Airbus 24 A300 A310 Electrical Power

ATA 24 Electrical Power

MTT M540000 / R3.3 01AUG01 For Training Purposes Only

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ELECTRICAL POWER GENERAL


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A300/A310 IDG System - IDG and GCU - General DESCRIPTION

GEN 1, GEN 2 and APU GEN are associated with a generator control unit which provides voltage regulation and protection against the following faults:

Integrated Drive Generators (IDGs) The IDG connected to each engine consists of a constant speed drive unit and a generator. The constant speed drive unit converts the variable engine speed to a constant generator rotation speed. Generator frequency is maintained at 400 Hz.

FA U L T S Overvoltage

The IDG has a self-contained lubrication system. system. The oil is cooled by an air-oil and a fuel-oil heat exchanger attached to the engine.

Undervoltage

Generator Control Units (GCUs)

Overfrequency

Voltage regulation.

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Control protection functions.

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An overvoltage, under-voltage, over-frequency, over-frequency, under frequency or differential fault de-energizes the generator and opens the gen-erator line contactor. Same applies when the appropriate appropriate ENG FIRE handle is pulled.

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The phase sequence protection prevents closure of the generator line contactor in case of an incor-rect phase sequence.

Line contactor opens Generator is de-energized

Underfrequency

Three GCUs are installed, one for each IDG and one for the APU generator. They provide the following functions: •

EFFE CTS

Differential faults Inco Incorr rrec ectt phas phase e sequ sequen ence ce

Line Line cont contac acto torr open openss

Warnings and indications.


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Electricall Power - Component Location Electrica


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Generation •

A300/Some A310 AC Power Generation - Power Sources and Controls

Further to triggering of a protection device (except differential protection) it is possible to reset the system by pressing to release the GEN pushbutton switch (OFF/R selection).

Generator Drive

Each GCU includes an integrated test and self monitoring system which analyses most of the defects affecting the channel and memorizes the corresponding data in a non-volatile memory, via the ground power control unit (GPCU).

The three aircraft generators are driven at constant speed, so that the distribution network can be supplied with a fixed frequency. Each engine generator is driven by means of an integrated hydromechanical speed regulator (IDG: Integrated Drive Generator).

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The static inverter transforms the direct current voltage (28VDC) from the essential bus (DC ESS BUS) into a single phase (115V 400Hz) alternating current.

The auxiliary generator is directly driven at constant speed by the APU. In the event o f mechanical fail ure, an IDG can be disconnected by means of a PUSH to DISC IDG pushbutton protected by a guard and located on ELEC PWR panel on overhead panel.

The static inverter starts automatically automatically in the event of AC essential bus loss to supply the emergency bus (AC EMER BUS).

It is to be noted that the disconnection mechanism can be reset only on ground with engine shut down. It cannot be activated with engine not running. •

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Each generator delivering 3 - phase 115/200 VAC/400 Hz voltage is controlled by means of the GEN pushbutton switch located on ELEC PWR panel on flight compartment overhead panel and via a generator control Unit (GCU).

Its nominal alternating current 3-phase power under 115 v is 5 Kva and direct current power under 28 v is 50A. The generator is controlled and protected by a generator control unit (GCU) which provides alternating current and frequency regulations.

The GCU main functions are: to contro controll the genera generator tor volta voltage ge by regula regulating ting the the exita exitatio tion n current

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to prote protect ct the the networ networkk and the gener generator ator by contro controlling lling the associated line contactor and generator energization.

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to contr control ol the the warning warningss associa associated ted with the corre correspon sponding ding channel.


Standby generator and generator control unit (GCU) The standby generator is driven by a hydraulic motor powered by the Green hydraulic system, the whole forming a single assembly.

Generator and Generator Control Unit

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Static inverter

The standby generator starts automatically in the event of loss of both main generation sources or of the auxiliary generation to supply the essential buses (AC ESS BUS 3XP-2), the alternating alternating current emergency bus (AC EMER BUS) and the direct current essential bus (DC ESS BUS).

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A300/Some A310 AC Power Generation - Power Sources and Controls


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A300/A310 Electrical Power Generation - Transfer Circuit Transfer Circuit

BTC No.2 control is symmetrical.

The transfer circuit enables supply of both or either AC electrical network (S) from one of the four power sources (GEN 1, GEN 2, APU GEN, EXT PWR) via the transfer contactors (BTC). The BTC control is entirely automatic and depends only on the availability of these sources.

Networks 1 and 2 are supplied in priority order: by the correspondin g generator by the electrical ground power unit by the auxiliary generator or by the other generator. • • • •

The BTC No. 1 closes when the generator is not availabl e, in order to supply network 1 from another power source (generator 2, auxiliary generator or ground power unit). to supply supply network 2 from generator 1, if generator 2, auxiliary auxiliary generator and electrical ground power unit are not available.

NOTE: The BTC is locked out when a DP fault exists in zone 2 in order

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to isolate the faulty section of the circuit.

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A300/A310 Electrical Power Generation - Transfer Circuit BTC1/2


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A300/Some A310 AC Distribution Network - Network Number 1 and 2 Distribution The alternating current distribution network can be divided into two independent parts. Network No. 1 comprises normal bus 1 (AC BUS 1) essential bus (AC ESS BUS) and emergency bus (AC EMER BUS). These three busses are supplied in series. The normal 1 and essential busses are three phase 115 V/400 Hz busses. The emergency bus is a single phase 115 V/400 Hz bus. Network No. 2 includes normal bus 2 (AC BUS 2) which is a three phase 115 V/400 Hz bus.


Each above mentioned bus also delivers 26 V/400 Hz power supply through 115/26 V transformer. In the event of normal bus 1 loss, the essential bus can be manually recovered by transfering power supply directly from generator 1 or 2 through the ETC 2 or 3. Transfer is effected by pressing OVRD SUPPLY 1 or 2 pushbutton switch under the corresponding guard located on ELEC PWR panel on overhead panel. It is to be noted that both OVRD SUPPLY pushbutton switches have a specific function during the smoke emergency procedure. NOTE: Part of this network can be supplied independently and directly

via the external ground receptacle to carry out ground service operations.

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A300/Some A310 AC Distribution Network - Network Number 1 and 2


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A300/A310 DC Power Generation - Generation Sources Direct Current Generation and Distribution

Each battery is controlled from the ELEC PWR panel on flight compartment overhead panel by BAT pushbutton switch and via a battery charge controller which enables:

Direct current is generated by three identical tranformer rectifiers or by the AC/DC generator standby or by three identical batteries.

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Transformer rectifier Each transformer rectifier transforms the three phase alternating current into direct current.

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As soon as it is energized, the transformer rectifier operates and supplies the direct current network via a contactor controlled by a current sensor.

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battery charge monitoring and detection of thermal thermal runaway at its early stage control of line connection to battery power to recover the essential network in the event of normal supply loss.

The three batteries can be connected to the line either:

This sensor, the function of which is to protect the network and the TR, controls the contactor opening in the event of: Ÿ

battery charge control by coupling the battery to the network or uncoupling it from the network

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high reverse current (short circuit) in the distribution bus to TR direction or TR overheat.

automatically, Ÿ

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In a normal operating DC power system, a wide dispersion between the transformer rectifiers output currents can be observed, but as long as no warning is triggered, the system operates within its design limits.

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at the beginning of the APU starting sequence. when both automatic pilot systems are selected in LAND mode

or manually, when BAT OVRD pushbutton switch located on ELEC PWR panel on flight compartment overhead panel is pressed.

Batteries

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Standby generator (some A310s)

They are used to: Ÿ

supply the essential network in emergency configuration

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to start the APU in flight and on ground.


The standby generator is used to supply the essential network in emergency configuration. It is automatically selected and has priority on the batteries (except at APU starting or when LAND mode is selected on both autopilots). It enables aircraft autonomy without time limitation.

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A300/A310 DC Power Generation - Generation Sources

*A300/Some A310s

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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS Distribution

The contactor also opens automatically in the following cases:

The direct current distribution network mainly consists of two busses

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the normal bus (DC NORM BUS) supplied by TR's 1 and 2 •

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when the two automatic automatic pilots are are selected selected in LAND mode to achieve a LAND III landing capability

the essential essential bus (DC (DC ESS BUS) supplied supplied by the the essential essential TR. TR.

These two busses are connected by means of a tie contactor (DC BUS TIE) and the direct current network is supplied by the three TR's in parallel. The tie contactor is controlled by the current sensor which enables protection of the essential network in the event of high current detection (short-circuit) from the essential bus (DC ESS BUS) to the normal bus (DC NOM BUS).


in the event event of loss loss of the the two alternating alternating current current normal normal busses (AC BUS 1 and 2). (Ultimate emergency and smoke emergency configurations).

NOTE: Part of the the direct current current normal network network can be supplied independently by TR2 directly energized by the external ground receptacle.

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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS

*A300/Some A310s

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A300/A310 External Power Network - Flight/Ground Network Ground/Flight and Ground Network Supply Control It is possible to supply part of the aircraft electrical network as follows, directly from the external ground receptacle, and routed through the differential protection current transformer (DPCT) on the auxiliary channel, to carry out ground service operations: •

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supply of part of the alternating current network (ground/flight busses) supply of part of the the direct current network (ground and ground flight/busses)

without energizing the whole aircraft electrical network. The aircraft electrical network energization is controlled from the forward panel by means of MAINT BUS switch.


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A300/A310 External Power Network - Flight/Ground Network


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A300/A310 External Power Supply - Control Switch and Receptacle Power Supply—External Ground Receptacle

It also includes an integrated test and self monitoring system which analyzes most of the defects which may affect the channel and memorizes the corresponding information in a non-volatile memory.

External Power Supply Control

This information, as well as those memorized in the non-volatile memories of the control units (GCU) of generator 1 or 2 or auxiliary generator can be displayed, on the ground only, on an alphanumerical display window located on the front face of the GPCU.

An external gro und receptacle l ocated aft of the nos e landing gea r well enables power supply of the aircraft network by means of a 3-phase, 400 Hz, 115/200 V ground power unit. External power supply is controlled from the ELEC PWR panel on flight compartment overhead panel and via a ground power control unit (GPCU).

When fault information are memorized, the GPCU activates the BITE DISPLAY GPCU memorized fault annunciator located on maintenance panel.

The ground power control unit protects the network by controlling the external power contactor (EPC) in the event of: • • •

over/under voltage over/under frequency incorrect phase order.


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A300/A310 External Power Supply - Control Switch and Receptacle


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A300/A310 External Power Supply - Control Switch and Receptacle


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A300/Some A310 Power Generation and Distribution Systems


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Some A310 Power Generation and Distribution Systems


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A300/A310 Controls and Indication Controls and indications for each generator are located on the overhead panel main segment in the flight compartment and are transmitted via the GCU. The operation of each generator is controlled by ELEC PWR/GEN pushbutton switch with two positions:


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OFF/R selected, the pushbutton switch is released out and the White Legend is on: the generator is shut down (de-energized), and the line contactor is open. ON selected, the pushbutton pushbutton switch is pressed in, the generator is energized, its rotational speed being high enough. If the electrical parameters are correct, the line contactor closes. The generator supplies its network.

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Electrical Power - Controls and Indication Some A310s


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A300/A310 Generator Pushbutton Switches 1. IDG 1 (or 2) DISCONNECTION PUSHBUTTON -

Illumination of the FAULT light is accompanied by ECAM activation.

The pushbutton controls the disconnecti on of the integrated drive generator 1 (or 2) from the engine accessory gear box 1 (or 2). The pushbutton is normally springlo aded out. When the pushbutton is momentarily pressed, the IDG 1 (or 2) is disconnected from its drive shaft. It can only be reset on the ground, with engine stopped. The pressed pressed position position must must not be held longer than than 3 sec. to avoid damage to the disengage mechanism.

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The failed generator field is de-energized and the corresponding line contactor is open. The transfer contactors 1 or/and 2 are closed and the affected AC BUSbar is automatically supplied by the APU GEN, if operating, or the remaining generator. 3. GEN 1 (or 2) PUSHBUTTON SWITCH SWITCH The pushbutton switch controls:

2. IDG 1 (or 2) FAULT LIGHTS LIGHTS

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the energization energization of the generator generator 1 (or 2) field and the generator line contactor 1 (or 2) closure

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or the rearming of the protection system after failure.

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ON (P/B Switch Pressed-in)

A FAULT light comes on Amber, accompani ed by ECAM activati on when: -

an overheat is detected at the oil outlet circuit of the IDG 1 (or 2) (warnings are inhibited when the speed downstream the disengage mechanism drops below 2,000 RPM) or/and the the oil pressure is low (warnings are inhibited as long as an underspeed is detected downstream of the disengage mechanism; speed < 4,320 RPM).

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FAULT The FAULT light comes on Amber in the event of - A protection trip initiated by the associated generator control unit (GCU). The line contactor 1 (or 2) automatically opens. - An opening of a line contactor except after one of the following manual actions: - GEN pushbutton switch selected OFF/R. - Both OVRD SUPPLY 1 and 2 pushbutton switches selected ON.

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The generator field 1 (or 2) is energized and the line contactor 1 (or 2) closes if the network electrical parameters are normal.

OFF/R (P/B Switch Released-out) -

The OFF/R light comes on White. The generator field 1 (or 2) is de-energized and the line contactor 1 (or 2) is open.

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The protection system is rearmed except when there there is a differential fault where the protection system has to be rearmed by action on the generator control unit (GCU) itself.

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Generator Pushbutton Switches Some A310s


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A300/A310 Generator Pushbutton Switches (continued) 4. APU GEN GEN Push Pushbut butto ton n Switc Switch: h: •

The pushbutton switch controls: - the energization of the APU-driven generator field, the APU line contactor and the transfer contactor contactor 1 or/and 2 closure - or the rearming of the protection system after failure. The GEN 1 (or 2) having priority over the APU-driven generator, the APU GEN pushbutton switch is only efficient on the side where an engine-driven generator has failed. •

ON (P/B Switch Pressed-in) - The APU-driven generator field is energized. - The APU GEN line contactor closes if the APU GEN parameters are normal. - In the the event of GEN 1 (or 2) loss, the transfer transfer contactor (or 2) closes automatically.


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OFF/R (P/B Switch Released-out) - The OFF/R OFF/R light comes on White. The APU GEN field is deenergized and the APU GEN line contactor opens. The protection system is rearmed except when there is a differential fault where the protection system has to be rearmed by action on the APU generator control unit (GCU) itself.

FAULT - The light comes on Amber in the event of: - A protection protection trip initiated by the the generator generator control unit (GCU). (GCU). - The APU GEN line contactor automatically opens. - An opening of the line contactor. - Illumination of the FAULT light is accompanied by ECAM activation. The FAULT warning is inhibited if: - The APU GEN pushbutton switch is selected OFF/R - or the APU drive speed is too low.

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A300/A310 Generator Pushbutton Switches A


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A300/A310 Electrical Power Panel 1. AC BUS 1 (or 2) OFF LIGHT

ABNOR MAL CONFIGU RATION

The AC BUS 1 (or 2) OFF light comes on Amber when the AC BUS 1 (or 2) is not electrically supplied.

The pushbutton switch 1 (or 2) controls the direct electrical supply of AC ESS B US by the GEN 1 (or 2) without go ing through the AC BU S 1.

Illumination of the AC BUS 1 (or 2) OFF light is accompanied by ECAM activation.

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2. AC ESS BUS OFF LIGHT

ON (P/B Switch Pressed-in) The ON light comes on White. The GEN 1 (or 2) is directly supplying the AC ESS BUS.

The AC ESS BUS OFF light comes on Amber when the AC ESS BUS is not electrically supplied.

The flowbar is visible to indicate the GEN 1 (or 2)/AC ESS BUS line contactor is closed.

Illumination of the AC ESS BUS OFF light is accompanied by ECAM activation.

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3. AC EMER ON INV LIGHT

OFF (P/B Switch released-out) The ON light is off. The AC ESS BUS is normally supplied by the AC BUS 1.

The AC EMER ON INV light comes on Blue when the AC EMER BUS is electrically supplied only by the DC ESS BUS through the static inverter.

The flowbar is not visible to indicate the GEN 1 (or 2)/AC ESS BUS line contactor is open.

4. OVRD SUPPLY 1 (or 2) PUSHBUTTON SWITCH The OVRD SUPPLY 1 and 2 pushbutton switches have two specific functions according to: -

Abnormal Configuration: only one of the two pushbutton switches is selected ON.

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Smoke Drill Configurati on: both pushbutton switches are selected ON.

The pushbutton switches are guarded.


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A300/A310 Electrical Power Panel 424 VU


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AC Electrical Indication Panel 425VU 1. AC(V)-FRQ-LOAD DISPLAY ROTARY SELECTOR

2. AC(V) INDICATOR

It allows selected pick-up points of the electrical network to be connected to the AC(V)-FRQ-LOAD indicators for the phase selected on the PHASE SEL (A-B-C) rotary selector located on the lateral panel.

It indicates the AC voltage at the pick-up point selected by the AC(V)FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C) rotary selector when this last one is operative. The normal reading is within the White arc.

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BUS (1-2, ESS, EMER) positions 3. AC LOAD INDICATOR If the PHASE SEL (A-B-C) rotary selector is inoperative, AC voltage and FREQuency indications of the phase A in these points are displayed on the corresponding indicators.

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It indicates the total current output from GEN 1, GEN 2 or APU GEN by selecting the corresponding pick-up point with the AC(V)- FRQLOAD display rotary selector.

GEN (1-2), APU GEN, GEN, EXT PWR position s

The indicator is graduated in percentage (1 means 100 of rated output).

If the PHASE SEL (A-B-C) rotary selector is operative, AC voltage and FREQuency indications of the phase selected by the PHASE SEL (A-B-C) rotary selector are displayed on the corresponding indicators.

The normal reading is within the White arc. 4. FRQ INDICATOR

In addition, a load indication is displayed on a LOAD indicator except when the EXT PWR position is selected.

It indicates the frequency at the pick-up point selected by the AC(V)FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C) rotary selector when this last one is operative. The normal reading is within the White arc.


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A300/A310 ELEC IND Panel 425VU

D


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A300/A310 - AC/DC Electrical Power Distribution - General NORMAL AC POWER SUPPLY

The power sources on this aircraft cannot be paralled. Each generator can supply the entire electrical requirements. If a generator is lost, power transfer is automatic. NORMAL DC POWER SUPPLY

DC Power is generated from the Main AC sources by three Transformer Rectifier Units (TRUs). Two TRUs (TRU Number 1 and 2) supply the DC NORM BUS and one TRU (Essential) supplies the DC ESS BUS. EMERGENCY AC AND DC POWER SUPPLY

Emergency Power is achieved: Either by an AC/DC Stand-By Generator which supplies: BUS • The DC ESS BUS

• Part of the AC ESS BUS BUS • and the AC EMER BUS Or, three DC Batteries (Number 1, 2 and 3) BUS • The DC ESS BUS

• And the AC EMER BUS through the Static Inverter Unit

AC and DC Electrical Loads can be shed manually to perform Smoke Drill, related to the Avionics Smoke Warnings.


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AC/DC Electrical Distribution


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A300/Some A310s AC Power Generation - Transfer and Distribution DISTRIBUTION The aircraft AC electrical distribution network consists of four main busbars: - AC BUS BUS 1 AC ESS BUS - AC BUS BUS 2 AC EMER EMER BUS AC BUS 1 IN FLIGHT: AC BUS 1 is normally supplied by GEN 1. Should supply from GEN 1 fail, AC BUS 1 will be supplied automatically by the APU GEN, if operating, or by GEN 2.

Should supply from from AC BUS 1 fail, the essential essential transfer transfer contactor 1 which linked AC BUS 1 to 3XP-1 and 3XP-2 opens. 3XP-1 and 3XP-2 may be restored: - if GEN 1 is delivering delivering a normal electrical power, 3XP-1 and 3XP-2 can be connected directly to GEN 1 upstream of the corresponding generator line contactor 1 by selecting ON the guarded OVRD SUPPLY 1 pushbutton switch. - if GEN 1 has failed, failed, 3XP-1 and 3XP-2 3XP-2 can be connected connected directly directly to GEN 2 upstream of the corresponding generator line contactor 2 by selecting ON the guarded OVRD SUPPLY 2 pushbutton switch.

ON THE GROUND: AC BUS 1 is supplied in the same way as in flight as long as an external power is not coupled. If the APU GEN and an external power source are available, external power has priority to replace a non-operative engine-driven engine-driven generator. A transformer transformer connected to AC BUS 1 converts the 115V AC/400 Hz to 26V AC/400 Hz.

In addition, 3XP-2 may be supplied through a two-direction switch by the AC ou tput o f a STBY GEN when logical conditi ons a re me t (see AC/DC STAND-BY POWER section).

AC BUS 2 IN FLIGHT: AC BUS 2 is normally supplied by GEN 2. Should supply from GEN 2 fail, the AC BUS 2 will be supplied automatically by the APU GEN, if operating, or by GEN 1.

A transformer connected to AC ESS BUS convert s the 115V AC/400 Hz to 26V AC/400 Hz.

ON THE GROUND: AC BUS 2 is supplied in the same way as in flight, as long as an external power is not coupled. If the APU GEN and an external power source are available, external power has priority to replace a non-operative engine-driven generator. A transformer con nected to AC BUS 2 conve rts the 115V AC /400 Hz to 26V AC/400 Hz. AC ESS BU S (3XP-1 an d 3XP-2) AC ESS BUS is spli t into two parts: 3XP-1 and 3XP-2 3XP-1 and 3XP-2 are normally supplied by AC BUS 1 through the essential transfer contactor 1.


The OVRD SUPPLY 1 and 2 pushbutton switches have a specific roll in the smoke drill (see SMOKE DRILL section).

AC EMER B US AC EMER BUS is normall y supplie d by AC ESS BUS through a twodirection switch. Should supply from AC ESS BUS fail, the twodirection switch automatically: - will split the connection between AC ESS BUS and AC EMER BUS - and will establish the connection between DC ESS BUS and AC EMER BUS through a static inverter which will convert the 28V DC power into single phase AC 115V power. A transformer co nnected to AC E MER BUS c onverts th e 115V AC/ 400 Hz to 26V AC/400 Hz.

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A300/Some A310s AC Power: Generation - Transfer and Distribution


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A300/A310 AC Power ECAM System Display 1. EMERGENCY INVERTER (INV) INDICATION

6. GEN INDICATION

The indication is White.

The indication is White, but: - becomes Amber when the GEN pushbutton switch is selected OFF/R.

2. EMER BUS FIGURATION The figuration is Green.

7. GENERATOR VOLTAGE INDICATION The indication is Green, but: - becomes Amber Amber when the voltage is < 100V or > 120V .

3. GEN 1 (or 2) OVRD INDICATION INDICATION The White GEN 1 (or 2) OVRD indication indicates the GEN 1 (or 2) directly supplies the AC ESS BUS. When a White GEN OVRD indication only is displayed, the override function is off.

8. GENERATOR FREQUENCY INDICATION The indication is Green, but: - becomes Amber when the frequency is < 390 Hz or > 410 Hz.

4. TRANSFORME R RECTIFIER UNIT FIGURATION AND BUS SUPPLY INDICATION When the bus is electrically supplied: - TR indication is White - The associated triangle is Green - The BUS figuration is Green.

The indication is not displayed when the GEN pushbutton switch is selected OFF/R. 9. EXTERNAL POWER VOLTAGE INDICATION The indication is Green, but: - becomes Amber Amber when the voltage is < 100V or > 120V

When the bus is not electrically supplied: - TR indication is Amber - The associated triangle is Amber - The BUS figuration is Amber.

The voltage indication is not displayed when the voltage is < 50V.

5. GENERATOR LOAD INDICATION The indication is Green, but: - becomes Amber when the load is > 100%. The load indication is not displayed when the GEN pushbutton switch is selected OFF/R.


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A300/A310 ELEC AC System Display


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AC Power ECAM System Display (continued) 10. EXTERNAL POWER FREQUENCY INDICATION INDICATION

14. APU GEN INDICATION

The indication is Green, but: - becomes Amber when the frequency is < 390 Hz or > 410 Hz.

The indication is White, but: - becomes Amber when the APU GEN pushbutton switch is selected OFF/R and the APU MASTER SWITCH is selected ON.

The frequency indication is riot displayed when the voltage is < 50V. 15. IDG OUTLET OIL TEMPERATURE INDICATION 11. APU GENERATOR VOLTAGE INDICATION INDICATION The indication is Green, but: - flashes when the temperature is within within the the 142°C, 185°C range - becomes Amber when the temperature is > 185°C.

The indication is Green, but: - becomes Amber when the voltage is < 110V or > 120V. A White OFF indi cation is disp layed in pla ce of a voltage ind ication when the APU GEN pushbutton switch is selected OFF/R.

16. APU GENERATOR LOAD The indication is Green, but: - becomes Amber when the load is > 110.

There is no indication displayed when the APU MASTER SWITCH is selected OFF.

A White triang le is displ ayed in pl ace of the load indication when: - the APU GEN pushbutton switch is selected OFF/R - or the APU MASTER SWITCH is selected OFF.

12 . GALLEY SHED INDICATION N/A INDICATION N/A FedE x A irbus Fleet s

13. APU GENERATOR FREQUENCY INDICATION INDICATION

17. EXT PWR FIGURATION

The indication is Green, but: - becomes Amber when the frequency is < 390 Hz or > 416 Hz.

EXT PWR wording and the double triangle are not displayed in flight as well as the frequency and voltage indications.

The indication is not displayed when: - the APU GEN pushbutton switch is selected OFF/R - or the APU MASTER SWITCH is selected OFF.


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ELEC AC System Display (continued)


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AC POWER SECTION


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A300/Some A310s AC Power Components GCU FUNCTIONAL DESCRIPTION

STANDBY GENERATION (Some A310s)

The GCU provides excitation to the generator. In conjunction with switches on the flight deck control panel; the GCU provides control, protection and metering for coordinated system performance. An advanced built-in test equipment (BITE) system, made possible through use of microprocessor technology, provides a valuable aid for effective system troubleshooting and faulty line replaceable unit (LRU) isolation.

The standby generator delivers 115V/400 Hz, three-phase AC power and 50A DC nominal power under 28V.

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GROUND POWER CONTROL UNIT

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The GPCU is designed for control and protection of the external power input. Built-In Test Equipment (BITE) functions performed by the GPCU include interrogation of each GCU for BITE data, performance of internal checks on itself, display of an alphanumeric readout of all the BITE checks for the electrical power generating system (EPGS) and memory reset.

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STATIC INVERTER The static inverter enables 115/400 Hz single phase alternating current to be supplied from 28 VDC supply. It mainly consists of: -

a power power assembly assembly which chops chops the the supply supply direct direct current current voltage and adapts the obtained voltage by means of an output transformer a control assembly for the chopping by pulse width modulation a control control assembly assembly for for the the starting starting and monitoring of its its supply voltage.


The emergency generation system comprises: a hydraulic hydraulic motor motor driven by the the Green Green hydraulic hydraulic system which drives drives the standby generator an electric generator driven at constant constant speed speed and coupled to the hydraulic motor a generator control unit (GCU). TRANSFORMER RECTIFIER The transformer rectifier is mainly composed of -

a transformer and a rectifier assembly a fan controlled by an electronic module.

The normal DC generation is provided by the two transformer rectifiers 1 and 2 which deliver power in parallel on the normal 28VDC distribution network (DC NORM BUS 1PP). They are normally supplied with three-phase 115V/400Hz from the normal AC distribution network. Each transformer rectifier is associated with a current sensor which function is to protect the network and which is located in the DC power center.

24-44 2444

ATA 24 A300/A310

AC Power - Component Location

SOME A310s


24-45 2445

ATA 24 A300/A310

Integrated Drive Generator (IDG) The purpose of the integrated drive generator (IDG) is to provide primary electric power for the aircraft electrical system by converting variable engine input speed to a constant output speed, which enables the generator portion of the IDG to produce alternating current (AC) electrical power with a frequency of 400 ± 4 hertz. General Characteristic s Th i s t a b l e c o v e r s t h e m a i n section.

charact eristic s

General - In put speed - Output speed (Generator rotor ) - U t i l i z a t i o n l i mi mi t s i n a l t i t u d e in ambient temperature - M a x i mu mu m c a s e t e m p e r a t u r e - Shear section - Disconnect control solenoid : resistance control voltage Oi l s y s t e m - O i l u se d

FedEx A300/A310 IDG Servicing Oil

of

the

IDG

4 5 0 0/ 9 2 05 r p m 1 2 0 00 ± 1 5 0 r p m -300/13,150 m -55/177°C 177°C 9000 ± 400 in./l b 2.5 Ù at 24°C 17/30VDC

Aeroshell Turbine Oil 555, Type II Aeroshell Turbine Oil 390, Type I Aeroshell Turbine Oil 500, Type II Castrol Oil 5000, Type II Exxon Turbo Oil 25, Type II Exxon Turbo Oil 85, Type II Exxon Turbo Oil 2389, Type I Exxon Turbo Oil 2380, Type II Mobil Jet Oil II, Type II Mobil Jet Oil 254, Type II Royco Turbine Oil 500, Type II Royco Turbine Oil 555, Type II


The IDG consists of a constant speed drive and a generator mounted side by side in a common housing.

drive

- Pump regulated pressure - Cooler system flow rate

220/280 psi 1 4 / 1 7 g / mn

-

250 ± 60 psi 3 5 0 p si 140 ± 25 psi 2.8/4.4 l

Cooler bypass valves Filte r bypas s valve Low pressure switch Oil capacity (cooler system excluded). Normal operating temperatures Oi l - i n Oi l - o u t - Maximum permissible oil-in temperature (permanent)

GCU controls - Overheat - Air/oil cooler air supply valve Opening Cl o s u r e - Drive under speed (low pressure inhibited) - Low drive speed ( I DG/ F A U L T l e g e n d g o e s o f f )

24-46 2446

70/105°C 8 0 / 1 15 ° C 127°C

OOT > 185 ± 5°C OIT > 127 ± 3°C OIT < 104 ± 3°C 4320 ± 30 rpm <2000 rpm

ATA 24 A300/A310

Integrated Drive Generator (IDG)


24-47 2447

ATA 24 A300/A310

A300/A310 IDG System Control - General Schematic

INPUT SPEED SENSOR (MPU)


24-48 2448

ATA 24 A300/A310

A300/A310 IDG - Component Build-Up and Hardware PW JT9D-7R4/GE CF6-80C2A5F


24-49 2449

ATA 24 A300/A310

A300 IDG System - Control and Indicating - Flight Compartment - GE CF6-80C2A5F


24-50 2450

ATA 24 A300/A310

A310 IDG System - Generator Drive Control and Indicating - Flight Compartment - GE CF6-80A3

WLDP


24-51 2451

ATA 24 A300/A310

Some A310 - Control and Indicating - Flight Compartment - PW JT9D-7R4 IDG System


24-52 2452

ATA 24 A300/A310



24-53 2453

ATA 24 A300/A310

Operation of the Generator Drive Section It is mainly composed of: -

a differential gear train governor and control cylinder assemblies.

The mechanical power taken from the accessory gearbox is transmitted to the differential gears by means of: -

a shaft with a shear section, which limits the torque in case of internal mechanical failure a disconnect mechanism, which enables considerable internal mechanical damage to be avoided in case of failure of the lubrication and cooling oil system.

NOTES: - The IDG cannot be reconnected in flight. The system can only be reset on the ground; with engines shut down and by manual operation of a reset handle located on the IDG. - The IDG disconnectio n must not be performed with engines shut down.

This is accomplished by the two hydromechanical units through the input ring gear. The hydraulic trim is composed of two hydromechanical units, so-called fixed and variable, and hydraulically coupled. They operate either as a motor or as a pump. The so-called fixed unit transmits the compensation to the differential, either plus or minus rotations, as necessary. Finally, the governor detects the differential output speed and controls, the so-called variable unit, by means of a control cylinder so that the speed remains constant. It should be noted that the accessories necessary to the system operation (pressurizing pumps, drainage pump and deaerator) are driven from the differential output, and thus at constant speed. A speed sens or, located up stream of the di sconnect mech anism, transmits IDG input speed information to the generator control unit (GCU) for control purposes.

The differential gear train: -

doubles the IDG input speed which is comprised between 4500 and 9075 rpm, and adds or subtracts rpm to the doubled input speed to obtain a constant output speed of 12,000 rpm corresponding to the generator drive speed.


24-54 2454

ATA 24 A300/A310

A300 IDG Hydraulic Schematic and Component Location - GE CF6-80C2A5F Engine


24-55 2455

ATA 24 A300/A310

A300/A310 IDG Disconnect Mechanism The disconnect mechanism consists of a solenoid, spring-loaded disconnect plunger with threaded pawl, worm shaft and reset ring. The purpose of the disconnect mechanism is to disconnect the IDG from the engine gearbox in the event of an IDG failure. Once disconnected, the IDG cannot be reconnected in flight. When the disconnect solenoid is activated by the flight engineer, the spring-loaded disconnect plunger moves a spring-loaded pawl into contact with threads on the worm shaft.


The worm shaft acts as a screw in a threaded hole, and input rotation causes this shaft to move away from the input spline shaft, separating the driving dog teeth on the two shafts. When driving dog teeth have been separated, the input spline shaft, which is still being driven by the aircraft engine, spins freely in the IDG without causing component rotation. Reset may be accomplished by pulling the reset ring following engine shutdown while the aircraft is on the ground.

24-56 2456

ATA 24 A300/A310

A300/A310 IDG System - Generator Drive Disconnect Mechanism


24-57 2457

ATA 24 A300/A310

IDG Quick Attach/Detach Adapter DESCRIPTION

THEORY OF OPERATION

The QAD adapter provides for rapid installation and removal of the integrated drive generator (IDG) to and from the engine accessory gearbox. One QAD adapter is attached to each engine accessory gearbox mounting pad. QAD adapter 730462 mates with the 10-inch mounting pad used on the General Electric CF6-80A1 gearbox.

The QAD adapter is a coupling device that attaches the IDG to the engine accessory gearbox mounting pad. The IDG is attached by mating the adapter plate on the IDG to the QAD adapter plate and rotating the QAD ring with the tension bolt. Torquing the tension bolt locks the IDG in position on the gearbox mounting pad. Reactive torque is transmitted through a dowel pin between the IDG and the adapter plate and then to the engine gearbox through the adapter plate mounting screws. The dowel pin also serves as a locator to prevent misalignment during installation of the IDG.

The QAD adapter consists of an adapter plate, an adapter ring, a bracket and tension bolt, and a gasket. The QAD adapter usually remains on the accessory gearbox mounting pad when the IDG is removed.


24-58 2458

ATA 24 A300/A310

IDG Quick Attach/Detach Adapter Kit


24-59 2459

ATA 24 A300/A310

IDG Cooling System The cooling system comprises two series mounted heat exchangers:

B. FUEL/OIL HEAT EXCHANGER

A. AIR/OIL HE AT EXCHA NGER

The fuel/oil heat exchanger is located on the right side of the accessory gearbox in the core compartment compartment below the heat shield.

An air supply duct is attached to the booster bypass chamber and provides bleed air to the air/oil cooler through an on-off airflow control valve. Flow is scheduled only during low engine power operation when the fuel flow available for cooling is small and when air bleed is not detrimental to engine performance. The need for IDG cooling air is sensed by routing an 11th stage air line from the compressor to the air flow on-off control valve. Normal state is open. Valve is closed only at high engine pressure. Air used for cooling IDG oil is exhausted through the core compartment.

It enables the IDG oil to be cooled to acceptable limits during normal engine operation, and recovers the transferred heat by increasing the fuel temperature before it enters the fuel manifold. To protect the IDG from overpressure due to an internal leak in the fuel oil cooler, an overpressure valve is provided in the oil return line with a drain line leading to the drain mast. At low engine power, when the fuel flow is too small to be a complete heat sink for the IDG heat rejection, the air/oil heat exchanger is activated to provide additional cooling.

If the temperature of IDG inlet oil reaches 126.5° C (260°F), an electrical signal from the General Control Unit causes the control valve to open, thus permitting the air flow path. If IDG temperature reaches 142°C (288°F) increasing, AC ELEC page is displayed on the R ECAM display unit. If IDG temperature reaches 185°C (364°F), associated warnings appear: -

-

The air for this air/oil heat exchanger is obtained from the engine's booster bypass passage. Airflow is controlled by the IDG air valve.

IDG FAULT, MASTER CAUTION light and warnings on ECAM display units. In normal operation, if IDG oil pressure reaches 140 ± 25 PSI (9.8 ± 1.75 bar) (oil Low Pressure), associated warnings appear. IDG FAULT, MASTER CAUTION light and warn ings on SCAM display units.


The fuel flowing out of the MEC is used as a cooling agent for the IDG oil system. The oil flowing out of the IDG goes through an air/oil heat exchanger and then through the fuel/oil heat exchanger. This heat exchanger is made of tubes which carry the fuel while the IDG oil passes around the tubes.

24-60 2460

ATA 24 A300/A310

A300 IDG System - Oil Cooling System - CF6-80CA25F


24-61 2461

ATA 24 A300/A310

A310 IDG Air/Oil Heat Exchanger - PW JT9D-7R4 Engine


24-62 2462

ATA 24 A300/A310

A310 IDG System - Main Fuel/Oil Heat Exchanger - PW JT9D-7R4 Engine


24-63 2463

ATA 24 A300/A310

A310 IDG System - Auxiliary Fuel/Oil Heat Exchanger - Component and Installation Location


24-64 2464

ATA 24 A300/A310



24-65 2465

ATA 24 A300/A310

IDG Servicing There are two possible oil level indicator configurations configurations on the IDG.

To check check oil oil level levelss using using CONFI CONFIG G 2:

To check oil level using CONFIG 1:

1.

1. Look at the viewing viewing face face of the the low oil oil level indicat indicator. or. -

Wipe clean if dirty

-

Use a flashlight if too dark to see White alignment marks. Do not shine flashlight directly on the viewing face because reflection will make reading difficult.

Look at the the viewin viewing g face face of of the the low oil level level indic indicator ator.. -

Wipe clean if dirty

-

Use a flashlight if too dark to see.

2.

If "OK" "OK" does does not appear appear in in the viewin viewing g window, window, servicin servicing g is require required. d.

3.

If "OK" "OK" does does appear appear in the the viewing viewing window window,, servicin servicing g is not required. required.

2. Change Change your line line of sight sight until until the White White marks marks are aligned aligned.. 3. Look Look for a Silve Silverr spot spot in the the viewing viewing face. face. -

Silver spot seen - Servicing Required

-

Silver spot not seen - Servicing Not Required .


24-66 2466

ATA 24 A300/A310

IDG Servicing


24-67 2467

ATA 24 A300/A310

A300/A310 Normal or Initial Replenishing of the IDG CAUTION: OPERATING OPERATING THE IDG WITHOUT ENOUGH OIL OR OVERFILLED WILL CAUSE OVERHEATING AND SEVERE INTERNAL DAMAGE.

2. Repl Replen enis ishi hing ng CAUTION: DO NOT MIX TYPES OR BRANDS OF OIL.

a. Pump Pump oil oil into into the the IDG IDG.. b. Stop pumping pumping oil oil into the the IDG when at least least one more more quart of oil oil comes out the overflow drain hose (after initial overflow. c. Remove Remove the pressur pressure e fill hose from from the pressur pressure e fill valve. valve. d. Install Install the dust dust cap securely securely on the pressure pressure fill fill valve. e. When oil drainage drainage from from the overfl overflow ow drain hose hose slows to drops, drops, remove the drain hose. f. Install Install the dust cap cap securely securely on the overflow overflow drain drain valve. valve.

CAUTION: SERVICING THE IDG WITHOUT THE PROPER DRAIN LINE CONNECTED TO THE OVERFLOW DRAIN VALVE WILL RESULT IN OVERFILLING AND SUBSEQUENT DAMAGE TO THE IDG.

REASON FOR THE JOB Replenishing or topping up of the IDG with oil is achieved under pressure. This operation is performed after replacement of the IDG or after replacement of components (filter, oil cooler, and/or oil lines) or after inspection/check (contamination, oil heating) or during scheduled servicing.

3. Close-up a. On left left thrust thrust reverser reverser cowl cowl door, close access access door door 451EL (461EL). UNSCHEDULED ALTERNATE OIL SERVICING REASON FOR THE JOB

PROCEDURE 1. Job setet-up WARNING: HOT OIL MAY CAUSE BURNS TO EYES AND SKIN. WEAR SPLASH GOGGLES, INSULATED GLOVES, AND OTHER PROTECTIVE GEAR. IN CASE OF EYE OR SKIN CONTACT GET MEDICAL ATTENTION IMMEDIATELY.

1. As time and and temperatu temperature re constrain constraints ts are no more more required, required, the the new normal servicing procedure is applicable for short turn-around and should be performed as follows.

a. On left left thrust thrust reverser cowl door, door, open access door door 451EL (461EL). b. Remove Remove the dust dust caps from from the overflo overflow w drain and and pressure pressure fill valves.

PROCEDURE 1. If IDG has has not been disconnect disconnected, ed, top-up top-up IDG IDG according according to "normal "normal servicing of the IDG". 2. If IDG IDG has been been disconne disconnected, cted, proceed proceed as follows: follows: a. Drain IDG IDG accord according ing to IDG servicing servicing/drain /drainage. age. b. Replenish Replenish IDG accordin according g to "normal "normal servicin servicing g of the IDG. IDG.

WARNING: WHEN CONNECTING THE OVERFLOW DRAIN HOSE TO THE OVERFLOW DRAIN VALVE, DIRECT THE DRAIN HOSE INTO A SUITABLE CONTAINER TO PREVENT SPRAYING HOT OIL. HOT OIL MAY CAUSE BURNS TO EYES AND SKIN.

c. Connect Connect the overfl overflow ow drain drain hose to the the overflow overflow drain drain valve. valve. Some oil may come out the drain hose when it is connected. d. Connect Connect the press pressure ure fill fill hose to the press pressure ure fill fill valve. valve.


FedEx Airbus IDG Oil Type •Exxon Turbo Oil 2380, Type II (for A300-600 and A310 Series

24-68 2468

ATA 24 A300/A310

A300/A310 IDG - Replenishing Procedure


24-69 2469

ATA 24 A300/A310

A300/A310 Removal/Install Removal/Install of Scavenge Filter Components A. REMOVAL REMOVAL OF SCAVENGE SCAVENGE FILTER FILTER COMPONENTS COMPONENTS WARNING: WEAR GOGGLES WHEN REMOVING LOCKWIRE.

1. Remove Remove lockwi lockwire re from from the filte filterr cover. cover. NOTE: Be prepared to catch oil in a separate container under the filter cavity or in a container large enough to catch simultaneous drainage from the filter cavity and overflow drain hose. 2. Remove Remove the filter filter cover, cover, filter filter element element and and O-rings. O-rings. 3. Check Check the the filt filter er elem element ent

B. INSTALLATION INSTALLATION OF SCAVENGE FILTER COMPONENTS COMPONENTS 1. Lubricate new O-ring O-ring with with Acryloid or or oil. Install Install O-ring O-ring on replacement filter element. 2. Lubricate new O-ring O-ring with with Acryloid or or oil. Install Install O-ring O-ring on the filter filter cover. 3. Install the the filter element into into the filter filter cavity cavity until O-ring O-ring seal is obtained. CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDG SCAVENGE FILTER CAVITY BEFORE INSTALLING FILT ER COVER. THE FILTER COMPONENTS MAY BE DAMAGED IF NOT PROPERLY INSTALLED. DO NOT FORCE FILTER COMPONENTS INTO HOUSING BY TIGHTENING FILTER COVER.

4. Screw in the the filter cover. Torque the the filter cover 156 156 to 180 pound pound inches. 5. Secure Secure the the filter filter cover cover with with lockwi lockwire. re. 6. Repl Replen enis ish h IDG IDG oil oil

A. FILTER ELEMENT ELEMENT CHECK 1. Remove Remove the filter filter cover, cover, filter elemen elementt and O-rings O-rings from from the IDG 2. Check Check the filte filterr elemen elementt as follo follows: ws: NOTE: A moderate number of scattered small metallic flakes (bronze or silver colored metal), or flakes of generator insulation are normal products of wear during operation. Even a considerable number of nonmetallic items such as black epoxy flakes, sleeving, strands and other forms of generator insulation should not necessitate removal of the IDG in the absence of metallic evidence. a. If the filter element element shows bright metal metal deposits deposits which can be clearly defined as chunks or pieces caused by breakage (in contrast to nonmagnetic flakes or slivers caused by normal wear) or if bright metal deposits are present in considerable quantity on the filter element, in the filter cavity or in the oil drained from the IDG, remove and replace the IDG according to INTEGRATED DRIVE GENERATOR - REMOVAL/ INSTALLATION. Return the IDG to the overhaul facility. b. If the filter element or O-rings O-rings are are damaged damaged or contain contain indications of bypassing, remove the coolers and the IDG. Flush the external circuit lines before replacing the coolers and the IDG. Remove and replace the IDG according to INTEGRATED DRIVE GENERATOR - REMOVAL/ INSTALLATION. Return the coolers and the IDG to the overhaul facility for cleaning and necessary repairs. 3. Replac Replace e the filte filterr elemen element. t. B. PRESSURE PRESSURE DIFFEREN DIFFERENTIAL TIAL INDICA INDICATOR TOR CHECK CHECK 1. Check the pressure differential differential indicator indicator for an an extended extended red button. button. 2. If the red button button is extended, extended, see A300 and A310 Maintenance Maintenance Manual Supplements – 24-11-00/Pageblock 600 for new requirements.


24-70 2470

ATA 24 A300/A310

IDG System Scavenge Filter

GE CF6-80A3

NOTE: A310 Series PW JT9D7R4 and GE CF6-80A3 same component installation.


24-71 2471

ATA 24 A300/A310

AC Generator Deactivation/Reactivation Deactivation/Reactivation IDG DISCONNECT SWITCHES

CAUTION: THIS PROCEDURE IS TO BE USED IN ACCORDANCE WITH THE REQUIREMENTS OF THE MEL SECTION 3, PAGE 24-1. NOTE: Disconnect IDG in accordance with MM 24-20-00

DEACTIVATION

Disconnects IDG from engine. Can only be reset on the ground. Switch must not be held longer than 3 seconds with a minimum of 60 seconds between actuation periods. The IDG Switch should not be actuated with the engine shutdown or below idle speed since incomplete separation of the IDG disconnect mechanism would result.

A. On panel panel 424VU 424VU make make certain certain the approp appropriat riate e GEN GEN push pushbut button ton switch is released-out (OFF legend on). B. Make certain certain that that the correspon corresponding ding IDG is disconnect disconnected ed if the failure has been caused by the IDG only. NOTE: Check oil level in both IDGs (serviceable and unserviceable). Both

IDG FAULT LIGHTS Comes on if IDG oil temperature temperature is high or oil pressure is low. If IDG light remains on after engine start (including times when when IDG is placarded inoperative), the IDG DISC switch should be pressed when the engine reaches idle speed.

IDGs must be at proper level. APU oil level must be checked to ensure proper servicing.

C. Maintenance Maintenance shall check the the operational operational history of the the remaining remaining IDG IDG and the APU to assure operational reliability. D. Install placard placard in the flight flight compartment compartment informing informing crew that that no. 1 (2) engine generator is inoperative.


APU GENERA GENERATOR TOR SWITC SWITCH H When pressed in, APU generator field is energized and APU line contactor is closed. If an engine generators) is inoperative, the transfe contactor 1 or 2 also closes to supply the AC BUS on the side of the failed generator.

24-72 2472

ATA 24 A300/A310


24-73 2473

ATA 24 A300/A310

Smoke Drill A. AVIONICS SMOKE LIGH T

The flowbar integrated integrated into the OVRD SUPPLY 1 switch is visible to indicate the GEN 1/AC ESS BUS line contactor is closed.

The AVIONICS SMOKE light comes on Red when smoke is detected in ventilation duct from: - Cockpit instrument panels - Overhead panel - Circuit breakers panel - Weather radar transceiver - Electronic racks - IRS 2 - Underfloor area equipment.

The flowbar integrated into the OVRD SUPPLY 2 switch is not visible to indicate indicate the GEN 2/AC ESS BUS line contactor contactor is open. In the event of the GEN 1 electrical supply loss: - the GEN 1/AC 1/AC ESS BUS line contactor contactor opens (the associated flowbar disappears) - the GEN 2/AC 2/AC ESS BUS line contactor closes (the associated flowbar is visible).

Illumination of the AVIONICS SMOKE light is accompanied by ECAM activation.

This allows the supplying of the AC ESS BUS directly by GEN 2. •

B. OVRD SUPPLY 1 AND 2 PUSHBUTT ON SWITCHES The OVRD SUPPLY 1 and 2 pushbutton switches have two specific functions according to: Abnormal configuration: only one of the pushbutton switches is selected ON. Smoke Drill configuration: both push button switches are selected ON. The OVRD SUPPLY 1 and 2 pushbutton switches control: - the direct electrical supply of AC AC ESS BUS BUS by the GEN 1 (or 2) - the opening of the line contactors 1 and 2 which cut off the electrical supply to the AC BUS 1, AC BUS 2 and DC NORM BUS.

The AC ESS BUS is supplied by AC BUS 1 The flowbars are not visible visible to indicate the GEN 1 (and GEN 2)/AC ESS BUS line contactors are open.

•

•

C. LAND RECOVERY PUSHBUTTON SWITCH The pushbutton switch allows to restore electrical supply to some equipment which had been isolated: - by action action on both both OVRD SUPPLY 1 and 2 pushbutton pushbutton switches (SMOKE DRILL). - or, in "BAT ONLY" configuration. •

•

ON (Both P/B switches pressed-in) The ON lights integrated into the OVRD SUPPLY 1 and 2 pushbutton switches comes on White.

•

The AC ESS BUS is directly supplied by the GEN 1 and both line contactors 1 and 2 are open.


OFF (Both P/B Switches Released-out) The ON lights are off

24-74 2474

ON (P/B Switch Pressed-in): The ON light comes on White. Some equipment which had been isolated are electrically supplied. OFF (P/B Switch Released-out): Normal position.

ATA 24 A300/A310


24-75 2475

ATA 24 A300/A310

A300/Some A310 AC Power - Warning Logic

Depicted below are the various warnings displayed in the flight compartment in the event the fault shown occurs in the aircraft AC power system. Also shown graphically are the different flight phases at which the warnings will or will not be displayed.


24-76 2476

ATA 24 A300/A310

A300/Some A310 AC Power - Warning Logic


24-77 2477

ATA 24 A300/A310



24-78 2478

ATA 24 A300/A310

DC POWER SECTION


24-79 2479

ATA 24 A300/A310

DC Power Generation DC power power genera generation tion is achiev achieved ed by: by: - Three identical transformer rectifier (TR) units - Three identical batteries. TRANSFORMER RECTIFIED (TR) UNIT The three transformer rectifier units (150 A/28 DC) covert the threephase 115V/400 Hz AC power into 28V DC power. Each TR unit operates as soon as it is electrically supplied and delivers electrical power through a line contactor. The line contactor opens when: - a reverse current is detected in the direction distribution busbar/TR by a current sensor. In addition, the current sensor gives a failure indication displayed on the lateral panel when a no-current information is detected. - a TR overheat is detected. BATTERIES The three 25 AH batteries (1, 2 and 3) are located within fire proof boxes in the avionics compartment.

DC EMERGENCY GENERATION The DC emergency generation is achieved by the three batteries: - to automaticall y restore the essential DC network when normal supply has failed, by closure of the three batteries line contactors - to control battery charging - to detect an overheat A BAT OVRD pushbutton switch forces the three-batteri es line contactors closure when selected ON. When both autopilots are engaged and LAND mode is selected, the three batteries linecontactors automatically close to increase the reliability of the autopilot system during a category III automatic landing. When all BATT switches are selected OFF/R, the following equipment are still supplied: - The clocks - The extinguisher cartridges (engines, bottle 1 to FWD cargo, bottle 2 to AFT and BULK cargos) - The refueling system (if the NORMAL/ BATTERY switch switch on the the refueling panel is selected BATTERY) - IRS.

Each battery is protected by a battery charge controller unit which controls the opening/ closure of the associated battery line contactor.


24-80 2480

ATA 24 A300/A310

DC Generation - Component Location


24-81 2481

ATA 24 A300/A310

DC Normal Generation The DC normal. generation is achieved by two transformer rectifier units - TR1 and TR2 which convert AC power from AC BUS 1 and AC BUS 2, respectively, into DC power. The TR2 is also used for ground operations (see EXTERNAL POWER CONTROLS Section).

DC ESS BUS DC ESS BUS BUS is norm normall allyy suppli supplied ed by: by: - DC NORM BUS through through a DC BUS TIE contactor which closes as soon as the aircraft network is electrically supplied - and AC ESS BUS (3XP-2) through the ESS TR unit which converts converts the AC power into DC power.

DC ESSENTIAL GENERATION The DC essential generation is achieved by a transformer rectifier unit ESS TR - which converts AC power from AC ESS BUS into DC power.

Should supply from DC NORM BUS and AC ESS BUS (3XP-2) fail, the DC BUS TIE contactor opens and DC ESS BUS is supplied either by the STBY GEN (See AC/DC STAND-BY POWER section), or by the batteries, through the batteries contactors.

DISTRIBUTION The aircraft is fitted fitted with two main DC busbars supplied with 28V DC power: - DC NORM BUS - DC ESS BUS DC NORM BUS

The DC BUS TIE contactor opens automatically: - In the event of an electrical electrical supply loss from from both AC BUS 1 and AC BUS 2 - or when both autopilots autopilots are engaged and LAND LAND mode is selected, selected, to to increase the reliability of the autopilot system during a category III automatic landing - or when a reverse reverse current current >60A >60A is detected in the direction DC ESS BUS/DC NORM BUS.

DC NORM BUS is simultaneously supplied by the two transformer rectifier units TR1 and TR2.


24-82 2482

ATA 24 A300/A310

Electrical System Schematic - DC System


24-83 2483

ATA 24 A300/A310

DC System Controls - ELEC PWR Panel 424VU 1. BAT 1 (or 2 or 3) PUSHBUTTON SWITCHES

2. DC ESS ON BAT LIGHT

Each pushbutton switch controls the operation of the corresponding battery charge controller unit. •

•

AUTO (P/B Switch Pressed-in) The battery charge controller unit is operating. It automatically controls the connection/disconnection of the corresponding battery to the DC ESS BUS by opening/closure of the battery line contactor. The integrated integrated flowbar is in line to indicate the battery line contactor is closed or not visible if it is open. The batteries will be connected to the electrical network: - For the APU starting - As a back-up power in the event of a DC ESS BUS voltage drop below 25V - To be charged by the aircraft electrical network in the event of a battery voltage drop - When both autopilots autopilots are engaged and LAND mode is selected. In normal configuration, the batteries are disconnected from the electrical network.

The DC ESS BUS ON BAT light comes on Amber when the DC ESS BUS is electrically supplied by the batteries only, which informs the crew that the bus will be supplied for a limited time. Illumination Illumination of of DC ESS ON BAT light is accompanied by ECAM activation. 3. DC NORM BUS OFF LIGHT The DC NORM BUS OFF light comes on Amber when the DC Normal Busbar is not electrically supplied. Illumination of the DC NORM BUS OFF light is accompanied by ECAM activation. 4. BAT OVHT LIGHT The BAT OVHT light comes on Amber when the charging current for one of the batteries increases at a rate greater than 0.4A/min with an intensity greater than 10A. This increase is detected by the respective battery charge controller unit, which causes the opening of the corresponding battery line contactor.

OFF/R (P/B Switch released-out) - The OFF/R light comes on white - The battery charge controller unit is not operating and the battery line contactor is open - The flowbar is not visible to indicate the battery is disconnected from the electrical network.


Illumination of the BAT OVHT light is accompanied by SCAM activation. The BAT OVHT light goes off when the BAT pushbutton switch associated with the faulty battery is selected OFF/R. This rearms the battery charge controller unit.

24-84 2484

ATA 24 A300/A310

DC System Controls - ELEC PWR Panel 424VU


24-85 2485

ATA 24 A300/A310

DC System Controls (continued) 5. BAT OVRD PUSHBUTTON SWITCH

6. DC (AMP) INDICATOR

The pushbutton switch allows overriding of the battery charge controller units by forcing the battery line contactors closed. •

•

ON (P/B Switch Pressed-in) - The ON light comes on white - The batteries charge controller units are overridden and all the batteries line contactors are closed - The batteries overheat detection is inhibited. OFF (P/B Switch released-out) - The batteries charge controller units control the opening/closure of the batteries line contactors.

It indicates the charge (CH)/discharge (DCH) current of the power sources selected by the DC (Amp) - DC(V) display rotary selector. The maximum continuous DC (Amp) indication for TR units is 150 A. 7. DC (V) INDICATOR It indicates the voltage at the pick-up points selected by the DC (Amp) - DC (V) display rotary selector. The normal readings are: - for a battery without load: 25 to 28 V - for a battery under load: 23 to 28 V - for a TR unit: unit: 27 to 30 V (White arc) 8. DC (AMP) - DC (V) DISPLAY ROTARY SELECTOR SELECTOR It allows the selection of various pick-up points of the electrical network, to be connected to the DC (Amp) and DC (V) indicators for reading of: - the charge/disch arge current and the voltage of BAT (1-2-3) - TR (ESS-1-2) - the voltage only of ESS BUS.


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DC Controls and Indications


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A300/A310 RH ECAM - ELEC DC PAGE 1. NORM BUS FIGURATION

5. ESS BUS FIGURATION

The figuration is Green when the DC NORM BUS is electrically supplied.

The figuration is Green when when the DC ESS BUS is electrically supplied.

The figuration is Amber when the DC NORM BUS is not electrically supplied.

The figuration is Amber when the DC ESS BUS is not electrically supplied.

2. BAT INDICATION

6. INV INDICATION

The indication is White, but: - becomes Amber when the BAT pushbutton switch is selected OFF/R.

The indication is White when the emergency inverter is operating to supply the AC EMER BUS. 7. TRANSFORMER RECTIFIER UNIT CURRENT INDICATION

3. BATTERY VOLTAGE INDICATION The indication is Green, but: - flashes when the current is <6A.

The indication is Green, but: - becomes Amber when the voltage is <25V or >31V.

8. TRANSFORMER RECTIFIER UNIT VOLTAGE VOLTAGE INDICATION 4. BATTERY CURRENT DIGITAL AND ANALOG INDICATIONS The indication is Green, but: - becomes Amber when the voltage is <25V or >31V.

The indications are Green, but: - become Amber when the current is <-5A.

9. DC BUS TIE LINE A White OFF indicatio n is displayed in place of current indication s when the associated BAT pushbutton switch is selected OFF/R and the battery line contactor is open.


The indication is: - Green when the DC BUS TIE is closed - not visible when the DC BUS TIE is open.

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A300/A310 RH ECAM - ELEC DC PAGE


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A300/ Some A310 DC Power Warning Logic

Depicted below are the various warnings displayed in the flight compartment in the event the fault shown occurs in the aircraft DC power system. Also shown graphically are the different flight phases at which the warnings will or will not be displayed.


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A300/ Some A310 DC Power Warning Logic


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APU APU POWER SECTION


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AC Auxiliary Generation GENERAL The AC auxiliary generation is provided by the APU generator which is able: -

in flight to replace either or both engine generators in case of failure on the ground to supply the aircraft network when no ground power unit is available.

It is cooled by oil spraying and associated with a regulation and protector unit (GCU), the function of which is to: -

regulate the network voltage, control the generator generator while protecting protecting the the network network and and the generator control the different warnings and indicators.

Moreover, the GCU is fitted with a built-in test equipment (BITE) which enables maintenance operations of the system to be facilitated.

The auxiliary generator, directly driven at constant speed by the APU, is a conventional, 3-coaxial component brushless generator: -

PMG, rotating diode pilot exciter, finally, the generator itself.


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APU Generator


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APU Generator Controls and Indications Controls and indications related to the APU generator are located on the flight compartment overhead panel and are transmitted via the GCU.

The effective supply of the aircraft network by means of the battery tie contactor(s) depends on the availability of the other generation sources.

A. Controls and Indications in the Flight Compartment NOTES: - On the ground, the generator line contactor will only close if the ground power unit does not already supply the transfer network: the ground power unit has a priority on the APU generator to supply the aircraft - For reference only, each aircraft network is supplied according to the following priority order: - by its generator - by the ground power unit - by the auxilia ry generator - by the second generator

The operation of the APU generator is controlled by ELEC PWR/APU GEN pushbutton switch with two positions: - OFF/R selected, the pushbutton switch is released out, and the White legend is on: the generator is shut down (deenergized and the line contactor is open) - ON selected, the the pushbutton switch is pressed in, the generator is energized, its rotational speed being high enough - If the electrical parameters are correct, the line contactor closes to supply the transfer circuit.


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AC/DC STAND-BY POWER SECTION


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AC/DC Stand-by Power Generation GENERATOR AC/DC stand-Say genera tion is achieved by a generator drive n at a constant speed by an hydraulic motor powered by the Green system.

GENERATOR CONTROL UNIT (GCU) It is associated with a generator control unit which provides AC voltage and frequency regulation and protection.

The generator is rated at: - AC chan channe nel: l: 5 kVA, kVA, 115 115 V, 400 400 Hz - DC chan channe nel: l: 50A, 50A, 28 V (24 (24 to 30 V)


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AC/DC Stand-by Power Distribution •

When the logical conditions are met, the STBY GEN supplies: - a part of the AC ESS BUS: 3XP-2, and - the AC EMER BUS, and - the DC ESS BUS

Starting without feeding The STBY GEN starts to run as goon as the following conditions are met: - DC NORM BUS is OFF, and - the generator line contactor 2 is opened, and - BAT OVRD pushbutton switch is not not selected selected ON, and - Green hydraulic power is available, and - Aircraft is in flight. • AC power feeding When feeding conditions are met: - no FAULT detected by the STBY GEN GEN generator generator control unit, and - DC STBY power available he AC STBY contactor contactor closes, and AC power supplies the AC ESS BUS (3XP-2), and the AC E MER BUS. • DC power feeding When feeding conditions are met: - no FAULT detected by the STBY GEN GEN generator generator control unit, and - DC STBY power available, and - no APU start attempt, and - LAND RECOVERY pushbutton switch is not selected ON the DC STBY contactor closes, and DC power supplies the DC ESS BUS. After an automatic starting in flight, the two starting condition s DC ESS ON .BAT and aircraft in flight are replaced by a STBY GEN operating condition to maintain the STBY GEN operating (since DC ESS BUS is no longer fed by the batteries) even after landing. APU GEN has priority over STBY GEN to supply the electri cal network, when the main GEN 1 and GEN 2 generation is lost.

AC E SS BUS (3XP-2) 3XP-2 part of AC ESS BUS is normally supplied by AC BUS 1, through the essential transfer contactor 1 and a two-direction switch. Should STBY AC power feeding conditions be met, the two-direction switch automatically: - will split the connection between 3XP-1 and 3XP-2, and AC BUS 1, and - will establish the connection between the AC output of the STBY GEN and 3XP-2. DC ESS BUS DC ESS BUS is normally supplied by: - DC NORM BUS through a DC BUS TIE contactor, and - 3XP-2 through the ESS TR. Should STBY DC power feeding conditions be met, the DC ESS BUS will be supplied: - by the DC output of the STBY GEN, or - the batteries if the BAT OVRD pushbutton switch is selected ON, (the STBY GEN is then deactivated). AC E MER BU S Automatic operation of the STBY GEN is not contro lled by the STBY GEN pushbutton switch (even if the pushbutton switch is broken, as soon as logical conditions will be met, automatic operation of the STBY GEN will start). The pushbutton switch allows, only, to force the STBY GEN starting even if the automatic starting conditions are not met. AUTO (P/B Switch Released-out) Normal position. Automatic starting is not possible on the ground. •


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AC/DC Stand-by Power - Generation and Distribution


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AC/DC Stand-by Power Distribution (continued) •

OVRD (P/B Switch Pressed-in)

FAULT

•

The OVRD light illuminates White to indicate the pushbutton switch is pressed-in.

The FAULT light illuminates Amber when: - A failure (Under Voltage or Under Frequency) is detected by the GCU, or - An anomaly anomaly is detected in the AC Stand-By Stand-By Line Contactor logic.

Either in flight or on the ground, the STBY GEN is forced to run as soon as the following conditions are met: - BAT OVRD pushbutton switch is not selected ON, and - Green hydraulic power is available Feeding of AC ESS BUS (3XP-2), AC EMER BUS and DC ESS BUS by the STBY GEN is achieved in the same way as with the STBY GEN pushbutton switch selected AUTO.

FA UL TS

EFFECTS

Under Voltage

AC an and DC DC St Stand-By Li Line Contactors OPEN Gene Genera rato torr is de-e de-ene nerg rgiz ized ed

Unde Underr Freq Freque uenc ncyy

If the forced starting has been initiated: - In flight, the STBY GEN GEN operation will continue after landing - On the ground, the STBY GEN operation will be limited to 2 minutes (ground test).


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AC/DC Stand-by Power - Generation and Distribution


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EXTERNAL POWER SUPPLY SECTION


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External Power and Maintenance Bus Switch An external power receptacle, located on the lower forward part of the fuselage, in the lengthwise axis, allows the aircraft to be supplied with a three-phase 115/200V - 400 Hz power through the external power line contactor from an electrical ground power unit. A ground power control unit (GPCU) GPCU) automatica lly opens the external power line contactor in the event of: - overvoltag e or undervoltage - overfrequency or underfrequ ency - open phase or phase sequence

MOMENTARILY PRESSED - If the AVAIL light was on, it goes off. The external power line contactor closes and the external power may supply the AC BUS 1 and the AC BUS 2 through both transfer contactors 1 and 2 as long as the external power electrical parameters are normal. The ON light comes on Blue. - If the ON light was on, it goes off. The external power line contactor is open and the AC BUS 1 and AC BUS 2 are n o longer elec trically sup plied.

When the APU GEN power and the external power are simultaneously available, the external power has priority to supply the aircraft.

The AVAIL light comes on Green if the external power electrical parameters are normal.

The engine-driven generator has priority over the APU GEN and the external power to supply the aircraft. A MAINTenance BUS switch (MAINT (MAINT BUS sw) is located on the forward forward cabin circuit circuit breakers panel. panel. It supplies only the service busbars with electrical power when the external power unit is connected to the aircraft (AVAIL light on), but not coupled (ON light off).

MAINTENANCE BUS SWITCH The MAINTenance BUS switch located on the forward Cabin CB Panel controls: - the AC input to the TR2 unit which supplies the DC ground service busbars - and the supply to the AC ground service busbars.

COCKPIT CONTROLS EXT PWR PUSHBUTTON The pushbutton controls the coupling of the aircraft electrical network with an AC external power when: - an external power is connected - and the electrical power is available. AVAIL The AVAIL light comes on Green when: - an AC external power is plugged-in, - the external power electrical parameters being normal, the electrical power is available, and - the external power line contactor is open (the external power does not supply the AC BUS 1 and AC BUS 2).

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•

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ON The switch is magnetically latched if the external power electrical parameters are normal (as long as the AVAIL light is on in the EXT PWR pushbutton). - AC GROUND/FLIGHT GROUND/FLIGHT BUS and and AC AC GROUND GROUND BUS are directly supplied. - DC GROUND/FLIGHT BUS and DC GROUND BUS are supplied through the TR unit 2. Lighting, cargo doors operation, cargo loading and refueling are operative. OFF The ground service busbars are not electrically supplied by the external power as long as the AVAIL light is on.

ATA 24 A300/A310

External Power/MAINT BUS Switch


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MISCELLANEOUS ELECTRICAL AREAS


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A300/A310 Avionics Bay Electronic Rack 80VU


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A300/A310 Ground Power Control Unit (GPCU) BITE Check OVERALL OPERATION The three GCUs and the GPCU are individually responsible for isolating fault conditi ons and storing the results in nonvo latile memory (NVM). (NVM). That data is stored during the flight and retained for display while on the ground. During the flight, there is no communication communication between units since the GPCU is not powered.

A primary feature of BITE is the alphanumeric display located on the GPCU. This is a 24 character readout that displays messages describing what faults have occurred and which area of the system contains the problem.

When the aircraft lands (and power is applied to the GPCU by a switch in the nose gear) the GPCU communications' software is activated. The GPCU then attempts to establish communications with the three GCUs by means of the serial data links. Each GCU is interrogated individually to determine if it has stored any BITE messages during the flight. If any of the units has a BITE message available, the BITE MESSAGE INDICATOR is illuminated and can only be extinguished by pushing a button on the GPCU. No communication takes place between the GCUs at any time.


BITE defines which LRU has failed or if a failure has occurred in the wiring or sensors associated with the Electric Power System of the aircraft.

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A300/A310 GPCU BITE Check


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A300/A310 Electrical Electrical Power Generating System - Fault Isolation


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Maintenance Panel 1. REFUEL ON BAT LIGHT

5. AC PHASE SEL ( A-B-C) ROTARY SELECTOR

The REFUEL ON FEAT light comes on White when the refueling system is electrically supplied by the battery 1.

It allows selection of the AC volt-age phase to be indicated on the AC (V) and FRQ indicators when the AC(V ) -FRQ -LOAD display rotary se lector i s sele cted GEN 1 , GEN 2, APU GEN or EXT PWR.

2. DC BUS TIE CONTACTOR FAULT LIGHT LIGHT The FAULT light comes on White to indicate the DC BUS TIE CONTACTOR has been opened after detection of a reverse current in the DC ESS BUS - DC NORM BUS direction. 3. DC BUS TIE CONTACTOR RESET PUSHBUTTON

The PHASE SEL selector is inoperative in all other positions of the AC(V) -FRQ -LOAD dis play rotary se lector. 6. TR RESET PUSHBUTTONS

The pushbutton allows the rearming of the reverse current detector which controls the DC BUS TIE CONTACTOR and extinguish the FAULT indication. 4. GPCU - BITE DISPLAY LIGHT

Each pushbutton allows the rearming of the corresponding TR protection unit after a failure has been detected and to extinguish the associated FAULT indication. 7. TR1, TR2, TR2, ESS TR, FAULT LIGHTS

The BITE DISPLAY light comes on White to indicate a failure has been detected on the channel of: - GEN 1 - or GEN 2 - or APU GEN - or EXT PWR

A FAULT l ight comes on White when : - a reverse current is detected in the distributio n Busbar/TR unit direction - a TR unit overheat is detected - a no current indication is detected. 8. BAT 1, BAT 2, BAT 3 OVERHEAT LIGHTS A BAT OVH T light comes on White to indicate the charging current for the related battery increases at a rate greater than 0.4A/min.


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Maintenance Panel: ELEC PWR Panel (472 VU)


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A300/A310 Flight Compartment Circuit Breaker (CB) Panels - Location


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A300/Some A310 Electrical Load Distribution - General/Typical


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Some A310 Electrical Load Distribution - General/Typic General/Typical al


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A300/A310 Electrical System - Inspection and Check of Electrical Circuit Inspection/Check of Electrical Circuit

•

Detailed Inspection Open access access doors doors and casings, remove or open the panels, panels, shields and components obscuring other components (if necessary), in order to gain access to wiring, plugs, electrical connections and various system components. Concerning the various components : Remove dust using a vacuum cleaner and clean further if necessary. Check labels and their identificati on. Check attachment and general appearance of components. Concerning wiring : Check identification sleeves or labels for correct condition as well as protective coatings, coatings, insulation and protective fittings. Check condition condition of of wiring (for signs of of ageing, ageing, alteration, alteration, overheating, scaling and deformation which might detrimentally affect wiring performance). Concerning electrical connectors : Disconnect plugs, check their physical and electrical conditions. Make certain that there are no traces of oxydation or corrosion, replace defective components (seals, gaskets, grommets, ferrules etc...) Check the tightness tightness of connections connections to all all electrical electrical accessories, ground bonding leads, ground leads, busbars and terminal bars. Check tightness of non-safetied connectors. Check condition of electrical connector protections in hydraulics compartment. compartment. Replace defective components. Install removed components and restore all equipment to operating condition. •

The inspection/check procedure consists of two distinct operations : A cursory cursory inspection, inspection, which consists consists of a visual examination examination of all components readily visible and which does not necessitate component removal. A detailed inspection, which consists of removing any components which obscure the view of other components, thus permitting a detailed visual examination of all system components.

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Cursory Inspection Check the general outer condition, the the attachment and appearance of the following components : Panels and their equipment Electrical connectors Rack-mounted system components Indicators Electrical bonding leads Check the condition of all wiring (for signs of ageing, alteration, overheating, scaling and deformation which might detrimentally detrimentally affect wiring performance). Replace defective components •

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A300/A310 Static Grounding Positions - Grounding Locations

NOTE: Some A310s have Static Grounding Receptacle located in the High Pressure Ground Connectors Area on RH Air Conditioning Fairing - Fwd Area


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AIRBUS ATA 24 QUICK QUIZ The following quiz covers training areas to further increase your knowledge and skills of the Airbus A300/A310 aircraft and other areas of importance to you... 1. WHAT IS THE POSSIBLE CAUSE WHEN THE

5. NAME THE THREE ELECTRICAL ELECTRICAL BUSSES

DC BUS TIE CONTACTOR FAULT LIGHT

THAT THE AC/DC STANDBY GENERATOR

ILLUMINATES? WHERE IS THE LIGHT

WILL POWER WHEN LOGICAL CONDITIONS

LOCATED? WHAT W HAT COLOR IS IT? IS THE

ARE MET?

CONTACTOR A “RESETTABLE” TYPE? 6. ALL THREE BATTERY PBsw ARE SELECTED 2. WHAT IS THE PURPOSE OF THE APU GCU?

“OFF”, WHICH EQUIPMENT ARE STILL SUPPLIED ELECTRICALLY?

3. WHICH ELECTRICAL BUS RECEIVES ELEC POWER DIRECTLY FROM THE ENGINE AC

7. CONDITION: CONDITION: STATIC INVERTER FAILS TO

GENERATOR WHEN THE OVERRIDE PBsw IS

SUPPLY THE “AC EMER BUS”, WHICH ITEM

SELECTED “ON”?

WOULD YOU POSSIBLY CHECK FIRST? WHERE IS IT LOCATED ON THE AIRCRAFT?

4. WHICH UNIT PROTECTS PROTECTS THE ELECTRICAL NETWORK BY CONTROLLING THE “EPC”

8. WHEN WILL THE IDG AMBER AMBER FAULT LIGHT

(EXTERNAL POWER CONTACTOR)? WHERE

ILLUMINATE DURING ENGINE OPERATION?

IS THE CONTACTOR LOCATED?


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AIRBUS ATA 24 QUICK QUIZ - ANSWER SHEET/NOTES

1.

5.

2.

6.

3.

7.

4.

8.


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THIS PAGE INTENTIONALLY LEFT BLANK ATA 24 - END COURSE CODE - M540000


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Airbus 24 A300 A310 Electrical Power

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