor) drives its related Integrated Drive Generator

(IDG) through the accessory gearbox

The drive speed varies according to the engine rating The IDG internal

gearing, converts the variable gearbox frequency to a stable 400 Hz

The IDG supplies a 115 V AC, 3-phase, and 400 Hz AC At some

point, servicing will be required of the IDG In this module you will

see a video that will demonstrate the correct servicing procedures of

the IDG

Check the oil level and the filter Differential Pressure Indicator (DPI)

each 150 Flight Hours (FH) or each times the engine cowls are opened

Depending on when the time schedule occurs there might be a reason,

during transit checks, that you must check the oil level and the filter

DPI each 150 FH or each time the engine cowls are opened

On each engine, use the sight glass that is in the vertical position to

do the check of the oil level If it is below the green band or above

the yellow band, do the oil servicing

Clogged filter indication is provided by a visual pop out indicator (the

DPI) mounted on the IDG This indicator is installed opposite the

drive end of the IDG

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SERVICING - CHECK OF THE OIL LEVEL AND FILTER DPI

ELECTRICAL POWER LEVEL 2 (2) May 10, 2006

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SERVICING (continued)

OPERATIONAL TEST OF THE IDG DISCONNECT AND

RECONNECT FUNCTION

The IDG will be disconnected in case of:

- oil overheat (high oil out temperature),

- oil pressure drop when not caused by drive under speed

The amber FAULT legend of the ELECtrical/IDG1 or 2 P/BSW comes

on, the master warning system is triggered

In this case, the IDG must be disconnected manually For this, the

PUSH-TO-DISConnect IDG1 (2) safety guarded P/BSW, installed

on the panel 35 VU, must be pushed

CAUTION: ENGAGE THE IDG DISCONNECT MECHANISM

WITH THE DISCONNECT RESET RING BEFOREYOU START THE ENGINE IF NOT, YOU WILLCAUSE DAMAGE TO THE GEAR TEETH, ATENGINE START

YOU CAN DAMAGE THE DISCONNECT SOLENOIDBECAUSE OF OVERHEATING IF: YOU PUSH THEIDG DISCONNECT P/BSW FOR MORE THAN 3SECONDS THERE MUST BE AT LEAST 60SECONDS BETWEEN 2 OPERATIONS OF THESWITCH

On the ELEC control panel, push the IDG 1 (2) P/BSW

On the IDG 1 (2), slowly pull out the disconnect reset ring to the full

limit of travel If you feel a click while you hold the disconnect reset

ring, this shows that the disconnect function operates correctly Let

the disconnect reset ring go slowly back to the initial position

NOTE: The IDG disconnection is irreversible in flight Reconnection

of the system is then possible only on the ground withengines shut down

FILLING OF THE IDG WITH OIL OR ADDITION OF OIL

CAUTION: USE ONLY NEW CANS OF OIL WHEN YOU FILL

THE IDG WITH OIL OR ADD OIL TO THE IDG THECONTAMINATION IN THE OIL RAPID

DETERIORATION OF THE OIL AND WILLDECREASE THE LIFE OF THE IDG

Make the thrust reverser unserviceable,Depressurize the IDG case,

CAUTION: USE ONLY APPROVED TYPES/BRANDS OF

LUBRICANTS DO NOT MIX TYPES/BRANDS OFLUBRICANTS

Fill the IDG with filtered oils at a maximum pressure of 35 PSI (2.4131bar),

Inspect the oil level before and after the related engine start Inspectthe oil level after it becomes stable (5 minutes after running),

If the oil level is at or near the top of the green band, oil servicing isnot necessary If the oil level is below the green band or above theyellow band, servicing is necessary

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SERVICING - OPERATIONAL TEST OF THE IDG DISCONNECT AND RECONNECT FUNCTION & FILLING OF THE IDG WITH OIL OR

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SERVICING (continued)

IDG VIDEO

The video shows the servicing of the IDG

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SERVICING - IDG VIDEO

ELECTRICAL POWER LEVEL 2 (2) May 10, 2006

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MAINTENANCE TIPS

It must be mentioned here that the most typical reason for IDG failures

are due to over servicing You must pay particular attention to the level

of the oil in the sight glass

When servicing, leave the drain hose attached until only a couple of drops

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IDG COOLING SYSTEM (3)

GENERAL

The Integrated Drive Generator (IDG) oil cooling system consists of a

self-contained oil circuit and a fuel/oil heat exchanger

OPERATION PRINCIPLE

A scavenge pump pumps the oil through the oil filter and the fuel/oil heat

exchanger A charge pump provides regulated oil supply pressure to the

users The engine fuel flow regulates the IDG oil temperature through

the fuel/oil heat exchanger

COLD CONDITIONS

In cold conditions, due to the high oil viscosity, the oil pressure increases,

the cooler bypass valve opens; oil runs in the IDG internal circuit As the

oil warms up, the cooler bypass valve closes and the oil flows through

the fuel/oil heat exchanger

FILTER CLOGGED

A clogged filter indication is provided by a local visual Delta Pressure

pop-out Indicator (DPI) In case of clogging indication, a DPI reset can

be done in some conditions and associated with maintenance procedures

When the filter is clogged, the relief valve opens

TEMPERATURE AND PRESSURE MONITORING

For overheat detection, oil temperature sensors monitor the temperature

of both input and output oil A pressure switch operates in the event of

a loss of charge oil pressure

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GENERAL TEMPERATURE AND PRESSURE MONITORING

IDG COOLING SYSTEM (3) May 10, 2006

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IDG MONITORING (2)

TEMPERATURE MONITORING

If an overtemperature is detected at the Integrated Drive Generator (IDG)

outlet, the associated alarms are triggered If the TEMPerature rises above

147°C, the ELEC ECAM page is automatically displayed through the

advisory mode and the temperature indication flashes If the temperature

exceeds 180°C, the indication turns from green to amber Above 185°C,

the MASTER CAUTion and IDG FAULT lights come on, the single

chime is triggered

TEMPERATURE RISE INDICATION

If the temperature rise indication is over a given limit, a signal is sent to

the Centralized Fault Display Interface Unit (CFDIU) through the Ground

Power Control Unit (GPCU)

A class 2 failure message can be displayed on the MCDU: IDG 1 (2)

HIGH DELTA TEMP

PRESSURE MONITORING

In case of loss of charge oil pressure the corresponding indications and

warnings are triggered only when the corresponding engine is running

The low pressure warning is inhibited, for IDG input speed below 2.000

rpm The normal input speed range is between 4.500 and 9.120 rpm

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TEMPERATURE MONITORING PRESSURE MONITORING

IDG MONITORING (2) May 10, 2006

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AC MAIN GENERATION D/O (3)

GENERATOR

The generator is a conventional 3 co-axial component brushless generator,

which consists of:

- a Permanent Magnet Generator (PMG),

- a rotating diode pilot exciter,

- the generator itself

The generator is driven at a constant speed of 12.000 rpm and cooled by

oil spraying

GENERATOR CONTROL UNIT SUPPLY

The PMG supplies the exciter field through the Generator Control Relay

(GCR) and the Generator Control Unit (GCU) through a rectifier unit

The GCU supply from the aircraft network is duplicated (back up supply)

The supply is taken from the DC essential system The excitation control

and regulation module keeps the voltage at the nominal value at the Point

Of Regulation (POR)

GENERATOR OPERATION CONTROL

The generator is controlled by the corresponding GENerator P/B When

pressed in, if the generator speed is high enough, the generator is

energized If the delivered parameters are correct, thus the Power Ready

Relay (PRR) closed, the Generator Line Contactor (GLC) closes to supply

its network

GENERATOR MONITORING

The FAULT light comes on when any generator parameter is not correct

or when the GLC is open The generator failure signal is sent to System

Data Acquisition Concentrator (SDAC) 1 and 2 through the Electrical

Generation Interface Unit (EGIU) When the engine is shut down, the

corresponding GEN FAULT light is on

NOTE: During the AVIONICS SMOKE procedure, the FAULT light

does not come on when the GEN 1 LINE P/B is set to off

GENERATOR 1

To avoid complete loss of fuel pumps electrical supply during the smokeprocedure, the GEN 1 LINE P/B is released out to open the line contactor.Generator 1 is still excited and supplies fuel pumps 1LH and 1RH

GENERATOR RESET

When the GEN P/B is released out after a fault detection, the GCU isreset The GCR and the PRR are reset

INTERFACES

The GCU interfaces with:

- the ENGINE FIRE P/B When released-out, the generator isde-energized,

- both SDACs for ECAM monitoring,

- the Centralized Fault Display Interface Unit (CFDIU) through theGround Power Control Unit (GPCU),

- the Full Authority Digital Engine Control (FADEC), which gives theengine speed information

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AC AUXILIARY GENERATION GENERAL DESCRIPTION (2)

APU GENERATOR

The APU generator is not interchangeable with the Integrated Drive

Generators (IDGs) It is driven at a constant speed by the APU and can

be connected to the electrical network in flight in case of any generator

failure It can supply the entire electrical network if no other power

sources are available

APU GENERATOR CONTROL

The main functions of the APU Generator Control Unit (GCU) are:

- voltage regulation,

- network control and protection,

- interface with System Data Acquisition Concentrators (SDACs),

- BITE function

The BITE messages are sent to the Centralized Fault Display Interface

Unit (CFDIU)

CONTROL, INDICATION AND DISTRIBUTION

The APU generator is controlled by a P/B located on the ELECtrical

panel and has two lights: white OFF and amber FAULT The APU

generator is connected to the network via the APU Generator Line

Contactor (GLC) and the Bus Tie Contactors (BTCs)

APU GEN OIL TEMPERATURE SENSOR

A temperature sensor is located on the APU generator oil outlet A high

oil temperature leads to an immediate automatic shut down of the APU

via the Electronic Control Box (ECB)

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APU GENERATOR APU GEN OIL TEMPERATURE SENSOR

AC AUXILIARY GENERATION GENERAL DESCRIPTION (2) May 10, 2006

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EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2)

EXTERNAL POWER SUPPLY

The aircraft network can be supplied by a Ground Power Unit (GPU)

connected to the external power receptacle located forward of the nose

landing gear well

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EXTERNAL POWER SUPPLY

EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) May 10, 2006

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EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2)

EXTERNAL POWER CONTROL

NORMAL PARAMETERS

If the external power parameters are correct, the indicator lights on

the external power receptacle and the EXTernal PoWeR AVAILable

light on the cockpit overhead panel come on The ground power

parameters are monitored by the Ground Power Control Unit (GPCU)

which activates the indicator lights With such indications the ground

cart can supply the aircraft network As soon as the EXT PWR P/B

is pressed-in, the GPCU closes the External Power Contactor (EPC)

to supply the aircraft electrical network

ABNORMAL PARAMETERS

If any external power parameter is not correct, the indicator lights

stay off The external power cannot be connected to the aircraft

network The detection of a GPCU fault causes the EPC to open

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EXTERNAL POWER CONTROL - NORMAL PARAMETERS & ABNORMAL PARAMETERS

EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) May 10, 2006

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AC/DC GROUND SERVICE DISTRIBUTION D/O (3)

EXT PWR P/B ON

With the EXTernal PoWeR available and the EXT PWR P/B on, the

whole aircraft electrical network is supplied including the AC and DC

GrouND/FLighT buses The MAINTenance BUS switch (5XX) is off

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MAINT BUS SW ON

EXT PWR is available but not on (14PU and 12XN open) and the MAINT

BUS switch switched to ON AC BUS 2 and 202XP are not energized,

so relay 7XX is de-energized and supplies relay 14XX via relay 14PU

and relay 12XX via relay 12XN With these two relays energized, the

DC GND/FLT bus (6PP) is supplied via Transformer Rectifier (TR) 2

and the AC GND/FLT buses (212XP, 216XP and 214XP) via 12XX and

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TR2 FAILURE WITH EXT PWR ON

If TR2 fails the GND/FLT buses are automatically supplied from TR1

via DC BUS 1, battery BUS and DC BUS 2

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TR2 FAILURE WITH EXT PWR ON

AC/DC GROUND SERVICE DISTRIBUTION D/O (3) May 10, 2006

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TR2 FAILURE WITH MAINT BUS SW ON

If the GND/FLT buses are supplied (MAINT BUS switch on) and TR2

has an internal overheat (T>172°C) the MAINT BUS switch trips off

because relay 6XX is de-energized Thus, relays 12XX and 14XX are

also de-energized so there is no power supply to any of the AC and DC

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TR2 FAILURE WITH MAINT BUS SW ON

AC/DC GROUND SERVICE DISTRIBUTION D/O (3) May 10, 2006

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BUS TIE LOGIC D/O (3)

GENERAL

The transfer circuit enables to supply both or either AC electrical network

from one of the four power sources via the Bus Tie Contactor (BTC)

The bus tie logic is responsible for the following tasks:

- no parallel operation of two power sources on the transfer line or

busbars,

- automatic power transfer in case of a supply failure,

- the priority of power sources to supply the AC buses

The order of these priorities is:

- on side Integrated Drive Generator (IDG) to own bus, the IDG 1 to AC

BUS 1 and the IDG 2 to AC BUS 2,

- external power,

- APU generator,

- opposite IDG: IDG 1 to AC BUS 2 or IDG 2 to AC BUS 1

EXTERNAL POWER ON

With the BATtery P/Bs in the OFF position, as soon as the external power

is AVAILable and selected ON, the Ground Power Control Unit (GPCU)

supplies BTC 1 BTC 1 being closed, the BAT BUS 3PP is supplied

allowing BTC 2 to be energized via BAT sub-busbar 301PP The external

power supplies the whole aircraft electrical network

Tiêu đề	Single Aisle Technical Training Manual Maintenance Course M35 Line Mechanics (V2500A5.ME)
Trường học	Airbus
Chuyên ngành	Aerospace Engineering
Thể loại	Training Manual
Năm xuất bản	2006

Định dạng
Số trang	148
Dung lượng	14,73 MB