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AIRCRAFT MAINTENANCE MANUAL
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Chapter Section Subject
ELECTRICAL POWER LIST OF EFFECTIVE PAGES Chapter Section Subject

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ELECTRICAL POWER TABLE OF CONTENTS Chapter Section Subject 240000 1
Subject ELECTRICAL POWER GENERAL Description and Operation Description General Bus System Control Panels Circuit Breaker Panels Maintenance Practices Safety Precautions General Electrical/Electronic Safety Precautions Electrostatic Discharge Safety Precautions AC POWER GENERAL Description and Operation General AC VARIABLE FREQUENCY GENERATOR SYSTEM (MOD 8/0346 AND S.O.O. 8110) Maintenance Practices Removal/Installation Remove AC Generator Install AC Generator Adjustment/Test Initial Conditions Operational Test
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Subject AC VARIABLE FREQUENCY SYSTEM Description and Operation Description General Generator Generator Control Unit (GCU) AC Contactor Box Contactors Current Transformers AC Control AC Power Monitoring System Operation General Generator Operation Test AC Power Monitor System Abnormal Operation External Power Operation Maintenance Practices Removal/Installation Adjustment/Test Initial Conditions Operational Test AC CONTACTOR BOX Description and Operation Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of the AC Contactor Box Adjustment/Test Operational Test Of The External Power A. C. Bus Contactors and Associated Current Transformers
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Subject Procedure Operational Test Of The A. C. Bus Contactor and Associated Current Transformers Procedure Operational Test Of The External Power Protection Unit Procedure Operational Test Of The Remote Control Circuit Breaker (Pre Mod 8/2120) Producer Operational Test Of The K3 Relay (Post Mod 8/2120) Procedure Operational Test Of The A. C. Current Transformers Procedure Operational Test Of The Generator Control Units, Bus Contactors (GCU) and Associated Current Transformers AC SYSTEM CONTROL PANEL Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of the AC System Control Panel Adjustment/Test AC CONTROL PANEL Maintenance Practices Effectivity: ON A/C ALL General
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Subject Removal/Installation of the AC Control Panel Adjustment/Test AC 400 HZ SYSTEM Description and Operation Description General Static Inverters Paralleling Control Box Inverter Warning Control Box Autotransformers Caution Lights Inverter Control Power Monitoring Operation Normal Operation Test AC Power Monitor System Inverter Failure 26 Volt AC Bus Failure Maintenance Practices General Primary Inverter Removal/Installation Removal of the Primary Inverter Installation of the Primary Inverter Secondary Inverter Removal/Installation Removal of the Secondary Inverter Installation of the Secondary Inverter Auxiliary Inverter Removal/Installation Removal of the Auxiliary Inverter Installation of the Auxiliary Inverter Adjustment/Test
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Subject Initial Conditions Operational Test 26 VAC AUTOTRANSFORMER Maintenance Practices Effectivity: ON A/C ALL General Removal of the Autotransformer Installation of the Autotransformer Operational Test of the Autotransformer DC POWER SYSTEM GENERAL Description and Operation Description General Bus System DC GENERATION SYSTEM Description and Operation Description General StarterGenerator Generator Control Unit Bus Bar Protection Unit Current Transformers DC Contactor Box DC Control DC Power Monitor System TransformerRectifier Units Operation General Generator Operation
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Subject TRU Operation External DC Power Test DC Power Monitor System Failure Conditions Maintenance Practices Removal/Installation StarterGenerator Inspection/Check StarterGenerator Brushes Adjustment/Test Operational Test Generators DC GENERATION SYSTEM Maintenance Practices General Removal/Installation Remove the current limiter Install the current limiter BUS BAR PROTECTION UNIT Maintenance Practices BUS BAR PROTECTION UNIT REMOVAL INSTALLATION Bus Bar Protection Unit Removal Remove the Bus Bar Protection Unit (BBPU) as follows: Bus Bar Protection Unit Installation Install the Bus Bar Protection Unit (BBPU) as follows: Close Out
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Subject DC GENERATOR CONTROL UNIT Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of DC Generator Control Unit Removal of DC Generator Control Unit (GCU) Installation of the DC Generator Control Unit TRANSFORMER RECTIFIER UNIT Maintenance Practices Renoval/Installation Remove Transformer Rectifier Unit (TRU) Install Transformer Rectifier Unit (TRU). Adjustment/Test Operational Test Transformer Rectifier Units (TRU) DC SYSTEM CONTROL PANEL Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of the DC System Control Panel Adjustment/Test DC CONTROL PANEL Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of the DC Control Panel Adjustment/Test
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Subject DC CURRENT SHUNTS Maintenance Practices General Equipment and Materials Removal of the DC Current Shunts Installation of the DC Current Shunts BATTERY SYSTEM Description and Operation Effectivity: ON A/C ALL Description General Battery Control Circuit Operation Maintenance Practices Effectivity: ON A/C ALL Removal/Installation General Remove Battery Install Battery Removal/Installation General Remove Battery Install Battery Adjustment/Test Initial Conditions Operational Test BATTERY VENTING SYSTEM Description and Operation Effectivity: ON A/C ALL General
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Subject Maintenance Practices Effectivity: ON A/C ALL Removal/Installation Remove Battery Sump Jar Install Battery Sump Jar Inspection/Check Check Battery Venting System Cleaning/Painting Clean Battery Sump Jar BATTERY TEMPERATURE MONITOR SYSTEM Description and Operation Effectivity: ON A/C ALL Description Battery Temperature Monitor Temperature Sensors Overheat Lights Electrical Power Operation Self-Test Maintenance Practices Effectivity: ON A/C ALL Removal/Installation General Adjustment/Test Operational SelfTest BATTERY CHARGER SYSTEM (SOO 8095) Description and Operation Effectivity: ON A/C ALL Description General
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Subject Operation General Maintenance Practices Effectivity: ON A/C ALL Removal/Installation General Remove Isolation Diode (CR1) Install Isolation Diode (CR1) Remove Temperature Sensor Switches Install Temperature Sensor Switches Adjustment/Test Operational Test, Battery Charger System EXTERNAL POWER Description and Operation Effectivity: ON A/C ALL General External DC Power Description Operation External AC Power Description Operation Maintenance Practices Effectivity: ON A/C ALL Adjustment/Test Operational Test DC External Power Operational Test External Power, DC Through TRUs Operational Test AC External Power
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Subject APU DC GENERATION Description and Operation Effectivity: ON A/C ALL Description Power Supplies and Grounds Operation General Normal Operation Power Monitoring Fault Indications Maintenance Practices Effectivity: ON A/C ALL Removal/Installation Adjustment/Test Operational Test APU DC GENERATOR CONTROL UNIT (GCU) Maintenance Practices Effectivity: ON A/C ALL General Removal/Installation of APU DC Generator Control Unit Removal of APU DC Generator Control Unit (GCU) Installation of the APU DC Generator Control Unit ELECTRICAL LOAD DISTRIBUTION Description and Operation Effectivity: ON A/C ALL General Circuit Breaker Panels
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Subject Left DC Circuit Breaker Panel Right DC Circuit Breaker Panel 115V AC VARIABLE FREQUENCY Circuit Breaker Panel Avionics Circuit Breaker Panel STANDBY POWER UNIT, AC POWER CONTROL Maintenance Practices Effectivity: ON A/C 402, 404408, 410, 412, 414416, 420, 422423, 438, 442443, 451, 458, 462, 464, 466467, 474, 481, 483, 485, 487, 489, 491, 493, 495, 499, 503, 505, 508, 517, 519, 521, 523, 525, 527, 531535, 538539, 543546, 548549, 552557, 560565, 567571, 573578, 580592, 594605, 607611, 613625, 627636, 638645, 647648, 650654, 656660, 662663, 667672 General Removal/Installation of AC Power Control Unit For The SPU HYD. Removal of AC Power Control Unit Installation of AC Power Control Unit Removal/Installation of the Contactor Relay (2921K1) Removal of Contactor Relay Installation of Contactor Relay
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ELECTRICAL POWER GENERAL 1. Description A. General Electrical Power Systems Electrical Power is provided by the following systems: (1) A directcurrent (dc) generation system which provides 28 volts, generated by two enginedriven dc startergenerators and from a variable frequency ac system through two transformerrectifier units. These power sources are supplemented by two nickelcadmium (Nicad) batteries, one of 40 amperehour capacity, the other of 15 amperehour capacity. (Two 40 amperehour batteries with SOO 8070 incorporated). Provisions are included to power the system from an external (ground) power source. (2) The ac variable frequency power system provides 115/200 volts, 3phase alternating current power from two enginedriven ac generators. Provisions are also included to power this system from an external (ground) power source. (3) An ac 400 Hz system provides 115 volts single phase power, generated by three solidstate inverters using 28 volts dc input. Two stepdown autotransformers with 115 volt input from the inverter system provide 26 volts 400 Hz single phase power. B. Bus System Electrical power is distributed by the following bus system: (1) L and R DC Essential buses. (2) L and R DC Main buses. (3) L and R DC Secondary buses. (4) L and R AC 115V, 400 Hz buses. (5) L and R AC 26V, 400 Hz buses. (6) L and R AC 115/200V Variable Frequency buses. For emergency purposes, certain equipment is connected directly to the main battery, which is one of the power sources for the dc bus systems. C. Control Panels The electrical power systems are controlled by switches on the DC CONTROL and AC CONTROL panels on the overhead console. Adjacent to the two control panels are two power monitoring panels labeled DC SYSTEM and AC SYSTEM respectively, which provide digital voltage and load readouts for the systems. D. Circuit Breaker Panels Circuit breaker consoles are installed beside the pilot and copilot seats, outboard side. The circuit breaker panels for the dc main, essential and secondary buses are mounted on the top surfaces; left buses on the pilot side, right buses on the copilot side. The consoles each contain three shelves which mount the 400 Hz inverters and other powerrelated equipment. The avionics circuit breaker panel is mounted above and behind the pilots circuit breaker console, on the rear flight compartment bulkhead at Station X 111.05. The 115 V ac variable frequency circuit breaker panel is mounted on the copilots side in
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a similar position on the rear flight compartment bulkhead. Refer to ELECTRICAL LOAD DISTRIBUTION for details.
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ELECTRICAL POWER COMPONENT LOCATION Figure 1 (Sheet 1 of 2)

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ELECTRICAL POWER COMPONENT LOCATION Figure 1 (Sheet 2 of 2)

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See Effective TR
ELECTRICAL POWER MAINTENANCE PRACTICES 1. Safety Precautions A. General Unless detailed on applicable maintenance practices, removal and installation procedures for electrical equipment are considered selfevident. Equipment grounding and bonding surfaces must be cleaned to ensure good conductivity, and after installation any bared surfaces must be refinished. B. Electrical/Electronic Safety Precautions WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. The following safety precautions must be observed before removal or installation of electrical equipment, or unless otherwise detailed, when carrying out maintenance practices on electrically controlled or operated equipment in the aircraft. (1) Obey all local safety regulations during electrical system maintenance. (2) Make sure that the aircraft is correctly grounded. Connect a static ground to the aircraft at the grounding point on one of the two main landing gear drag strut crossbeams. (3) Make sure that the BATTERY MASTER, MAIN BATT, AUX BATT, and EXT PWR switches on the DC CONTROL panel and AC CONTROL panel are set to the OFF position. (4) Tag each switch that is in the OFF position as follows:
WARNING: DO NOT MOVE THIS SWITCH FROM THE OFF POSITION UNTIL THE MAINTENANCE TASK IS COMPLETED. (5) Open all applicable system circuit breakers necessary to do the maintenance task and put in clips to prevent pushtoreset, or disconnect the left and right batteries. (6) Tag each open circuit breaker as follows: WARNING: DO NOT CLOSE THIS CIRCUIT BREAKER UNTIL THE MAINTENANCE TASK IS COMPLETED. (7) If the units that are removed are not to be immediately replaced, make sure that the connector ends are capped and stowed, and all loose wires are insulated and stowed. (8) Do not use electrical test equipment that can cause sparks in areas where explosive gases can occur. (9) Make sure to align the electrical connector plug and connector pins before installation. This will prevent damage to the connector and pins. WARNING: MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (10) After installation, reconnect batteries and external power source as applicable, remove the clips and close the circuit breakers. Do the operational test if necessary
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on the unit. (11) When a circuit breaker opens without sufficient cause, do the tasks that follow: (a) Do not close the circuit breaker until the source of the problem is identified and corrected. (b) If the open circuit breaker protects a threephase circuit breaker, open the other two circuit breakers. (c) Only close the circuit breaker after the source of the problem is identified and corrected. C. Electrostatic Discharge Safety Precautions WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all local safety regulations during maintenance procedures on electronic components that contain electrostaticsensitive devices. (2) Before maintenance is done on electrostaticsensitive discharge devices, make sure that all persons are correctly grounded. (3) Before maintenance is done on an electrostaticsensitive device, make sure that all persons read, fully know and understand the maintenance practices that follow. To keep the risk of damage to equipment to a minimum, carefully and accurately obey the practices that follow: (a) Remove all power, signal sources and electrical loads used with the unit. (b) Place the unit on a work surface that is grounded and can conduct electricity. (c) Ground the maintenance person through a conductorcontained wrist strap or other device. To prevent injury, the device must contain a 470 ohm series resistor. (d) Ground all tools that will touch the unit. A tool that touches your hand is sufficiently grounded, since it is electrically isolated. (e) Do not touch electrostatic sensitive devices and do not remove them from their packages until they are required.
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ACPOWER GENERAL 1. General Alternating current power is provided from two sources, a fixed frequency source (400 Hz) for instruments, navigation and communication equipment, and a variable frequency source for propeller deicing, auxiliary fuel pumps, standby hydraulic pumps, windshield heat and stall warning transducer heaters. The fixed frequency source is provided by static inverters, which convert dc power to 400 Hz ac. The variable frequency source is provided by two enginedriven ac generators.
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AC VARIABLE FREQUENCY GENERATOR SYSTEM MAINTENANCE PRACTICES (MOD 8/0346 AND S.O.O. 8110). 1. Removal/Installation Refer to Figure 201. A. Remove AC Generator (1) Disconnect AC Generator electrical connectors 2421P1 and 2421P2. (2) Temporally secure AC Generator electrical connectors 2421P1 and 2421P2 away from AC Generator. (3) Remove AC Generator four securing nuts (12) and washers (11). (4) Separate AC Generator from generator mounting flange (4). (5) Remove and secure oil transfer tube (2 & 3), and O ring seals (5& 6) from generator mounting flange oil ports . (6) Remove splined drive shaft O ring seal from drive shaft. (7) Lift and remove AC Generator away from engine B. Install AC Generator CAUTION: MAKE SURE AC GENERATOR PRESSURE OIL TUBE ASSEMBLY IS INSTALLED AND SECURED TO THE AC GENERATOR DRIVEPAD. REFER TO ENGINE MAINTENANCE MANUAL. (1) Make sure that the AC generator strainer is clean (Refer to Chapter 055036). (2) Remove packing grease from generator splined drive. (3) Lubricate both O ring seals (5) with engine oil and install in the groove of the oil transfer tube (2) see Figure 201. (4) Lubricate both O ring seal (6) with engine oil and install in the groove of the oil transfer tube (3) see Figure 201. (5) Lubricate splined drive shaft and O ring seal (7) with engine oil. Install O ring seal (7) in the groove of the generator drive shaft, see Figure 201. (6) Lubricate O ring seal (8) with engine oil. Install O ring seal (8) in the groove of the AC generator see Figure 201. (7) Align generator with drive pad with electrical receptacles positioned at the top of the engine. Engaging oil transfer tube with oil transfer ports of the generator and mounting flange, Push generator toward the mounting flange (4), until generator meets mounting flange. (8) Secure generator with washers (11) and nut (12). Torque nuts to 130 to 150 poundinches see Figure 201. (9) Connect and tighten AC generator electrical connectors 2421P1 and 2421P2.
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AC GENERATOR PRESSURE OIL TUBE ASSEMBLY
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AC GENERATOR REMOVAL AND INSTALLATION (MOD 8/0346 AND SOO 8110) Figure 201
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2.
Adjustment/Test A. Initial Conditions (1) On left dc circuit breaker panel, ensure the following circuit breakers are closed: PWR MONITOR DC (H9) PWR MONITOR AC (J9) AC GEN CONT 1 (K9) (2) On right dc circuit breaker panel, ensure the following circuit breakers are closed: PWR MONITOR DC (H9) PWR MONITOR AC (J9) AC GEN CONT 2 (K9) CAUT LTS 1 (M1) CAUT LTS 2 (N1) (3) On 115V AC VARIABLE FREQUENCY panel, ensure the following circuit breakers are closed: LEFT AC VOLTMETER PH A, PH B, PH C RIGHT AC VOLTMETER PH A, PH B, PH C Open L TRU and R TRU breakers on this panel. (4) At the AC CONTROL panel, select all switches OFF. (5) Ensure all systems using 115V variable frequency power are switched OFF. (6) Observe all normal operating precautions and start engines (refer to Chapter 71). Run engines with propeller speed of 900 rpm. (7) Apply generator power to primary dc bus system (refer to Chapter 12, SERVICING GENERAL). Operate switches on DC SYSTEM power monitor panel to ensure that all dc buses are powered. B. Operational Test (1) Perform Initial Conditions as detailed in para 2.A. (2) Check that #1 AC GEN and #2 AC GEN caution lights are on. (3) At the AC CONTROL panel, select GEN 1 switch on. Check that #1 AC GEN caution light goes off. (4) At the AC SYSTEM power monitor panel select phases A, B and C on the left and right buses. Check that each phase reads 115V + or 3.0 (112118) volts. (5) At the AC CONTROL panel, select GEN 1 switch OFF and GEN 2 on. Check that #1 AC GEN caution light comes on, and #2 AC GEN caution light goes off. (6) Repeat step (4). (7) At the AC CONTROL panel select GEN 1 switch on. Check that #1 and #2 AC GEN caution lights are off, and that correct voltage is indicated on left and right buses. (8) At 115V AC VARIABLE FREQUENCY panel, close L TRU and R TRU circuit breakers. At AC SYSTEM panel, check that indicated voltage is 115V as in step (4) and LOAD reading indicates current is being drawn by the TRUs. (9) Shut down engines (refer to Chapter 71).
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AC VARIABLE FREQUENCY SYSTEM DESCRIPTION AND OPERATION 1. Description Refer to Figure 1. A. General The ac variable frequency generating system provides 115/220 volts threephase power for ac systems that are not frequencysensitive, such as deicing, fuel auxiliary pumps, and electric motordriven standby hydraulic pumps. It also supplies power to the transformerrectifier units, which are part of the dc generation system. Two generators are installed, one on each engine, supplying power independently to left and right bus systems. An ac external power receptacle and control circuitry are provided to enable the system to be powered from an external source while the aircraft is on the ground. Facilities are provided to automatically tie the bus systems in event of either generator failure, or the aircraft being operated on external ac power. The system consists of two generators, two generatorcontrol units (GCU), ac contactors, current transformers, control circuits and caution lights. Digital voltage and load monitoring systems are installed for monitoring system conditions and operation. The generators are connected to the variable ac buses by bus contactors in the ac contactor boxes located in the engine nacelles. The bus loads are distributed from the ac contactor boxes to the left and right variable frequency ac buses circuit breaker panel located in the flight compartment. Each ac generator is driven through its propeller gear box. The speed, and hence the output frequency of each generator, varies directly with propeller speed, but the output voltage remains constant over a wide range of propeller speed, being controlled by its individual generator control unit (GCU). Each GCU automatically controls operation of the associated generator by monitoring output voltage, current, and speed. These monitored signals are in turn used by internal circuits of the GCU to vary the excitation field current of the generator and to control operation of the bus contactor. In the event of a generator failure, logic switching in the GCU operates the bus contactor to a crosstie position, switching the feeder lines to the other generator. Current information is supplied to the GCU from current transformers within the generators as well as externally on each output phase. Separate transformers supply current information to the power monitor system. When external power is applied and selected, each bus contactor is automatically selected to the crosstie position by its associated GCU, and external power contactors connect the external power to both left and right bus systems. Generator operation is inhibited while external power is selected. B. Generator The generator is fitted to, and driven by the propeller gear box on each engine. The output power is 115/200 volts, threephase, variable frequency, with normal capacity of 20 KVA and overload capacity of 30 KVA. It is a twostage brushless, twobearing design, with stationary and rotary excitation. On the rotary shaft is the first stage generator, excited by the stationary field. This generates an ac current which is rectified by diodes mounted on the shaft to supply current to the main field for excitation of the second, or main stage stator output
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C.
D.
windings. A magnetic speed sensor and current transformers are also mounted in the generator housing. An overtemperature switch is installed in the generator. The switch contacts close when the stator windings reach a temperature of 210 degrees C, to operate the AC GEN HOT lights on the caution panel. It will automatically reset when the temperature returns to a safe level. The output frequency of the generator varies with propeller speed, and ranges from 333 Hz at 10,000 rpm, to 528 Hz at 15,850 rpm, but the output voltage is controlled by the GCU. Lubrication and cooling of the generator is provided by internal oil circulation. Oil supplied from the engine enters an inlet port at the flange (mounting) end under pressure. The oil is ducted to and through the hollow rotor shaft of the generator, exiting through eight spray nozzles which direct the flow onto the rotor and stator windings. Bearing lubrication is provided by a controlled leakage device within the rotor shaft. The oil flows through a screen to a collector sump in the bottom of the generator and is returned to the engine through the outlet port by action of the oil scavenge pump. Generator Control Unit (GCU) The generator control unit is all solid state, with the exception of two control relays which are hermetically sealed. The components and printed circuit boards are encased in a singlepiece aluminum cover on which is mounted a multipin connector. One unit is located in an ac contactor box in each engine nacelle. The GCU contains the voltage regulator and control circuits for the generator, protection circuits, and bus contactor control. Contactor control includes the automatic switchover function of the feeders and buses in the event of generator failure. With both generators selected ON, each GCU monitors the following functions for control of the generator and contactor: (1) Generator output voltage on each phase measured at the bus contactors, and supplied to pins F, E and D through circuit breakers CB3, 5 and 7 (left) and CB4, 6 and 8 (right) located in the ac contactor boxes. (2) Feeder current in each phase, developed in transformers T1 and T4, supplied to pins M, N and P for differential current sensing (refer to Figure 1). (3) Internal generator current, developed from current transformers within the generators, supplied to pins R, S and T. (4) Generator speed (rpm) developed from the magnetic speed sensor within the generator, and supplied to pins U and V. (5) Operational status information from the other GCU. This information is provided by direct interconnections between the GCUs on pins m, t, n, b, s, i, j and r. The GCU circuitry uses the above information to control the generator output by adjusting the amount of current flowing in the exciter field winding, or by switching it off as required. Time delay circuits prevent nuisance tripping due to normal switching transients or line noise, and enable the GCU to verify a fault before taking corrective action. AC Contactor Box There are two ac contactor boxes, one mounted in each engine nacelle, containing most of the components for the left and right ac systems. Each box contains a bus contactor, an external power contactor, a generator control unit, current transformers, output feeder
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E.
F.
G.
H.
fuses, and control circuit breakers for the associated side (left or right). Also contained in each box is the remote control circuit breaker for the left or right standby hydraulic pump. The right ac contactor box holds the external power protection unit and fuses. All electrical connections are via multipin connectors mounted on two sides of the box assemblies. The output feeders consist of three No. 12 wires, routed from each contactor box to the left and right ac variable frequency buses circuit breaker panel in the flight compartment. Contactors Refer to Figure 1. Two bus contactors (left and right) switch the threephase feeders between their own generator or the opposite generator (crosstie position). The crosstie position is also used when external power is selected. The left and right bus contactors are hermetically sealed, three position centeroff type, with a threepole double throw (3PDT) contact arrangement. Separate coil windings, designated X and Y, are used to energize the contact arm to either of the two closed positions. Heavy threaded studs provide electrical connections to external circuits. The external power contactors are conventional twoposition contactors, hermetically sealed, with a 3PDT contact arrangement actuated by a single coil. The deenergized position provides the crosstie connection for the bus contactors. When energized, external power is supplied to the bus contactors. Current Transformers Six current transformers are installed in the system, labeled T1 thru T6. Transformers T5 and T6 measure total generator output current for the ac power monitor system. Transformers T1 and T4 measure total current flow in the main and crosstie feeders. The sensed output is used in the GCU differential current sensing circuits. Transformers T2 and T3 measure crosstie current. They sense current flow only when the bus contactors are in the crosstie position. Their output is summed with the output of the opposite T1 or T4 for differential current sensing within the GCU. Each current transformer assembly consists of three single phase toroidal current transformers, installed in a light weight aluminum housing. Each line of the 3phase system to be monitored is passed through its toroid. Electrical connections to the toroids are via a multipin connector. The mounting holes for the assembly are asymmetrical to avoid improper installation. AC Control Refer to Figure 2. Manual control of the ac variable frequency system is provided by switches on the AC CONTROL panel, located on the overhead console. The panel contains two toggle switches for generators onoff control, labeled GEN 1 and GEN 2 with the OFF position centrally marked. These also serve to reset the GCU trip circuits as is explained in Para. 2. A toggle switch for selection of external power, marked EXT POWER/OFF, and an external power indicator lamp are also located on the control panel. There are three additional toggle switches for control of the 400 Hz inverters (see AC 400 Hz SYSTEM). AC Power Monitoring System Refer to Figure 2 and 3. The ac power monitor panel labeled AC SYSTEM is located adjacent to the ac control panel. The right half of the panel is labeled VARIABLE FREQUENCY, with two digital
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readout windows labeled VOLTS and LOAD, and a 6position rotary selector switch. The digital readouts indicate voltage and current readings on the selected left or right phase. The LOAD display window monitors load currents expressed as a percentage factor of the rated circuit load. For example, a readout of 1.00 indicates full load (87 amps per phase), .50 indicates half load; and a reading of 1.20 indicates a twenty percent overload. An overload condition is advised by a flashing positive sign (+) preceding the readout. The TEST pushbutton tests the monitor display and circuit operation when pressed. Voltage readings are from individual circuit breakers on each phase of the left and right power buses; current indications are obtained from transformer T5 on the left generator output and T6 on the right generator output (refer to Figure 1).
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AC VARIABLE FREQUENCY POWER SYSTEM SCHEMATIC Figure 1 (Sheet 1 of 6)

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AC CONTROL PANEL Figure 2

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AC SYSTEM POWER MONITOR PANEL Figure 3

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Operation A. General With the aircraft engines running with no external ac power connected, and the AC CONTROL panel switches GEN 1 and GEN 2 selected on, the generators are brought on line for normal operation and disconnected as required automatically by the associated GCU. The two systems are essentially identical and normally operate independently. They are however, crosstied during singlegenerator operation by the logic switching function of the GCU. The generator output lines are connected to one side of the twoposition bus contactors K1 (left) and K2 (right). The other side of the contactors are connected to the normallyclosed contacts of the crosstie/external power contactors K3 and K4 for opposite generator feed or for external power feed, when they are in the energized position. The variable frequency buses are connected through limiters F7, F9 and F11 (left) or F8, F10 and F12 (right) to the arm of the contactors, which select one of the two power sources. Operation of the bus contactors is controlled automatically by the GCU. The GCU continuously monitors several different parameters for its control function. Voltage and load information is supplied to the AC SYSTEM panel for monitoring by the flight crew. B. Generator Operation Assuming initial engine startup (the right engine is normally started first), with the ac generators selected on, the GCUs hold all contactors in the open condition. As right generator speed increases to approximately 5000 rpm, the right GCU energizes contactor K2 by applying a ground to terminal X2. This action connects the generator output to the right variable frequency buses. Simultaneously, an [ldquo]on line[rdquo] signal is sent from the right GCU pin b to the left GCU pin j, causing it to energize its contactor K1 in the crosstie position by energizing coil terminals Y1/Y2. The right generator is then supplying both variable frequency buses through normallyclosed contacts, A, B and C of K3. At this speed, output voltage is low, approximately 41 to 42 volts per phase, with a frequency of approximately 150 Hz. When the generator reaches its normal operating speed of 10,000 to 15,850 rpm, the output voltage is regulated to 115 volts + or 2.8V per phase by the GCU, which varies the current flow through the exciter field winding. Within the normal operating speed range of the generator the output frequency varies between 333 and 528 Hz. Operation of the opposite generator is identical. When it reaches its [ldquo]on line[rdquo] speed, the GCU operates the contacts of K1 by removing the ground return from coil Y2 and applying it to coil X2, connecting the left feeders to the left generator. The left and right buses are then fed independently as the second generator increases to its normal operating speed. The GCU voltage regulator senses the average of the three phase voltages applied to pins D, E and F for primary regulation, and also senses phase overvoltage or undervoltage conditions. Overvoltage protection is preset to shut down the generator if output voltage exceeds 125 volts, and automatically transfers the feeder buses to the opposite generator by switching the bus contactor. The undervoltage circuit operates on sensing a low bus voltage (below 90 volts), providing bus fault protection. It operates a
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C.
D.
latching relay (BCCR1) within the GCU to remove energizing voltage from pin B, preventing either coil of the bus contactor from operating, thus isolating the faulty bus from any power source until the fault has been cleared. NOTE: If the latching relay is actuated, the GCU must be manually reset by selecting the appropriate GEN switch on the AC CONTROL panel to OFF, then on. The OFF position provides a reset to the GCU circuits and the latched relay. Currents flowing through the generator output windings and the external current transformers are normally identical. These currents are monitored by the GCU differential current sensing circuits through pins R, S, T connected to the generator internal current transformers, and M, N, P connected to T1 (left) or T4 (right). A change within the main or crosstie feeders producing a difference in these values, triggers the GCU circuits to transfer the load to the other generator. The output of the generator current transformer is also used by the GCU for overcurrent protection of the generator. During crosstie operation, the transferred bus supply is routed through a separate current transformer (T2 on the left, and T3 on the right) the output windings of which are paralleled and summed with the bus supply current from the operational system. Separate current transformers T5 (left) and T6 (right) provide generator output current indications to the ac power monitor panel. The speed sensor input to pins U and V of the GCU provides additional control under high and low speed operation of the generator, and disconnects the load bus (deenergizes the bus contactor) below a predetermined frequency of 150 Hz. On high frequency output the GCU maintains voltage regulation, but on low frequency output below 325 Hz the output voltage is permitted to sag to a voltage/frequency ratio limit, until the preset limit of 42V/150 Hz (approximately) is reached. There are four interconnecting circuits between the GCU that provide added functions. One (m to s) ensures that 28 volts control power is available for bus contactor operation, independent of the other system. The second (b to j) provides a logic signal indicating that the generator is [ldquo]on line[rdquo] supplying its own bus. The undervoltage signal (t to i) and bus fault time delay (n to r) enable logic circuits to determine if, and when, a load bus should be transferred to the other generator or locked out due to a fault. Test AC Power Monitor System To operate the internal test circuits of the AC SYSTEM power monitor panel, the TEST pushbutton is pressed and held. Pressing the button causes all segments of both VOLTS and LOAD digital display characters to light. When held longer than approximately two seconds, the internal test circuits simulate VOLTS of 150 + or 3 and LOADS of 1.05 + or .03, which is displayed on both sections of the panel. Abnormal Operation (1) Generator Hot Indicator The overtemperature sensor in each generator closes a circuit if the temperature exceeds a preset limit. The sensor is connected to pins A (grounded) and B of generator connector P2. Upon closing, a ground path is provided to pin B, lighting the AC GEN HOT (NO. 1 or NO. 2) lamp on the caution panel. An overheat condition will not automatically take the generator off the line. The generator must be manually shut off by selection of the GEN OFF switches. If the generator cools to a safe level, the caution light goes off.
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E.
(2) Generator Failure Loss of output voltage is sensed by the GCU pins F, E and D, connected to the generator output at terminals A1, B1 and C1 of the bus contactor. The GCU control circuits remove the ground from bus contactor terminal X2, and apply a ground to terminal Y2, transferring the contactor to the crosstie position. The GCU also shuts down the generator by removing the exciter field current from the generator pins K and J. Simultaneously, a voltage is supplied by the GCU from pin e, lighting the AC GEN (No. 1 or No. 2) caution light. (3) Bus Bar/Feeder Failure An overload or short circuit in the bus or feeder system is detected by the GCU by voltage or current monitoring. (a) If the voltage at the point of regulation falls below 90 volts, the GCU will remove the energizing voltage supply to the bus contactor coil (pin B on GCU) by operating an internal latching relay (BCCR1). The appropriate bus fault caution light (L AC BUS or R AC BUS) is switched on by GCU relay contacts BCCR2 providing a ground return on pin d. When the fault is cleared, the latching relay must be manually reset by selecting the appropriate GEN switch on the AC CONTROL panel to OFF, then on to return the generator to the line. (b) Currents flowing within the generator and the feeder current transformers are compared in the GCU differential current sensing circuits. Any difference in these values causes the GCU to transfer the load to the other generator by operation of the bus contactor. Time delay circuits within the GCU provide allowance for normal transients caused by onoff switching of various loads, and these will not cause any GCU switching action. External Power Operation With ac external power connected to the aircraft, voltage is supplied to the external power bus through fuses F1, F3, F5 (left side) and F2, F4, F6 (right side). The external power control switch on the AC CONTROL panel is interlocked with the external power protection relay 2442K1, which monitors the external power source for proper voltage, frequency and phase rotation. With the external power protection relay energized, selection of the EXT POWER switch to on energizes left and right external power contactors K3 and K4, powered from the 28 V dc essential buses (or the ground power unit if equipped with dc output). The green EXT PWR advisory light on the ac control panel is also operated by the external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin f applying power for the left (K1) and right (K2) bus contactors terminals Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallelconnected to the external power source. NOTE: Both GCUs must be installed and operational for external power to be applied. Refer to EXTERNAL POWER DESCRIPTION AND OPERATION (AC) for details.
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AC VARIABLE FREQUENCY GENERATOR SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation A. For removal and installation of the AC Generator, refer to the Power Plant BuildUp Manual, PSM 18310. Adjustment/Test A. Initial Conditions (1) On left dc circuit breaker panel, ensure the following circuit breakers are closed: PWR MONITOR DC (H9) PWR MONITOR DC (H9) AC GEN CONT 1 (K9) (2) On right dc circuit breaker panel, ensure the following circuit breakers are closed: PWR MONITOR DC (H9) PWR MONITOR AC (J9) AC GEN CONT 2 (K9) CAUT LTS 1 (M1) CAUT LTS 2 (N1) (3) On 115V AC VARIABLE FREQUENCY panel, ensure the following circuit breakers are closed: LEFT AC VOLTMETER PH A, PH B, PH C RIGHT AC VOLTMETER PH A, PH B, PH C Open L TRU and R TRU breakers on this panel. (4) At the AC CONTROL panel, select all switches OFF. (5) Ensure all systems using 115V variable frequency power are switched OFF. (6) Observe all normal operating precautions and start engines (refer to Chapter 71). Run engines with propeller speed of 900 rpm. (7) Apply generator power to primary dc bus system (refer to Chapter 12, SERVICING GENERAL). Operate switches on DC SYSTEM power monitor panel to ensure that all dc buses are powered. B. Operational Test (1) Perform Initial Conditions as detailed in para 2.A. (2) Check that #1 AC GEN and #2 AC GEN caution lights are on. (3) At the AC CONTROL panel, select GEN 1 switch on. Check that #1 AC GEN caution light goes off. (4) At the AC SYSTEM power monitor panel select phases A, B and C on the left and right buses. Check that each phase reads 115V + or 3.0 (112118) volts. (5) At the AC CONTROL panel, select GEN 1 switch OFF and GEN 2 on. Check that #1 AC GEN caution light comes on, and #2 AC GEN caution light goes off. (6) Repeat step (4). (7) At the AC CONTROL panel select GEN 1 switch on. Check that #1 and #2 AC GEN caution lights are off, and that correct voltage is indicated on left and right buses.
2.
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(8) At 115V AC VARIABLE FREQUENCY panel, close L TRU and R TRU circuit breakers. At AC SYSTEM panel, check that indicated voltage is 115V as in step (4) and LOAD reading indicates current is being drawn by the TRUs. (9) Shut down engines (refer to Chapter 71).
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AC CONTACTOR BOX DESCRIPTION AND OPERATION
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**ON A/C ALL AC CONTACTOR BOX MAINTENANCE PRACTICES 1. General A. The maintenance procedure that follow is for the removal, installation and adjustment/test of the AC Contactor Box. There are two AC Contactor Boxes one in each nacelle. AC Contactor Box contain most of the components for the left and right AC Variable Frequency Power System. Each AC Contactor Box contain bus contactors, external power contactors, a generator contactor, a generator control units, current transformers, external power protection unit, output feeder fuses and control circuit breakers for associated sides. B. The No. 1 AC Contactor Box is located on the left side forward of the landing gear wheel well in the left engine nacelle. C. The No. 2 AC Contactor Box is located on the left side forward of the wheel well in the right engine nacelle, aft of the External AC receptacle. The No. 2 AC Contactor Box is identical to the No. 1 AC Contactor Box except for the Voltage Sensor Module and the Current Limiter Module mounted externally on the underside of the box. Removal/Installation of the AC Contactor Box A. Removal of the AC Contactor Box REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, CAUTION: MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. (1) Obey all the electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all electrostatic discharge safety precautions (Refer to Chapter 240000). (3) Make sure external dc power is removed from aircraft (Refer to Chapter 120005). (4) Make sure that the external ac power is removed from the aircraft (Refer to Chapter 120005). (5) For the No. 1 AC Contactor Box, open and tag the circuit breakers that follow: WARNING:
2.
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B.
On the 28 VDC left essential bus circuit breaker panel: AC GEN CONT 1 (K9) PWR MONITOR AC (J9) (6) For the No. 2 AC Contactor Box, open and tag the circuit breakers that follow: On the 28 VDC right essential bus circuit breaker panel: AC GEN CONT 2 (K9) PWR MONITOR AC (J9) EXT PWR LOGIC (F8) (7) Remove the No. 1 AC Contactor Box as follows: Refer to Figure 201. (a) Disconnect the six electrical connectors (1) from the AC Contactor Box (4). (b) Loosen the six securing studs (3) on the AC Contactor Box cover (2). (c) Remove the AC Contactor Box cover (2). (d) Remove the four securing screws (5) and washers (6) from AC Contactor Box (4). (e) Remove the AC Contactor Box (4) from the aircraft. (8) Remove the No. 2 AC Contactor Box as follows: Refer to Figure 202. (a) Disconnect the seven electrical connectors (2) from the AC Contactor Box (4). (b) Loosen the six securing studs (3) on the AC Contactor Box cover (1). (c) Remove the AC Contactor Box cover (1). (d) Remove the four securing screws (5) and washers (6) from AC Contactor Box (4). (e) Remove the AC Contactor Box (4) from the aircraft. Installation of the AC Contactor Box (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Install the No. 1 AC Contactor Box as follows: Refer to Figure 202. (a) Install the AC Contactor Box (4) with the four washers (6) and screws (5). (b) Install the AC Contactor Box cover (2) with the six studs (3) on the AC Contactor Box (4). (c) Connect the six electrical connectors (1) to the AC Contactor Box (4). (3) Install the No. 2 AC Contactor Box as follows: Refer to Figure 202. (a) Install the AC Contactor Box (4) with the four securing washers (6) and screws (5). (b) Install the AC Contactor Box cover (1) with the seven studs (3) on the AC Contactor Box (4). (c) Connect the seven electrical connectors (2) to the AC Contactor Box (4).
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(4) Remove all the tools, equipment and unwanted materials from the work area. (5) Do an operational test of the AC Contactor Box (Refer to Para 3.).
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6 5
1 1
LEGEND 1. Electrical connector. 2. AC contactor box cover. 3. Stud. 4. AC contactor box. 5. Screw. 6. Washer.
NOTE
1
Contents of AC contactor box vary therefore only the attaching hardware is shown.
NO. 1 AC CONTACTOR BOX REMOVAL/INSTALLATION Figure 201

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3 4 6 5
2 2 2
LEGEND 1. AC contactor box cover. 2. Electrical connector. 3. Stud. 4. AC contactor box. 5. Screw. 6. Washer.
NOTE Contents of AC contactor box vary therefore only the attaching hardware is shown.
NO. 2 AC CONTACTOR BOX REMOVAL/INSTALLATION Figure 202

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3.
Adjustment/Test A. Initial Conditions (1) Make sure that the main battery and the auxiliary battery are installed and connected (Refer to Chapter 120006). (2) Do the inservice engines starting checkout (Refer to Chapter 710000). (3) On the left dc circuit breaker panel, close the circuit breakers that follow: PWR MONITOR DC (H9) PWR MONITOR AC (J9) AC GEN CONT 1 (K9) (4) On the right dc circuit breaker panel, close the circuit breakers that follow: PWR MONITOR DC (H9) PWR MONITOR AC (J9) AC GEN CONT 1 (K9) CAUS LTS 1 (M1) CAUS LTS 2 (N1) (5) On the 115 AC variable frequency panel, close the circuit breakers that follow: LEFT AC VOLTMETER (PH A) LEFT AC VOLTMETER (PH B) LEFT AC VOLTMETER (PH C) RIGHT AC VOLTMETER (PH A) RIGHT AC VOLTMETER (PH B) RIGHT AC VOLTMETER (PH C) B. Operational Test Refer to Figure 203 and Figure 204. (1) Run both engines with the propeller speed at 900 RPM minimum (Refer to Chapter 710000). (2) On the overhead DC CONTROL panel, set the No. 1 and No. 2 dc generator switches to the GEN 1 and GEN 2 positions. (3) On the caution light panel, make sure that the No. 1 AC GEN and No. 2 AC GEN caution lights are on. (4) On the overhead AC CONTROL panel, set the No. 1 ac generator switch to the "GEN 1" position. (5) On the caution lights panel, make sure that the No. 1 AC GEN caution light goes off. (6) On the AC SYSTEM monitor panel, set phases A, B and C on the left and right buses and make sure that each phase reads 1153.0 volts ac. (7) On the AC CONTROL panel, set the GEN 1 switch to the "OFF" position and the No. 2 ac generator switch to the "GEN 2" position. (8) On the caution lights panel, make sure that the No. 1 AC GEN caution light comes on and the No. 2 AC GEN caution light goes off.
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(9) On the AC SYSTEM monitor panel, set phases A, B and C on the left and right buses and make sure that each phase reads 1153.0 volts ac. (10) On the AC CONTROL panel, set the GEN 1 switch to the on position. (11) On the caution lights panel, make sure that the No. 1 AC GEN and the No. 2 AC GEN caution lights are off. (12) On the AC SYSTEM monitor panel, set the phases A, B and C on the left and right buses and make sure that each phase reads 1153.0 volts ac. (13) Set the GEN 1 and GEN 2 switches to the "OFF" position. (14) Shut down both engines (Refer to Chapter 710000).
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DC CONTROL PANEL Figure 203

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4.
Operational Test Of The External Power A. C. Bus Contactors and Associated Current Transformers WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed.
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A.
5.
Procedure Refer to Figure 205. 1. There are two external power ac bus contactors, K3 and K4. 2. Make sure main battery and Aux. battery are installed and connected. 3. Make sure all installation and connections are complete and secured. 4. Make sure all operational circuit breaker are in. 5. Make sure all switches are off or in normal position. 6. Connect DC External power. 7. Select DC External power ON in cockpit overhead DC panel. Make sure power is on all buses. 8. Connect AC External power to the aircraft at right nacelle. 9. Select AC External power ON in the cockpit overhead AC panel. 10. Make sure power is on all buses, verify on AC panel by selecting rotatory knob on the left and right buses make sure all buses. 11. AC External power unit scenes voltage, frequency and phase rotations on all three phases. If correct than selecting AC External power switch "ON" AC External power panel. Power is supplied to external power buses and through fuses F1, F3 and F5 on left buses and through F2, F4 and F6 on right buses. 12. The external power control switch on the AC CONTROL panel is interlocked with the External Power Protection Unit, which monitors the external power source for proper voltage, frequency and phase rotation. 13. With the external power protection relay energizes left and right external power contactors K3 and K4, powered from 28V dc essential buses through bus contactors power buses. 14. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 15. Select Variable Frequency Rotatory Switch on AC System panel to all six position that is Left A, B and C phases shows voltages on all position. 16. Above operational test, give operation test of External Power AC bus contactors and associate current transformers. Operational Test Of The A. C. Bus Contactor and Associated Current Transformers WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.
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6.
FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. A. Procedure 1. There are two A. C. Bus Contactors, K1 and K2. 2. Connect A. C. External Power to the aircraft at right nacelle. 3. Select A.C. External power Switch "ON" in cockpit overhead panel. 4. Make sure power is on all buses, verify on A. C. panel by rotatory knob on left and right buses. 5. External power protection unit scenes voltage, frequency and phase rotation on all three phases. If all correct than by selecting A. C External power switch "ON" A. C. External power panel. Power is supplied to external power buses and through fuses F1, F3 and F5 on left buses and through F2, F4 and F6 on right buses. 6. The external power control switch on the AC CONTROL panel is interlocked with the External Power Protection Unit, which monitors the external power source for proper voltage, frequency and phase rotation. 7. With the external power protection relay energizes left and right external power contactors K3 and K4, powered from 28V dc essential buses through bus contactors power buses. 8. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 9. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 10. Select Variable Frequency Rotatory Switch on AC System panel to all six position that is Left A, B and C phases shows voltages on all position. 11. Above Operational Test Of The A. C. Bus Contactor and Associated Current Transformers. Operational Test Of The External Power Protection Unit WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.
WARNING:
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7.
8.
FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. A. Procedure 1. Connect A. C. External Power to the aircraft at right nacelle. 2. Select A.C. External power Switch "ON" in cockpit overhead panel. 3. Make sure power is on all buses, verify on A. C. panel by rotatory knob on left and right buses. 4. External power protection unit scenes voltage, frequency and phase rotation on all three phases. If all correct than by selecting A. C External power switch "ON" A. C. External power panel. Power is supplied to external power buses and through fuses F1, F3 and F5 on left buses and through F2, F4 and F6 on right buses. 5. The external power control switch on the AC CONTROL panel is interlocked with the External Power Protection Unit, which monitors the external power source for proper voltage, frequency and phase rotation. 6. With the external power protection relay energizes left and right external power contactors K3 and K4, powered from 28V dc essential buses through bus contactors power buses. 7. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 8. Select Variable Frequency Rotatory Switch on AC System panel to all six position that is Left A, B and C phases shows voltages on all position. 9. Make sure approximately 115 Volts A C on both buses and on all phases. 10. Above test conclude Operational Test Of The External Power Protection Unit. Operational Test Of The Remote Control Circuit Breaker (Pre Mod 8/2120) NOTE: Before starting this operational test, Ref. to "Operational test of Standby Power Unit Oh. 291117. Producer WARNING: WITH HYDRAULIC POWER FROM STANDBY HYDRAULIC POWER UNIT APPLIED, DO NOT OPERATE PSEU BITE SYSTEM TEST SWITCH. (REFER TO CHAPTER 32, 326150). WARNING: MAIN GEAR REAR AND CENTER DOORS WILL CLOSE AT ENGINE START ON APPLICATION OF EXTERNAL HYDRAULIC POWER, OR SELECTION OF A STANDBY PUMP FOR GROUND OPERATION, WITH MAIN GEAR DOOR LOCK PIN REMOVED.
WARNING:
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OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. 1. There are two remote control circuit breakers on each nacelle. 2. The SPUs can operate directly from switches on copilots instrument panel labeled STBY HYD PRESS, with switch selections 1 and 2 or NORM. 3. Set the #1 and #2 STBY HYD PRESS switches to the NORM position. 4. Make sure all post jobset up conditions exist. 5. With Mod 8/1983 incorporated, no. 2 SPU is energized automatically when no. 2 hydraulic system pressure decreases, when aircraft is in airborne mode. ( Ref. 291000 Main Systems) 6. With flaps selected to 0 on the lever quadrant in the flight compartment and STBY HYD PRESS switches set to NORM, make it sure the standby power are not in operation. 7. Select #1 SPU switch from normal to on position. 8. Make sure #1 SPU operates, providing hydraulic to #1 system. 9. Move switch back to normal position, SPU should stopped running. 10. Repeat last four steps for #2 SPU operation. 11. When flaps are selected to 5 or greater on flap quadrant, the STBY HYD PRESS switches are by passed by flap quadrant actuated switches and power is supply to both SPU pumps, pumps are running continuously. This is to ensure that during take off and landing, hydraulic power from both SPUs are continuously available to supplement the two main hydraulic systems. 12. Repeat steps (2) to (11) for #2 SPU. 9. Operational Test Of The K3 Relay (Post Mod 8/2120) NOTE: Before starting this operational test, Ref. to "Operational test of Standby Power Unit Oh. 291117. 10. Procedure WARNING: WITH HYDRAULIC POWER FROM STANDBY HYDRAULIC POWER UNIT APPLIED, DO NOT OPERATE PSEU BITE SYSTEM TEST SWITCH. (REFER TO CHAPTER 32, 326150).
WARNING:
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MAIN GEAR REAR AND CENTER DOORS WILL CLOSE AT ENGINE START ON APPLICATION OF EXTERNAL HYDRAULIC POWER, OR SELECTION OF A STANDBY PUMP FOR GROUND OPERATION, WITH MAIN GEAR DOOR LOCK PIN REMOVED. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. 1. There are two remote control circuit breakers on each nacelle. 2. The SPUs can operate directly from switches on copilots instrument panel labeled STBY HYD PRESS, with switch selections 1 and 2 or NORM. 3. Set the #1 and #2 STBY HYD PRESS switches to the NORM position. 4. Make sure all post jobset up conditions exist. 5. With Mod 8/1983 incorporated, no. 2 SPU is energized automatically when no. 2 hydraulic system pressure decreases, when aircraft is in airborne mode. ( Ref. 291000 Main Systems) 6. With flaps selected to 0 on the lever quadrant in the flight compartment and STBY HYD PRESS switches set to NORM, make it sure the standby power are not in operation. 7. Select #1 SPU switch from normal to on position. 8. Make sure #1 SPU operates, providing hydraulic to #1 system. 9. Move switch back to normal position, SPU should stopped running. 10. Repeat last four steps for #2 SPU operation. 11. When flaps are selected to 5 or greater on flap quadrant, the STBY HYD PRESS switches are by passed by flap quadrant actuated switches and power is supply to both SPU pumps, pumps are running continuously. This is to ensure that during take off and landing, hydraulic power from both SPUs are continuously available to supplement the two main hydraulic systems. 12. Repeat steps (2) to (11) for #2 SPU. 11. Operational Test Of The A. C. Current Transformers WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.
WARNING:
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FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. A. Procedure 1. There are two A. C. Bus Contactors, K1 and K2. 2. Connect A. C. External Power to the aircraft at right nacelle. 3. Select A.C. External power Switch "ON" in cockpit overhead panel. 4. Make sure power is on all buses, verify on A. C. panel by rotatory knob on left and right buses. 5. External power protection unit scenes voltage, frequency and phase rotation on all three phases. If all correct than by selecting A. C External power switch "ON" A. C. External power panel. Power is supplied to external power buses and through fuses F1, F3 and F5 on left buses and through F2, F4 and F6 on right buses. 6. The external power control switch on the AC CONTROL panel is interlocked with the External Power Protection Unit, which monitors the external power source for proper voltage, frequency and phase rotation. 7. With the external power protection relay energizes left and right external power contactors K3 and K4, powered from 28V dc essential buses through bus contactors power buses. 8. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 9. The EXT. PWR. advisory light on the ac control is also operated by external power switch. Simultaneously, 28 V dc is supplied to the GCUs through pin "f" applying power for the left and right K1 and K2 bus contactors terminal Y1/Y2, which operate to the crosstie position. The left and right ac power buses are then parallel connected to the external power through bus tie contactors. 10. Select Variable Frequency Rotatory Switch on AC System panel to all six position that is Left A, B and C phases shows voltages on all position. 12. Operational Test Of The Generator Control Units, Bus Contactors (GCU) and Associated Current Transformers WARNING: WITH HYDRAULIC POWER FROM STANDBY HYDRAULIC POWER UNIT APPLIED, DO NOT OPERATE PSEU BITE SYSTEM TEST SWITCH. (REFER TO CHAPTER 32, 326150). WARNING: MAIN GEAR REAR AND CENTER DOORS WILL CLOSE AT ENGINE START ON APPLICATION OF EXTERNAL HYDRAULIC POWER, OR SELECTION OF A STANDBY PUMP FOR GROUND OPERATION, WITH MAIN GEAR DOOR LOCK PIN REMOVED.
WARNING:
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OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. CAUTION: BEFORE SWITCHING THE ELECTRICAL SYSTEM POWER ON, MAKE SURE THAT ALL CONNECTIONS AND INSTALLATIONS ARE COMPLETE AND SECURE. NOTE: Both GCUs must be installed and Operational. DC External is required. All operational systems circuit breakers should be closed. WARNING: WHEN YOU DO AN ENGINE START TO SUPPLY INTERNAL ELECTRICAL AND HYDRAULIC POWER, MAKE SURE THAT ALL THE RELATED SAFETY PRECAUTIONS ARE OBEYED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. WARNING: IF YOU DO AN ENGINE RUN TO GET HYDRAULIC POWER, MAKE SURE THAT ALL THE SAFETY PRECAUTIONS ARE OBSERVED AND THAT THE AIRCRAFT IS ON THE GROUND. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS AND DAMAGE TO EQUIPMENT. CAUTION: DO NOT EXCEED THE TRQ LIMITS WHEN DO A GROUND RUN OF AN ENGINE. IF YOU DO THIS, YOU CAN CAUSE DAMAGE TO EQUIPMENT. 1. For Operational Test Of The Generator Control Units, Bus Contactors (GCU) and Current Transformers, engine run is required. All precautions and cautions should be taken before engine run Ref. Chapter 71. 2. External power connected to the aircraft. 3. Start right engine with ac generator selected on. 4. Till as right generator speed increases to approximately 5000 rpm, right GCU energizes K2 by applying ground to X2. 5. This connects generator output to the right variable frequency buses. Simultaneously, "on line " signal is sent from the right GCU to left GCU causing it to energizes its contactor K1 in the cross tie position. This action remove External Power from buses. 6. Make sure "RIGHT GEN" caution light is out. Rotate rotatory switch on AC SYSTEM PANEL through all six positions. Only Right Hand Side will show generator voltage. But left hand side showing External Power. 7. Run left engine, with left generator selected on. Make sure "LEFT GEN" caution light extinguished on caution panel. External ac power will drop off from left bus and left ac generator will come on left bus. Rotatory switch on AC SYSTEM panel through all six positions. It should show approximately 115 VAC. 8. Shut down all engine. 9. This conclude Operational Test for GCUs, associated bus contactors and associated current transformers.
WARNING:
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**ON A/C ALL AC SYSTEM CONTROL PANEL MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal, installation and operational test of the AC system control panel. The AC system control panel is installed in the flight compartment on the overhead console. Removal/Installation of the AC System Control Panel A. Removal of the AC System Control Panel WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all electrostatic discharge safety precautions. (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. K9 J9 K9 F8 CB NAME AC GEN CONT 1 PWR MONITOR AC AC GEN CONT 2 EXT PWR LOGIC
2.
CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
B.
(5) Release the captive fasteners (2) that hold the AC system control panel (3) to the console. (6) Pull the AC system control panel (3) out from the overhead console until you have access to the electrical connector (1). (7) Disconnect the electrical connector (1). (8) Remove the AC system control panel (3). (9) Install protective covers on the electrical connector (1) and the AC system control panel (3). Installation of the AC System Control Panel (1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Remove the protective covers on the electrical connector (1) and the AC system control panel (3). (3) Connect the electrical connector (1).
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D
CB NO. K9 J9 K9 F8
(4) Make sure the electrical connector (1) is tight. Make sure that the ratchet safety is engaged. (5) Position the AC system control panel (3) into the overhead console. (6) Tighten the captive screws (2). (7) Remove the tags and close the circuit breakers that follow: CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL WARNING: CB NAME AC GEN CONT 1 PWR MONITOR AC AC GEN CONT 2 EXT PWR LOGIC
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (8) Energize the electrical system (Refer to Chapter 120005). (9) Do an operational test of the AC system control panel (Refer to Chapter 242105). (10) Remove all tools and equipment from the work area.
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A
VO
115S
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PR A I UX
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TE
1.
SE C
A LO C SY AD ST RS
99
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TS LO BL EF RE AD EN
LEGEND
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AC System Control Panel Removal/Installation Figure 201

242105
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dam03_2421052_001.dg, gw, 23/09/05
LE
1. Electrical connector. 2. Captive fastener. 3. AC system panel.
SERIES 300
3.
Adjustment/Test A. Operational Test of the AC System Control Panel WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Make sure the circuit breakers that follow are closed: CB PANEL LEFT DC LEFT DC LEFT DC RIGHT DC RIGHT DC RIGHT DC RIGHT DC 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL WARNING: CB NO. A3 J9 K9 J9 K9 M1 N1 PH A PH B PH C PH A PH B PH C NAME PANEL LTS O/H CONS PWR MONITOR AC AC GEN CONT 1 PWR MONITOR AC AC GEN CONT 2 CAUT LTS 1 CAUT LTS 2 LEFT AC VOLTMETER LEFT AC VOLTMETER LEFT AC VOLTMETER RIGHT AC VOLTMETER RIGHT AC VOLTMETER RIGHT AC VOLTMETER
(3) (4) (5) (6) (7)
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. Energize the electrical system (Refer to Chapter 120005). Press the TEST push button on the AC system control panel and hold for more than 2 seconds. Make sure the VOLTS 150 3 and LOADS 1.05 .03 are displayed on the two sections of the panel. Do an operational test of the AC system control panel light (Refer to Chapter 331000). Remove all electrical power from the aircraft (Refer to Chapter 120005).
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**ON A/C ALL AC CONTROL PANEL MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal, installation and operational test of the AC control panel. The AC control panel is installed in the flight compartment on the overhead console. Removal/Installation of the AC Control Panel A. Removal of the AC Control Panel WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all electrostatic discharge safety precautions. (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. K9 J9 K9 F8 CB NAME AC GEN CONT 1 PWR MONITOR AC AC GEN CONT 2 EXT PWR LOGIC
2.
CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
B.
(5) Release the captive fasteners (2) that hold the AC control panel (3) to the console. (6) Pull the AC control panel (3) out from the overhead console until you have access to the electrical connector (1). (7) Disconnect the electrical connector (1). (8) Remove the AC control panel (3). (9) Install protective covers on the electrical connector (1) and the AC control panel (3). Installation of the AC Control Panel (1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Remove the protective covers on the electrical connector (1) and the AC control panel (3). (3) Connect the electrical connector (1). (4) Make sure the electrical connector (1) is tight. Make sure that the ratchet safety is engaged.
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D
CB NO. K9 J9 K9 F8
(5) Position the AC control panel (3) into the overhead console. (6) Tighten the captive screws (2). (7) Remove the tags and close the circuit breakers that follow: CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL WARNING: CB NAME AC GEN CONT 1 PWR MONITOR AC AC GEN CONT 2 EXT PWR LOGIC
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (8) Energize the electrical system (Refer to Chapter 120005). (9) Do an operational test of the AC control panel (Refer to Chapter 242107). (10) Remove all tools and equipment from the work area.
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A
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ON
OF
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AC Control Panel Removal/Installation Figure 201

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dam03_2421072_001.dg, gw, 23/09/05
PR
ER
GE
TE
N2
1. Electrical connector. 2. Captive fastener. 3. AC system panel.
SERIES 300
3.
Adjustment/Test A. Operational Test of the AC Control Panel WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Make sure that the circuit breakers that follow are closed: CB PANEL LEFT DC LEFT DC LEFT DC LEFT DC RIGHT DC RIGHT DC RIGHT DC RIGHT DC RIGHT DC 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL 115 AC VARIABLE FREQUENCY PANEL WARNING: CB NO. A3 H9 J9 K9 H9 J9 K9 M1 N1 PH A PH B PH C PH A PH B PH C NAME PANEL LTS O/H CONS PWR MONITOR DC PWR MONITOR AC AC GEN CONT 1 PWR MONITOR DC PWR MONITOR AC AC GEN CONT 2 CAUT LTS 1 CAUT LTS 2 LEFT AC VOLTMETER LEFT AC VOLTMETER LEFT AC VOLTMETER RIGHT AC VOLTMETER RIGHT AC VOLTMETER RIGHT AC VOLTMETER
(3) (4) (5) (6) (7) (8) (9) (10)
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. Energize the electrical system (Refer to Chapter 120005). Start the engines (Refer to Chapter 710000). Do an operational test of the #1 and #2 AC Generator (Refer to Chapter 242100 or 242101). Do an operational test of the external AC power (Refer to Chapter 244001). Do an operational test of the AC 400 Hz system (Refer to Chapter 242201). Do an operational test of the AC control panel light (Refer to Chapter 331000). Shutdown the engines (Refer to Chapter 710000). Remove all electrical power from the aircraft (Refer to Chapter 120005).
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AC 400 HZ SYSTEM DESCRIPTION AND OPERATION 1. Description A. General Refer to Figure 1, 2 and 3. The AC 400 Hz system supplies electrical power for instruments, powered flight control surfaces position indicators, hydraulic quantity, navigation and communication equipment. The system consists of three static inverters (primary, secondary and auxiliary), a paralleling control box and two 26 volt 400 Hz autotransformers, supplying power to left and right 115V 400 Hz buses and left and right 26V 400 Hz buses. The system also includes an inverter warning control box which operates inverter and bus failure caution lights and a 400 Hz control box which contains the primary power contactors K1, K2 and K3, output current transformer T3, and voltage monitoring circuit breakers CB7, CB8 and CB9 for the inverters. Monitoring provisions for the 400 Hz system are included on the AC SYSTEM power monitor panel. The left and right 115V 400 Hz buses are interconnected through a 115V BUS TIE circuit breaker located on the avionics circuit breaker panel. In normal operation the primary inverter supplies the left bus and the secondary inverter the right bus. The auxiliary inverter is normally operative and can be selected to supply either bus by a switch located on the AC CONTROL panel. B. Static Inverters The three solid state static inverters each generate a 115V 400 Hz, single phase, sine wave output from 28 volt dc input. They contain frequency and voltage regulator circuits which regulate the output to 115V ac + or 5.75 V at 400 Hz + or 1%. The outputs from the three inverters are supplied to the paralleling control box. The primary and secondary inverters are separately supplied from the left and right essential dc buses through the PRI INV PWR and SEC INV PWR circuit breakers, and the auxiliary inverter from the left main dc bus through the AUX INV PWR circuit breaker. The inverters are mounted on the top, center and bottom shelves of the left hand circuit breaker console (pilots side). C. Paralleling Control Box The paralleling control box incorporates frequency synchronization and load sharing circuits to control the operation of the inverters, thus permitting the three outputs to be applied in parallel to the tied left and right 115V ac buses. The paralleling control box applies the primary inverter output directly to the left bus and the secondary inverter output to the right bus. A switching circuit in the box connects the auxiliary inverter output to the left or right bus through either one of two AUX INV INPUT circuit breakers. The switching circuit is controlled by the AUXILIARY INVERTER selector switch located on the AC CONTROL panel. The paralleling control box also contains circuits to detect an inverter fault and provide a fault signal to the inverter warning control box. The paralleling control box is mounted on the center shelf of the left hand circuit breaker console, adjacent to the secondary inverter. D. Inverter Warning Control Box The inverter warning control box processes inverter fault signals from the paralleling control box and controls the inverter failure caution lights. Power to the warning control box is supplied from the left essential dc bus through an INV WRN CONT circuit breaker. The inverter warning control box is mounted on top of the 400 Hz control box, located on the bottom shelf of the left hand circuit breaker console.
MASTER EFFECTIVITY:
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E.
F.
G.
H.
Autotransformers Two 26V 400 Hz autotransformers and power factor correction capacitors are installed on the rear face of the bulkhead at Sta X111.05, behind the pilot circuit breaker console. The transformers are supplied from the left and right 115V 400 Hz buses through the 115/26V AC XFMR LT circuit breaker (CB13) and the 115/26V AC XFMR RT circuit breaker (CB12). The outputs are connected to the related 26V 400 Hz bus. Caution Lights Caution lights are incorporated in the ac 400 Hz system to provide a visual indication of an inverter failure or a 26V ac bus failure. The lights are located on the caution lights panel (refer to Chapter 33). Three inverter failure lights, PRI, SEC and AUX INV, powered by the left essential dc bus through the INV WRN CONT circuit breaker, are controlled by the inverter warning control box. If an inverter failure occurs, a fault signal is generated in the paralleling control box and applied to the warning control box which processes the signal to switch on the related caution light. Two caution lights labeled L 26 AC and R 26 AC provide indication for a left or right 26V bus failure. Logic circuits within the caution lights panel are connected to the left and right buses through the L 26V FAIL and R 26V FAIL circuit breakers on the avionics circuit breaker panel. The logic circuits are designed to put on the left or right 26 volts caution light in the absence of voltage on the 26V ac buses or if the voltage on either bus falls below 20 volts. Inverter Control Refer to Figure 2. Inverter control and selection is by three switches on the AC CONTROL panel on the overhead console. The three INVERTERS switches are labeled PRIMARY, SECONDARY and AUXILIARY, with the OFF positions marked on the panel. The PRIMARY and SECONDARY switches are twoposition toggle switches which operate power contactors K1 and K2 for the two inverters. The AUXILIARY switch is a threeposition, centeroff toggle switch, marked L, OFF and R. It operates contactor K3 supplying power to the auxiliary inverter and, through the paralleling control box, connects its output to the left (L) or right (R) bus as desired. Power Monitoring Refer to Figure 3. Power monitoring for the 400 Hz system is provided on the left side of the AC SYSTEM panel on the overhead console. Two digital readout windows indicate voltage and load on the inverter outputs as selected by the threeposition rotary switch labeled INVERTERS PRIM/AUX/SEC. The LOAD display window monitors load currents expressed as a percentage factor of the rated circuit load. For example, a readout of 1.00 indicates full load (3.5 amps per phase), 0.50 indicates half load; and a reading of 1.20 indicates a twenty percent overload. An overload condition is advised by a flashing positive sign (+) preceding the readout. The TEST pushbutton tests the monitor display and circuit operation when pressed. The voltage indicator is connected to the inverter outputs through circuit breakers CB7, CB8 and CB9 located in the 400 Hz control box. The load indicator receives its information from the monitor outputs of current transformer T3, also located in the 400
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2.
Hz control box. Operation Refer to Figure 1. A. Normal Operation All three inverters are normally operated simultaneously. With the dc buses powered and the primary and secondary inverter switches on, and the auxiliary inverter switch selected to either L or R, each inverter generates a 115V ac 400 Hz output which is applied to the inverter paralleling control box. The paralleling control box provides the necessary feedback signals to the inverters to obtain frequency synchronization and load sharing. This being achieved, the paralleling control box connects the primary inverter output to the left bus, the secondary inverter output to the right bus and the auxiliary inverter output to the left or right bus as selected by the AUXILIARY INVERTER selector switch on the AC CONTROL panel. The left and right buses are interconnected through the 115V BUS TIE circuit breaker on the avionics circuit breaker panel. With power applied to the left and right 115V 400 Hz buses, the autotransformers connected to each bus step down the applied voltage and provide a 26V 400 Hz output to the left and right 26V 400 Hz buses. B. Test AC Power Monitor System Refer to Figure 1, 2 and 3. The TEST pushbutton on the AC SYSTEM power monitor panel energizes builtin test equipment (BITE) circuits to produce preassigned display indications, and verifies proper operation. Refer to AC VARIABLE FREQUENCY SYSTEM for details. C. Inverter Failure In the event of a single inverter failure, the paralleling control box senses the fault, disconnects the inverter from the associated load, and applies a fault signal to the warning control box. The warning control box processes the fault signals and the related inverter caution light is switched on. The two remaining inverters continue to operate to power the buses. The auxiliary inverter may be manually switched if necessary, to the side on which the failure occurred. If a second inverter subsequently fails leaving one operational, the paralleling control box disconnects that inverter from the load and applies a second fault signal to the inverter warning control box, which switches on the related inverter caution light. The ON/OFF switch for a failed inverter must be manually switched off. D. 26 Volt AC Bus Failure Loss of voltage on a 26 volt 400 Hz bus will be indicated by the L 26 AC or R 26 AC caution lights coming on. As these buses are dependent upon the autotransformers being supplied power from the main 115V ac buses, loss of power from the left or right 115V ac bus will result in failure of the 26V ac buses, and illumination of the associated 26V AC caution light.
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AC 400 Hz POWER SYSTEM SCHEMATIC Figure 1 (Sheet 1 of 3)

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AC SYSTEM POWER MONITOR PANEL Figure 3

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AC 400 HZ SYSTEM MAINTENANCE PRACTICES 1. General The maintenance procedures that follow are for the Removal/Installation and the Adjustment/Test of the primary, secondary and auxiliary static inverters. 2. Primary Inverter Removal/Installation Refer to Figure 201. A. Removal of the Primary Inverter WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Obey all the electrical/electronic safety precautions. (2) Open, safety, and tag the circuit breakers that follow: On the left dc circuit breaker panel: PRIM INV PWR (F8) PRIM INV CONT (G8) PRIM INV CONT (H8) (3) Remove the Primary Inverter as follows: (a) Remove the two securing screws (5) on the top mounting shelf (4). (b) Slide the top mounting shelf (4) out. (c) Remove and discard the lock wire from the connectors (16). (d) Remove the connectors (16). Cover the connectors (16) with the protective caps. (e) Remove the four securing screws (2) and washers (3) from the primary inverter (1). (f) Remove and tag the primary inverter (1) from the top mounting shelf (4). B. Installation of the Primary Inverter (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Install the Primary Inverter as follows: (a) Slide the top mounting shelf (4) out. (b) Install the primary inverter (1) on the top mounting shelf (4) with the four securing screws (2) and washers (3). (c) Remove the protective caps from the connectors (16). (d) Install the connectors (16). Secure the connectors (16) with the lock wire. (e) Slide the top mounting shelf (4) in. NOTE: Make sure the shelf installs tightly into the shelf receptacle. (f) Install the top mounting shelf (4) with the two securing screws (5).
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(3) Remove tags and close the circuit breakers that follow: On the left dc circuit breaker panel: PRIM INV PWR (F8) PRIM INV CONT (G8) PRIM INV CONT (H8) (4) Do an operational test of the AC 400 Hz system. (5) Remove all tools, equipment, and unwanted materials from the work area. Secondary Inverter Removal/Installation Refer to Figure 201. A. Removal of the Secondary Inverter WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Obey all the electrical/electronic safety precautions. (2) Open, safety, and tag the circuit breakers that follow: On the right dc circuit breaker panel: SEC INV PWR (F9) SEC INV CONT (G9) (3) Remove the Secondary Inverter as follows: (a) Remove the two securing screws (10) on the middle mounting shelf (9). (b) Slide the middle mounting shelf (9) out. (c) Remove and discard the lock wire from the connectors (17). (d) Remove the connectors (17). Cover the connectors (17) with the protective caps. (e) Remove the four securing screws (7) and washers (8) from the secondary inverter (6). (f) Remove and tag the secondary inverter (6) from the middle mounting shelf (9). B. Installation of the Secondary Inverter (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Install the Secondary Inverter as follows: (a) Slide the middle mounting shelf (9) out. (b) Install the secondary inverter (6) on the middle mounting shelf (9) with the four securing screws (7) and washers (8). (c) Remove the protective caps from the connectors (17). (d) Install the connectors (17). Secure the connectors (17) with the lock wire. (e) Slide the middle mounting shelf (9) in. NOTE: Make sure the shelf installs tightly into the shelf receptacle.
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4.
(f) Install the middle mounting shelf (9) with the two securing screws (10). (3) Remove tags and close the circuit breakers that follow: On the right dc circuit breaker panel: SEC INV PWR (F9) SEC INV CONT (G9) (4) Do an operational test of the AC 400 Hz system. (5) Remove all tools, equipment, and unwanted materials from the work area. Auxiliary Inverter Removal/Installation Refer to Figure 201. A. Removal of the Auxiliary Inverter WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Obey all the electrical/electronic safety precautions. (2) Open, safety, and tag the circuit breakers that follow: On the left dc circuit breaker panel: AUX INV PWR (D8) AUX INV CONT (E8) On the avionics circuit breaker panel: AUX INV IN (F10) AUX INV IN (G9) (3) Remove the Auxiliary Inverter as follows: (a) Remove the two securing screws (15) on the lower mounting shelf (14). (b) Slide the lower mounting shelf (14) out. (c) Remove and discard the lock wire from the connectors (18). (d) Remove the connectors (18). Cover the connectors (18) with the protective caps. (e) Remove the four securing screws (12) and washers (13) from the auxiliary inverter (11). (f) Remove and tag the auxiliary inverter (11) from the lower mounting shelf (14). B. Installation of the Auxiliary Inverter (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Install the Auxiliary Inverter as follows: (a) Slide the lower mounting shelf (14) out. (b) Install the auxiliary inverter (11) on the lower mounting shelf (14) with the four securing screws (12) and washers (13). (c) Remove the protective caps from the connectors (18).
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(d) Install the connectors (18). Secure the connectors (18) with the lock wire. (e) Slide the lower mounting shelf (14) in. NOTE: Make sure the shelf installs tightly into the shelf receptacle. (f) Install the lower mounting shelf (14) with the two securing screws (15). (3) Remove tags and close the circuit breakers that follow: On the left dc circuit breaker panel: AUX INV PWR (D8) AUX INV CONT (E8) On the avionics circuit breaker panel: AUX INV IN (F10) AUX INV IN (G9) (4) Do an operational test of the AC 400 Hz system. (5) Remove all tools, equipment, and unwanted materials from the work area.
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1 5
7 6 8
10 16 4
2 3
11
12 13
17 9 15
10. Screw. 11. Auxiliary inverter. 12. Screw. 13. Washer. 14. Lower mounting shelf. 15. Screw. 16. Connector. 17. Connector. 18. Connector.
18 14
Shelf Assembly Static Inverter Figure 201

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LEGEND 1. Primary inverter. 2. Screw. 3. Washer. 4. Top mounting shelf. 5. Screw. 6. Secondary inverter. 7. Screw. 8. Washer. 9. Middle mounting shelf.
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Adjustment/Test A. Initial Conditions (1) On left dc circuit breaker panel, ensure the following breakers are closed: AUX INV CONT (E8) PRIM INV CONT (G8) INV WRN CONT (H8) Open the following circuit breakers: AUX INV PWR (D8) PRIM INV PWR (F8) (2) On the avionics circuit breaker panel, ensure the following breakers are closed: L 26V FAIL (P1) R 26V FAIL (P2) Open the following breakers: 115V BUS TIE (D11) AUX INV IN (F10) 115/26 VAC XFMR RT (G10) AUX INV IN (G9) 115/26 VAC XFMR LT (H9) (3) On right dc circuit breaker panel: Ensure the SEC INV CONT (G9) breaker is closed. Open circuit breaker SEC INV PWR (F9). (4) At AC CONTROL panel (overhead console) select PRIMARY, SECONDARY and AUXILIARY INVERTERS to OFF. B. Operational Test (1) Perform Initial Conditions as detailed in the steps above. (2) Apply external power to primary dc bus system (refer to Chapter 12). Operate DC SYSTEM power monitor panel to ensure that all dc buses are powered. (3) Check that PRI INV, SEC INV, AUX INV. L 26 AC and R 26 AC caution lights are on. (4) At left dc circuit breaker panel close PRIM INV PWR (F8) circuit breaker. (5) At AC CONTROL panel select INVERTERS PRIMARY switch to PRIMARY. Check that PRI INV caution light goes off. (6) On AC SYSTEM power monitor panel, select INVERTERS switch to PRIM. Check voltage of 115V + or 5.75 V. (7) At avionics circuit breaker panel, close circuit breakers 115/26 VAC XFMR LT (H9) and 115/26VAC XFMR RT (G10). Check that the L 26 AC caution light goes off, and R 26 AC caution light remains on. (8) At the avionics circuit breaker panel close the 115V BUS TIE circuit breaker (D11). Check that the R 26 AC caution light goes off. (9) At right dc circuit breaker panel, close SEC INV PWR (F9) circuit breaker.
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(10) At the AC CONTROL panel select INVERTERS PRIMARY switch OFF and INVERTERS SECONDARY switch to SECONDARY. Check that SEC INV, L. and R 26 AC caution light goes off, and that PRI INV caution light comes on. (11) At AC SYSTEM power monitor panel select INVERTERS switch to SEC. Check for voltage of 115V + or 5.75 V. (12) At left dc circuit breaker panel close AUX INV PWR (D8) circuit breaker. (13) At AC CONTROL panel select INVERTER SECONDARY switch OFF, and INVERTER AUXILIARY to L. (14) At avionics circuit breaker panel, close the AUX INV IN (G9) circuit breaker and check that the AUX INV, L and R 26 AC caution lights are off. (15) At AC SYSTEM power monitor panel select INVERTERS switch to AUX. Check for voltage of 115V + or 5.75V. (16) At AC CONTROL panel, select INVERTER AUXILIARY switch to R. (17) At the avionics circuit breaker panel, close AUX INV IN (F10), and check that the AUX INV, L and R 26 AC caution lights are off. (18) At AC CONTROL panel, select INVERTER PRIMARY switch on. Check that L 26 AC and R 26 AC caution lights are off. (19) At AC CONTROL panel, select INVERTERS SECONDARY switch to SECONDARY. Check that PRI INV, SEC INV, AUX INV, L 26 AC and R 26 AC caution lights are off. (20) At AC CONTROL panel, select INVERTER AUXILIARY to L and check that caution lights remain as in the above step. (21) At AC SYSTEM power monitor panel, select INVERTERS switch to all three positions (PRI, AUX, and SEC). Check that VOLTS indicator reads 115V + or 5.75V at each position, and LOAD indicator readings are normal. (22) Remove power from primary dc bus system (refer to Chapter 12).
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**ON A/C ALL 26 VAC AUTOTRANSFORMER MAINTENANCE PRACTICES 1. General The following maintenance procedures are approved for the Removal, Installation and the Operational Test of the 26 VAC autotransformer. 2. Removal of the Autotransformer Refer to Figure 201. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. A. Remove all electrical power to the aircraft (Refer to Chapter 120005). B. Obey all the electrical/electronic safety precautions. C. Open and tag the following circuit breakers: C/B PANEL AVIONICS AVIONICS AVIONICS AVIONICS D. E. F. G. C/B NUMBER P1 P2 H9 G10 NAME L 26V FAIL R 26V FAIL 115/26 VAC XFMR LT 115/26 VAC XFMR RT
3.
Remove screws (3) and washers (2). Remove the transformer cover (1). Remove the strap (7) and insulated sleeve (8). Remove the screw (10) and disconnect the electrical connection. NOTE: Make sure you mark the location of the electrical connection. H. Remove screws (5) and washers (4). I. Remove the transformer (6). Installation of the Autotransformer Refer to Figure 201. A. Make sure the aircraft is in the same configuration as the removal procedure. B. Align the transformer (6) with the mounting holes and install the screws (5) and washers (4). C. Insert electrical connector (9) through the insulated sleeve (8). D. Connect the electrical connector (9) to the transformer (6) and install screw (10) E. Install the strap (7) to the insulated sleeve (8). F. Align the transformer cover (1) with the mounting holes and install the screws (3) and washers (2). G. Remove the tags and close the following circuit breakers:
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D
C/B NUMBER P1 P2 H9 G10
C/B PANEL AVIONICS AVIONICS AVIONICS AVIONICS H. I.
NAME L 26V FAIL R 26V FAIL 115/26 VAC XFMR LT 115/26 VAC XFMR RT
Apply electrical power to the aircraft (Refer to Chapter 120005). Do an operational test of the 26 VAC transformer (Refer to Chapter 242203).
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LEGEND
1. Transformer cover. 2. Washer. 3. Screw. 4. Washer. 5. Screw. 6. Tranformer. 7. Strap. 8. Insulated sleeve. 9. Electrical connector. 10. Screw.
7 8 9 6 10 4 5
8 7
26 VAC Autotranformer Removal/Installation Figure 201

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Operational Test of the Autotransformer A. Apply electrical power to the aircraft (Refer to Chapter 120005). B. At avionics circuit breaker panel, close circuit breakers L 26V FAIL (P2) AND R26V FAIL (P2). C. At avionics circuit breaker panel, close circuit breakers 115/26 VAC XFMR LT (H9) and 115/26VAC XFMR RT (G10). Check that the L 26 AC and R 26 AC caution light goes OFF. D. At AC CONTROL panel, select INVERTER PRIMARY switch OFF. Check that L 26 AC and R 26 AC caution lights are ON. E. At AC CONTROL panel, select INVERTER PRIMARY switch ON. Check that L 26 AC and R 26 AC caution lights are OFF. F. At AC CONTROL panel, select INVERTERS SECONDARY switch to SECONDARY. Check that L 26 AC and R 26 AC caution lights are OFF. G. Check for correct operation of the RMI and HSI instruments. H. Remove all electrical power to the aircraft (Refer to Chapter 120005).
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DC POWER SYSTEM GENERAL 1. Description A. General Refer to Figure 1. The dc power system provides 28volt dc power for operation of the aircraft dc electrical services. It also provides the starting facility for the engines. The sources of dc power are as follows: (1) Left and right dc startergenerators, one installed on the accessory gearbox of each engine. (2) Left and right transformer rectifier units (TRU), powered from the left and right variablefrequency ac generators. (3) A main (right) battery of 40 amperehour capacity. (4) An auxiliary (left) battery with 15 amperehour capacity. (SOO 8070 provides a 40 amperehour battery in the auxiliary position). The batteries are placed in the aircraft as supplementary dc power, but are on charge when the generators are operating. The right battery supplies power to the main buses, and both batteries supply power to the essential buses when power is not being supplied by the generators or TRUs. The startergenerators and TRUs normally operate independently: the left and right generators powering the corresponding left and right main feeder buses, and the left and right TRUs powering the corresponding left and right secondary feeder buses. An external dc power receptacle and control circuits are incorporated to enable the dc bus system to be powered from an external dc source. When the aircraft is on external dc power, all buses are automatically tied and powered. The batteries however are isolated from the system when external power is selected. The dc bus system may also be powered when the aircraft is connected to external ac power by using the TRUs, powered by the external ac power source, to develop the 28 volts dc. B. Bus System Refer to Figure 1. The dc power system powers a bus distribution system consisting of left and right main feeder buses, and left and right secondary feeder buses located in the contactor box; left and right essential buses, along with the left and right main and secondary distribution buses located in the flight compartment of the aircraft. The left and right main feeder buses are normally separated, and powered by the respective left and right startergenerators. The left and right main feeder buses power the main distribution buses. The essential buses are powered from either the main distribution buses or the batteries. The secondary feeder buses are powered by the TRUs and are connected to the respective left and right secondary distribution buses. The main feeder buses are automatically tied when only one generator is operating, or when the aircraft is on external power. The secondary feeder buses are tied when only one TRU is supplying power. The essential buses are tied by circuit breakers on each
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essential bus.
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DC POWER BUSES LAYOUT AND INTERCONNECTIONS Figure 1

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DC GENERATION SYSTEM DESCRIPTION AND OPERATION 1. Description A. General The dc generation system consists of two engine driven startergenerators, one on each engine, and two Transformer Rectifier Units (TRUs) powered by the variable frequency ac system. The four power sources normally operate independently: the left and right generators powering the corresponding left and right main feeder buses, the left and right TRUs powering the corresponding left and right secondary feeder buses. Two batteries supply supplementary dc power, but are on charge when the generators are operating. The generators are controlled by their individual Generator Control Units (GCUs) to produce a steady output of 28 volts dc under varying conditions of engine speed and electrical loads. Common to both generators and their associated GCUs is a Bus Bar Protection Unit (BBPU) which is designed to isolate a defective bus from the associated generator, as a protection against overloading the generator system. The functions of the GCU and BBPU are achieved with the aid of current transformers, placed around the generators positive and negative output leads, and a number of contactors, control relays and circuit breakers in the dc contactor box. Manual control is provided by control switches in the flight compartment. A dc monitoring system is provided to display voltages available on the various buses, and current from the generators, TRUs and battery circuits. B. StarterGenerator The dc startergenerators are used to motor the engines for engine start, as well as generate dc power in the generation system. The startergenerators are mounted on the upper right side of each engine accessory gearbox, through which they are driven. They are electrically connected to the dc generator system by a multipin electrical connector for control and monitoring functions, and by two threaded stud terminals for power output (positive and negative). The generators are rated to supply 300 amperes at 30 volts, self cooled. Each generator is controlled by its individual GCU so that the output voltage remains constant over the speed range of approximately 5600 rpm (min.) to 12,000 rpm (max.). The startergenerator is a fourpole, shunt connected, fully compensated dc design with interpole windings, brush commutation, and an internal 4blade aluminum diecast cooling fan. Four brush blocks, spaced 90 degrees apart around the commutator, are employed. A pair of brushes with leads joined to a common terminal are retained in each brush block by springs. A removable window strap provides access to the brushes. An air inlet duct is secured to the nondriven end of the startergenerator and an exhaust duct is incorporated in the mounting flange to provide cooling. A thermostatic switch is installed in the startergenerator to close a circuit if temperature goes above a predetermined limit, providing an appropriate DC GEN HOT indication on the caution lights panel. For description of starter function and maintenance practices refer to Chapter 80.
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C.
D.
E.
Generator Control Unit The GCUs are mounted in the RH circuit breaker console on the center and bottom shelves. They provide automatic control, monitoring and voltage/current regulation for the dc generators, and control the operation of the main feeder bus contactors. An overcurrent sense signal is also supplied to the bus bar protection unit. When the generators are used in the starter mode, the GCU controls the start cycle. (Refer to Chap 80). Operation of both GCUs is identical. The GCUs are hardmounted by four mounting bolts, in the electrical equipment rack under the right dc circuit breaker panel beside the copilots seat. A formed aluminum case houses the circuitry, which is all solidstate with the exception of control relays. Electrical connections are via a multipin connector on the side of the unit. The GCU provides the following control functions for the DC generators: (1) Voltage regulation, by varying the generator field current to maintain a preset voltage output. (2) Paralleling control, to equalize the load on both generators when operating with the main feeder bus tie closed. (3) Current limiting, preventing excessive current from flowing during starting of the opposite engine. (4) Field weakening, used during engine start to reduce starter field current as engine speed increases. If necessary, the GCU will shut down a generator and isolate it from the main feeder bus. The above functions are achieved by GCU circuits which monitor external signals. The principal circuits are differential voltage sensing, reverse current and overcurrent protection, overexcitation and overvoltage control, feeder fault detection and field relay trip. Bus Bar Protection Unit The bus bar protection unit (BBPU) is located on the top shelf of the RH circuit breaker console. It operates in conjunction with the two GCUs providing overcurrent protection against a bus fault in the generating system by isolating the faulty bus from the power source and by signaling the GCU to shut down the affected generator and disconnect the associated battery. The BBPU receives an overcurrent signal from the GCU if the generator interpole current exceeds 400 amperes. The BBPU immediately opens the coil energizing source for contactors K21, K5 and K6, and turns on a DC BUS fault light on the caution panel. Simultaneously a 7to10 second timer is started within the BBPU. If isolation of the faulty bus removes the overcurrent condition, no further action is taken by the BBPU. If the excessive current continues to flow, at the end of the timer cycle the BBPU disconnects the associated battery and applies a trip voltage to the GCU, which in turn opens the primary contactor and shuts down the affected generator by removing its field current. Current Transformers Two current transformers are installed in each generator system. One is installed in the positive feeder cable adjacent to the generator contactor in the DC contactor box, and the second transformer is mounted on the negative feeder cable connecting the generator E terminal to system ground.
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F.
G.
H.
Each transformer consists of a core that provides a feed through for the primary feeder. The secondary winding is wound on this core, and the assembly is installed in a formed aluminum case. A terminal block is secured to the top of the case to provide terminal connections for the transformer secondary, leading to the GCU. A removable plastic cover plate provides protection over the terminals. Normal currents sensed by both transformers produce canceling signals in the GCU differential circuits. An instantaneous differential fault current produces a signal in one transformer that is used by the GCU to trigger a trip of the field relay of the affected system. DC Contactor Box The dc contactor box, located in the aircraft nose, contains all primary contactors, the main and secondary feeder buses, bus tie contactors, protective fuses, and circuit breakers for the main and secondary distribution buses and various control and interlocking circuits. The left and right contactors are physically located on opposite sides of the contactor box assembly, and are connected by bus bars mounted directly on the contactors. External connections to the generators and batteries are routed through the ends of the contactor box to their respective contactors with the generator leads passing through current transformers within the contactor box. The side end panels mount the various circuit breakers for battery connections, main and secondary distribution buses, and control circuits. The contactor box assembly also contains the auxiliary battery charging diode and relay, TRU output undervoltage and external power overvoltage protection relays. DC Control Refer to Figure 1. The dc generating system is manually controlled through the DC CONTROL panel located in the overhead console. The panel contains eight control switches, namely: BATTERY MASTER, MAIN BATT, AUX BATT, GEN 1, GEN 2, (generators 1 and 2 energizing controls), MAIN BUS TIE, BUS FAULT RESET, and EXTERNAL POWER. The BUS FAULT RESET is a momentaryaction toggle switch; the remainder are normal twoposition ON/OFF toggle switches. DC Power Monitor System Refer to Figure 1 and 3. A digitalreadout power monitor panel is located in the overhead console, adjacent to the dc control panel. The panel contains four digital readout display windows, a voltage selector switch, a load selector switch, and a test pushbutton. The TEST pushbutton tests the monitor display and circuit operation when pressed. The display windows present standard digital readouts, one reading voltage and the other three currents. The left digital display window, labeled BUS VOLTS, monitors the voltages on the various buses as selected by the adjacent switch. The switch selects left secondary bus (L SEC), left main (L MAIN), left essential (L ESS), right essential (R ESS), right main (R MAIN) and right secondary (RSEC) buses. The sources for these indications are as the titles read, through circuit breakers CB14, CB1, CB7, CB19, CB16 and CB27, on the respective buses.
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I.
The center two display windows are labeled LOAD/MAIN BATT/AUX BATT, and continuously monitor the current flowing through the batteries, being permanently connected to the battery shunts R3 (auxiliary) and R4 (main). The right digital display window is labeled LOAD, and its readout is selectable by the adjacent 4position switch to monitor output currents of the left TRU, left generator (GEN 1), right generator (GEN 2) and right TRU. The sources for these indications are shunts R5, R1, R2, and R6. The three current display windows monitor load currents expressed as a percentage factor of the rated circuit loads. For example, a readout of 1.00 indicates full load, .50 indicates half load; a reading of 1.20 indicates a twenty percent overload. Maximum readout is + or 1.99. An overload condition on generator or TRU outputs is advised by a flashing positive sign (+) preceding the readout. A negative condition (example battery discharge) is indicated by a flashing minus sign () preceding the readout. The rated loads are 100 amperes for the batteries, 300 amperes for the main generators, and 200 amperes for the TRUs. TransformerRectifier Units Two identical left and right transformerrectifier units (TRUs) are located in the nose compartment on a shelf at Z112.00 LHS, and supply 28 volt dc power separately to the left and right secondary feeder buses. They consist basically of transformers and diode rectifiers. The dc output capacity of each TRU is 200 amperes at 29.5 volts maximum and 25 volts minimum at 100 percent load. Power is converted from the variable frequency ac 3 phase input. The output voltage is dependent on input voltage and transformer regulation. The TRUs receive input power to their wye connected primary windings independently from the left and right variable frequency ac generators. In each TRU, dual secondary winding outputs are interconnected by an interphase transformer and six diodes to provide fullwave, 12phase rectification. An internal fan provides cooling air for the diodes and transformer. A thermostatic switch in each TRU provides indication of excessive temperature to the L TRU HOT or R TRU HOT warning light on the caution lights panel. The negative outputs of the TRUs are connected to airframe ground through shunts R5 (left) and R6 (right). The left shunt is mounted immediately forward of the left TRU and grounded through a short bus bar to the adjacent ground stud GS9. The right shunt is mounted on the right side of the shelf, grounded through a short bus bar to the ground stud at GS10.
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DC CONTROL PANEL Figure 1

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DC SYSTEM POWER MONITOR PANEL Figure 2

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2.
Operation Refer to Figure 3. A. General Normal operation of the dc generation system includes energizing the battery system to provide power for control circuits and engine start. At the DC CONTROL panel, the BATTERY MASTER, MAIN BATT and AUX BATT switches are selected on. The batteries supply power to the essential buses and right main bus, and receive charging current when the generators are operational. For details of battery operation, refer to BATTERY SYSTEM DESCRIPTION AND OPERATION. For convenience and simplicity of the following circuit description and the operation of the system, circuit breakers are referred to by schematic CB number, circuit breaker function or titles. Figure 3, sheet 4 gives a cross reference of circuit breakers (CB) to function and titles, with panel locations where applicable. B. Generator Operation Refer to Figure 3. With the aircraft engines running, and the GEN 1 and GEN 2 switches (DC Control Panel) selected on, the startergenerators assume their generator function. Each startergenerator is controlled by a separate generator control unit (GCU) which automatically switches from starter to generator function upon release of the starter circuits. When switched to generator operation, the GCUs receive current sensing information (output and ground return), speed sensing, interpole current, and output voltage signals from the generators. Output voltage and current is regulated by the GCU by varying the current flowing in the shunt field winding of the generator. Assuming the right generator (No. 2) is selected on and the left generator (No. 1) is OFF, the right GCU on sensing a generator output voltage in excess of the main feeder bus voltage sensing reference, will supply contactor control power to contactor K2, connecting the generator output to the right main feeder bus. Auxiliary contacts on K2 connect the right essential bus to the GCU to complete the GCU logic circuits requirement. Simultaneously, the GCU sends a [ldquo]power ready[rdquo] voltage to energize the generator logic relay K12, which will cause No. 2 GEN caution light to go off, provided K2 remains energized to open contacts 13 and 14 that also control the GEN caution light. Having generator logic relay K12 energized, and K11 deenergized (left generator off, and right generator on), their interconnecting contacts provide a power path to energize the main feeder bus tie K21. The power is supplied by CB26 from the right essential bus, through the Bus Bar Protection Unit internal relay RL3. Power is then available on the left feeder bus. Action of the left generator and GCU is identical to the right side; the GCU in this case operating contactor K1, and supplying power ready voltage to logic relay K11. Activation of K11 while K12 is also energized (both generators functioning), interrupts the voltage path to bus tie K21, and the left and right generating systems operate independently. The main battery receives charging current from the right feeder bus through battery relay K8, energized when MAIN BATT switch S4 is selected on. The auxiliary battery is charged from the left feeder bus through diode CR1 and battery relay K7, energized when AUX BATT switch S3 is selected on.
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C.
D.
E.
F.
When K7 and K8 are deenergized (batteries disconnected from the buses) their auxiliary contacts 13/14 provide a ground connection to the caution lights panel to turn on the AUX BATT or MAIN BATT warning lights. TRU Operation Refer to Figure 3. The TRUs operate directly from the primary 3phase variablefrequency buses when the ac generators are on, or when external ac power is applied. Their nominal 28volt dc output is applied to the left and right secondary buses through TRU contactors K17 and K18. Auxiliary contacts on these contactors complete the ground return circuits for the TRU logic relays K13 and K14 when energized, and the associated L TRU fail and R TRU fail indicators on the caution panel when deenergized. Power for the logic relays is from CB6 on the left essential bus. The TRU contactors receive operating voltage from either the essential bus (CB21 and diodes CR7 or CR8) or from the TRU outputs, through diodes CR9 or CR10, ensuring adequate operating voltage during any voltage fluctuations from the TRU. The contactors are controlled however by undervoltage protection relays K19 (left) or K20 (right). These relays close on receiving a voltage of 18 volts or more from the TRU outputs at their voltage sensing control terminals C2. External DC Power Refer to Figure 3. The connector for external dc power application is on the nose of the aircraft, lower left side. Selection of the EXT POWER (switch S8) on the DC CONTROL panel to on position applies power simultaneously to external power contactors K9 and K10, and interlock relays K15 and K16. Application of external dc power inhibits dc generator operation and isolates the batteries from the buses. A customer option (CSI 82066) permits the batteries to remain "on line", and to be charged from the external dc power source. Refer to EXTERNAL POWER DESCRIPTION AND OPERATION for details. Test DC Power Monitor System To operate the internal test circuits of the DC SYSTEM power monitor panel, the TEST pushbutton is pressed and held. Pressing the button causes all segments of the VOLTS and LOAD digital display characters to light. When held longer than approximately two seconds, the internal test circuits simulate VOLTS of 30.5 + or 0.3 and LOADS of 1.05 + or 0.03 which is displayed on applicable sections of the panel. Failure Conditions Refer to Figure 3. (1) Generator Failure The generator logic relays K11 and K12, being controlled by the GCU power ready voltage, provide automatic closing of the main bus tie in event of a generator failure. Assuming a No. 1 (left) generator failure, loss of generator output voltage is sensed by the No. 1 GCU which operates to open the left feeder contactor K1, disconnecting the generator from the left feeder bus and applying a ground to the No.1 DC GEN caution light. Simultaneously, the GCU power ready voltage disappears, deenergizing the left generator logic relay K11. This action applies bus tie operating voltage from the bus bar protection unit (pin E) through K11A2/A3 to K12A1/A2 to the main feeder bus tie K21, restoring power through the bus tie to the left main feeder bus from No. 2 generator. Deenergized contacts D2/D3 of K11 maintain the caution light ground. Failure of the No. 2 generator operates in a
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similar manner through No. 2 GCU, opening right contactor K2, and deenergizing right generator logic relay K12 which applies operating voltage to K21. In event of failure of both generators, bus tie K21 is opened through the interruption of the bus tie operating voltage by both deenergized generator logic relays. Simultaneously, contact B2 of K12 applies the BBPU bus tie operating voltage to secondary/main feeder bus contactors K5 and K6, connecting the secondary feeder buses supplied by the TRUs, to the main feeder buses. This bus tie operating voltage path is from K11B2/B3 through energized K13C2/C1, K14C1/C2, and deenergized K12B3/B2. (2) TRU Failure Refer to Figure 3. Loss of TRU output voltage is sensed by undervoltage relays K19 (left) or K20 (right) which deenergizes the associated TRU contactor K17 or K18 and TRU logic relays K13 or K14. The associated caution light is turned on by contacts 13 and 14 of K17 or K18. Opening of either logic relay while the other is energized causes the essential bus voltage from CB26/CR13 at terminal A2 of K13, to be applied to terminal A2 of K14, energizing secondary bus tie contactor K22 and restoring power through the bus tie to the affected bus from the functioning TRU. Failure of both TRUs will result in both logic relays K13 and K14 being deenergized, removing operating voltage from bus tie contactor K22. Also the secondary/main feeder bus contactors K5 and K6 will be energized from the BBPU bus tie voltage through K11B2/B1, to contacts B2/B3 of K13 and K14, and K12B1/B2. The secondary feeder buses will then be supplied power by the left and right main feeder buses and their respective generators. (3) Bus Failure The Bus Bar Protection Unit (BBPU) operates in conjunction with the two GCUs. When a GCU senses an overcurrent condition (in excess of 400 amperes), a signal is sent to the BBPU, which in turn inhibits possible operation of bus tie contactor K21 and secondary/main feeder contactors K5 and K6 by removal of the bus tie voltage output (BBPU pin E) and triggers on the DC BUS FAULT light on the caution light panel. Closure of these contactors is inhibited until the fault has been cleared, and the BBPU has been manually reset by the dc BUS FAULT RESET switch (S6) on the DC CONTROL panel. If the fault remains for longer than 7 to 10 seconds, the BBPU sends a trip signal to the GCU, which shuts down the affected generator, opens its main feeder bus contactor K1 or K2, and disconnects the battery connected to its bus, locking out until manually reset by S6. The time delay is developed electronically by timer circuits within the BBPU.
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DC GENERATION SYSTEM SCHEMATIC Figure 3 (Sheet 1 of 8)

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15

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DC GENERATION SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation A. StarterGenerator For the Removal/Installation of startergenerator, refer to Chapter 80. Inspection/Check A. StarterGenerator Brushes For the inspection and replacement of startergenerator brushes, refer to Chapter 80. Adjustment/Test A. Operational Test Generators (1) Start the engines 1 and 2 (refer to Chapter 71). Set the power levers to FLT IDLE and the condition levers to MIN GOV. (2) Make sure that the circuit breakers that follow are closed. (a) On the left dc circuit breaker panel: PANEL LOCATION A10, B10, C10, D10 E9 L10 F9 H9 P10, Q10, R10 C/B TITLE VOLT IND. BUS TIE L BATT INPUT DC GEN 1 EXCITE AUX BATT CONT VOLT IND. PANEL LOCATION D9 K10 M10 G9 J8 N9
2.
3.
C/B TITLE L MAIN INPUT L ESS BUS L MAIN INPUT DC LOGIC CONT DC PWR MONITOR L SEC INPUT
(b) On the right dc circuit breaker panel: C/B TITLE R SEC INPUT R BATT INPUT DC PWR MONITOR DC GEN 2 EXCITE R MAIN CAUT LTS 1 (c) PANEL LOCATION C10, D10, E10 L10 H9 H8 P10, Q10, R10, S10 M1 C/B TITLE VOLT IND. R MAIN INPUT DC BUS TIE CONT MAIN BATT CONT R ESS BUS VOLT IND. CAUT LTS 2 PANEL LOCATION E9 M10 G8 K8 N10 P9 N1
On the 115V AC VARIABLE FREQUENCY panel: LEFT AC VOLTMETER PH A, PH B, PH C RIGHT AC VOLTMETER PH A, PH B, PH C (3) At 115V AC VARIABLE FREQUENCY circuit breaker panel, open L TRU and R TRU circuit breakers.
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(4) At the DC CONTROL panel, set GEN 1, GEN 2, MAIN BUS TIE, and EXTERNAL POWER switches to OFF. Make sure that you set the battery switches to BATTERY MASTER, MAIN BATT and AUX BATT. (5) Make sure that the caution lights that follow are on: No.1 DC GEN, No.2 DC GEN, L TRU fail, and R TRU fail. Make sure that the MAIN BATT and AUX BATT caution lights are off. (6) At the DC SYSTEM power monitor panel, set the voltmeter to R. MAIN, R ESS and L ESS and check the battery voltage. Make sure that all other buses read 0 Volts. Make sure that the LOAD for the MAIN battery and AUX battery shows a discharge current (minus sign). (7) At the DC CONTROL panel, set the leverlocked MAIN BUS TIE switch to MAIN BUS TIE. (8) At the DC SYSTEM monitor panel, make sure that the L MAIN, L ESS, R ESS and R MAIN positions show the battery voltage, with a discharge LOAD indication. (9) At the DC CONTROL panel, set the MAIN BUS TIE switch to OFF. (10) At the DC CONTROL panel, set the GEN 2 switch to GEN 2. Make sure that the No.2 DC GEN caution light goes off. (11) At the DC SYSTEM power monitor panel, make sure that: The L and R MAIN bus voltages read 281 Volts. The L and R ESS bus voltages read 28+1 or 2 Volts. The L and R SEC bus voltages read 00.3 Volts. The MAIN BATT and AUX BATT LOAD shows a charging current. (12) At the DC CONTROL panel, set the GEN 1 switch to GEN 1. Make sure that the No.1 DC GEN caution light goes off. On the DC SYSTEM power monitor panel, make sure that the voltage on all buses reads 281 Volts. NOTE: In steps 11 and 12 for Pre Mod 8/0085 aircraft, use the SHUTDOWN switches instead of GEN 2 and GEN 1 to turn off the generators. (13) At the DC CONTROL panel, set the GEN 2 switch to the OFF position. Make sure that the No.2 DC GEN caution light comes on. (14) At the DC SYSTEM power monitor panel, make sure that: The L and R MAIN bus voltages read 281 Volts. The L and R ESS bus voltages read 28+1 or 2 Volts. The L and R SEC bus voltages read 00.3 Volts. The MAIN BATT and AUX BATT LOAD shows a charging current. (15) At the DC CONTROL panel, set the GEN 1 switch to the OFF position. Make sure that the No.1 DC GEN caution light comes on. At the DC SYSTEM power monitor panel, make sure that the R MAIN, R ESS and L ESS buses show the battery voltage, with a discharge LOAD indication. (16) At the DC CONTROL panel, set the GEN 1 and GEN 2 control switches to ON to put startergenerators back on the line. (For Pre Mod 8/0085 aircraft, it will be necessary to momentarily set the GEN 1 and GEN 2 switches to OFF to reset the GCUs).
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(17) On the DC SYSTEM power monitor panel, make sure that all the busses show the generator voltage of 281 Volts. Make sure that the No.1 and No.2 DC GEN caution lights are off. (18) If Operational Test of TRUs (para 2.C.) is not to be performed, shut down engines (refer to Chapter 71) and close L TRU and R TRU circuit breakers on 115V AC VARIABLE FREQUENCY circuit breaker panel.
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CURRENT LIMITER MAINTENANCE PRACTICES 1. General A. The maintenance procedure that follows is for the removal and installation of the current limiter in the D.C contactor Box. The D.C contactor box is located forward of the pressure bulkhead in the upper nose compartment. Removal/Installation Refer to Figure 201. A. Remove the current limiter WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT (1) Obey all the electrical/electronic safety precautions (Refer to AMM 240000). (2) Remove all electrical power from the aircraft. (3) Disconnect main and aux batteries. (4) Open access panels 212AL and 212BR to get access to the D.C contactor box. (5) Remove the D.C contactor box cover. (6) Find the defective current limiter. (7) Loosen the nut (1) and remove it. (8) Remove the split washer (2) and washer (3). (9) Remove terminal lug (4). (10) Remove nut (1), split washer (2), washer (3) and terminal lug (4) from the other terminal. (11) Remove the current limiter (5). B. Install the current limiter (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Do a visual inspection of the area as follows: (a) Make sure all connections are not damaged. (b) Make sure that there is no debris. (c) Make sure that there is no contamination on either terminal connectors. (3) Put the new current limiter (5) in place. (4) Install terminal lug (4). (5) Install the washer (3). (6) Install the split washer (2). (7) Install and tighten the nut (1). NOTE: Tighten the nut until resistance increases sharply, then tighten nut a further 1/4 turn. (8) Repeat step (7) for the other terminal. (9) Remove all tools and equipment from the work area.
2.
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(10) Close the panel on the D.C contactor box. (11) Close panels 212AL and 212BR. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT (12) Obey all the electrical/electronic safety precautions (Refer to AMM 240000). (13) Connect the main and aux. battery. (14) Connect the external dc ground power to the aircraft (Refer to AMM 120005).
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UPPER PRESSURE BULKHEAD
2431F1
2431F5
2431F3
2431F2
VIEW LOOKING AFT 1 3 5 2 4
2431F4
LEGEND
dam03_2431012_002.dg, jc, 30/01/04
6 7 8
1. Nut. 2. Split washer. 3. Washer. 4. Terminal lug. 5. Limiter. 6. Busbar. 7. Plain nut. 8. Holding block.
TYPICAL LIMITER INSTALLATION
CURRENT LIMITER REMOVAL/INSTALLATION Figure 201

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BUS BAR PROTECTION UNIT MAINTENANCE PRACTICES 1. BUS BAR PROTECTION UNIT REMOVAL INSTALLATION General The following procedures are approved for the removal and installation of the Bus Bar Protection Unit (BBPU). The Bus Bar Protection Unit (BBPU) is located on the top shelf of the Right Hand Circuit Breaker Console. 2. Bus Bar Protection Unit Removal WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. A. Remove the Bus Bar Protection Unit (BBPU) as follows: (1) Remove all external electrical power from the aircraft. (2) Make sure the Battery Master switch is in the off position (3) Make sure the Main Battery switch is in the off position (4) Make sure the Aux Battery switch is in the off position (5) Locate the Bus Bar Protection Unit (BBPU) on the left hand side of the top shelf of the right hand circuit breaker console. (6) Disconnect the electrical connector from the Bus Bar Protection Unit (BBPU) (7) Remove the three securing bolts and washers. (8) Slide the Bus Bar Protection Unit (BBPU) from the shelf. Bus Bar Protection Unit Installation A. Install the Bus Bar Protection Unit (BBPU) as follows: (1) Make sure that the aircraft is in the same configuration as in the removal task. (2) Make sure the Battery Master switch is in the off position. (3) Make sure the Main Battery switch is in the off position. (4) Make sure the Aux Battery switch is in the off position. (5) Connect the electrical connector to the Bus Bar Protection Unit (BBPU). (6) Position the Bus Bar Protection Unit (BBPU) and secure to the shelf with the three securing bolts and washers. (7) Tighten the three securing bolts until the bolts heads and washers clamp the Bus Bar Protection Unit (BBPU) to the shelf. tighten the bolts until the resistance increase sharply, then tighten the a further 1/4 turn. Close Out A. Remove all tools and equipment from the work area. B. Carry out Operational Test of the Generators.
3.
4.
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**ON A/C ALL DC GENERATOR CONTROL UNIT MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal and installation of the DC Generator Control Unit (GCU). There are two DC GCUs. GCUs are installed in the right DC Circuit Breaker Console on the center and bottom shelves. Removal/Installation of DC Generator Control Unit A. Removal of DC Generator Control Unit (GCU) WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all the electrical/electronic safety precautions (Refer to AMM 240000). (2) Obey all the electrostatic discharge safety precautions. (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. F9 G9 L9 M9 H8 G8 F8 CB NAME DC LOGIC DC GEN1 EXCITE L MAIN INPUT AUX BATT INPUT DC GEN2 EXCITE DC BUS TIE CONT EXT PWR LOGIC
2.
CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
B.
(5) Remove the Generator Control Unit (GCU) as follows: (a) Disconnect the electrical connector (2) from the GCU (1). (b) Remove the screws (3). (c) Remove the GCU (1) from tray (4). (d) Install protective covers on the electrical connector (2) and GCU (1). Installation of the DC Generator Control Unit Equipment HP 4328A milliohm meter or equivalent.
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(1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Install the Generator Control Unit (GCU) as follows: NOTE: Make sure that the surfaces are clean with no corrosion, paint, grease, or prevention fluids. (a) Remove the protective covers from the electrical connector (2) and GCU (1). (b) Put the GCU (1) in position on the support tray (4). (c) Install the GCU (1) with the screws (3). (d) Do a bonding check of the GCU (1) to the tray (4). NOTE: Make sure that the maximum bonding value is 10 milliohms. (e) Connect electrical connector (2) to the GCU (1). (3) Remove the tags and close the circuit breakers that follow: CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL CB NO. F9 G9 L9 M9 H8 G8 F8 CB NAME DC LOGIC DC GEN1 EXCITE L MAIN INPUT AUX BATT INPUT DC GEN2 EXCITE DC BUS TIE CONT EXT PWR LOGIC
(4) Energize the electrical system (Refer to Chapter 120005). (5) Do an operational test of the DC Generator System (Refer to Chapter 243100). (6) Remove all tools, equipment and unwanted material from the work area.
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1
LEGEND
1. DC generator control unit (GCU). 2. Connector. 3. Screw. 4. Tray (shelf).
Removal/Installation of DC Generator Control Unit Figure 201

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TRANSFORMER RECTIFIER UNIT MAINTENANCE PRACTICES 1. Renoval/Installation A. Remove Transformer Rectifier Unit (TRU) Refer to Figure 201 (1) Remove electrical power from all aircraft busses. (2) Make sure the following circuit breakers are open and cliped: (a) on left dc circuit breaker panel: AC PWR MONITOR (J9) AC GEN CONT 1 (K9) (b) on right dc circuit breaker panel: AC PWR MONITOR (J9) AC GEN CONT 2 (K9) (c) on right dc circuit breaker panel: TRU CONT L & R (J8) (3) Loosen cooling duct adapter clamp (4) and slide adapter (3) away from TRU (1). (4) Remove TRU fan shroud (2) to access AC electrical connector (6) and DC connection terminals (7). (5) Disconnect AC electrical connector (6). (6) Remove nuts and washers from TRU DC terminals (7). CAUTION: DO NOT BEND THE DC POWER LEADS LUGS. (7) Remove the four bolts and washer (8) that secure TRU (1) to structure. (8) Slide TRU (1) to disconnect DC power leads (5) from the DC terminals (7). (9) Lift TRU (1) out of the equipment bay. B. Install Transformer Rectifier Unit (TRU). (1) Position the TRU (1) to align DC power terminal (7) with DC power leads (5) . (2) Install DC power leads (5) to DC terminal (7) with the washers and nuts, (3) Install AC electrical connector (6) and hand tighten. Wirelock connector. (4) Install TRU fan shroud (2) to cover AC electrical connector (6) and DC connection terminals (7). (5) Install the four bolts (8) and washer that secure TRU (1) to structure (6) Slide and position cooling duct adapter (3) and clamp (4) on to TRU (1) and tighten clamp (4) . Adjustment/Test A. Operational Test Transformer Rectifier Units (TRU) (1) Start engines (refer to Chapter 71). Run engines at ground idle. (2) Ensure the following circuit breakers are closed. (a) On left dc circuit breaker panel:
2.
MASTER EFFECTIVITY:
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C/B TITLE L MAIN INPUT L ESS BUS L MAIN INPUT DC LOGIC CONT DC PWR MONITOR L SEC INPUT
PANEL LOCATION A10, B10, C10, D10 E9 L10 F9 H9 P10, Q10, R10
C/B TITLE VOLT IND. BUS TIE L BATT INPUT DC GEN 1 EXCITE AUX BATT CONT VOLT IND.
PANEL LOCATION D9 K10 M10 G9 J8 N9
(b) On right dc circuit breaker panel: C/B TITLE R SEC INPUT R BATT INPUT DC PWR MONITOR DC GEN 2 EXCITE R MAIN CAUT LTS 1 (c) PANEL LOCATION C10, D10, E10 L10 H9 H8 P10, Q10, R10, S10 M1 C/B TITLE VOLT IND. R MAIN INPUT DC BUS TIE CONT MAIN BATT CONT R ESS BUS VOLT IND. CAUT LTS 2 PANEL LOCATION E9 M10 G8 K8 N10 P9 N1
(3) (4)
(5)
(6) (7)
On 115V AC VARIABLE FREQUENCY panel: LEFT AC VOLTMETER PH A, PH B, PH C RIGHT AC VOLTMETER PH A, PH B, PH C At 115V AC VARIABLE FREQUENCY circuit breaker panel, open L TRU and R TRU circuit breakers. In addition, ensure the following circuit breakers are closed: (a) on left dc circuit breaker panel: AC PWR MONITOR (J9) AC GEN CONT 1 (K9) (b) on right dc circuit breaker panel: AC PWR MONITOR (J9) AC GEN CONT 2 (K9) TRU CONT L & R (J8) At DC CONTROL panel, select GEN 1, GEN 2, and EXTERNAL POWER switches to OFF. Ensure BATTERY MASTER, MAIN BATT, and AUX BATT switches are on. (Selected to BATTERY MASTER, MAIN BATT and AUX BATT). Check that MAIN BATT and AUX BATT caution lights are off. At AC CONTROL panel, select GEN 1 and GEN 2 switches to GEN 1 and GEN 2 to energize variable frequency bus system. Ensure EXT POWER switch is OFF. At AC SYSTEM power monitor panel, select VARIABLE FREQUENCY switch to all positions (LEFT A, B, C, and RIGHT A, B, C). Check for 115 volts indication on all phases.
MASTER EFFECTIVITY:
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(8) At the 115V VARIABLE FREQUENCY circuit breaker panel, close L TRU circuit breaker. Check that the L TRU fail caution light goes off and R TRU fail is on. (9) On DC SYSTEM power monitor panel check that left and right secondary buses read 27 plus or minus 2.0 volts. (10) At the 115V AC VARIABLE FREQUENCY circuit breaker panel open L TRU circuit breaker. Check that after approximately a 4 second delay, the L TRU fail caution light is on and both secondary buses read zero volts. (11) At the 115V VARIABLE FREQUENCY circuit breaker panel, close R TRU circuit breaker. Check that the R TRU fail caution light goes off and L TRU fail is on. (12) On DC SYSTEM power monitor panel check that left and right secondary buses read 27 plus or minus 2.0 volts. (13) At the 115V AC VARIABLE FREQUENCY circuit breaker panel open R TRU circuit breaker. Check that after approximately a 4 second delay the R TRU fail caution light is on and both secondary buses read zero volts. (14) At the 115V VARIABLE FREQUENCY circuit breaker panel, close L TRU and R TRU circuit breakers. Check that both TRU fail and both TRU HOT caution lights are off and that all buses read 27 plus or minus 2.0 volts. (15) At the DC CONTROL panel select GEN 1 and GEN 2 control switches to GEN 1 and GEN 2. Check that No.1 and No.2 DC GEN caution lights go off. (16) On DC SYSTEM power monitor panel, check that MAIN and ESS buses read 28 + or 1.0 volts, and the L SEC and R SEC buses read 27 + or 2.0 volts. (17) Shut down engines (refer to Chapter 71).
MASTER EFFECTIVITY:
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(7) (3) (1)
(4) (5) (2) (6) (1) (8) (3)

dam10_243100_201.dg, dbc, 11/11/97
(2) (4)
TRANSFORMER RECTIFIER UNIT REMOVAL AND INSTALLATION Figure 201

MASTER EFFECTIVITY:
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**ON A/C ALL DC SYSTEM CONTROL PANEL MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal, installation and operational test of the DC system control panel. The DC system control panel is installed in the flight compartment on the overhead console. Removal/Installation of the DC System Control Panel Refer to Figure 201 A. Removal of the DC System Control Panel WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all electrostatic discharge safety precautions. (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. F9 G9 H9 H8 H9 F8 CB NAME DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC
2.
CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
B.
(5) Release the captive fasteners (2) that hold the DC system control panel (3) to the console. (6) Pull the DC system control panel (3) out from the overhead console until you have access to the electrical connector (1). (7) Disconnect the electrical connector (1). (8) Remove the DC system control panel (3). (9) Install protective covers on the electrical connector (1) and the DC system control panel (3). Installation of the DC System Control Panel
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(1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Remove the protective covers on the electrical connector (1) and the DC system control panel (3). (3) Connect the electrical connector (1). (4) Make sure the electrical connector (1) is tight. Make sure that the ratchet safety is engaged. (5) Position the DC system control panel (3) into the overhead console. (6) Tighten the captive screws (2). (7) Remove the tags and close the circuit breakers that follow: CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL WARNING: CB NO. F9 G9 H9 H8 H9 F8 CB NAME DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC
3.
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (8) Energize the electrical system (Refer to Chapter 120005). (9) Do an operational test of the DC system control panel (Refer to Chapter 243105). (10) Remove all tools and equipment from the work area. Adjustment/Test A. Operational Test of the DC System Control Panel WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Make sure the circuit breakers that follow are closed: CB NO. A3 F9 G9 H9 H8 H9 F8 CB NAME PANEL LTS O/H CONS DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC
CB PANEL LEFT DC LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
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D
M1 N1
RIGHT DC ESSENTIAL RIGHT DC MAIN WARNING:
CAUT LTS 1 CAUT LTS 2
(3) (4)
(5) (6)
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. Energize the electrical system (Refer to Chapter 120005). Press the TEST push button on the DC system control panel and hold for more than 2 seconds. Make sure the VOLTS 30.5 0.3 and LOADS of 1.05 0.03 are displayed on applicable sections of the panel. Do an operational test of the DC system control panel light (Refer to Chapter 331000). Remove all electrical power from the aircraft (Refer to Chapter 120005).
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BU
SV
28.
LS
OL
TS
DC
MA
LM L AIN ESS RE EC SS RM
IN
SY
1
ST
TT
BA
EM
LO
AIN EC AU
AD
AT
RS
XB
+1
LT G RU EN
LO
AD
LEGEND
.99
GE N RT
TE
RU
3 2
DC System Control Panel Removal/Installation Figure 201

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dam03_2431002_005.dg, gw, 07/02/06
ST
1. Electrical connector. 2. Captive fastener. 3. DC system panel.
SERIES 300
**ON A/C ALL DC CONTROL PANEL MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal, installation and operational test of the DC control panel. The DC control panel is installed in the flight compartment on the overhead console. Removal/Installation of the DC Control Panel Refer to Figure 201 A. Removal of the DC Control Panel WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all electrostatic discharge safety precautions. (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. F9 G9 H9 H8 H9 F8 CB NAME DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC
2.
CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL
B.
(5) Release the captive fasteners (2) that hold the DC control panel (3) to the console. (6) Pull the DC control panel (3) out from the overhead console until you have access to the electrical connector (1). (7) Disconnect the electrical connector (1). (8) Remove the DC control panel (3). (9) Install protective covers on the electrical connector (1) and the DC control panel (3). Installation of the DC Control Panel (1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Remove the protective covers on the electrical connector (1) and the DC control panel (3).
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D
CB NO. F9 G9 H9 H8 H9 F8
(3) Connect the electrical connector (1). (4) Make sure the electrical connector (1) is tight. Make sure that the ratchet safety is engaged. (5) Position the DC control panel (3) into the overhead console. (6) Tighten the captive screws (2). (7) Remove the tags and close the circuit breakers that follow: CB PANEL LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL WARNING: CB NAME DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC
3.
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (8) Energize the electrical system (Refer to Chapter 120005). (9) Do an operational test of the DC control panel (Refer to Chapter 243107). (10) Remove all tools and equipment from the work area. Adjustment/Test A. Operational Test of the DC Control Panel WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all electrical/electronic safety precautions (Refer to Chapter 240000). (2) Make sure that the circuit breakers that follow are closed: CB NO. A3 F9 G9 H9 H8 H9 F8 M1 N1 CB NAME PANEL LTS O/H CONS DC GEN CONT DC GEN 1 EXCITE PWR MONITOR DC DC GEN 2 EXCITE PWR MONITOR DC EXT PWR LOGIC CAUT LTS 1 CAUT LTS 2
CB PANEL LEFT DC LEFT DC ESSENTIAL LEFT DC ESSENTIAL LEFT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC ESSENTIAL RIGHT DC MAIN
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(3) (4) (5) (6) (7) (8) (9)
MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. Energize the electrical system (Refer to Chapter 120005). Start the engines (Refer to Chapter 710000). Do an operational test of the #1 and #2 DC Generator (Refer to Chapter 243100). Do an operational test of the external DC power (Refer to Chapter 244001). Do an operational test of the DC control panel light (Refer to Chapter 331000). Shutdown the engines (Refer to Chapter 710000). Remove all electrical power from the aircraft (Refer to Chapter 120005).
WARNING:
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DC
AU BA X TT OF F MA BA IN TT N1 GE N2 OF
CO
F
NT
RO
GE
OF F BA TT MA ER Y ST ER MA
LEGEND
IN B TIE US
3 2
DC Control Panel Removal/Installation Figure 201

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BU FA S REULT EXTE SE RN T POW A ER L
1. Electrical connector. 2. Captive fastener. 3. DC control panel.
SERIES 300
DC CURRENT SHUNTS MAINTENANCE PRACTICES 1. General A. The maintenance procedure that follows is for the removal and installation of the 250A and the 300A DC current shunts. There are four 250A and two 300A DC current shunts installed in the aircraft. The four 250A DC current shunts are located in the nose compartment and the two 300A DC current shunts are located in the wing leading edges. The procedure that follows is applicable to the 250A and the 300A DC current shunts. Equipment and Materials Commercially Available Work Stand Commercially Available Torque Wrench (0200 inch pounds (022.6 Nm)) Commercially Available Torque Wrench (025 inch pounds (02.82 Nm)) Removal of the DC Current Shunts Refer to Figure 201. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT A. Remove all the electrical power from the aircraft (Refer to AMM 240000). B. If necessary, use work stand to gain access to the work area. C. Open the access panels 512DL and 612DR. Open access doors 212AL, 212BR and 113AL (Refer to AMM 064010). D. Remove the DC current shunt (9) as follows: (1) Remove the bolts (1), the spring washers (2), the flat washers (3), and the electrical cables (4) from the DC current shunt (9). (2) Remove the screws (5), the spring washers (6), the flat washers (7), and the signal wires (8). (3) Remove the screws (10), the washers (11), and the DC current shunt (9) from the structure. Installation of the DC Current Shunts Refer to Figure 201. A. Install the DC current shunt (9) as follows: (1) Make sure that the surfaces are clean with no corrosion, paint, grease, or preservation fluids. (2) Put the DC current shunt (9) on the structure. (3) Install the DC current shunt (9) on the structure with the washers (11) and the screws (10). (4) Install the electrical cables (4) with the flat washers (3), the spring washers (2), and the bolts (1). (5) Torque the bolts (1) to 110 to 125 inch pounds (12.43 to 14.12 Nm). (6) Install the signal wires (8) with the flat washers (7), the spring washers (6), and the screws (5).
2.
3.
4.
MASTER EFFECTIVITY:
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(7) (8) (9) (10)
Torque the screws (5) to 8 to 12 inch pounds (0.90 to 1.36 Nm). Torque seal/witness mark the bolts and screws as required. Remove all the tools, equipment and unwanted materials from the work area. Close the access panels 512DL and 612DR and the access doors 212AL, 212BR and 113AL (Refer to AMM 064010).
MASTER EFFECTIVITY:
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LEGEND 1. Bolt. 2. Spring washer. 3. Flat washer. 4. Electrical cable. 5. Screw. 6. Spring washer. 7. Flat washer. 8. Signal wire. 9. DC current shunt. 10. Screw. 11. Washer.
1 2
10
3 4
11
TORQUE SEAL/WITNESS MARK
9 8 7 6 5
TORQUE SEAL/WITNESS MARK
STRUCTURE (REF)
dam03_2431082_001.dg, dn, feb20/2007
300A DC CURRENT SHUNT
250A DC CURRENT SHUNT
DC CURRENT SHUNTS REMOVAL AND INSTALLATION Figure 201

MASTER EFFECTIVITY:
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**ON A/C ALL BATTERY SYSTEM DESCRIPTION AND OPERATION 1. Description A. General Refer to Figure 1. The battery system consists of two nickelcadmium batteries, with venting and temperature monitoring equipment, current metering shunts, power contactors and their control circuits. The batteries are mounted in the lower left section of the nose compartment on shelf Z97.00, parallel to the aircraft centerline forward of the lower pressure bulkhead. The main, or right battery, has a capacity of 40 amperehours, and is mounted in the forward position. The auxiliary (left) battery has a capacity of 15 amperehours and is installed at the rear of the main battery. (SOO 8070 replaces the 15 amperehour battery with a 40 amperehour battery in the auxiliary position). Both batteries are secured to their mounting trays by tiedown bolts. The two battery cases are commonly vented to atmosphere through a sump jar. The jar is mounted aft of the frame at X4.5, left hand side, and is connected to the battery cases and outside air by hoses and a tee union. Refer to BATTERY VENTING SYSTEM. The negative side of each battery is connected through separate battery metering shunts to airframe (ground) on the underside of shelf Z112.00 above the batteries. Each battery is equipped with a temperature sensor which is connected to a temperature monitoring system. Refer to BATTERY TEMPERATURE MONITOR. The battery contactors, control relays, and circuit breakers are located in the dc contactor box which is mounted on the forward side of the upper pressure bulkhead. B. Battery Control Circuit Refer to Figure 2. The main and auxiliary batteries are connected directly to their respective buses. They are connected to the essential buses through contactors which are manually controlled by the battery master switch. The batteries are connected to the main feeder buses through contactors which are controlled by the MAIN and AUX battery switches. These contactors are also controlled by the dc generation system (refer to DC GENERATION SYSTEM) and the external dc power control circuits (refer to EXTERNAL POWER). The left (auxiliary) battery is connected to the left essential bus through left essential bus contactor K3 and isolation diode CR5. Charging current for the left battery is provided from the left main feeder bus through isolation diode CR1 and left battery bus contactor K7. The right (main) battery is connected to the right essential bus through right essential bus contactor K4 and isolation diode CR4. It is directly connected to the right main feeder bus through right battery bus contactor K8. The right main battery also powers the BATTERY PWR bus on the right (essential) dc circuit breaker panel through a circuit breaker (CB74) located in the DC contactor box. The left and right essential buses are connected by the BUS TIE circuit breakers located on the pilots and copilots essential dc circuit breaker panels. All control switches for the battery system are located on the DC CONTROL panel
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2.
located in the overhead console. The BATTERY MASTER switch operates four separate circuits, providing a ground return to essential bus contactors K3 and K4 (powered from the left and right battery buses), and power to the auxiliary and main battery switches; this power is supplied from the left and right essential buses through the bus bar protection unit and its reset switch. The AUX BATT and MAIN BATT switches operate battery bus contactors K7 and K8 through normallyclosed contacts of the external power interlock relay K15 (see EXTERNAL POWER). A customer option (CSI 82066) inhibits relay K15, leaving the batteries "on line" to permit charging from the external dc power source. Refer to EXTERNAL POWER DESCRIPTION AND OPERATION for details. The main battery may also be charged from the AC EXTERNAL POWER if the aircraft is so equipped (SOO 8095). Refer to BATTERY CHARGER SYSTEM DESCRIPTION AND OPERATION for details. The MAIN BUS TIE switch is normally leverlocked in the open or OFF position. In emergency situations it is selected ON to energize the main bus tie contactor K21. Operation Refer to Figure 2. Actuation of the BATTERY MASTER switch on the DC CONTROL panel energizes essential bus contactors K3 and K4, connecting the auxiliary (left) battery to the left essential bus through diode CR5, and the main (right) battery to the right essential bus through diode CR4. Simultaneously, power becomes available at the MAIN BATT and AUX BATT switches, through the Bus Bar Protection Unit (BBPU) and the BUS RESET switch. Operation of the AUX BATT and MAIN BATT switches energizes battery contactors K7 and K8. Both are interlocked through K15 to prevent actuation if the aircraft is on external power (unless CSI 82066 is installed). Contactor K7 provides a diodeprotected charging path for the auxiliary battery from the left main feeder bus. Contactor K8 connects the main battery directly to the right main feeder bus. When K7 or K8 are deenergized (batteries disconnected from the buses) their auxiliary contacts 13/14 provide a ground connection to the caution lights panel to turn on the AUX BATT or MAIN BATT warning lights. With the battery switches on and the contactors energized, the right main feeder bus and right main distribution buses are powered for the operation of any system connected to them, including right engine start operation. To power the left main feeders and left distribution buses from the right battery the MAIN BUS TIE switch is set to on to energize the main bus tie contactor K21. The contactor is energized from the right essential bus, through the bus bar protection unit. NOTE: Bus tie contactor K21 is normally operated automatically by the Generator Control Unit (refer to DC GENERATION). Manual selection of the bus tie switch is necessary for battery operation only. When CSI 82066 is installed and the battery switches turned on, the external dc power source (when applied to the buses) supplies charging current to the batteries. Refer to EXTERNAL POWER DESCRIPTION AND OPERATION for details.
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IF CSI 82066 IS INSTALLED AND THE BATTERIES ARE SELECTED ON WITH EXTERNAL POWER APPLIED, THE BATTERY CHARGE RATE AND TEMPERATURE MUST BE CONTINUALLY MONITORED TO ENSURE THAT BATTERY TEMPERATURE LIMITS ARE NOT EXCEEDED. Current flow in each battery (charge or discharge) is continuously monitored on the DC SYSTEM panel in the overhead console. The two battery shunts are connected to the MAIN BATT LOAD and AUX BATT LOAD on the DC SYSTEM power monitor panel, which indicate current flow expressed as a percentage factor of the rated load. The rated load for the batteries is 100 amperes. A readout of 1.00 indicates full load, 0.50 indicates half load; a reading of 1.20 indicates a twenty percent overload. Max. readout is + or 1.99. A discharge condition is indicated by a flashing minus sign () preceding the readout.
CAUTION:
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BATTERY SYSTEM COMPONENT LOCATIONS Figure 1

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BATTERY CONTROL CIRCUIT Figure 2

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**ON A/C ALL BATTERY SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation A. General The following procedures are approved for the Removal and installation of the main battery. WARNING: BATTERY ELECTROLYTE CONSISTS OF A CAUSTIC SOLUTION OF POTASSIUM HYDROXIDE WHICH IS HAZARDOUS TO PERSONNEL. AVOID CONTACT WITH SKIN AND EYES. IF SKIN CONTACT OCCURS, BATHE AFFECTED AREA WITH LARGE QUANTITIES OF WATER AND NEUTRALIZE WITH A BORIC ACID SOLUTION OR VINEGAR. IF EYE CONTACT OCCURS, FLUSH WITH WATER AND OBTAIN IMMEDIATE MEDICAL ATTENTION. B. Remove Battery Refer to Figure 201for Pre SOO 8070. Refer to Figure 202for Post SOO 8070. CAUTION: ENSURE THAT BATTERY MASTER SWITCH IS OFF AND ALL EXTERNAL POWER SOURCES ARE REMOVED FROM AIRCRAFT BEFORE DISCONNECTING OR REMOVING THE BATTERY. (1) Open access door 113AL to battery compartment on lower left side of nose of aircraft. (2) Remove the lockwire from the battery power cable connector (1). (3) Disconnect power cable connector (1) and temperature monitor cable (2) connectors from battery. If necessary, tie cables back to obtain clear access to battery. CAUTION: IF EXTERNAL POWER IS TO BE APPLIED TO AIRCRAFT WITH BATTERY REMOVED, ENSURE BATTERY CONNECTOR IS PROTECTED FROM ACCIDENTAL CONTACT WITH AIRFRAME OR COMPONENTS. (4) Loosen clamp (3) securing breather vent hose (4) to battery case vent. (5) Remove vent hose (4) from battery and immediately raise disconnected end of hose, to ensure that any electrolyte remaining in the hose drains into the sump jar. (6) Remove lockwire from the battery holddown studs wing nuts (5). (7) Remove wing nuts (5) and washer assemblies (6) from battery holddown studs. (8) Remove holddown stud (7) from battery clamp bracket. If found necessary, loosen or remove mounting bolts (8) from the battery retaining angle (9) at exposed side of battery. Retain all hardware for reassembly. CAUTION: BATTERY IS EXTREMELY HEAVY (APPROXIMATELY 80 LBS) AND MUST BE CAREFULLY HANDLED, PREFERABLY BY TWO PERSONS, TO AVOID DAMAGE TO BATTERY. (9) Lift battery clear and remove from aircraft.
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2.
Install Battery (1) Inspect battery before installation (refer to Battery Manufacturers manual). CAUTION: ENSURE THAT BATTERY MASTER SWITCH IS OFF AND ALL EXTERNAL POWER SOURCES ARE REMOVED FROM AIRCRAFT BEFORE INSTALLING OR CONNECTING THE BATTERY. (2) Inspect battery location area in aircraft, and all connectors, for signs of contamination, deterioration or corrosion. Clean where necessary. Ensure area is clear for battery installation. (3) With aid of assistant, lift battery and locate into position on mounting tray. NOTE: If SOO 8095 is installed in aircraft, use caution in locating main battery to avoid possible damage to the temperature sensor switches located underneath battery. (4) Install battery retaining angle (9) and stud (7) (if removed), and fasten into position with mounting bolts (8). (5) Locate studs (7) in battery holddown clamp and install washer assemblies (6) and wing nuts (5). Tighten securely. (6) Lockwire the battery holddown studs wing nuts (5). (7) Install vent hose (4) to battery case vent and tighten mounting clamp (3). Ensure hose is secure. (8) Connect battery temperature monitor (2) ensure connectors are properly seated and tighten. (9) Connect battery power cable (1) connectors to battery. (10) Safety the battery power cable (1) connector using copperlockwire, 0.02 in, (0.5 mm) diameter. (11) Close and secure access door 113AL. (12) Perform operational test on Battery system (see para 2.B) and battery temperature monitor system (refer to BATTERY TEMPERATURE MONITOR SYSTEM MAINTENANCE PRACTICES. Removal/Installation A. General The following procedures are approved for the Removal and installation of the auxiliary battery.The Removal and installation of the auxiliary battery is similar to that of the main battery. If however the auxiliary battery is to be removed it will be necessary to remove the main battery first, in order to facilitate access to the auxiliary. WARNING: BATTERY ELECTROLYTE CONSISTS OF A CAUSTIC SOLUTION OF POTASSIUM HYDROXIDE WHICH IS HAZARDOUS TO PERSONNEL. AVOID CONTACT WITH SKIN AND EYES. IF SKIN CONTACT OCCURS, BATHE AFFECTED AREA WITH LARGE QUANTITIES OF WATER AND NEUTRALIZE WITH A BORIC ACID SOLUTION OR VINEGAR. IF EYE CONTACT OCCURS, FLUSH WITH WATER AND OBTAIN IMMEDIATE MEDICAL ATTENTION. B. Remove Battery Refer to Figure 201 for Pre SOO 8070.
C.
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CAUTION:
C.
ENSURE THAT BATTERY MASTER SWITCH IS OFF AND ALL EXTERNAL POWER SOURCES ARE REMOVED FROM AIRCRAFT BEFORE DISCONNECTING OR REMOVING THE BATTERY. (1) Open access door 113AL to battery compartment on lower left side of nose of aircraft. (2) Remove the lockwire from the battery power cable connector (1) . (3) Disconnect power cable connector (1) and temperature monitor cable (2) connectors from battery. If necessary, tie cables back to obtain clear access to battery. CAUTION: IF EXTERNAL POWER IS TO BE APPLIED TO AIRCRAFT WITH BATTERY REMOVED, ENSURE BATTERY CONNECTOR IS PROTECTED FROM ACCIDENTAL CONTACT WITH AIRFRAME OR COMPONENTS. (4) Loosen clamp (3) securing breather vent hose (4) to battery case vent. (5) Remove vent hose (4) from battery and immediately raise disconnected end of hose, to ensure that any electrolyte remaining in the hose drains into the sump jar. (6) Remove lockwire from the battery holddown studs wing nuts (5). (7) Remove wing nuts (5) and washer assemblies (6) from battery holddown studs. (8) Remove holddown stud (7) from battery clamp bracket. If found necessary, loosen or remove mounting bolts (8) from the battery retaining angle (9) at exposed side of battery. Retain all hardware for reassembly. CAUTION: BATTERY IS EXTREMELY HEAVY (APPROXIMATELY 80 LBS) AND MUST BE CAREFULLY HANDLED, PREFERABLY BY TWO PERSONS, TO AVOID DAMAGE TO BATTERY. (9) Lift battery clear and remove from aircraft. Install Battery (1) Inspect battery before installation (refer to Battery Manufacturers manual). CAUTION: ENSURE THAT BATTERY MASTER SWITCH IS OFF AND ALL EXTERNAL POWER SOURCES ARE REMOVED FROM AIRCRAFT BEFORE INSTALLING OR CONNECTING THE BATTERY. (2) Inspect battery location area in aircraft, and all connectors, for signs of contamination, deterioration or corrosion. Clean where necessary. Ensure area is clear for battery installation. (3) With aid of assistant, lift battery and locate into position on mounting tray. NOTE: If SOO 8095 is installed in aircraft, use caution in locating main battery to avoid possible damage to the temperature sensor switches located underneath battery. (4) Install battery retaining angle (9) and stud (7) (if removed), and fasten into position with mounting bolts (8). (5) Locate studs (7) in battery holddown clamp and install washer assemblies (6) and wing nuts (5). Tighten securely. (6) Lockwire the battery holddown studs wing nuts (5).
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(7) Install vent hose (4) to battery case vent and tighten mounting clamp (3). Ensure hose is secure. (8) Connect battery temperature monitor (2) ensure connectors are properly seated and tighten. (9) Connect battery power cable (1) connectors to battery. (10) Safety the battery power cable (1) connector using copperlockwire, 0.02 in, (0.5 mm) diameter. (11) Close and secure access door 113AL. (12) Perform operational test on Battery system (see para 2.B) and battery temperature monitor system (refer to BATTERY TEMPERATURE MONITOR SYSTEM MAINTENANCE PRACTICES.
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BATTERY INSTALLATION (PRESOO 8070) Figure 201

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BATTERY INSTALLATION (SOO 8070) Figure 202

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3.
Adjustment/Test A. Initial Conditions CAUTION: TO AVOID UNNECESSARY LOSS OF BATTERY POWER, SWITCH OFF ALL ELECTRICAL EQUIPMENT NOT SPECIFICALLY REQUIRED FOR TEST. (1) At DC CONTROL panel (overhead console), select AUX BATT, MAIN BATT, BATTERY MASTER, and EXT PWR switches OFF. Ensure MAIN BUS TIE switch is in its leverlocked OFF position. (2) Ensure electrical system circuit breakers are closed. B. Operational Test (1) Check that all caution lights are off. (2) At DC CONTROL panel, set BATTERY MASTER switch to BATTERY MASTER. Check that the following caution lights are on: No.1 DC GEN, No.2 DC GEN, L TRU and R TRU. (3) At DC SYSTEM power monitor panel, select voltmeter switch to all six positions. Check that indicator reads battery voltage on L ESS and R ESS positions only. (4) At left dc circuit breaker panel, open BUS TIE circuit breaker (K10). Check that battery voltage remains on both essential buses. (5) Close BUS TIE circuit breaker. (6) At DC CONTROL panel, select MAIN BATT switch to MAIN BATT. (7) At DC SYSTEM power monitor panel, check that main battery voltage is indicated on L ESS, R ESS, and R MAIN positions only. (8) At DC CONTROL panel, close MAIN BUS TIE switch. Check that main battery voltage is indicated on L MAIN, R MAIN, L ESS and R ESS buses. (9) At DC CONTROL panel, select MAIN BUS TIE switch to OFF, select MAIN BATT switch to OFF, and AUX BATT switch to AUX BATT. (10) At DC SYSTEM power monitor panel, check that battery voltage is indicated on L ESS and R ESS positions only. (11) At DC CONTROL panel, select MAIN BUS TIE and MAIN BATT switches to MAIN BUS TIE and MAIN BATT. (12) Apply a measurable load to the right and left dc buses by switching on electrical equipment. NOTE: Operation of electrical equipment is to be limited, and not left on longer than necessary to observe the indications in steps (13) and (14), so as to avoid excessive use of battery current. (13) At DC SYSTEM power monitor panel, check for discharge load reading (flashing minus () sign) on MAIN BATT and AUX BATT LOAD indicators. (14) At DC CONTROL panel, select MAIN BUS TIE switch to OFF. Check that MAIN BATT LOAD indication is reduced. (15) Switch off all electrical equipment energized in step (12). (16) At DC CONTROL panel, select AUX BATT, MAIN BATT and BATTERY MASTER switches to OFF. Ensure MAIN BUS TIE switch is in its leverlocked OFF position.
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**ON A/C ALL BATTERY VENTING SYSTEM DESCRIPTION 1. General Refer to Figure 1. The battery venting system consists of the battery sump jar, breather tubes from the two batteries, and the overflow vent through the aircraft skin to atmosphere. The sump jar is made of styrene plastic and consists of two separate parts. The top is mounted to the left wheel well web forward of the main battery and contains two vent pipe fittings, one connected to the battery breather tube, the other to the overflow vent. The bottom part of the sump jar screws into the top and is held in place by two halfclamps, also attached to the wheel well web. The jar contains a pad soaked with a boric acid solution which neutralizes any fumes or electrolyte spillovers from the batteries. The batteries are each equipped with two vents, one of which is capped and unused. The breather tubes from the batteries are plastic tubes joined at a tee connector, which in turn is connected to a fitting on top of the sump jar. The tubes are clamped at various places to prevent movement and/or damage. The second vent fitting on the sump jar is connected through a plastic tube, the end of which forms the overflow vent through the aircraft skin on the bottom of the nose section. It is clamped to prevent movement and the end is cut flush with the aircraft skin.
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BATTERY VENTING SYSTEM INSTALLATION Figure 1

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BATTERY VENTING SYSTEM (S.O.O. 8070) Figure 2

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**ON A/C ALL BATTERY VENTING SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation Refer to Figure 201. A. Remove Battery Sump Jar (1) Open access door 113AL (left side) to electrical compartment in the nose. WARNING: BATTERY ELECTROLYTE CONSISTS OF A CAUSTIC SOLUTION OF POTASSIUM HYDROXIDE WHICH IS HAZARDOUS TO PERSONNEL. AVOID CONTACT WITH SKIN AND EYES. IF SKIN CONTACT OCCURS, BATHE AFFECTED AREA WITH LARGE QUANTITIES OF WATER AND NEUTRALIZE WITH BORIC ACID SOLUTION OR VINEGAR. IF EYE CONTACT OCCURS, FLUSH WITH WATER AND OBTAIN IMMEDIATE MEDICAL ATTENTION. (2) Remove screws (1) and clamp (2) supporting sump jar to left nose wheel web at Y12.50, forward of main battery. (3) Remove sump jar by unscrewing jar (3) from lid (4). B. Install Battery Sump Jar (1) Install sump jar by screwing jar (3) into lid (4). (2) Install clamp (2) and tighten screws (1) supporting sump jar to nose wheel web. (3) Close and secure access door. Inspection/Check Refer to Figure 201. A. Check Battery Venting System NOTE: It is recommended that battery venting system be checked at every battery removal and sump jar cleaned as required. (ref. para 3.). (1) Check sump jar for electrolyte contamination. (2) Check pad (5) for contamination or dryness. (3) Check sump jar and lid (3, 4) for cracks or other physical damage. (4) Check vent hoses (6) for deterioration, cracks, other physical damage and security. (5) Check caps on unused battery vents for deterioration and security. Cleaning/Painting Refer to Figure 201. A. Clean Battery Sump Jar (1) If contamination is indicated, dispose of pad (5) and contents of jar (3). (2) Wash jar thoroughly with water and dry. (3) Saturate new pad with a three percent solution (by weight) of boric acid and water, then insert pad in jar. (4) If pad has dried out, clean jar and saturate pad with boric acid solution. (5) Install jar (refer to para 1.B.).
2.
3.
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SUMP JAR REMOVAL AND INSTALLATION Figure 201

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**ON A/C ALL BATTERY TEMPERATURE MONITOR SYSTEM DESCRIPTION AND OPERATION 1. Description Refer to Figure 1. The battery temperature monitor system provides continuous temperature indication and overheat warning indication for each battery. The system consists of a battery temperature monitor and four temperature sensors. Two sensors provide temperature information to the monitor, and two operate indicator lights on the warning lights panel. The lights are labelled MAIN BAT HOT and AUX BAT HOT. A. Battery Temperature Monitor The battery temperature monitor is identified BATTERY TEMPERATURE, and is located on the overhead console. Panel lighting is provided by integral lamps. The monitor contains two temperature indicators, indicator driver circuits, overheat warning circuits and built-in test equipment (BITE) which includes sensor fail indicator lamps and a test switch. The temperature indicators on the monitor are labeled MAIN and AUX, and separately monitor the temperature of the two batteries. The displays consist of colored oval-shaped LEDs, arranged above and below a horizontal temperature scale. The scale is graduated in Celcius from 15 to 80. The displays are colored green from 15 to 50 , yellow from 50 to 65 , and red from 65 to 80, corresponding to normal, caution and danger operating ranges. The input of each indicator driver circuit is connected to the display temperature sensor installed in each battery. The circuit responds to temperature-related changes in resistance of the thermistor to generate a drive signal proportional to the sensed temperature. The driver circuit output is connected to the related indicator. The input of each overheat warning circuit which drives the warning lights is similarly connected to the overheat temperature sensor thermistor installed on the related battery. The circuit is essentially a comparator with a set point equal to 65. If the thermistor resistance exceeds a value corresponding to 65, the circuit applies a positive voltage to the related MAIN BAT HOT or AUX BAT HOT warning light. A second input is applied to the overheat warning circuit from the related indicator driver circuit if the indicated temperature exceeds 65, ensuring operation of the overheat light in event of failure of the overheat warning temperature sensor. The builtin test equipment (BITE) provides a continuous selfcheck of the temperature monitor circuits and visual indication of open or shorted overheat light sensor circuits by turning on the applicable yellow SENSOR FAIL light. An open or shorted display sensor is indicated by only the affected yellow 60 segment turning on. The test switch is a combined pushbutton/2position momentary toggle switch labeled TEST, located on the face of the monitor panel. The switch energizes the BITE circuits and simulates predetermined conditions and failures for manual check of selected circuits and displays. B. Temperature Sensors There are two independent temperature sensors (thermistors) in each battery. Each thermistor is mounted on an intercell connector link of the battery, with external connections provided through a six-pin connector on the battery case. One sensor
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2.
3.
(display sensor) provides temperature input to the related indicator driver circuit in the monitor, and the other (overheat temperature sensor) to the overheat warning circuit. The sensor thermistors vary their internal resistance non-linearly with changes in temperature, ranging from 31,439 ohms at 24 C to 3251 ohms at 80 C, with a tolerance of 5%. C. Overheat Lights The battery overheat warning/caution lights AUX BAT HOT and MAIN BAT HOT are located on the warning or caution lights panel (refer to Chapter 33). The lights are controlled by the related overheat warning circuit in the BATTERY TEMPERATURE monitor. D. Electrical Power Power to the system is supplied from the right essential dc bus. The indicator driver circuits are supplied through the BATT TEMP IND circuit breaker (location L8), and the overheat warning circuits are supplied through the BATT TEMP CAUT LTS circuit breaker (location M8). Panel lighting is supplied from the 5 volt dc panel lighting system to the overhead console (refer to Chapter 33). Operation Operation of the battery temperature monitor is automatic and continuous when power is applied to the right essential bus and the applicable circuit breakers are closed. Valid temperatures below 15 C are indicated by the lowest-reading green segment being on. Increases in battery temperature turn on additional segments, the value being read on the adjacent scale. Excessive battery temperature is indicated by the display lighting in the yellow zone (50 65 ) and eventually red (over 65 ). At 65 the related AUX BAT HOT or MAIN BAT HOT warning light is also turned on. NOTE: The monitor normally indicates internal battery temperature. If the aircraft has been operating or sitting in hot sun, temperature indications may be higher than atmospheric. Self-Test Self test is accomplished by operation of the TEST switch. This switch energizes the built-in test equipment (BITE) and when operated provides three different test modes: Mode 1. When pressed in and held, simulates a temperature of 70 C. Mode 2. When moved to the left and held, simulates shorted display/overheat sensors. Mode 3. When moved to the right and held, simulates open display/overheat sensors. When the TEST switch is pressed in and held, the BITE sequentially turns on all green and yellow segment lights, and the red segment lights to the 70 point. In addition, the MAIN BAT HOT and AUX BAT HOT overheat warning lights flash on and off. (Master warning light will also flash). Upon release, the light indicators go out, and the segment lights sequentially reduce to normal battery temperature. When the TEST switch is selected and held to the left, the display sequentially turns on all green, yellow and red segment lights to full scale, then all extinguish; followed by lighting of only the yellow 60 degree segments and both SENSOR FAIL lights. (In aircraft with Mod 8/1584 incorporated, the MAIN BAT HOT and AUX BAT HOT overheat warning lights flash on and off. The master warning light will also flash). Upon release, the yellow 60 degree segments, both SENSOR FAIL lights and the overheat warning lights go out. All temperature light segments come on and sequentially reduce to
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normal battery temperature. When the TEST switch is selected and held to the right, the normal temperature light segments extinguish sequentially, followed by lighting of only the yellow 60-degree segments and both SENSOR FAIL lights. The overheat warning lights do not flash. Upon release, the 60-degree segments and SENSOR FAIL lights extinguish, and the temperature segment lights return sequentially to normal battery temperature.
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BATTERY TEMPERATURE MONITOR SCHEMATIC Figure 1

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**ON A/C ALL BATTERY TEMPERATURE MONITOR SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation A. General Removal and installation procedures for the battery temperature monitor are straightforward, and consist of loosening attachment screws and removal of the connector. Installation is the reverse procedure. The remote sensor thermistors are mounted on the intercell connector links within the battery compartments. Refer to BATTERY SYSTEM Maintenance Practices, for access. Removal and installation procedures for the sensors are straightforward. Adjustment/Test A. Operational SelfTest One of two different manufacturers monitors may be installed, depending on whether the aircraft is Pre or PostMod 8/1584. Selftest procedures for both are identical, but with slightly different selftest indications as detailed below. PreMod 8/1584: (1) Apply power to DC bus system. (Refer to Chapter 12). (2) At the right DC circuit breaker panel, open circuit breakers BATT TEMP IND (L8) and BATT TEMP CAUT LTS (M8). (3) On the overhead console, ensure that the BATTERY TEMPERATURE monitor panel shows no indications and that the MAIN BAT HOT and AUX BAT HOT warning lights are off. (4) Close circuit breakers opened in step (2). Check that the MAIN BAT HOT and AUX BAT HOT warning lights remain off. (5) At BATTERY TEMPERATURE monitor panel, check that battery temperature indications for both batteries read approximately ambient. NOTE: If the aircraft has recently been operating or sitting in hot sun, temperature indications may be higher. If ambient temperature is below 15 degrees C, the first green segment will still be on. (6) At BATTERY TEMPERATURE monitor panel press and hold TEST switch straight in. On both indicators check that all green and yellow segments come on, and the red segments come on to the 70 panel mark. At warning lights panel, check that MAIN BAT HOT and AUX BAT HOT warning lights flash on and off. (Master warning light will also flash). (7) Release TEST switch and check that all indications return to normal. (8) Select and hold TEST switch to left position. On both indicators check that only the yellow 60 segments and both SENSOR FAIL lights come on. (9) Select and hold TEST switch to right position. On both indicators check that only the yellow 60 segments and both SENSOR FAIL lights come on. (10) Remove power from DC bus system. (Refer to Chapter 12). B. PostMod 8/1584:
2.
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(1) Apply power to DC bus system. (Refer to Chapter 12). (2) At the right DC circuit breaker panel, open circuit breakers BATT TEMP IND (L8) and BATT TEMP CAUT LTS (M8). (3) On the overhead console, ensure that the BATTERY TEMPERATURE monitor panel shows no indications and that the MAIN BAT HOT and AUX BAT HOT warning lights are off. (4) Close circuit breakers opened in step (2). Check that the MAIN BAT HOT and AUX BAT HOT warning lights remain off. (5) At BATTERY TEMPERATURE monitor panel, check that battery temperature indications for both batteries read approximately ambient. NOTE: If the aircraft has recently been operating or sitting in hot sun, temperature indications may be higher. If ambient temperature is below 15 degrees C, the first green segment will still be on. (6) At BATTERY TEMPERATURE monitor panel press and hold TEST switch straight in. On both indicators check that all green, yellow and red segments come on sequentially to the 70 panel mark. At warning lights panel, check that MAIN BAT HOT and AUX BAT HOT warning lights flash on and off. (Master warning light will also flash). (7) Release TEST switch and check that warning lights extinguish and temperature segment lights sequentially return to normal battery temperature. (8) Select and hold TEST switch to left position. On both indicators check that all green, yellow and red indicators come on sequentially to full scale, then all extinguish; followed by lighting of only the yellow 60 segments and both SENSOR FAIL lights (9) At warning lights panel, check that MAIN BAT HOT and AUX BAT HOT warning lights flash on and off. (Master warning light will also flash). (10) Release TEST switch and check that SENSOR FAIL and overheat warning lights go out; all temperature light segments come on and sequentially return to normal battery temperature. (11) Select and hold TEST switch to right position. On both indicators check that the normal temperature light segments extinguish sequentially, followed by lighting of only the yellow 60 segments and both SENSOR FAIL lights. The warning lights do not come on. (12) Release TEST switch and check that SENSOR FAIL and overheat warning lights go out; all temperature light segments sequentially return to normal battery temperature. (13) Remove power from DC bus system. (Refer to Chapter 12).
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**ON A/C ALL BATTERY CHARGER SYSTEM (SOO 8095) DESCRIPTION AND OPERATION 1. Description A. General Refer to Figure 1. The battery charger is installed to charge the main battery when the aircraft is connected to an ac external power source on the ground. The system does not provide facilities for charging the auxiliary battery. The system primarily consists of the battery charger unit, a charger relay, and an isolation diode. Two battery temperature sensors are placed in the circuit to assist in control of the charging rate at extreme high or low temperatures. The battery charger, charger relay, isolation diode and two circuit breakers (CB2 and CB3) are mounted on the right side of the nose compartment on shelf Z112: the charger relay and two circuit breakers at Sta. 02, the charger unit adjacent (aft), and the isolation diode aft and slightly inboard of the charger unit. The battery temperature sensors are installed underneath the main battery, outboard side, preloaded by neoprene cushion washers and the weight of the battery. A threephase, 5 ampere circuit breaker (CB1) is mounted in the ac contactor box in the right engine nacelle, providing input power to the charger unit through associated cabling. The dc output of the charger passes through a 35 ampere breaker (CB4) mounted in the dc contactor box. Operation A. General Refer to Figure 1. The system is automatically operational when ac external power is applied to the aircraft. The battery charger unit receives 115volts, threephase input power from terminals A1/B1/C1 of the right external power contactor 2421K4. This power is transformed and rectified to produce a continuous dc output which is applied to the battery. The charger incorporates a magnetic amplifier, and voltage and current feedback circuits to maintain regulated output under varying load conditions. The charger unit output at pin A of P1 is used to energize charger relay K1. Ground return for the relay is through high temperature sensor switch S1. Normal or high charging current is applied from pin A of P1 on the charger unit through energized contacts A1/A2 of K1, isolation diode CR1, CB4 in the DC contactor box, normallyclosed contacts A3/A4 of 2431K4 (deenergized) and through the main battery circuit breaker 2431CB35 to the battery. Output current of the charger depends on battery condition, with a maximum of approximately 35 amperes. This output is controlled and rapidly decreases, falling to zero when the battery is fully charged. Once the battery is charged, the charger automatically delivers an intermittent pulse to maintain the charge. The pulse starts at approximately 16 amperes, decreasing to zero in about 10 seconds, with several minutes between charging pulses. If high temperature sensor S1 detects a battery temperature in excess of 110 degrees F (43 degrees C) the switch opens, deenergizing K1. The normal/high output of the
2.
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charger (pin A of P1) is disconnected, and the low output charging rate (pin C of P2) is connected to the battery circuit through contacts A3/A4 of K1. Low temperature sensor switch S2 is normally closed above 32 degrees F (0 degrees C). When the battery temperature is lower, the switch opens, allowing a high charging rate until the battery selfheating increases its temperature. Normal charge rate is then automatically resumed. Selection of the battery master switch to on energizes 2431K4, and opens the charging path while connecting the battery to the main bus for normal aircraft operation.
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BATTERY CHARGER SYSTEM SCHEMATIC Figure 1

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**ON A/C ALL BATTERY CHARGER SYSTEM MAINTENANCE PRACTICES 1. Removal/Installation A. General Removal and installation of the battery charger is straightforward, consisting of removal of attaching hardware and connectors. Reinstallation is the reverse procedure. Ensure that all battery and external power switches are selected OFF and external power sources are disconnected from aircraft before removal or installation of any battery charger components. B. Remove Isolation Diode (CR1) (1) Remove cover of diode assembly by loosening and removing the four holddown screws. Retain all hardware. (2) Lift heat sink assembly and remove wires from diode. Note codes. (3) Disassemble diode from heat sink, noting arrangement of teflon bushings and insulators. Retain all hardware. C. Install Isolation Diode (CR1) (1) Assemble diode to heat sink, noting proper arrangement of teflon bushings and insulators. Tighten mounting nut not to exceed 10 inchpounds. (2) Connect wires to diode, noting same wire codes as in removal. (3) Install heat sink assembly and cover with four screws, spacers, washers and nuts. D. Remove Temperature Sensor Switches (1) Ensure all battery and external power switches are selected OFF and external power sources are disconnected from aircraft. (2) Disconnect main battery connector and vent hoses, and remove holddown clamps. (3) Lift and remove battery to gain access to sensor switches. (4) Disconnect wires from sensor switch(es), noting wire codes. (5) Remove sensor switch mounting hardware (screw, washer and nut) and remove sensor(s). NOTE: If it is necessary to remove both sensors and mount assembly, note arrangement of spacers and cushion washers. E. Install Temperature Sensor Switches (1) Mount sensor switch(es) to assembly with screw, washer and nut. (2) Connect wires to sensor switch(es) noting proper wire codes. (3) Lower battery into position on mounting tray. NOTE: Use caution in locating battery to avoid possible damage to temperature sensor switches. (4) Install battery holddown clamps and hardware, and reconnect vent hoses and battery connector.
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2.
Adjustment/Test A. Operational Test, Battery Charger System (1) Connect ac external power source to aircraft and apply power to ac buses (refer to EXTERNAL POWER DESCRIPTION AND OPERATION). (2) Apply dc power to all buses from TRU system (refer to EXTERNAL POWER DESCRIPTION AND OPERATION, TRU system). Verify normal operation of all dc buses. (3) Select MAIN, AUX and BATTERY MASTER switches to OFF position. (4) AT DC SYSTEM power monitor panel, check that main battery load meter indicates charge current to main battery. Check that rate of charge gradually reduces to zero as battery becomes charged. (5) Continue to observe main battery load meter. Check that at severalminute intervals the charger produces a brief charging pulse of approximately 16 amps which gradually reduces to zero in approximately 10 seconds. (6) Remove power from DC and AC systems and disconnect external ac power from aircraft.
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**ON A/C ALL EXTERNAL POWER DESCRIPTION AND OPERATION 1. General Two external power systems are provided in the aircraft, a 28volt dc and a 115/200volt ac system, each consisting of a receptacle, control circuits and advisory light. The dc receptacle is on the nose of the aircraft, lower left side, at Sta. X28. The ac receptacle is located in the right engine nacelle, lower inboard side at Sta. Xn 182.70. Both are enclosed by hinged access doors. For connection of external power to the aircraft, refer to Chapter 12. External DC Power Refer to Figure 1. A. Description The external dc power source takes precedence over aircraft electrical power to supply the dc bus system. When external dc power is applied and selected on, the control circuits provide isolation of the batteries and generators from the external power source. A customer option (CSI 82066) permits the batteries to remain "on line" for charging from the external dc source. Overvoltage protection from the external power source is also provided, as well as an advisory light for visual indication that external dc power is selected. The dc receptacle incorporates a large positive pin, a large ground pin, and a small positive control signal input pin. On PreMod 8/1890 aircraft, the large positive input pin is connected through two 275 ampere limiters to external power contactors K9 and K10; with Mod 8/1890 incorporated, the pin is connected through a 275 ampere limiter to K9, and through a 225 ampere limiter to K10. When energized, K9 and K10 supply external dc power to the associated left and right main feeder buses. The limiters, contactors and feeder buses are contained in the dc contactor box mounted on the forward side of the upper pressure bulkhead in the nose compartment. The control circuits consist of an external power interlock relay K15, power changeover relays K16 (time delay off), K24 and K25, an external power advisory light and control switch S8, an overvoltage protection relay K23, and overvoltage latching relay K26. Relays K23 and K26 are mounted in the dc contactor box; relays K15, K16, K24 and K25 are mounted on relay panel No. 2, situated on the left side of the aircraft behind the wardrobe compartment. The control switch (EXT PWR) and green advisory light are in the lower right corner of the DC CONTROL panel on the overhead console. Power changeover relays K16, K24 and K25 provide an overlap in operation of the associated bus contactors to prevent interruption of power to the main and essential buses when switching between aircraft power and external power sources. The circuit is arranged such that when the battery master and main battery switches are on, the external power contactor, or the battery contactor, are not disconnected until the other contactor has been closed to the buses. NOTE: The power overlap circuitry is ineffective when CSI 82066 or 824CH82066 is installed. B. Operation (1) External DC Power Application Refer to Figure 1. When connected to an external 28V dc power source, control power is fed from the
2.
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receptacle through CB44, CR6 and normally closed contacts of overvoltage protection relay K23 in the dc contactor box to the EXT PWR control switch S8. Selection of the EXT POWER switch S8 (DC CONTROL panel) to on supplies energizing power to contactors K9 and K10, and simultaneously to relay K15, and control power to Y1 of K16. When energized, contactors K9 and K10 apply external power to the main feeders and essential buses. Auxiliary contacts 11 and 12 on K10 close to provide a ground return for K15 and the GCU inhibit control line. Grounding the GCU inhibit line prevents actuation of the generators while on external dc power. Actuation of K15 opens the energizing power sources (terminals B2 and A2) for battery contactors K7 and K8, thus isolating the batteries from the buses. When CSI 82066 has been installed, operating voltage to the coil of K15 is removed, preventing its operation and permitting K7 and K8 to be operated by their respective control switches (AUX BATT and MAIN BATT). The batteries may then be charged by the external power source. Relay K16 (terminal X1) is powered from the right essential bus through CB25, and since control power is applied by external power switch S8, K16 is immediately energized. NOTE: Time delay relay K16 is powered by the essential bus and energized instantaneously when control power is applied to Y1. The relay delays in releasing for approximately .5 second when control power is removed from Y1, and energizing power is retained for that interval. When K16 operates, contacts A1/A2 apply essential bus voltage to the secondary/main feeder bus contactors K5 and K6, and turn on the EXT PWR advisory light through auxiliary contacts 11 and 12 of K9. Contacts B1/B2 apply essential bus voltage to main bus tie contactor K21, and all dc buses are then powered by the external source. Voltage applied to the buses may be measured on the DC SYSTEM power monitoring panel. (2) Switching from External Power to Aircraft Power Refer to Figure 1. When switching from external to aircraft power the first procedure is to select the BATTERY MASTER, MAIN BATT and AUX BATT switches to the on position. Contactor K4 is then energized, connecting the main battery to the right essential bus. The open contacts B2/B3 and A2/A3 of energized relay K15 prevent operation of battery contactors K7 and K8. The MAIN BATT switch however supplies essential bus voltage through K15A2/A1 to operate relay K25 (X1). Relay K25 latches on from the essential bus voltage through relay K24A2/A3 to K25A1, and K25 contacts B1/B2 provide a direct patch from the external power source to the energizing coils of K9 and K10, and controlling voltage to K16 on terminal Y1. When the external power switch is selected OFF, external power contactors K9 and K10 and timedelayoff relay K16 remain operated by latched K25, maintaining external power on the buses. Simultaneously, K15 deenergizes, applying voltage through contacts A2/A3 to main battery contactor K8, and through contacts B2/B3 to auxiliary battery contactor K7, connecting battery power to the buses with external power still connected. When K8 operates, its auxiliary contacts cause K24 to energize, removing the latching voltage to K25, which in turn removes external
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power from K9, K10 and K16 control. Relay K16 remains energized for approximately .5 second after K25 releases, holding the bus ties for that period, maintaining battery power on all buses during the power changeover and until the generators come on line. When CSI 82066 is installed, selection of the BATTERY MASTER, MAIN BATT and AUX BATT switches to on position energizes K4, K7 and K8, connecting the batteries to the feeders immediately. Selection of the EXT PWR switch to OFF removes power from K9, K10 and K16, which in turn releases K5, K6 and K21. (3) Switching from Aircraft Power to External Power Refer to Figure 1. During normal aircraft power operation, battery contactors K7 and K8 operate via normally closed contacts A2/A3 and B2/B3 of K15. When K8 operates, its auxiliary contacts 11 and 12 allow operation of K24. When external power is applied and EXT PWR switch (S8) is switched on, contactors K9, K10 and K16 close, energizing bus tie contactors K5, K6 and K21, and connecting external power to the buses with battery power still connected. After K10 closes its auxiliary contacts 11 and 12 allow K15 to operate. Relay K15 opens the energizing circuits to battery contactors K7 and K8, deenergizing K24, also energizing relay K25 through its contacts A1/A2. K25 latches itself until the MAIN BATT switch is selected OFF. With CSI 82066 installed, selection of the EXT PWR switch to ON immediately energizes K9, K10 and K16, which in turn energizes K5, K6 and K21, connecting the external power to all buses. The battery switches may be selected OFF or left on to provide charging current to the batteries. CAUTION: IF CSI 82066 IS INSTALLED, AND THE BATTERIES ARE SELECTED ON WITH EXTERNAL POWER APPLIED, THE BATTERY CHARGE RATE AND TEMPERATURE MUST BE CONTINUALLY MONITORED TO ENSURE TEMPERATURE LIMITS ARE NOT EXCEEDED. (4) Overvoltage Protection IF CSI 82066 IS INSTALLED, AND THE BATTERIES ARE CAUTION: SELECTED ON WITH EXTERNAL POWER APPLIED, THE BATTERY CHARGE RATE AND TEMPERATURE MUST BE CONTINUALLY MONITORED TO ENSURE TEMPERATURE LIMITS ARE NOT EXCEEDED. Relay K23 energizes at an input voltage of 31.5 vdc (+ 0 0.6 vdc). When external power voltage is less than 31.5 vdc, K23 is not energized, allowing power to be supplied to S8 through the normally closed contacts of K23 from CB44. If external power voltage exceeds 31.5 vdc, K23 energizes and removes the path of voltage to the external power switch. When K23 energizes, its contacts B1/B2 close to energize K26, the overvoltage latching relay. While K26 is energized, the ground to the coil of K9 and K10 is removed causing them to deenergize disconnecting the external power from the main buses. Contacts 2/5 of K26 are also closed, putting 28 vdc from the external power logic breaker CB25 through contacts 5/6 of S8 and onto its own coil through deenergized contacts 13/14 of K10, keeping K26 latched (energized). K26 will remain energized even if the overvoltage condition no longer exists and overvoltage
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relay K23 is deenergized. Under this condition, the main buses cannot be powered from the external supply until K26 is deenergized by selecting external power switch S8 off and then on again. (5) Alternate DC Power (TRU System) Refer to Figure 2. The dc bus system may be energized by the TRUs when the aircraft is connected to an external ac power source. When external ac power is applied to the aircraft (see EXTERNAL AC POWER) the energized buses power the TRUs, producing 28 volts dc which is applied to the left and right secondary buses by normal action of contactors K17, K18 and their associated control relays K19 and K20. When the BATTERY MASTER switch (S7) is selected on, logic relays K13 and K14 will be energized from the left essential bus (CB6). Through these relays power from the BBPU bus tie output will energize secondary/main feeder contactors K5 and K6, which then connect the TRU output voltage to the main feeder and essential buses. The control voltage which energizes K5 and K6 is supplied by the BBPU (pin E), and routed through K13C2/C1, K14C1/C2, and K12B3/B2 (deenergized contacts). After the essential buses are powered from the TRUs the BATTERY MASTER switch could be selected OFF, as the logic relays will remain energized by the essential bus power from the TRUs, and all dc buses will remain energized until the ac external power is switched off. When the aircraft is operated with both AC and DC External Power. Both the DC External Power Source and TRUs supply the DC Bus System in parallel. If AC External is selected off, the TRU fail caution light remain off. The secondary DC buses remain powered by the DC External power source. Secondary bus is power by 28 VDC through closed relays K5 & K6 and contactors K17 & K18A1/A2 to control relays K19 & K20C2. This prevents contactors K17 & K18 from deenerging and the TRU FAIL caution light from illuminating. TRU load meter reading will show zero load on DC Power Monitor Panel.
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LIMITER
F3 275
LIMITER F4 275 (PREMOD 8/1890)
225 (MOD 8/1890)
EXTERNAL POWER DC SYSTEM Figure 1 (Sheet 1 of 2)

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EXTERNAL POWER DC SYSTEM Figure 1 (Sheet 2 of 2)

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EXTERNAL POWER TRU SYSTEM Figure 2

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3.
External AC Power Refer to Figure 3. A. Description The external ac power source takes precedence over aircraft electrical power to supply the variable frequency ac bus system. The control circuit incorporates an external power protection unit which ensures that the external power source phase rotation is correct and within frequency and voltage limits. The external power protection unit is mounted on the bottom side of the right ac contactor box which is located in the right engine nacelle at Sta. Xn 197.32, adjacent to the external power connector. A control switch and green advisory light marked EXT POWER, are located on the lower left corner of the AC CONTROL panel on the overhead console. The ac external power receptacle provides connection of the three phase external power source and control voltage to the system. Pins A, B and C are connected through limiters F1, F3 and F5 (left) and F2, F4 and F6 (right), mounted on the bottom side of the right ac contactor box. They are protected by a fibre epoxy cover held in place by two quickrelease camloc fasteners. The limiters are connected to normally open contacts A1, B1 and C1 of external power contactors K3 (left) and K4 (right). The arms of these contactors A2, B2 and C2 are connected to terminals A3, B3 and C3 of left and right bus contactors K1 and K2 which connect the aircraft buses to the external power contactors. An optional battery charger (SOO 8095) may be installed, powered from the external power source. Refer to BATTERY CHARGER SYSTEM DESCRIPTION AND OPERATION for details. Pins A, B and C of the ac receptacle are also connected to the external power protection unit 2442K1 pins C, D and E. The protection unit contains a sensing circuit which controls an integral normallyopen relay connected in series with the control circuit. If the external source three phase output is correctly connected, the frequency is within 370 to 450 Hz + or 2% and the voltage within 106 to 124 volts + or 2% the integral relay energizes, supplying power to the external power control circuit. The external power control circuit consists of the EXT POWER switch 2442S1, external power contactors K3/K4 operated by S1, and bus contactors 2421K1/K2 operated by the left and right GCUs. The GCUs receive 28 volts on pin f when S1 is selected on, to operate K1 and K2. Switch S1 also operates the EXT POWER advisory light to provide a visual indication that external ac power is applied to the variable frequency bus system. The control circuit can be supplied from the external ac power equipment through the aircraft wiring from the EXT PWR LOGIC circuit breaker on the right essential bus, when powered. If the external ac power equipment incorporates an integral 28volt dc supply, the control circuit is supplied from the equipment through pin E of the external power receptacle and pins H and K of the external power protection unit to the control switch. If the equipment does not incorporate an integral 28volt dc supply, the power source for the control circuits is provided from the right essential bus (when energized) through the EXT PWR LOGIC circuit breaker 2431CB25 to Pin B of the protection unit. The external ac power connector will, in this case, be wired with a jumper between pins E and F, and control power will be applied through the jumper to pins H and K of the protection unit.
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B.
When the essential dc buses are energized by the TRUs as described in para. 2.B. (5), control power is maintained from the right essential bus through the dc EXT PWR LOGIC circuit breaker, and the BATTERY MASTER switch may be selected OFF. Operation With the application of proper ac threephase input within frequency and voltage limits, the external power protection unit integral relay energizes connecting control power to the ac external power control switch. When the control switch is set to on, terminals 3 and 6 simultaneously apply voltage to the energizing coils of contactors K3 and K4, the EXT POWER advisory light (through the dim and test control box) and to pin f of the GCUs. Contactors K3 and K4 energize to the external power position. The GCUs, through internal circuitry, operate bus contactors K1 and K2 to the crosstie position through coils Y1/Y2, connecting the buses to external power and isolating the generators. Voltage applied to the buses may be measured on the AC SYSTEM power monitor panel. NOTE: Both GCUs must be installed to complete the contactor circuitry for external power to be applied to the buses.
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EXTERNAL POWER AC VARIABLE FREQUENCY SCHEMATIC Figure 3

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**ON A/C ALL EXTERNAL POWER MAINTENANCE PRACTICES 1. Adjustment/Test Equipment and Materials (1) DC Ground Power Unit, nominal 28 volts dc output (required for dc system only). (2) AC Ground Power Unit, nominal 115/200 volt threephase 400 Hz (required for ac system and TRUgenerated DC only). A. Operational Test DC External Power (1) Ensure aircraft is properly grounded. (2) At DC CONTROL and AC CONTROL panels on overhead console, ensure all switches are in OFF position. Check that no power is indicated in cockpit (no panel, caution or advisory lights on). (3) Connect external 28 volt dc power source to the external dc power receptacle on the left side of the aircraft nose. (4) At left dc circuit breaker panel, ensure the following circuit breakers are closed: VOLT IND (D9) and (N9) PWR MONITOR DC (H9) (5) At right dc circuit breaker panel, ensure the following circuit breakers are closed: VOLT IND (D9) and (P9) EXT PWR LOGIC (F8) PWR MONITOR DC (H9) (6) At the DC CONTROL panel, select EXT POWER switch to on position. Check that the green advisory light comes on. Reset master caution light if activated. (7) At the DC SYSTEM power monitor panel, select the voltmeter (left) switch to all six positions. Check that the BUS VOLTS display indicates 28 volts at all positions. (8) At the DC CONTROL panel, select BATTERY MASTER switch to on position. (9) At DC SYSTEM power monitor panel, check that MAIN BATT and AUX BATT load indicators read zero, or a small discharge. (10) At DC CONTROL panel, select AUX BATT and MAIN BATT switches on, and EXT POWER switch to OFF. Select voltmeter switch to all six positions, and check that BUS VOLTS display indicates battery voltage at L ESS, R ESS and R MAIN positions only. Leave selector switch at L MAIN position. NOTE: Do not leave EXT POWER switch OFF any longer than necessary to perform step (10). (11) At DC CONTROL panel select EXT POWER switch to on while observing BUS VOLTS indicator. Check that external power voltage is restored to L MAIN bus. (12) Repeat step (7). If CSI 82066 is installed, check that main and auxiliary batteries indicate normal charging currents. (13) At DC CONTROL panel, select BATTERY MASTER, AUX BATT, MAIN BATT and EXT POWER switches to OFF. (14) Disconnect external power unit from aircraft power connector and secure cover.
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B.
Operational Test External Power, DC Through TRUs (1) Ensure aircraft is properly grounded. (2) Connect ac ground power unit to external power receptacle located on right engine nacelle (refer to Chapter 12). (3) At AC CONTROL and DC CONTROL panels on overhead console, ensure all switches are in OFF position. (4) At left dc circuit breaker panel, ensure the following circuit breakers are closed: VOLT IND (D9) and (N9) PWR MONITOR AC (J9) PWR MONITOR DC (H9) (5) At right dc circuit breaker panel, ensure the following circuit breakers are closed: DC BUS TIE CONT (G8) EXT PWR LOGIC (F8) VOLT IND (E9) and (P9) PWR MONITOR AC (J9) PWR MONITOR DC (H9) (6) At 115V AC VAR FREQ circuit breaker panel, ensure the following circuit breakers are closed: LEFT AC VOLTMETER (PH A, B & C) RIGHT AC VOLTMETER (PH A, B & C) L TRU R TRU (7) At AC CONTROL panel, select EXT POWER to on position. Check that the green advisory light comes on. (8) At AC SYSTEM power monitor panel, select VARIABLE FREQUENCY switch to all six positions. Check that VOLTS display reads 115 9 volts at all positions. (9) AT DC SYSTEM power monitor panel, select BUS VOLTS (left) selector switch to all six positions. Check that 27 2 volts is indicated only at L SEC and R SEC positions, and L and R TRU caution lights are off. (10) At DC CONTROL panel, select BATTERY MASTER switch to BATTERY MASTER. Reset master caution light if activated. (11) At DC SYSTEM power monitor panel, select BUS VOLTS selector switch to all six positions. Check that 27 2 volts is indicated on all buses, and L and R TRU caution lights remain off. (12) At DC CONTROL panel, select BATTERY MASTER switch to OFF. (13) At DC SYSTEM power monitor panel, perform the following: (a) Repeat step (11). (b) Check that MAIN BATT and AUX BATT LOAD indicators read zero. (c) Select LOAD selector switch (right) to L TRU and R TRU, and check for normal (no overload) readings on LOAD indicator. (14) At AC CONTROL panel, select EXT POWER switch to OFF; check that the green advisory light goes off. (15) Disconnect external ac power source from external ac power receptacle and secure cover.
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C.
Operational Test AC External Power (1) Ensure aircraft is properly grounded. (2) Make sure that the flaps selector handle is set to zero degrees. CAUTION: SET THE FLAP SELECTOR HANDLE TO THE ZERO DEGREE POSITION. IF THE FLAP SELECTOR IS NOT AT ZERO DEGREES, THE HYDRAULIC SERVICES WILL OPERATE WHEN THE AC ELECTRICAL SYSTEM IS ENERGIZED. (3) Connect ac ground power unit to external power receptacle (refer to Chapter 12). (4) At AC CONTROL and DC CONTROL panels on overhead console, ensure all switches are in OFF position. CAUTION: CLEAR ALL PERSONNEL FROM AREA OF HYDRAULICALLYOPERATED CONTROL SURFACES, AS STANDBY HYDRAULIC PUMPS MAY START WHEN AC POWER IS APPLIED. (5) Ensure the following circuit breakers are closed: (a) Left dc circuit breaker panel PWR MONITOR AC (J9) PWR MONITOR DC (H9) (b) Right dc circuit breaker panel DC BUS TIE CONT (G8) PWR MONITOR AC (J9) EXT PWR LOGIC (F8) (c) 115V AC VAR FREQ. circuit LEFT AC VOLTMETER (PH A,breaker panel B & C) L TRU and R TRU (6) At DC CONTROL panel, energize essential buses by selecting BATTERY MASTER switch to BATTERY MASTER. (7) At AC SYSTEM power monitor panel, select VARIABLE FREQUENCY switch to all six positions. Check that VOLTS display indicates zero voltage on all positions. (8) At AC CONTROL panel, select EXT POWER switch to on position. Check that the green advisory light comes on. (9) At AC SYSTEM power monitor panel, select VARIABLE FREQUENCY switch to all six positions. Check that VOLTS display reads 115 9 volts at all positions. (10) At DC CONTROL panel select BATTERY MASTER switch to OFF. (11) Repeat step (8). (12) At AC CONTROL panel, select EXT POWER switch to OFF. Check that green advisory light goes off. (13) Disconnect external power unit(s) from aircraft power connectors and secure covers.
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**ON A/C ALL APU DC GENERATION DESCRIPTION AND OPERATION S.O.O. 81553 1. Description The APU dc generation system provides 28 volts dc power to the aircraft dc electrical system. The system consists of a dc startergenerator, a generator control unit (GCU), an APU control panel, and associated control relays and monitoring circuitry. The generator is mounted on an adapter, bolted to the reduction drive housing on the front of the APU. It is driven by the APU output shaft through a splined adapter. Cooling for the starter/generator is by means of an inlet duct mounted on the front of the starter/generator and connected to the APU air inlet. A collector assembly on the rear of the generator is connected by a discharge duct to the APU exhaust duct. Air is drawn from the intake by an integral fan in the generator, circulated through the generator and exhausted through the APU exhaust duct. (Refer to Chapter 49). Power output from the APU generator is connected to the aircraft right main feeder bus through contactor 2449K62. Electrical performance of the APU can be monitored on the DC power monitor panel located on the overhead console in the flight compartment. The APU generator control unit is located in the nose compartment, forward of the aircraft main dc system left TRU. It controls and regulates voltage and current output of the APU generator. It also controls operation of the main feeder bus contactor and bus switching relays. The GCU includes fault detection circuits which are interconnected with a warning light on the APU control panel and the aircraft caution lights system. The APU control panel is located in the overhead console in the flight compartment, rear of the engine start panel. On it are controls and indicators for the APU engine and generator. Most control relays are mounted in a relay box assembly located in the APU electronics panel in the APU compartment. Bus control relay 2449K64 is mounted on main relay panel No. 1. A current transformer and shunt resistor are wired into the ground return line of the generator. The current transformer provides differential current information to the GCU. The shunt resistor provides current monitoring facilities for the DC power monitor panel. Both are mounted on a panel located on the righthand side seat rail at Sta. X557.00 Power Supplies and Grounds Three circuit breakers on the right dc circuit breaker panel supply power for the generator control circuits. Input power for the GCU is supplied from the right essential bus, through the 10 ampere APU GCU EXCITE circuit breaker located at F10. Relay and caution light power is provided from the right main dc bus through the 7 1/2 ampere APU MAIN (Q8) and APU AUX (N8) circuit breakers. Operation A. General Generator operation is dependent upon a "RUN OUTPUT" from the ESU (Electronic Sequence Unit, part of the APU control circuitry). When the APU PWR switch is selected ON to initiate APU operation, relay 7615K3 energizes, applying power from the APU MAIN circuit breaker (Q8) to contact 6 of the APU RUN relay 7615K1. When the APU speed has reached approximately 90 percent, the ESU illuminates the RUN annunciator on the APU CONTROL panel, and energizes APU RUN relay 7615K1. Generator operation is thus enabled when the "GEN" switch is selected "on". When the startergenerator is running offload, an excitation voltage from the field
2.
3.
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B.
C.
D.
windings to the GCU is induced by the generators permanent magnet. Normal Operation Refer to Figure 1. When the GEN switch is selected on, the startergenerator, controlled by the GCU, automatically switches to generator function upon release of the starter circuits. The GCU, on sensing a generator output voltage in excess of the main feeder bus voltage, energizes contactor K62, connecting the generator output to the right main feeder bus. Auxiliary contacts on K62 connect the right essential bus to the GCU power input to complete logic circuit requirements. Simultaneously, a "POWER READY" voltage is supplied to energize bus control relay K64, and turns on the "GEN ON" light on the APU control panel. Relay K64 energizes main bus tie relay 2431K21, and relays 2431K5 and 2431K6 to connect the secondary feeder buses to the main feeder buses. During generator operation, the GCU receives output and ground return current sensing information, speed sensing, interpole current, and voltage output signals from the generator, for its control function and generator regulation. The GCU regulates the output voltage and current by varying the current flowing in the shunt field windings of the generator. When aircraft generators 1 and 2 are brought on line, the APU dc generator will continue to power the dc buses in parallel with the main generators. If external dc power is applied to the aircraft, external power contactor 2431K10 is energized, applying a ground which signals the GCU to inhibit APU generator output. Power Monitoring Refer to Figure 1. To monitor APU generator load, the DC SYSTEM power monitor panel LOAD meter switch must be set to its No. 2 (right) generator position. When the DC LOAD METER switch on the APU CONTROL panel is depressed, No. 2 generator shunt is removed from the loadmeter circuit and the APU generator shunt connected in its place. The APU generator load is then displayed on the loadmeter. Fault Indications Refer to Figure 1. In event a malfunction is detected, the GCU will deenergize relays K62 and K64. This will disconnect the APU dc generator from the right main feeder bus, open the bus tie and disconnect the secondary feeder buses from the main buses. The GEN ON light goes out, and a 28 V dc signal from the GCU illuminates the GEN WARN and APU caution lights. If a generator overtemperature condition develops during operation, a thermal switch within the generator closes, energizing generator overheat relay K2 which latches itself on and energizes autoshutdown relay 7615K2. It also turns on the GEN OHT annunciator on the APU control panel and the APU caution light. The generator then cannot be brought back on line until the GEN switchlight is cycled and the overtemperature condition no longer exists. If line contactor K62 is not closed when the APU is running above 90% speed, the generator WARN light on the APU control panel is turned on. DC voltage is passed through K62 auxiliary contacts 1314, K1 contacts C2C1, and the warning lights dim and test unit.
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Failure of line contactor K62 to open when commanded by the GCU when the "power ready" signal is removed (relay K64 deenergized), causes the generator "WARN" and "APU" master caution lights to come on. They will remain on until the fault has been corrected.
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APU DC GENERATION SCHEMATIC Figure 1 (Sheet 1 of 3)

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**ON A/C ALL APU DC GENERATION SYSTEM MAINTENANCE PRACTICES 1. 2. Removal/Installation For removal and installation procedures for the startergenerator, refer to Chapter 491000. Adjustment/Test A. Operational Test (1) Do the APU prestart check (Refer to Chapter 49). (2) Start APU (Refer to Chapter 49). (3) On the DC SYSTEM power monitoring panel, select the LOAD switch to GEN 2 position and the BUS VOLTS switch to the R MAIN position. (4) Push the TEST pushbutton and observe all 8s appear in the display window. (Refer to 243100). (5) At the APU control panel, push the GEN switch light and check that the ON light comes on. (6) On the DC SYSTEM power monitoring panel, set the BUS VOLTS to all six bus positions and make sure the voltage reads 27.5 + or .5 V dc on all buses. (7) Make sure the LOAD meter reads 1.00 or less. NOTE: To ensure maximum bearing and brush life, it is recommended that the generator be limited to a maximum LOAD reading of 1.00 during continuous steadystate operation. (8) Shut down the APU (Refer to Chapter 49).
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**ON A/C ALL APU DC GENERATOR CONTROL UNIT (GCU) MAINTENANCE PRACTICES 1. General The maintenance procedure that follows is for the removal, installation and operational test of the Auxiliary Power Unit (APU) DC Generator Control Unit (GCU). Removal/Installation of APU DC Generator Control Unit Refer to Figure 201 A. Removal of APU DC Generator Control Unit (GCU) WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all the electrical/electronic safety precautions (Refer to Chapter 240000). (2) Obey all the electrostatic discharge safety precautions (Refer to Chapter 240000). (3) Remove all electrical power from the aircraft (Refer to Chapter 120005). (4) Open and tag the circuit breakers that follow: CB NO. F10 F8 K1 Q8 G8 M9 CB NAME APU GCU EXCITE EXT PWR LOGIC APU MAN EXT APU MAIN DC BUS TIE CONT AUX BATT INPUT
2.
CB PANEL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL LEFT ESSENTIAL
(5) Remove the access panel 113AL. (6) Remove the Generator Control Unit (GCU) as follows: (a) Disconnect the electrical connector (2) from the GCU (1). (b) Remove the screws (3). (c) Remove the GCU (1). (d) Install protective covers on the electrical connector (2) and GCU (1).
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B.
Installation of the APU DC Generator Control Unit Equipment HP 4328A milliohm meter or equivalent. (1) Make sure the aircraft is in the same configuration as the removal procedure. (2) Install the Generator Control Unit (GCU) as follows: NOTE: Make sure that the surfaces are clean with no corrosion, paint, grease, or fluids. (a) Remove the protective covers from the electrical connector (2) and GCU (1). (b) Put the GCU (1) in position. (c) Install the GCU (1) with the screws (3). (d) Do a bonding check of the GCU (1) to the aircraft structure. NOTE: Make sure that the maximum bonding value is 10 milliohms. (e) Connect the electrical connector (2) to the GCU (1). (3) Remove the tags and close the circuit breakers that follow: CB NO. F10 F8 K1 Q8 G8 M9 CB NAME APU GCU EXCITE EXT PWR LOGIC APU MAN EXT APU MAIN DC BUS TIE CONT AUX BATT INPUT
CB PANEL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL RIGHT ESSENTIAL LEFT ESSENTIAL
(4) Energize the electrical system (Refer to Chapter 120005). (5) Do an operational test of the APU DC Generator System (Refer to Chapter 244901). (6) Remove all tools, equipment and unwanted material from the work area. (7) Install the access panel 113AL.
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LEGEND
APU DC Generator Control Unit Removal/Installation Figure 201

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dam03_4940052_001.dg, rt, 09/02/06
1. Generator Control Unit (GCU) 2. Connector. 3. Screw.
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**ON A/C ALL ELECTRICAL LOAD DISTRIBUTION DESCRIPTION AND OPERATION 1. General Electrical load distribution from the three basic power systems (28 volts dc, 115/200 volts 3phase ac variable frequency, and 115 volts 400 Hz) is provided through the following four circuit breaker panels located in the flight compartment: A. Left dc circuit breaker panel, B. Right dc circuit breaker panel, C. 115V AC VARIABLE FREQUENCY circuit breaker panel, and D. Avionics circuit breaker panel (distributes 28 volts, dc, 115 volts and 26 volts ac, 400 Hz). Thermal pushpull circuit breakers are used for the protection of all ac and dc wiring. The circuit breakers (CBs) and associated buses are mounted on the four panels. With the exception of the AC VARIABLE FREQUENCY panel, alpha/numeric panel markings are placed along the bottom and left edges of the panels to identify the rows and line in which CBs are located, for the benefit of location description. Example (See Figure 1 Sheet 1): The CABIN LT circuit breaker PWR 1 (bottom lefthand corner) is located in row A line 1, abbreviated Loc. A1. Simplified, that reads "circuit breaker PWR 1 (A1)". The electrical buses in the circuit breaker panels are the distribution buses, but the word "distribution" is omitted in the titles on the panels. A small number of control circuit breakers are mounted in the dc contactor box; these are detailed in DC GENERATION SYSTEM DESCRIPTION AND OPERATION. Circuit Breaker Panels A. Left DC Circuit Breaker Panel Refer to Figure 1. The left dc circuit breaker panel is located on the top surface of the left circuit breaker console beside and outboard of the pilots seat. It contains the left main, left essential and left secondary dc distribution buses. Panel markings indicate the division of the buses and system designation of the circuit breakers (CBs). Power feed to the left main distribution bus is supplied by four separate lines from the left main feeder bus in the dc contactor box, through the L MAIN INPUT circuit breakers A10, B10, C10, D10. In addition to supplying power directly to various equipment, the main distribution bus supplies power to the avionics panel left buses through CBs (A9, B9, C9) and to the left essential bus CB (E10). The left essential bus is powered through isolation diodes from the left main distribution bus CB L MAIN INPUT, (L10) and the left battery bus CB AUX BATT INPUT, (M10). The left essential bus is normally tied by the BUS TIE circuit breaker (K10) to a similar circuit breaker on the right essential bus in the copilots panel. The left secondary buses are powered from the left TRU. The secondary feeder bus in the contactor box is connected to the L SECONDARY distribution bus by three separate lines applied through the L SEC INPUT circuit breakers (P10, Q10 and R10). The secondary bus operates independently and is electrically separate from the main and essential buses.
2.
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B.
C.
D.
Right DC Circuit Breaker Panel Refer to Figure 2. The right circuit breaker panel is located on the top surface of the right circuit breaker console, beside and outboard of the copilots seat. It is similar in design and function to the left dc circuit breaker panel, with the addition of a separate bus and circuit breakers labeled BATTERY PWR, at the bottom of the R ESSENTIAL section. The BATTERY PWR circuit breakers are connected directly to the right battery bus through a 10amp circuit breaker located in the dc contactor box. If CSI 82062 is installed, ground service lights are also powered from the right battery. See Chapter 33 for details. Power to the right main distribution bus is fed by four separate lines from the right main feeder bus, and through the R MAIN circuit breakers (P10, Q10, R10, S10). The main distribution bus supplies power to the avionics panel right dc buses through the AVIONIC FEEDERS circuit breakers Q9, R9, S9. The right essential bus is powered by the right main distribution bus and the right battery bus through isolation diodes (CR2 and CR4) and circuit breakers R MAIN INPUT (M10), R ESS BUS (N10), and MN BATT INPUT (L10). The right secondary distribution bus is powered from the right TRU. Power input is connected through the three R SEC INPUT circuit breakers (C10, D10, E10), supplied by three separate lines from the right secondary feeder bus in the dc contactor box. The right secondary bus also operates independently and is electrically separate from the main and essential buses. NOTE: The generator and TRU outputs are normally separate. Inter connection of these sources of power and the various buses is through contactors and circuit breakers in the dc contactor box which provide control and isolation when required, according to the conditions of operation. Refer to DC GENERATION SYSTEM for details of contactor operation. 115V AC VARIABLE FREQUENCY Circuit Breaker Panel Refer to Figure 3. The 115 V AC VARIABLE FREQUENCY circuit breaker panel is mounted on the rear flight compartment bulkhead above and behind the copilots circuit breaker console, on the rear flight compartment bulkhead at Station X111.05. Variable frequency ac power is distributed by independent left and right 115/200 volt threephase variable frequency buses identified by appropriate panel markings. Power from the ac contactor boxes (one located in each nacelle) enters the panel through connector 2421P26, and is wired to each circuit breaker on the panel. Avionics Circuit Breaker Panel Refer to Figure 4. The avionics circuit breaker panel is mounted above and behind the pilots circuit breaker console, on the rear flight compartment bulkhead. It distributes 28 volts dc, 115 and 26 volts 400 Hz to avionics equipment and any other frequency sensitive ac systems. Panel markings identify the appropriate buses and circuit breakers. The 28 volt input from the left and right main distribution buses enters the avionics panel through 2431P1 (left) and 2431P2 (right) and is applied to their respective distribution buses through separate 20amp circuit breakers (J8, K7, L6, right) and M5, N4, P3, left). The three 400 Hz inverters supply the left and right 115V buses through the paralleling control box, applied to the avionics panel through connector 2422P8. The paralleling
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control box directs the output from the auxiliary inverter to either the left or right bus by selection of a switch located on the AC CONTROL panel in the flight compartment. The BUS TIE circuit breaker located at the top of the panel connects the two buses. Each 115 volt bus supplies power to a 26 volt autotransformer through the 115/26 VAC XFMR RT and 115/26 VAC XFMR LT circuit breakers located at G10 and H9. The output of the transformers directly supplies 26volt 400 Hz power separately to the left and right 26 volt buses. These buses are monitored by the master caution light system to provide indication of power loss to the buses.
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LEFT DC CIRCUIT BREAKER PANEL SCHEMATIC DIAGRAM Figure 1 (Sheet 1 of 3)

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SEE SH EET 3
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SEE SHEET 2

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RIGHT DC CIRCUIT BREAKER PANEL SCHEMATIC DIAGRAM Figure 2 (Sheet 1 of 3)

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115V AC VARIABLE FREQUENCY CIRCUIT BREAKER PANEL Figure 3

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115V AC VARIABLE FREQUENCY CIRCUIT BREAKER PANEL SCHEMATIC DIAGRAM Figure 4 (Sheet 1 of 2)
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115V AC VARIABLE FREQUENCY CIRCUIT BREAKER PANEL SCHEMATIC DIAGRAM Figure 4 (Sheet 2 of 2)
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AVIONICS CIRCUIT BREAKER PANEL SCHEMATIC DIAGRAM Figure 5 (Sheet 1 of 5)

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**ON A/C 402, 404408, 410, 412, 414416, 420, 422423, 438, 442443, 451, 458, 462, 464, 466467, 474, 481, 483, 485, 487, 489, 491, 493, 495, 499, 503, 505, 508, 517, 519, 521, 523, 525, 527, 531535, 538539, 543546, 548549, 552557, 560565, 567571, 573578, 580592, 594605, 607611, 613625, 627636, 638645, 647648, 650654, 656660, 662663, 667672 STANDBY POWER UNIT, AC POWER CONTROL MAINTENANCE PRACTICES 1. General The maintenance procedures that follow are the removal and installation procedures for the AC power control unit and contactor relay: 1. AC Power Control Unit for the Hyd. SPU. It is located in right side inboard flap track, access panel 262RR. 2. Contactor Relay (2921K1). It is located in right side inboard flap track, access panel 262RR. 2. Removal/Installation of AC Power Control Unit For The SPU HYD. A. Removal of AC Power Control Unit WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Remove all electrical power from the aircraft (refer to Chapter 24). (2) Open and clip the circuit breakers on AC contactor boxes 2921CB5 and 2921CB6. (Pre mod 8/2120) (3) Open and clip the STBY HYD PUMP 2 CONT circuit breaker D9 on RIGHT SEC BUS CB PANEL. (Post mod 8/2691) (4) Open and clip the STBY HYD PUMP 1 CONT circuit breaker Q7 on LEFT SEC BUS CB PANEL. (Post mod 8/2120) (5) Remove access panel 262RR (reference AMM 064010, Fig 2). (6) Disconnect the connectors (2) from the bottom of the control unit (1). (7) Make sure the connectors (2) are identified for correct reinstallation and cap the connectors for safety. (8) Remove the bolts (3) and washers (4) attaching the control unit (1) to the mounting bracket. (9) Carefully remove the AC control unit (1) through the access panel.
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B.
Installation of AC Power Control Unit WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Make sure the aircraft is in the same configuration as the removal task. (2) Carefully insert the new AC Power Control Unit (1) through the access panel. (3) Align the control unit (1) holes with the holes on the mounting bracket and install bolts (3) and washers (4) at each location. Tighten the bolts (3) finger tight to hold the unit (1) in place. (4) Torque the bolts (3) 10 16 lbs. in (1.13 1.8 Nm). (5) Remove safety caps from the connectors (2). (6) Connect the connectors (2) to the bottom of the control unit (1). (7) Remove the identification labels from the connector (2). (8) Remove all tools and equipment from the work area. (9) Remove the clips and close the circuit breakers on AC contactor boxes 2921CB5 and 2921CB6. (Pre mod 8/2120) (10) Remove the clips and close the STBY HYD PUMP 2 CONT circuit breaker D9 on RIGHT SEC BUS CB PANEL. (Post mod 8/2691) (11) Remove the clips and close the STBY HYD PUMP 1 CONT circuit breaker Q7 on LEFT SEC BUS CB PANEL. (Post mod 8/2120) WARNING: MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (12) Apply electrical power to the aircraft (refer to Chapter 24). (13) Do the operational test of Standby Power Unit and refer to AMM 291117 Adjustment/Test. (14) Install access panel 262RR. (15) Make sure the access panel is installed with a weather seal as required.
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4 3 2
LEGEND
dam03_2450020_001.dg, gv, 06/06/05
1. AC power control unit. 2. Connectors. 3. Bolt. 4. Washer.
AC Power Control Unit Removal/Installation Figure 201

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3.
Removal/Installation of the Contactor Relay (2921K1) A. Removal of Contactor Relay WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT. (1) Remove all electrical power from the aircraft (refer to Chapter 24). (2) Open and clip the circuit breakers on AC contactor boxes 2921CB5 and 2921CB6. (Pre mod 8/2120) (3) Open and clip the STBY HYD PUMP 2 CONT circuit breaker D9 on RIGHT SEC BUS CB PANEL. (Post mod 8/2691) (4) Open and clip the STBY HYD PUMP 1 CONT circuit breaker Q7 on LEFT SEC BUS CB PANEL. (Post mod 8/2120) (5) Remove access panel 262RR (reference AMM 064010, Fig 2). (6) Remove the nuts (2), washers (3) and wires (4) from the relay (1). NOTE: Label each of the wires with its related terminal stud location. (7) Remove the screws (6) and washers (5) attaching the relay (1) to the structure. (8) Carefully remove the relay (1) through the access panel. B. Installation of Contactor Relay WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. (1) Make sure the aircraft is in the same configuration as the removal task. (2) Carefully insert the relay (1) through the access panel. (3) Align the relay (1) holes with the holes on the structure and install screws (6) and washers (5) at each locations. (4) Torque the screws (6) 10 16 lbs. in (1.13 1.8 Nm). (5) Install the nuts (2), washers (3) and wires (4) to the relay (1). NOTE: Make sure the wires are in their correct location and remove the label from each wire. (6) Remove all tools and equipment from the work area. (7) Remove the clips and close the circuit breakers on AC contactor boxes 2921CB5 and 2921CB6. (Pre mod 8/2120) (8) Remove the clips and close the STBY HYD PUMP 2 CONT circuit breaker D9 on RIGHT SEC BUS CB PANEL. (Post mod 8/2691)
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(9) Remove the clips and close the STBY HYD PUMP 1 CONT circuit breaker Q7 on LEFT SEC BUS CB PANEL. (Post mod 8/2120) WARNING: MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (10) Apply electrical power to the aircraft (refer to Chapter 24). (11) Do the operational test of the Standby Power Unit and refer to AMM 291117 Adjustment/Test. (12) Install access panel 262RR. (13) Make sure the access panel is installed with a weather seal as required.
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LEGEND
1. Contactor relay. 2. Nut. 3. Washer. 4. Wire. 5. Washer. 6. Screw.
4 3 2 1
4 3 2 6 4 5
Contactor Relay Removal/Installation Figure 202

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TEMPORARY REVISION
300 SSeries ERIES 300
TEMPORARY REVISION
TEMPORARY REVISION 24009

FILING INSTRUCTIONS: This Temporary Revision revises 240000, pageblock 201. Put this Temporary Revision against page 201 of 240000. Record the insertion of this Temporary Revision on the yellow RECORD OF TEMPORARY REVISIONS sheet at the front of this chapter. This Temporary Revision revises the pageblock 240000, 201. It revises the resistance value as 1 megaohm to 100 megaohms (from 470 ohms). It incorporates the intent of RIL 824003. ELECTRICAL POWER MAINTENANCE PRACTICES
DESCRIPTION:
1.
Safety Precautions A. General Unless detailed on applicable maintenance practices, removal and installation procedures for electrical equipment are considered selfevident. Equipment grounding and bonding surfaces must be cleaned to ensure good conductivity, and after installation any bared surfaces must be refinished. B. Electrical/Electronic Safety Precautions WARNING: FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. The following safety precautions must be observed before removal or installation of electrical equipment, or unless otherwise detailed, when carrying out maintenance practices on electrically controlled or operated equipment in the aircraft. (1) Obey all local safety regulations during electrical system maintenance. (2) Make sure that the aircraft is correctly grounded. Connect a static ground to the aircraft at the grounding point on one of the two main landing gear drag strut crossbeams. (3) Make sure that the BATTERY MASTER, MAIN BATT, AUX BATT, and EXT PWR switches on the DC CONTROL panel and AC CONTROL panel are set to the OFF position. (4) Tag each switch that is in the OFF position as follows:
WARNING: DO NOT MOVE THIS SWITCH FROM THE OFF POSITION UNTIL THE MAINTENANCE TASK IS COMPLETED. (5) Open all applicable system circuit breakers necessary to do the maintenance task and put in clips to prevent pushtoreset, or disconnect the left and right batteries. (6) Tag each open circuit breaker as follows:
MASTER EFFECTIVITY: See First Page of TR# 24009
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TEMPORARY REVISION
Series 300 SERIES 300
TEMPORARY REVISION
WARNING: DO NOT CLOSE THIS CIRCUIT BREAKER UNTIL THE MAINTENANCE TASK IS COMPLETED. (7) If the units that are removed are not to be immediately replaced, make sure that the connector ends are capped and stowed, and all loose wires are insulated and stowed. (8) Do not use electrical test equipment that can cause sparks in areas where explosive gases can occur. (9) Make sure to align the electrical connector plug and connector pins before installation. This will prevent damage to the connector and pins. WARNING: MAKE SURE THAT ALL PERSONS IN THE AREA OF THE AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. (10) After installation, reconnect batteries and external power source as applicable, remove the clips and close the circuit breakers. Do the operational test if necessary on the unit. (11) When a circuit breaker opens without sufficient cause, do the tasks that follow: (a) Do not close the circuit breaker until the source of the problem is identified and corrected. (b) If the open circuit breaker protects a threephase circuit breaker, open the other two circuit breakers. (c) Only close the circuit breaker after the source of the problem is identified and corrected. C. Electrostatic Discharge Safety Precautions WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR THE ELECTRICAL/ELECTRONIC EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. (1) Obey all local safety regulations during maintenance procedures on electronic components that contain electrostaticsensitive devices. (2) Before maintenance is done on electrostaticsensitive discharge devices, make sure that all persons are correctly grounded. (3) Before maintenance is done on an electrostaticsensitive device, make sure that all persons read, fully know and understand the maintenance practices that follow. To keep the risk of damage to equipment to a minimum, carefully and accurately obey the practices that follow: (a) Remove all power, signal sources and electrical loads used with the unit. (b) Place the unit on a work surface that is grounded and can conduct electricity. (c) Ground the maintenance person through a conductorcontained wrist strap or other device. To prevent injury, the device must have a resistance value of 1 megaohm to 100 megaohms. (d) Ground all tools that will touch the unit. A tool that touches your hand is sufficiently grounded, since it is electrically isolated.
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TEMPORARY REVISION
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TEMPORARY REVISION
(e) Do not touch electrostatic sensitive devices and do not remove them from their packages until they are required.
240000
Page 3 of 3 May 23/2008 TR# 24009

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SERIES 300

AIRCRAFT MAINTENANCE MANUAL

ELECTRICAL POWER LIST OF EFFECTIVE PAGES Chapter Section Subject

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