THIS PRESENTATION IS BASED ON THE EASA SYLLABUS

AGK
021B

AIRCRAFT ELECTRICS

OPERATING LIMITATIONS
USE ONLY FOR CATHAY PACIFIC AND
DRAGONAIR

DENNIS RUSSELL
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

INTRODUCTION
The subject of Electrics is difficult to understand and you
will learn stuff that is of no use except for the exam

An aircraft Electrical System

Is really just like a hydraulic or pneumatic system,
producing another form of power for the aircraft to use

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

Operator PRESENTATION

Electrical Systems
OPERATION MANUALS

COMPREHENSIVE
DESCRIPTION

CHECKLISTS

CIRCUIT
DIAGRAMS

NORMAL
Preflight checks and normal
operation
EMERGENCY
Electrical actions will be found in;
Engine failures
Loss of all generators
Loss of electrical busses
ALTERNATE
Disconnecting generators
APU start inflight
will be in the operational
manual

Dennis RUSSELL
EASA SYLLABUS

should be in the manual and

will be taught on type course

INTRODUCTION

Operator PRESENTATION

Electrical Systems
OPERATOR PANELS

CONTROL PANELS

MASTER
CAUTIONS

ECAM
INDICATIONS

WARNING
CAUTION

typically located on
glareshield or front
instrument panels
master cautions will
relate to a number
of systems

advisory and caution

messages
more detailed information

advisory and caution annunciators

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

Operator PRESENTATION

Electrical Systems
Examples;
HYD
GREEN
3000

YELLOW

3000 PSI 3000

ELEC

ELEC

Dennis RUSSELL
EASA SYLLABUS

BLUE

GREEN

ELEC

RAT

EICAS

ECAM

B747-400

A380

INTRODUCTION

A GENERAL DISCUSSION
ABOUT
AIRCRAFT ELECTRICAL SYSTEMS

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

The production of ELECTRICITY

There are six basic methods of producing electricity
Only these two below can produce electrical power in
sufficient quantities for normal aircraft power

MECHANICALLY

GENERATORS and ALTERNATORS

CHEMICALLY

BATTERIES

The remaining methods are employed in aircraft in various

applications as sensors or switches
PRESSURE
FRICTION
LIGHT
HEAT

Dennis RUSSELL
EASA SYLLABUS

PIEZO ELECTRIC CRYSTALS

STATIC ELECTRICITY
PHOTO-ELECTRIC CELLS
THERMOCOUPLES

INTRODUCTION

GENERATING
SOURCE

DIRECT
current (DC)

MAX Volts
0 Volts

ELECTRONS FLOW IN ONE DIRECTION ONLY

GENERATING
SOURCE

ALTERNATING
current (AC)

MAX Volts
0 Volts
MAX Volts

ELECTRONS ALTERNATE THEIR DIRECTION

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

ALTERNATING current
(AC)

DIRECT current
(DC)

SIMPLE

COMPLEX

POWER FOR WEIGHT

LIGHTER WEIGHT

PRODUCTION OF ENERGY

MECHANICAL

YES

STORAGE OF ENERGY

NO

YES

DUAL FUNCTION
STARTER GENERATOR

NO

HEAVY WEIGHT

MECHANICAL
CHEMICAL

Dennis RUSSELL
EASA SYLLABUS

COMPLEXITY

INTRODUCTION

Types of electrical power

DIRECT current
(DC)
Direct Current systems are simple
Energy is easily stored in batteries
Direct current can be produced by chemical and mechanical methods
Once produced Direct Current may be inverted into Alternating Current

ALTERNATING current
(AC)
Alternating Current systems are more complex but offer great versatility and power
AC generation equipment is lighter and more efficient than DC equipment
Energy cannot be stored
Alternating Current is produced by mechanical methods
Once produced Alternating Current may be easily rectified into Direct Current

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

10

Types of electrical power

DIRECT current
(DC)
Is used on cars and smaller aircraft that do not have much electrical
equipment to run
DC motors have to be big and heavy for power output
DC wiring has to be thicker to carry the power, but
DC systems are very simple and they can be run from a battery

ALTERNATING current
(AC)
Is used on large aircraft that have a lot of electrical equipment to run
AC motors are a lot lighter for their power output
AC wiring is thinner and since there is a lot, much lighter, but
AC systems are more complex
Large aircraft will always need a large DC system for DC operated stuff
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

11

To push electrons to all the components we need pressure

ELECTRICAL PRESSURE

VOLTAGE
GENERATING
SOURCE

Depending on the number of components and the

distances involved a suitable electrical pressure is used

DIRECT current (DC)

is delivered from the source at a voltage that suits the
system distribution and the electrical equipment
Source and Equipment for aircraft is normally 28 volts
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

12

To push electrons to all the components we need pressure

ELECTRICAL PRESSURE

VOLTAGE
GENERATING
SOURCE

ALTERNATING current (AC)

is delivered from the source at a voltage that suits the
system distribution and the electrical equipment
Source and Equipment for aircraft is normally 115 volts,
but the B787 runs at 225 volts
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

13

ALTERNATING current
(AC)
is also delivered from the source at a frequency of
cycles per second that suits the electrical equipment
Lower frequencies dont require a great pressure and run equipment OK for domestic use
source and equipment in Australia 60 cycles/sec
source and equipment in America 60 cycles/sec
source and equipment in Hong Kong 50 cycles/sec
Higher frequencies require more pressure but equipment is more responsive, powerful and efficient

Aircraft systems are usually designed in two ways

CONSTANT FREQUENCY SYSTEMS
400 cycles/sec

Dennis RUSSELL
EASA SYLLABUS

VARIABLE FREQUENCY SYSTEMS

350 - 600 cycles/sec

INTRODUCTION

14

Types of electrical power

AC power is delivered at a frequency of cycles per second
Frequency is a result of the generator RPM

Aircraft systems may be designed in two ways

CONSTANT FREQUENCY

This is also called a

frequency wild
system

SOURCE GENERATOR
400 cycles/sec

VARIABLE FREQUENCY
SOURCE GENERATOR
350 - 600 cycles/sec

ELECTRICAL DUDE
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

15

an aircraft Electrical System

Has multiple sources of power for redundancy

NORMAL SOURCES
ALTERNATORS

DC GENERATORS

DC POWER

DC POWER

TRANSFORMER RECTIFIER

AC GENERATORS

AC

TRU

DC POWER

AC POWER

DC
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

16

NORMAL SOURCES
Small aircraft
DC POWER

DC systems only
ALTERNATOR

DC POWER

DC systems only
DC GENS

Medium aircraft
or

AC POWER

AC systems
and
DC systems

AC GENS

DC POWER

DC GENS

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

17

NORMAL SOURCES
Large aircraft

AC systems
and
DC systems
AC POWER

GENERATORS

TRANSFORMER
RECTIFIER
UNITS

DC POWER

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

18

an aircraft Electrical System

All generators have

the same power
output

A single generator
can power most of
the aircraft

Has multiple sources of power for redundancy

A GENERATOR DRIVEN BY EACH ENGINE

AC
GEN

AC
GEN

AC
GEN
A GENERATOR DRIVEN
BY THE APU
AC POWER

AC POWER

AC STUFF

AC STUFF

TRU

TRANSFORMER

TRU RECTIFIER UNITS

DC POWER
DC STUFF

Dennis RUSSELL
EASA SYLLABUS

TRU

DC POWER

All TRUs have the same power output

DC STUFF

INTRODUCTION

19

an aircraft Electrical System

DC
GEN OR
ALT

Has multiple sources of power for redundancy

DC POWER

DC
GEN OR
ALT

AIRCRAFT

When DC generators, alternators or TRUs

work together on the same wire
They MUST be the same voltage

TRU
DC POWER

AIRCRAFT

TRU

HIGHER
VOLTAGE

DC
SOURCE
AIRCRAFT

LOWER
VOLTAGE

DC
SOURCE

The higher electrical pressure will try and

equalise to the other source
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

20

an aircraft Electrical System

Has multiple sources of power for redundancy

AC
GEN

When AC generators work together on the same wire

They MUST be the same voltage

RPMs synchronised

AC POWER

AIRCRAFT

They MUST be the same frequency

AC
GEN

They MUST be RPM synchronised

AC
SOURCE
DIFFERENT
FREQUENCIES

AIRCRAFT

AC
SOURCE

The sources will react against each other and

electrical equipment will not work correctly

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

21

an aircraft Electrical System

Has multiple sources of power for redundancy
AC
GEN

When AC generators work together on the same wire

They MUST be the same voltage
AC POWER

RPMs synchronised

AIRCRAFT

They MUST be the same frequency

AC
GEN

They MUST be RPM synchronised

AC generators each produce 3 separate lines of power called
PHASES (called ABC)

A
B
C

AC
SOURCE

RPMs synchronised

A
B
C

SAME VOLTAGES
SAME FREQUENCIES

AIRCRAFT

SAME PHASE TIMING

AC
SOURCE

The PHASE timing sequence must be

synchronised before they can join together
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

22

in an aircraft Electrical System

When AC generators work together on the same wire they MUST be RPM synchronised
RPMs syncronised
AC
GEN

AC
GEN

AC
GEN
A GENERATOR
DRIVEN BY THE APU

AC POWER

AC POWER

APU AC generators can NEVER work together on the same wire with an engine generator
RPMs syncronised
AC
GEN

AC
GEN

AC
GEN
A GENERATOR
DRIVEN BY THE APU

AC POWER

AC POWER

They CANNOT be RPM synchronised

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

23

an aircraft Electrical System

Can be designed as a SPLIT or PARALLELED system
SPLIT

AC
GEN

PARALLELED

AC
GEN

AC
GEN
AC
GEN

each GEN independently provides power

to 50% of total load
generators DO NOT need to be synchronized

Dennis RUSSELL
EASA SYLLABUS

AC
GEN
AC
GEN

all GENs working together provide power

to 100% of total load
generators DO need to be synchronized

INTRODUCTION

24

Split Electrical Systems

AC BUS 2

AC BUS 1

AC
GEN

AC
GEN

50%
AC
GEN

50%

OFF

Electrical Systems can be operated SPLIT so that it is like two having separate systems

AC BUS 2

AC BUS 1

AC
GEN

AC
GEN

AC
GEN

100%

OFF

If one generator is lost the other will automatically take over

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

25

Split Electrical System

AC BUS 2

AC BUS 1

AC
GEN

AC
GEN

AC
GEN

100%

OFF

If one generator is lost the other will automatically take over

AC BUS 2

AC BUS 1

AC
GEN

IN-FLIGHT
START
AC
GEN

AC
GEN

50%

50%

AND then the APU can be started to replace the failed generator
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

26

Parallel Electrical System

AC BUS 1

AC
GEN

AC BUS 2

25%

AC
GEN

AC BUS 3

25%

AC
GEN

AC BUS 4

25%

AC
GEN

25%

Electrical Systems can be operated in PARALLEL to share total load equally

AC BUS 1

AC
GEN

33%

AC BUS 2

AC BUS 3

AC
GEN

AC
GEN

AC BUS 4

33%

AC
GEN

33%

If one generator is lost the others just share the extra load
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

27

Parallel Electrical System

PARALLEL systems can be operated SPLIT for ground operations

APU
GEN

50%

Dennis RUSSELL
EASA SYLLABUS

50%
AC BUS 1

AC BUS 2

AC BUS 3

AC BUS 4

AC
GEN

AC
GEN

AC
GEN

AC
GEN

GND
POWER

INTRODUCTION

28

EMERGENCY SOURCES
Small aircraft

DC systems only
BATTERY

DC systems only
Medium aircraft

BATTERIES

or
AC systems
and
DC systems
BATTERIES

EMERGENCY power sources are only available to very important equipment

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

29

EMERGENCY SOURCES
Large aircraft

BATTERIES

INVERTERS

EMERGENCY GENERATORS
DRIVEN BY
HYDRAULICS

DC POWER

AC POWER

AC systems
and
DC systems

DRIVEN BY
RAM AIR

AC POWER

AC POWER

EMERGENCY power sources are only available to very important equipment

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

30

an aircraft Electrical System

has EMERGENCY sources of power

AC
GEN

AC
GEN
AC
GEN

AC
GEN

AIR DRIVEN
GENERATOR

AC POWER
IMPORTANT
AC STUFF

TRU

TRU

TRU

INV
INVERTER
DC POWER

BAT
Dennis RUSSELL
EASA SYLLABUS

BATTERIES

BAT

IMPORTANT
DC STUFF

INTRODUCTION

31

an aircraft Electrical System

has external sources of power for preflight

GROUND SERVICING SOURCES

MOBILE POWER CARTS

GENERATOR

FIXED UNDERGROUND POWER AT THE AEROBRIDGES

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

32

an aircraft Electrical System

Large aircraft can normally accept up to two ground power inputs simultaneously

They deliver AC POWER

MAINTENANCE DUDE

DC POWER is created by the aircrafts own electrical system

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

33

an aircraft Electrical System

has multiple services to operate

ELECTRICAL SERVICES
LIGHTING

COMMUNICATIONS

FOOD and DRINKS

FUEL SYSTEMS

INSTRUMENTS

MOVIES

NAVIGATION
PRESSURISATION

ICE PROTECTION
FLIGHT CONTROLS

HYDRAULICS

AIRCONDITIONING
OXYGEN
Dennis RUSSELL
EASA SYLLABUS

COMPUTERS

INTRODUCTION

34

In an aircraft Electrical System

The equipment or services that use electrical power are referred to as LOADS
some LOADS are more important than others
So we prioritise the LOADS onto different distribution points called BUS BARS or BUSSES

ENTERTAINMENT

GALLEYS

FUEL PUMPS

FLAPS

NAVIGATION

DONT GIVE A SHIT

IMPORTANT

UTILITY AC BUS

MAIN AC BUS 1

COMMERCIAL
AC BUS
UTILITY DC BUS
COMMERCIAL
DC BUS

MAIN AC BUS 2
MAIN DC BUS 1
MAIN DC BUS 2

RADIOS

INSTRUMENTS

REALLY IMPORTANT

ESSENTIAL AC BUS
VITAL AC BUS
ESSENTIAL DC BUS
HOT BATTERY BUS

The busses are named in a way to indicate their importance

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

35

An electrical BUS is a distribution point similar to a manifold

POWER IN

INDIVIDUAL EQUIPMENTS

BUS BAR (COPPER)

POWER IN

INDIVIDUAL EQUIPMENTS

BUS

BAR

INDIVIDUAL EQUIPMENTS

it receives electrical power IN from a single or couple of points and then

distributes the power OUT to other smaller buses or individual equipment

Dennis RUSSELL
EASA SYLLABUS

MAJOR SYSTEM COMPONENTS

36

DC BATTERY BUS

an aircraft
Electrical
System

BAT 1

BAT 2

DC ESSENTIAL BUS

DC BUS 1

BUS BARS
or
BUSSES

HOT BUS 2

HOT BUS 1

INV
TRU
1

TRU
2

ESS
TRU

REALLY
IMPORTANT
ONES

AC ESSENTIAL
BUS

EMER
GEN

Dennis RUSSELL
EASA SYLLABUS

DC BUS 2

AC BUS 1

AC BUS 2

AC
GEN 1

AC
GEN 2

EXT PWR

APU
GEN

INTRODUCTION

37

an aircraft Electrical System

Prioritises the electrical services (loads) into groups

NORMAL OPERATIONS

MINIMUM EQUIPMENT
REQUIRED FOR SAFE
OPERATION OF THE AIRCRAFT

MINIMUM REQUIRED TO FLY AND

LAND THE AIRCRAFT SAFELY
EQUIPMENT THAT PROVIDES
EMERGENCY OPERATION OF
SYSTEMS

EQUIPMENT ONLY USED FOR GROUND

SERVICING OF THE AIRCRAFT

Dennis RUSSELL
EASA SYLLABUS

NON-ESSENTIAL
EQUIPMENT

ESSENTIAL
EQUIPMENT

VITAL
EQUIPMENT

SERVICE
EQUIPMENT

Passenger stuff food,

entertainment, seat reclines etc

some fuel pumps, hyd pumps,

actuators, navigation, instruments,
radios, radar, pressurisation,etc.

engine control, Captains flight instruments,

instrument lighting, radio, pressurisation, etc.
fire extinguishers, gear extension,
emergency lighting, .

cargo doors, APU start, service hydraulic

pumps, etc

INTRODUCTION

38

Aircraft Electrical Systems

FLUID SYSTEMS

ELECTRICS

PRESSURE

VOLTAGE

FLOW RATE

AMPERAGE

PUMP RPM

MEASUREMENTS AND
INDICATIONS OF POWER

NUMBER OF PUMPS

FREQUENCY
PHASE

RESTRICTIONS IN THE SYSTEM

RESISTANCE

CONSUMPTION OF EQUIPMENT

WATTS

RESISTANCE TO PUMP OPERATION

IMPEDANCE

Analogies can be made about most electrical terms

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

39

an aircraft Electrical System

UNITS OF MEASUREMENT for power

PRESSURE

EQUALS

DC VOLTAGE
AC VOLTAGE

PUMP OUTPUT

RATE OF FLOW
(CURRENT)

GEN OUTPUT

EQUALS

DC AMPERAGE
AC AMPERAGE

Electrical stuff has a couple more UNITS OF MEASUREMENT for power

GEN OUTPUT

AC FREQUENCY
AC PHASE

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

40

In an aircraft Electrical System

PRESSURE

EQUALS

DC VOLTAGE
AC VOLTAGE

If I want to push a fluid a long way, through multiple restrictive

pipes with plenty of flow I will need a high pressure
To push DC power around a car I only need 12 volts
To push DC power around most aircraft I need 28 volts

To push AC power around an aircraft I need 115 volts

To push AC power around a house in Australia I get 240 volts
To push AC power from a power station in
Victoria to South Australia I need 133,000 volts
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

41

In an aircraft Electrical System

RATE OF FLOW
(CURRENT)

DC AMPERAGE

EQUALS

In hydraulics if I want more

power I need bigger pistons

AC AMPERAGE
In electrics if I want more power
I need bigger equipment
MOTOR

BIGGER
MOTOR

This means a greater flow rate

to fill the cylinder in the same
time as before

Which means a bigger pump

Dennis RUSSELL
EASA SYLLABUS

This means a greater flow rate

to power the equipment
GEN

TRU

GEN

TRU

BATT

BATT

Which means a bigger power source

INTRODUCTION

42

In an aircraft Electrical System

POWER BY RPM
In an engine the RPM results in a
certain value of output power

EQUALS

AC FREQUENCY
(CYCLES PER SECOND)

The AC generator provides a pulse (cycle) of

current to the aircrafts electrical system

1 sec

1000 RPM

There will be so many pulses or

cycles per second

If we increase RPM the

power output increases

Increasing the speed of the

generator has the same effect

1 sec

8000 RPM
Increasing the RPM in both cases also increases heat
and the cooling of the machine becomes essential
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

43

AC FREQUENCY
(CYCLES PER SECOND)
FREQUENCY or cycles per second is a function of generator RPM

Aircraft systems are usually designed in two ways

CONSTANT FREQUENCY

VARIABLE FREQUENCY

SOURCE GENERATOR
400 cycles/sec

SOURCE GENERATOR
350 - 600 cycles/sec
This is also called a
frequency wild
system

FREQUENCY
CONVERTER

ALL EQUIPMENT
400 cycles/sec

Dennis RUSSELL
EASA SYLLABUS

ELECTRICAL DUDE

SOME EQUIPMENT
400 cycles/sec

SOME EQUIPMENT
350-600 cycles/sec

INTRODUCTION

44

AC FREQUENCY
(CYCLES PER SECOND)

VARIABLE FREQUENCY

FREQUENCY or cycles per second is a function of generator RPM

ENGINE RPM VARIES WITH
THRUST SETTING

This generator is connected directly to the

gearbox and changes RPM with the engine

VARIABLE
RPM

VARIABLE
FREQUENCY
350 - 600 cycles/sec

90 Kva

FREQUENCY
CONVERTERS

Dont care what

cycle/sec
EQUIPMENT

400 cycle/sec
EQUIPMENT

Any equipment that needs 400 cycles/sec gets it from frequency converters
These systems are usually on found on turbo-prop medium sized aircraft

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

45

AC FREQUENCY
(CYCLES PER SECOND)

CONSTANT FREQUENCY

FREQUENCY or cycles per second is a function of generator RPM

ENGINE RPM VARIES WITH
THRUST SETTING

This generator needs a special drive unit to maintain a constant RPM

CONSTANT
RPM
90 Kva

CONSTANT
FREQUENCY
400 cycles/sec

ALL
AC
EQUIPMENT

CONSTANT
SPEED DRIVE

Constant Speed Drives are heavy, complex and use oil pressure to work
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

46

AC FREQUENCY
(CYCLES PER SECOND)

CONSTANT FREQUENCY

FREQUENCY or cycles per second is a function of generator RPM

CONSTANT
SPEED DRIVE
CONSTANT
RPM

CSD

CONSTANT
FREQUENCY
400 cycles/sec

ALL
AC
EQUIPMENT

90 Kva

OLDER aircraft used CONSTANT SPEED DRIVES

INTEGRATED DRIVE
GENERATOR

IDG

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

ALL
AC
EQUIPMENT

90 Kva

more MODERN aircraft use INTEGRATED DRIVE GENERATORS

Very MODERN aircraft are shifting to variable frequency systems
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

47

AC FREQUENCY
(CYCLES PER SECOND)

CONSTANT FREQUENCY

PARALLELED

MAIN ENGINE driven generators NEED CSDs or IDGs to maintain a constant RPM

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

90 Kva

CSD

MAIN ENGINE driven generators are RPM SYNCHRONIZED EXACTLY

so they may work together on the same line for a paralleled system

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

90 Kva

CSD

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

48

AC FREQUENCY
(CYCLES PER SECOND)

CONSTANT FREQUENCY

APU driven generators DO NOT NEED CSDs or IDGs as the APU runs at a constant speed
APU RPM CONSTANT (100%)

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

90 Kva

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

49

AC FREQUENCY
(CYCLES PER SECOND)

CONSTANT FREQUENCY

MAIN ENGINE driven generators NEED CSDs or IDGs to maintain a constant RPM

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

90 Kva

BUT YOU CAN NEVER, EVER, EVER connect them together on the same BUS
APU RPM cannot be synchronised exactly with a main generator CSD or IDG
APU RPM CONSTANT (100%)

CONSTANT
RPM

CONSTANT
FREQUENCY
400 cycles/sec

90 Kva

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

50

In an aircraft Electrical System

AC PHASE
a PHASE is a stream or line of AC power
We only need one PHASE to work equipment

SINGLE PHASE
EQUIPMENT

Some equipment works more efficiently and is

more powerful using more than a single PHASE

We could use three single phase generators

THREE PHASE
EQUIPMENT

however
There is enough space inside a single generator to produce three PHASES
THREE PHASE
EQUIPMENT
SINGLE PHASE
EQUIPMENT

And we can always just use one PHASE for single phase equipment
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

51

In an aircraft Electrical System

INV

When you look at the AC power

part of an electrical schematic,
each LINE represents
3 PHASE power

TRU
1

And all of the BUSSES are

3 PHASE busses

AC BUS 1

AC BUS 2

AC
GEN 1

AC
GEN 2

And each SOURCE produces

3 PHASE power at
115 Volts and
400 Cycles/Sec

The aircraft will have both

Dennis RUSSELL
EASA SYLLABUS

TRU
2

ESS
TRU
AC ESSENTIAL
BUS

EMER
GEN

SINGLE PHASE
EQUIPMENT

EXT PWR

and

APU
GEN

THREE PHASE equipment

EQUIPMENT

INTRODUCTION

52

an aircraft Electrical System

has AC LOADS and DC LOADS
There are three types of
AC LOADS
RESISTANCE
LOADS

CAPACITANCE
LOADS

INDUCTANCE
LOADS

These loads contain

RESISTORS
and are typically
LIGHTING
HEATING

These loads contain

CAPACITORS
and are typically
ELECTRIC MOTORS
SENSORS

These loads contain

INDUCTORS
and are typically
ELECTRIC MOTORS
TRANSFORMERS

GEN

CURRENT
FLOW

These loads
LOVE GETTING POWER AND
CONVERTING IT TO HEAT

GEN

GEN

CURRENT
FLOW

These loads
WILL TAKE POWER BUT
REACT AGAINST IT A LITTLE BIT

CURRENT
FLOW

These loads
WILL TAKE POWER BUT
REACT AGAINST IT A LITTLE BIT

REACTIVE LOADS
Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

53

an aircraft Electrical System

is an ABSOLUTELY VITAL system needed to land the aircraft safely

This is particularly true in modern fly by wire aircraft
as the engine and flight controls are all electronic
Additionally, in modern aircraft, more and more electrical
power is used to replace older systems that used pneumatics

ELECTRICAL PROBLEMS
and
EMERGENCIES
Let us have a closer look at electrical system redundancy

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

54

an aircraft Electrical System

is unlikely to suffer a total loss of power

(but it can happen, ask Qantas)
The most common problems that can occur to electrical systems are
engine shutdowns
generator failures
switching failures
lightning strikes
battery overheats
physical damage to circuits
shit happens situations
Dennis RUSSELL
EASA SYLLABUS

(ask Qantas)
(ask Qantas)
INTRODUCTION

55

an aircraft Electrical System

G

TRU TRU TRU

AC SYSTEMS

BAT

BAT

BAT

has many redundant features

DC SYSTEMS

ENGINE DRIVEN GENS

TRU TRU TRU

G APU DRIVEN GEN

AIRBUS

BAT

TRANSFORMER/RECTIFIER UNITS

BAT

AIRCRAFT BATTERIES

BAT

APU BATTERY

G RAT DRIVEN GEN

DC to AC INVERTER

G ENGINE DRIVEN GENS

G APU DRIVEN GEN

G BACK-UP ENGINE DRIVEN GENS

G RAT DRIVEN GEN

TRU TRU TRU

BOEING

TRANSFORMER/RECTIFIER UNITS

BAT

AIRCRAFT BATTERY

BAT

APU BATTERY

DC to AC INVERTER

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

56

an aircraft Electrical System

having a bad day

NORMAL

No problemo Other generator and

start the APU

In deep shit
Now we have a problem
single generator
Better divert somewhere

RAT generator
not much power
Better land somewhere

BAT

Dennis RUSSELL
EASA SYLLABUS

In really deep shit

have to land or
ditch in 30 mins

INTRODUCTION

57

an aircraft Electrical System

having a bad day
like hydraulics can save power for the IMPORTANT LOADS
by off-loading BUSSES with un-important loads
This is called LOAD SHEDDING and it occurs automatically
and

AC LOAD SHEDDING

DC LOAD SHEDDING

In deep shit
RAT generator
not much power
NON ESSENTIAL STUFF
Oven power (galley power)
Inflight entertainment
Electric hydraulic pumps
HF radios
Some windshield heating
Some fuel boost pumps

Better land somewhere

BAT

Dennis RUSSELL
EASA SYLLABUS

In really deep shit

have to land or
ditch in 30 mins

INTRODUCTION

58

an aircraft Electrical System

having a bad day
like a hydraulic brake system has some stored pressure in an accumulator
The AIRCRAFT BATTERY
Some aircraft have two or three

DC POWER

DC

Aircraft battery power

IS REQUIRED to last for at least 30 mins

The aircraft battery will power the

INVERTER for AC POWER
INV
G

AC
Basic (standby) flight instruments
Basic navigation
Basic instrument lighting
VHF communication
Dennis RUSSELL
EASA SYLLABUS

BAT

In really deep shit

have to land or
ditch in 30 mins

INTRODUCTION

59

an aircraft Electrical System

having a bad day
Even if we CRASH or DITCH power is still available

Emergency Lighting
+

DURACELL ALKALINE BATTERY

Emergency Locators

DURACELL ALKALINE BATTERY

Emergency Radios

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

60

Some other general info about

aircraft electrical systems

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

61

The power of electrical sources

The power output of an AC GENERATOR is stated in Kilo/Volt/Amps
KVA and obviously the bigger the aircraft the more power is needed

B767

90 KvA

MAIN

B777

120 KvA

90 KvA

20 KvA

20 KvA

BACKUP BACKUP
MAIN

APU

EMERGENCY

MAIN

120 KvA

90 KvA

5
KvA

7.5
KvA

120 KvA

APU

EMERGENCY

MAIN

120 KvA
APU

A380

150 KvA

150 KvA

150 KvA
120 KvA

MAIN

Dennis RUSSELL
EASA SYLLABUS

150 KvA

MAIN

MAIN

APU

MAIN

INTRODUCTION

62

The power of electrical sources

The power output of a DC SOURCE is stated in Amperes AMPS and
obviously the bigger the aircraft the more power is needed

B777
30 AMPS

30 AMPS

30 AMPS

30 AMPS

76 AMPS

76 AMPS

76 AMPS

76 AMPS

30 AMPS

B747

Normally ONE of the TRUs is reserved for the ESSENTIAL DC BUS only

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

63

The power of electrical sources

The power output of an BATTERY is stated in Amperes per Hour AMP/HRS
and obviously the bigger the aircraft the more power is needed

A330

B777

37
AMP/HRS

37
AMP/HRS

37
AMP/HRS

AIRCRAFT

AIRCRAFT

APU

47
AMP/HRS
AIRCRAFT

47
AMP/HRS
APU

Aircraft battery power IS REQUIRED to last for at least 30 MINUTES

when operating the vital equipment in an emergency

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

64

Control of Normal Generators

From the cockpit control panels we can
Disconnect the generator from the
engine if the drive is malfunctioning
(cannot be reset in flight)
RIGHT
AC GEN

LEFT
AC GEN

Turn the generator OFF

APU
AC GEN

Connect and Disconnect

the generator from the
Generators BUS

Turn the generator OFF

RIGHT AC BUS

LEFT AC BUS
Connect and Disconnect
the APU generator from
the TIE BUS

Connect and Disconnect

the Main bus from the
TIE BUS

TIE BUS

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

65

Control of Emergency Generators

From the cockpit control panels we can

Deploy the RAT

automatically or by
the crew

MIN 130 KTS

REQUIRED FOR
OUTPUT

HYD
PUMP

Emergency generator
powered by RAT
EMERGENCY
FLIGHT CONTROLS
PRESSURE

NORMAL HYD SYSTEM

Emergency generator
powered by hydraulics

HYD
MOTOR

PRESS
UNLKD

RAT

GEN

HYD
PUMP
EMERGENCY
FLIGHT CONTROLS
PRESSURE

Connect and Disconnect the

emergency generator from
the ESSENTIAL BUS

GEN

ESSENTIAL AC BUS

Dennis RUSSELL
EASA SYLLABUS

Hydraulic motor can be

powered from normal
hydraulics or the RAT

RAM AIR
TURBINE

There are two common

configurations used for
emergency generators

ESSENTIAL AC BUS

INTRODUCTION

66

MAIN ELECTRICAL CENTRE

CARGO

FUEL

W/WELL

APU

CARGO

W/WELL

AIRCRAFT BATTERIES

MAY BE ACCESSED
IN FLIGHT

APU BATTERY

MAIN ELECTRICAL CENTRE

Major POWER, Relays and Contactors
AVIONICS BAY

Most of the serious power

components and distribution to the
rest of the aircraft comes from here
MAY BE ACCESSED
FROM THE GROUND

In modern aircraft all the circuit

breakers are located in here

There will be other smaller electrical centres at other parts of the aircraft

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

67

The flow of ELECTRICITY

This is the direction in which electrons actually flow

ELECTRON FLOW

CONVENTIONAL CURRENT FLOW

In circuit diagrams and electrical descriptions of equipment expect conventional flow to be shown

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

68

SERIES wired

ALKALINE BATTERY

- DURACELL

ALKALINE BATTERY

- DURACELL

The terms SERIES and PARALLEL

Dennis RUSSELL
EASA SYLLABUS

PARALLEL wired

INTRODUCTION

69

EASA -ATPL
021B
Electrics

Dennis RUSSELL
EASA SYLLABUS

INTRODUCTION

70