03, BAE146AVRO 146 RJ B1B2 ATA 24 - 108p

BAe146 AVRO 146RJ
Maintenance Training Manual
ATA 24-00
Electrical General
BAe146 AVRO 146RJ Maintenance Training Manual
Drain Plug ......................................................................................16
TABLE OF CONTENT Overfill Bleed Plug ..........................................................................16
24-00 Electrical Power General.............................................................3
Charge Pressure Port.....................................................................16
Introduction ..........................................................................................3
Integrated Drive Generator ................................................................18
AC Generators. ....................................................................................5
(No. 1 and No. 4 Engines) Data .........................................................18
Auxiliary Power Unit Generator. ...........................................................5
BAe146 APU Generator.....................................................................20
External AC Ground Supply. ................................................................7
Introduction ........................................................................................20
Essential and Emergency AC Supplies ................................................9
BAe146 APU Generator Oil Monitoring ..............................................22
Standby Generator...............................................................................9
BAe146 Maintenance Panel...............................................................24
Static Inverter.......................................................................................9
RJ series APU Generator. .................................................................26
DC Power ..........................................................................................11
Introduction ........................................................................................26
Aircraft Batteries ................................................................................13
Generator Control Units (GCU's) ........................................................28
External DC Ground Supply ...............................................................15
introduction ........................................................................................28
Indicators and controls .......................................................................17
Generator Control Units .....................................................................30
24-21 Engine Driven Generators .........................................................2
GCU Operation ..................................................................................32
Introduction ..........................................................................................2
Examples of Generator Control Unit ..................................................34
IDG Operation......................................................................................4
BITE tests. .........................................................................................34
Constant Speed Drive Unit (CSD) ........................................................6
GCU BUILT-IN-TEST EQUIPMENT (BITE) ....................................34
CSD Operation ....................................................................................6
24-23 Essential AC Generation (Standby Generator)..........................3
CSD Operation Continued ...................................................................8
Introduction ..........................................................................................3
IDG Components ...............................................................................10
Standby Generator Operation ..............................................................5
Oil Filter ..........................................................................................10
Emergency AC Generation ..................................................................7
Chip detector ..................................................................................10
Static Inverter Operation ......................................................................9
Sight Glasses .................................................................................10
Standby Inverter ................................................................................11
Automatic Disconnection ................................................................10
Data ...............................................................................................11
Scavenge Filter ..............................................................................10
26 Volt AC Supplies ...........................................................................13
Temperature Control Valve ............................................................10
Transformer Operation.......................................................................15
Oil Coolers .........................................................................................12
Test Supplies .....................................................................................17
Oil Temperature Switch .....................................................................12
Galley Power Supplies. ......................................................................19
Drive Hi temp. ....................................................................................14
General ..............................................................................................19
GEN OFF LINE ..................................................................................14
Description.........................................................................................19
IDG Oil System. .................................................................................16
Ground operation ...............................................................................19
Oil-in-Oil-out Ports ..........................................................................16
Flight operation ..................................................................................19
Pressure Fill Adapter and Cap........................................................16
Revision: Nov. 2013 Swiss Aviation Training Ltd. FOR TRAINING ONLY
Issue: 01 Reproduction prohibited
24-40 External AC Power. .....................................................................3
Introduction ..........................................................................................3
External AC Power Operation ..............................................................5
External Power Monitor Unit .............................................................5
24- 51 AC Power Distribution...............................................................3
Introduction. .........................................................................................3
AC. System Control .............................................................................5
Three Phase Contactors ......................................................................7
AC Busbar Supply and Transfer System ..............................................9
Connecting to Busbars. ......................................................................11
DC power distribution ...........................................................................3
Description and Operation ...................................................................3
Transformer Rectifier Unit TRU ............................................................5
TRU Operation.....................................................................................7
TRU Operation continued: ...................................................................9
Normal 28 Volt DC Output (+Bus) ......................................................11
Cold Start, 26 Volt DC Output.........................................................11
Protection Circuitry .........................................................................11
Battery Supplies .................................................................................13
Nickel Cadmium Battery .................................................................13
Battery No Charge Monitor (MOD00757B) .........................................15
MOD HCM01048 C and D ..............................................................15
Battery Control ...............................................................................15
DC Power Indication and Busbar Warnings .......................................17
DC Power Indication and Busbar Warnings .......................................19
External DC Ground Supply ...............................................................21
ATA 24-00
Page 2 Electrical General
24-00 ELECTRICAL POWER
GENERAL
INTRODUCTION
The Electrical Power system is comprised of AC and DC power sources.
The AC system consists of:
Two engine-driven Integrated Drive AC Generators (IDGs)
One Auxiliary Power Unit driven AC-Generator (APU GEN)
One Standby Generator and
One AC external power input
The DC system consists of:

Two transformer rectifier units
Two nickel cadmium accumulators
One DC external power input
The primary electrical power system is a 115/200 volt, 400 Hz three

phase constant frequency AC system, and a nominal 28v DC system is
derived from the primary AC system via two transformer rectifier units
(TRU's). Both power systems supply multiple busbar distribution
systems, and use the aircraft structure as neutral or earth return.
FIGURE 1: ELECTRICAL SYSTEM
ATA 24-00
AC GENERATORS.
The primary AC power is obtained from the output of three engine driven
generators, fitted on No. 1 and No. 4 engines, and a third generator on
the Auxiliary Power Unit (APU).
The AC power system normally operates as a two-generator system. No.
1 engine generator supplying AC BUS l, No. 4 generator supplies AC
BUS 2 with automatic transfer of busbar supply in the event of generator
failure. If both generators fail, the third generator on the APU can be
used to energise the AC busbar system.
Each generator is rated at 40/50 KVA (110 AMPS/140 AMPS) and is

provided with its own separate control UNIT (GCU) which also provides
protection for the busbar supply.
AUXILIARY POWER UNIT GENERATOR.

An APU is fitted in the rear fuselage, to provide independence from
ground power sources, and also can be operated during airborne
conditions.
On the ground or in flight, the APU is used to supply air for air
conditioning, and it`s AC generator can supply the AC and DC busbars.
The generator output can be used for main engine start, and it is
essential to minimise busbar loads (50 amps) for engine start or when
using bleed air for air conditioning, especially in `hot-and-high' airfields.
FIGURE 2: ENGINE AND APU GENERATORS
ATA 24-00
EXTERNAL AC GROUND SUPPLY.

A six pin AC connector is fitted on the right side fuselage of the front
equipment bay. The connector enables an external AC ground supply to
energise the aircraft busbar systems.
The external supply should be a three phase AC supply, controlled at
115/200 volts with a constant frequency of 400 Hz. It should be rated at
40kVA, for aircraft servicing, but for main engine start a minimum of
60kVA is required.
FIGURE 3: EXTERNAL AC GROUND SUPPLY.
ATA 24-00
ESSENTIAL AND EMERGENCY AC SUPPLIES
STANDBY GENERATOR
During normal operating conditions the ESS AC BUS and EMERG AC
BUS are supplied from AC BUS 1, which is powered from engine driven
generator No. 1. If all the engine driven generators fail, the ESS AC BUS
and EMERG AC BUS can be energised from the output of the
hydraulically driven STANDBY GENERATOR which can supply an output
of 5 kVA.
STATIC INVERTER
If a total failure of generator power occurs, or failure of ESS AC BUS

supply, a static standby inverter rated at 250 VA can be operated from
the EMERG DC BUS (battery supported). This will provide an output of
115/26 volt single phase AC supplies at 400 Hz, to maintain power to the
EMERG AC BUS services.
Control switches for STBY Generator and Inverter are located together
on the pilot's overhead panel ELECIRIC selection. The switches have
three positions and are labelled ARM-OFF-OVRIDE, therefore, provided
that the standby and emergency power systems are ARM, transfer of
power supplies during abnormal conditions is achieved automatically.
FIGURE 4: STANDBY GENERATOR AND STATIC INVERTER.
ATA 24-00
DC POWER
The primary DC busbars are designated DC BUS 1 and DC BUS 2, and

are supplied from the output of TRU's No. 1 and No. 2 respectively.
TRU input power is supplied from the associated AC BUS 1 and AC BUS
2. A third optional TRU can be fitted and connected to AC BUS 2, its
output is in parallel with TRU 2, each provides a nominal 28v DC at 4
KW.
Power for the emergency (EMERG DC BUS) and essential (ESS DC

BUS) DC busbar is normally supplied from DC BUS 1 and DC BUS 2
respectively.
An Ext D.C. supply can be use to start engines and or the APU but
cannot be connected to the D.C. busbar system.
FIGURE 5: TRANSFORMER RECTIFIER UNITS.
ATA 24-00
AIRCRAFT BATTERIES
The aircraft batteries are fitted in the front equipment bay and will
maintain the emergency AC and DC services for approximately 30
minutes per battery. Battery stowage is provided with venting of battery
gasses to atmosphere, where NI-CAD batteries are fitted.
In the extreme condition, when all generated power fails, the main aircraft
24 volt battery will maintain power to the EMERG DC BUS services. This
busbar will supply power to operate a standby static inverter and its
single phase. 250 VA output at 400 Hz will automatically supply the
EMERG AC BUS service.
FIGURE 6: AIRCRAFT BATTERIES
.
ATA 24-00
EXTERNAL DC GROUND SUPPLY
A 28v DC connector is fitted on the right side fuselage, adjacent to the

right main landing gear, and is provided for engine start only. The ground
power unit should be capable of producing 28 volts DC at up to 2000
amps with minimum volts drop.
EXT DC can be used to start the aircraft main engines and also the APU
if required.
FIGURE 7: EXTERNAL DC GROUND SUPPLY.
ATA 24-00
INDICATORS AND CONTROLS

Indicators and controls for the electrical power system are grouped on BATT 1 HI TEMP, BATT 2 HI TEMP (A)
the ELECTRIC and APU sub panels of the flight deck overhead EXT AC PWR AVAILABLE (G), BATT 1 NO CHARGE, BATT 2 NO
instrument panel. Colour codes on the voltmeters, ammeters and the CHARGE (A), STBY GEN ON (W), DC BUS 1 OFF, DC BUS 2 OFF (A),
frequency meter indicate the appropriate operating range; Normal - ESS DC OFF, EMERG DC OFF (A), AC BUS 1 OFF, AC BUS 2 OFF
Green, Cautionary - Yellow, Emergency - Red. Annunciator or lamp (A), ESS AC OFF and EMERG AC OFF (A).
colours are given in brackets, (G)reen, (A)mber and (W)hite.
DRIVE 1HI TEMP, DRIVE 2 HI TEMP, GEN1 OFF LINE, GEN 2 OFF
On the ELECTRIC sub panel are: LINE, APU GEN OFF LINE AND APU DRIVE FAIL, (A).
the TR and BATT ammeters
A row of 5 switches:
the AC and DC voltmeters (VAC 95-135, VDC 0-40)
associated VOLT/AMP selection switches for DC output. EXT ACOFF, ON
BUS-TIE ACAUTO, OPEN
associated VOLT/FREQ selection switches for AC output.
BUS-TIE DCAUTO, OPEN
The BATT ON/OFF switches. STBY INVARM, OFF, O/RIDE
STBY GENARM, OFF, O/RIDE
a frequency meter (300-500 Hz)
a group of 20 annunciators: The generator ammeters (GEN 1, APU and GEN 4)
FIGURE 8: ELECTRICAL INDICATIONS
APU GEN
BAe146 only FAIL
ATA 24-00
24-21 ENGINE DRIVEN

GENERATORS
INTRODUCTION
No. 1 and No. 4 generators are identical, each coupled to its constant
speed drive unit (integrated drive generator) to control the generator
speed at 12000 RPM and provide a constant frequency at 400Hz. The
generators are oil cooled brushless self-excited 3 phase machines,
controlled at 115/200 VAC and rated at 4O kVA.
The generators incorporate an oil lubricated bearing which supports the
rotor shaft at the non-drive end. The lubricating oil, which also effects
cooling of the generator, is supplied from the drive unit, via transfer ports
in the mounting flanges.
FIGURE 1: INTEGARTED DRIVE GENERATOR
ATA 24-21
Page 2 Generators
IDG OPERATION
Each generator consists of a permanent magnet generator (PMG), an
exciter generator and a main generator combined in one assembly. The
electrical power developed in the PMG supplies the excitation current for
the exciter generator.
The PMG stator output is rectified and regulated by a generator control
unit (GCU) and applied to the exciter stator. The exciter armature
develops 3 phase AC power that is rectified by a rotating diode bridge
circuit, and the resultant DC supply is applied to the rotor of the main
generator.
Output power is developed in the start wound stator of the main
generator.
The main generator phase windings and the star point (neutral) are
brought out to terminal studs to facilitate connection to the external
circuit. The neutral stud is externally connected to earth. The PMG and
exciter generator stator windings are brought out to a multi-pole
connector.
The generator also accommodates a 3-phase current transformer that
forms part of a current protection network for the load lines between the
generator and the associated 3-phase contactor (A1 A2 or E1). The
current transformer winding terminations are brought out to the multi-pole
connector.
FIGURE 2: GENERATOR SCHEMATIC
ATA 24-21
Page 4 Generators
CONSTANT SPEED DRIVE UNIT (CSD) CSD OPERATION

The CSD's incorporate an epicycle differential gear train that provides a When the engine starts to rotate, it causes the engine accessory gearbox
constant output shaft speed of 12000 RPM and maintains the generator train to rotate, which in turn, rotates the IDG input spline. The input spline
supply frequency at 400Hz. Line maintenance of the CSD is limited to drives a differential via a carrier shaft, a thermal disconnect and planet
servicing of the oil system. gears. The differential rotates the pump and motor assemblies the
governor, the charge and scavenge pumps and the output gear. The
The CSD oil cooling and lubricating system incorporates integral pumps, output gear has an internal spline to drive the generator.
oil filter, chip detector, sight glasses, and an automatic disconnect
device. There are two planet gears on the carrier shaft which mesh with each
other and are mounted on their own individual journal shafts. They rotate
Externally, the oil system also includes a scavenge filter, temperature independently of the carrier shaft as they orbit about the centre line of the
control valve, oil coolers and an oil temperature switch. When the engine carrier shaft. A fixed unit ring gear and an output ring gear are also
rotates, it causes the engine accessory gearbox to rotate, which in turn installed on the carrier shaft and both ring gears mesh with the two planet
rotates the IDG to pressurise the oil system. gears. When the fixed unit gear is stationary, the rotation of the carrier
shaft causes the first planet gear to rotate whilst orbiting around the
inside of the fixed unit ring gear. The second planet gear, which is
constantly in mesh with the first planet gear, transfers its rotation to the
output ring gear, causing it to rotate at twice the speed of the carrier
shaft. Therefore, when the carrier shaft is rotated at 6000 r.p.m. and the
fixed unit is held stationary, the output speed will be 12 000 r.p.m.
FIGURE 3: CONSTANT SPEED DRIVE UNIT (CSD)
ATA 24-21
Page 6 Generators
CSD OPERATION CONTINUED
If the input speed is less than 6000 r.p.m., speed must be added to the The governor is a spring-biased, flyweight operated control valve which
input to maintain a constant output speed of 12 000 r.p.m. To achieve hydraulically controls the position of the control cylinder piston. The
this, oil is ported from the governor to the control cylinder and the rotating sleeve in the governor, driven by the output gear, is responsive
pressure acting against the control cylinder piston changes the angular to output speed variations, and the flyweights pivoted on this sleeve
position of the variable wobbler via the control arm. Oil, pressurized by move a valve stem, located within the sleeve, against the bias of a
the variable unit pistons moving into the cylinder block as a result of the spring. During steady state operation, supply pressure is reduced to the
repositioned variable wobbler, is ported to the fixed unit pistons. The required control pressure by orificial action at the edges of the stem
fixed unit is rotated in a direction opposite to that of the variable unit and control land. Depending on valve stem position, charge oil is ported to
the fixed unit ring gear being in mesh with the fixed unit, will rotate in a the control piston or control oil is drained to the transmission case.
direction opposite to that of the carrier shaft, thereby adding to the output
speed.
When the input speed is above 6000 r.p.m., speed must be subtracted
from the input to maintain a constant output speed of 12 000 r.p.m. To
achieve this, the oil ported from the governor is reduced, and a spring
within the control cylinder repositions the control cylinder piston.
This movement positions the variable wobbler via the control arm so that
its face is parallel with the face of the fixed wobbler plate. This parallel
positioning causes oil to be pressurized in the variable unit and ported to
the fixed unit pistons located on the side of the fixed wobbler that will
result in the fixed unit rotating in the same direction as the variable unit.
The fixed unit ring gear will then rotate in the same direction as the
variable unit, thereby reducing the output speed.
FIGURE 4: CONSTANT SPEED DRIVE COMPONENTS.
ATA 24-21
Page 8 Generators
IDG COMPONENTS
OIL FILTER SCAVENGE FILTER
Fitted in the CSD charging circuit and will filter out contamination that Located at the IDG oil out line and is used to filter the oil before it enters
may be in the oil entering the CSD from the external oil cooling system. If the temperature control valve and oil coolers. If the filter element
the filter element becomes contaminated a pressure differential indicator becomes contaminated the pressure differential indicator button will
will operate a spring-loaded magnetic plunger to release a red indicator operate.
button. The filter assembly also includes a bypass valve.
CHIP DETECTOR TEMPERATURE CONTROL VALVE

A magnet chip detector is housed in the CSD drain plug and will collect This valve controls the flow of oil through the coolers and acts as a
ferrous particles in the oil and indicate impending mechanical failure. pressure relief valve. It consists of temperature sensitive power
Such indication can be confirmed by inspection of the filter. elements, pressure relief and load springs and the flow control surfaces
which are an integral part of the control power element. If the
SIGHT GLASSES temperature of the oil is below its actuating point of the valve thermostat,
The sight glasses are provided to indicate CSD oil level. Two sight oil from the bypass port passes through the unseated thermostat to the
glasses are installed, one each side, but due to installation angle of IDG, outlet port.
use only the inboard sight glass.
The outboard glass will always indicate an overfilled condition. The As the oil temperature rises and reaches the actuating point of the
glasses incorporate a silver band to indicate the required oil level. thermostat, the thermostat seat cutting off the supply of bypass oil
allowing oil from the cooler panels to flow through the valve. The oil is
AUTOMATIC DISCONNECTION returned to the CSD reservoir.
A thermal disconnect consists of an integral CSD solder ring which
retains a spring loaded drive on the input drive shaft. If transmission
overheat occurs, the solder ring will melt and the spring will decouple the
input drive within the CSD.
FIGURE 5: IDG COMPONENTS.
ATA 24-21
Page 10 Generators
OIL COOLERS
The oil coolers are mounted on the engine gas generator cooling
assembly and uses fan duct air to effect cooling of the oil. This surface
type oil cooler assembly consists of two oil cooler panels connected in
series; each cooler consists of a core assembly with oil inlet and outlet
ports and manifolds.
The core assembly consists of a contoured plate with fins on the outside
of the contour and finned oil passage on the opposite side. The oil inlet
port is bracket mounted on the inlet pan at one end of the cooler and the
outlet port is similarly mounted at the other end of the cooler.
The coolers are coupled to each other and to the external system by
connectors which utilise O-rings to provide the necessary sealing.
OIL TEMPERATURE SWITCH

To prevent possible damage to the IDG due to high oil temperature, a
temperature-sensing switch is installed at the IDG oil out line.
The temperature switch consists of a hermetically sealed case containing
freon gas which expands as the temperature rises and moves a pressure
plate to operate a microswitch. An amber DRIVE HI TEMP annunciator
on the pilot's overhead ELECTRIC panel will light, and the MWS is
activated.
FIGURE 6: OIL COOLER CIRCUIT.
.
ATA 24-21
Page 12 Generators
DRIVE HI TEMP.
Drive Hi temp will illuminate when the oil temperature reaches 157C.
If the temperature continues to increase because of lack of action there is
an automatic disconnect of the IDG/Engine gearbox drive at 179C.
(The connection between the IDG and the Gearbox is held together by a
spring loaded Dog clutch. When the solder melts the teeth pull back and
the IDG is disconnected).
GEN OFF LINE

The GEN OFF LINE indications are direct from the generator line
contactor contacts. This ensures that even if a faulty generator is
switched OFF the indication will remain to remind the pilot that the
Generator is unavailable.
FIGURE 7: GENERATOR INDICATIONS.
ATA 24-21
Page 14 Generators
IDG OIL SYSTEM.

OIL-IN-OIL-OUT PORTS
Threaded unions for connection to the external oil cooler and the ports
must be plugged when not connected.
PRESSURE FILL ADAPTER AND CAP

A threaded cover for the pressure fill adapter, which is the connecting
point for oil replenishment from an oil service or re-oiling gun. The cap
must be fitted at all time other than during filling.
DRAIN PLUG
The oil drain plug is a self-closing valve, which accommodates a
magnetic chip detector plug and O-ring. When the chip detector is
installed the valve is open, but closes on removal of chip detector thereby
preventing oil spillage.
The oil is drained by opening the valve with a flexible drain line
(TEDECO-D-7670 A) or by removing the valve.
OVERFILL BLEED PLUG

The bleed plug is a self-closing valve and can be used to drain excess oil
and for bleeding internal pressure prior to draining the oil. The valve can
be opened with a flexible drain line ('TEDECO-D-758) or by removing the
valve.
CHARGE PRESSURE PORT

A gauge connection facility used during testing.
FIGURE 8: IDG OIL PORTS
ATA 24-21
Page 16 Generators
INTEGRATED DRIVE GENERATOR

(NO. 1 AND NO. 4 ENGINES) DATA
Output 120/208 volts AC,

280 to 420 Hz 3 Phase
Rating 4OKVA continuous

5OKVA for 2 hours
Overload 6OKVA for 5 minutes

8OKVA for 5 seconds
Power Factor 0.75 lag to 1.0

Output
(Generator Speed) Nominal12000 rpm
Range 11400 to 12600 rpm

Input Speed Range 4500 to 9160 rpm
Direction of Rotation Anti-clockwise view on input shaft
Weight (Dry) 85 lb. (38.56 Kg)
Maximum Oil Capacity 5 quarts
Oil Specification MIIL-L-7808 Type 1
Oil Temperature 120 degrees C
(248 degrees F) max
Disconnect (Overheat)
Oil Temp 179 degrees C (354 degrees F)
FIGURE 9: IDG OIL FLOW
ATA 24-21
Page 18 Generators
BAE146 APU GENERATOR.

INTRODUCTION
The APU incorporates the same type of generator as the main engines. Should both engine driver generators fail in flight, the APU generator will
automatically power Channel 1 to ensure ESS AC and EMERG AC
The APU is fitted in the rear fuselage, to provide independence from busbars remain energised, irrespective of AC bustle switch positions.
ground power sources, and also can be operated during airborne In flight with the APU shutdown, the APU can only be started from the
conditions. DC output of TRU No. 1. The APU generator may only be used up to
On the ground or in flight, the APU is used to supply air for air 25,000 ft on limited power output.
conditioning, and the AC generator can supply the AC and DC busbars.
The generator output can be used for main engine start, and it is The lubricating oil is cooled by a fan, assisted oil cooler; the fan is driven
essential to minimise busbar loads (50 amps) for engine start or when from the APU and is augmented by blast air in flight.
using bleed air for air conditioning, especially in `hot-and-high' airfields. On the ground the A.C. bustie switch must be in the AUTO position
for the APU generator to supply both AC 1 and AC 2 busbars.
Power for APU starter motor is supplied from main aircraft battery supply, If the switch is in the OPEN position the generator will only supply
No. 1 TRU or external DC ground supply. Controls and indications are channel one that is AC bus two and the ground service bus.
provided on the pilots overhead panel.
During take-off and landing the APU will be operating, providing bleed air
for air conditioning, and its AC generator is available to supply the AC
and DC busbar systems, should a single or double engine failure occur.
On the ground the APU generator can provide power to both CHANNEL
1 and CHANNEL 2, but can only power one channel in flight, priority is
given to Channel 1.
FIGURE 10: APU GENERATOR.
ATA 24-21
Page 20 Generators
BAE146 APU GENERATOR OIL MONITORING
The APU generator oil is monitored for low pressure and high
temperature (this is separate from the APU oil system). If either is
detected an APU DRIVE FAIL (A) indication is given on the overhead
electrical panel, accompanied by the amber APU light on the CWP.
On the maintenance panel located above the electrical bay entry door
two dolls eye indicators APU GEN OIL HI TEMP and APU EMERG
SHUT DOWN, will turn white if the APU generator oil temperature is high.
If the oil pressure is low, the roof panel indications are the same but only
the APU EMERG SHUT DOWN, dolls eye indicator will turn white
If the aircraft is on the ground, after 20 2 seconds, the APU shuts
down.
In flight the APU will continue running and the pilot will follow his
procedures.
The APU LO OIL PRES light on the overhead APU panel is

associated with the APU engine oil system not the APU generator
oil.
FIGURE 11: BAE146 OIL TEMP AND PRESSURE SENSORS
APU DRIVE FAIL

ONLY ON 146 AIRCRAFT
ATA 24-21
Page 22 Generators
BAE146 MAINTENANCE PANEL.
There are two magnetic indicators on the maintenance panel located in

the avionics bay.
APU EMERGENCY SHUT DOWN and APU HIGH TEMP, both energize
if the temp is high but only the APU EMERGENCY SHUT DOWN will
energize if it is due to an oil low pressure.
FIGURE 12: BAE146 MAINTENANCE PANEL
ATA 24-21
Page 24 Generators
RJ SERIES APU GENERATOR.
INTRODUCTION
The APU incorporates the same type of generator as the main engines. Should both engine driver generators fail in flight, the APU generator will
automatically power Channel 1 to ensure ESS AC and EMERG AC
The APU is fitted in the rear fuselage, to provide independence from busbars remain energised, irrespective of AC bustle switch positions.
ground power sources, and also can be operated during airborne In flight with the APU shutdown, the APU can only be started from the
conditions. DC output of TRU No. 1. The APU generator may only be used up to
On the ground or in flight, the APU is used to supply air for air 25,000 ft on limited power output.
conditioning, and the AC generator can supply the AC and DC busbars.
The generator output can be used for main engine start, and it is The lubricating oil is cooled by a fan, assisted oil cooler; the fan is driven
essential to minimise busbar loads (50 amps) for engine start or when from the APU and is augmented by blast air in flight.
using bleed air for air conditioning, especially in `hot-and-high' airfields.
Power for APU starter motor is supplied from main aircraft battery supply,
No. 1 TRU or external DC ground supply. Controls and indications are
provided on the pilots overhead panel.
During take-off and landing the APU will be operating, providing bleed air
for air conditioning, and its AC generator is available to supply the AC
and DC busbar systems, should a single or double engine failure occur.
On the ground the APU generator can provide power to both CHANNEL
1 and CHANNEL 2, but can only power one channel in flight, priority is
given to Channel 1.
FIGURE 13: APU GENERATOR.
ATA 24-21
Page 26 Generators
GENERATOR CONTROL UNITS

(GCU'S)
INTRODUCTION
Each generator is protected and its voltage is regulated by a generator All transient faults, except for under-frequency, require the generator to
control unit (GCU). If the generators are switched ON their output is be RESET. After an over-current/out of balance current fault the
controlled in conjunction with the automatic power transfer system. automatic power transfer system can be reset on the ground.
System protection is provided for:
The APU generator will only come on line if the APU generator is
- over-voltage operating satisfactorily at governed speed.
- under-voltage
- over-frequency If engine 1 or 4 fire handle is pulled out to its full extent the respective
- under-frequency generator is isolated.
- negative phase sequence
- feeder and busbar earth fault.
- overcurrent/out of balance current
If a GCU senses a fault it will disconnect its generator from the busbar
system. For all faults, except under-frequency, the generator is also de-
energized and in the case of busbar overcurrent the automatic transfer of
the other generator (APU or ENG) is inhibited.
Overcurrent >160A <194A inhibits the bus tie contactor after a time
delay. >194A also de-energizes the generator after a time delay.
With unbalanced current, the generator is de-energized and

disconnected and the BUS-TIE is inhibited.
FIGURE 14: GENERATOR CONTROL UNIT.
ATA 24-21
Page 28 Generators
GENERATOR CONTROL UNITS
The GCU protection circuits are only active during fault conditions; it is
therefore necessary to test these circuits periodically in order to ascertain
their continued serviceability.
The GCU incorporates built in test equipment (BITE) for this purpose.
The BITE consists of a two level, 12 way rotary selector switch, which is
used in conjunction with a push button TEST switch to inject +15V or
earth signals into each protection circuit in turn.
If the selected protection circuit is serviceable, the test signal should
cause the generator to trip the OFF LINE warning light of the associated
generator to illuminate.
Selecting the generator control switch to OFF/RESET and then back to

ON then resets the circuit. The remaining protection circuits can then be
tested in a similar manner.
There are two fuses mounted in holders which can be accessed from the
front of the unit, with fuse 2 having a RED fail LED indicator.
Note: This LED is not used on the AVRO RJ

A Bus Reset button allows the internal Bus fail Relay to be reset,
providing there is electrical power to the unit.
The GEN FAIL is a magnetic indicator which is normally BLACK but,

should a diode inside the generator fail, will turn WHITE. This can be
reset by the button below.
The power supply for the GCUs is derived from the permanent magnetic
generator inside the main generator.
FIGURE 15: GENERATOR CONTROL UNIT
ATA 24-21
Page 30 Generators
GCU OPERATION
The internal circuitry of the GCU's is powered by the PMG of the The BFR effects overriding control over transfer contactors B 1, B2, D 1
associated generator and is therefore inherently independent from the and D2, bustie contactors C1, C2, and E1, E2 contactors.
rest of the aircraft system. The PMG output is distributed to two power The BFR is a latching relay with a trip coil and a reset coil.
supply circuits within the GCU. One circuit provides 15V and 30V DC
power supplies, which drive the GCU control, regulation and protection The trip coil is operated by the protection circuitry and causes the
circuits. The other power circuit provides DC excitation power for the contacts to open the reset coil is operated by a BUS RESET switch and
exciter generator. causes the contacts to close. The BUS RESET switch is installed in the
GCU and is therefore not accessible in flight. Consequently, if the BFR
The GCU exercises control over its associated generator and 3 phase trips as a result of an in-flight bus fault, the GCU cannot be reset until the
contactors by six integral relays designated `Generator Control Relay' aircraft lands. This prevents transfer of major busbar faults, an event that
(GCR), Power Ready Relay (PRR), Bus Fault Relay (BFR), Transfer would result in total loss of primary AC power
Relay (T'R), Lock Out Relay (LOR) and Under Frequency Relay (UFR).
The coils of these relays are energised from the PMG derived power The TR is controlled by the generator control switch, to connect or
supply and controlled by the GCU protection circuitry. disconnect the generator to the AC busbar system.
The GCR effects on/off control of the exciter generator-stator and the The LOR enables the GCR to operate during fault conditions, and isolate
PRR; the GCR therefore serves as an automatic generator control switch a faulty generator from the busbar system and remain isolated until fault
and is complementary to the manual generator control switch on the roof is isolated or rectified.
panel.
The PRR provides inhibit control over generator protection circuits during The UFR not only provides fault protection but also effects automatic on-
engine start, and effect control over line contactors A1, A2, and transfer line and off-line switching of the generator during the engine spool-up
circuit contactors B 1, B2, and in the case of the APU GCU, contactors and shut-down by control of PRR.
E1 and E2.
FIGURE 16: GENERATOR CONTROL UNIT SCHEMATIC
ATA 24-21
Page 32 Generators
EXAMPLES OF GENERATOR CONTROL UNIT

BITE TESTS.
GCU BUILT-IN-TEST EQUIPMENT (BITE) OVER CURRENT
DIFFERENTIAL CURRENT On generator control unit, set rotary selector switch to OC. Press and
hold TEST switch.
On generator control unit, set rotary selector switch to DP. Press and - On panel 211-50-03:- After approximately 4 seconds, AC voltmeter
release TEST switch. reads low voltage.
- On panel 211-50-03:- AC voltmeter reads low voltage. Associated AC BUS OFF annunciator on.
GEN OFF LINE annunciator on. Release TEST switch.
On generator control unit, press and release BUS RESET switch.
On panel 211-50-03, set GEN switch to OFF/RESET and back to ON. - On panel 211-50-03:- - AC voltmeter reads low voltage.
- On panel 211-50-03 :- AC voltmeter reads within the green sector. GEN OFF LINE annunciator on.
Frequency meter reads 400Hz 12. Associated AC BUS OFF annunciator off.
OVER VOLT On panel 211-50-03, set GEN switch to OFF/RESET and back to ON.
- On panel 211-50-03:-
On generator control unit, set rotary selector switch to OV. Press and AC voltmeter reads within green sector.
release TEST switch. Frequency meter reads 400Hz 12.
- On panel 211-50-03:- AC voltmeter reads low voltage. GEN OFF LINE annunciator off.
GEN OFF LINE annunciator on. Associated AC BUS OFF annunciator off.
On panel 211-50-03, set GEN switch to OFF/RESET and back to ON.

- On panel 211-50-03:- AC voltmeter reads within green sector.
Frequency meter reads 400Hz 12.
GEN OFF LINE annunciator off.
FIGURE 17: GENERATOR CONTROL UNIT TESTS
ATA 24-21
Page 34 Generators
24-23 ESSENTIAL AC GENERATION

(STANDBY GENERATOR)
INTRODUCTION
To improve standards of electrical supply for flight conditions, a The generator is a brushless, self-excited permanent magnet type
hydraulically driven standby generator is fitted on the right side of the machine, and provides a three phase AC output of 5kVA and a 28 VDC
hydraulic bay (between frames 26 and 29) and operated from the green supply at 50 AMP. A generator control unit (GCU) regulates the
hydraulic system. generator 115/200 Volt AC output the phase voltage is controlled at 115
volts AC. The GCU also provides protection for under voltage and
The standby generator can operate to supply the essential and frequency, and lockout circuitry to prevent fault cycling.
emergency AC and DC busbars (see DC POWER) in the event of, AC
BUS 1 and AC BUS 2 failure.
Control of standby generator is provided by a three position switch

labelled STBY GEN ARM-OFF-OVRIDE, and generator operation is
indicated by a white status STBY GEN ON annunciator.
The control switch and annunciator are located on the pilot's overhead
ELECTRICAL panel, which also includes a frequency meter and
voltmeter where the essential and emergency supplies can be monitored.
The standby generator is driven at a constant speed of 12000 RPM, to

provide frequency control at 400 Hz by a variable displacement hydraulic
motor, which incorporates a hydro-mechanical governor. Hydraulic fluid
is also used as a lubricant, and generator cooling is effected by passing
the returning hydraulic fluid through a heat exchanger, which utilises
cabin air discharge via an actuated valve to atmosphere.
FIGURE 1: STANDBY GENERATOR
ATA 24-23
Page 2 Emerg. and Essential Power
STANDBY GENERATOR OPERATION
When all engine-driven generators fail, AC BUS 1 OFF and AC BUS 2 If an engine driven generator is reinstated AC BUS 1 and AC BUS 2 are
OFF annunciators light and MWS operate. The AC bus fail relays would energised. The AC bus 1 and AC bus 2 relays would operate, and de-
be de-energised and through their relaxed contacts a supply from energise the standby generator control relay.
EMERG DC BUS is connected to the standby generator switch. The relay contacts would relax and connect a supply from EMERG DC
If the switch is set in its ARM position the standby generator relay is BUS to energise the selector solenoid valve to close, which would cut off
energised. the hydraulic fluid pressure and shutdown standby generator.
At the same time the green hydraulic system isolation valve will be
The selector valve is de-energised open and allows the GREEN actuated to the OPEN position and restore hydraulic pressure to the
hydraulic system pressure to operate the standby generator hydraulic green services.
motor. At the same time the green system isolation valve will be actuated AC BUS 1 would now supply power to the essential and emergency
to the close position and cut off fluid pressure to all other green services, busbars and air conditioning would revert to recirculation mode.
thereby avoiding a pressure drop that could cause standby generator
output to fail.
The air conditioning would operate in the fresh air mode to provide the
cooling. The hydraulic motor will not rotate the generator and the GCU
regulator will build up its output.
When its output is controlled at the correct value the GCU contactor
control circuit will operate in conjunction with the STBY GEN switch in the
ARM or OVRIDE position. An output signal will light the white STBY GEN
ON annunciator and energise the AC and DC supply contactors. The
STBY GEN/AC BUS 1 contactors will change over and connect the ESS
AC BUS to the standby generator output.
NOTE: To bypass the AC Bus 1 and AC Bus 2 fail relays, the standby
generator can be operated by setting the STBY GEN switch to its
OVRIDE position.
FIGURE 2: GENERATOR SCHEMATIC
ATA 24-23
EMERGENCY AC GENERATION
A standby static inverter rated at 250VA is fitted in the front equipment
bay, and can operate automatically in the event of failure of essential
busbar supplies to the EMERG AC BUS. This will maintain electrical
supplies to those services, which are necessary to complete the flight in
safety.
A three-position switch provides control of the standby inverter. It is
labelled STBY INV, ARM-OFF-OVRIDE. Indication is provided by an
amber EMERG AC OFF annunciator, and its output can be monitored on
the AC voltmeter and frequency meter. The control switch and indications
are located on the pilots overhead ELECTRIC panel.
The inverter input is supplied from EMERG DC BUS via a remote control
circuit breaker, and supported from the main aircraft battery. The inverter
will convert the DC input to provide a single phase 115/26 volt AC supply
at a constant frequency of 400Hz.
The inverter case is finned and embodies vent holes to promote cooling
by natural convection, and mounted on the front end plate is a single
connector with a polarising key, which provides both input and output
connections to the inverter. When using AC power during engine start the
ESS AC BUS provides power to the ESS AC START BUS for engine
instrumentation. If AC power is not available, and DC ground supply is
being used for engine start, the standby inverter will be in operation. The
inverter output which normally supplies the EMERG AC BUS will also
supply the ESS AC START BUS via the operated contacts of an engine
start control relay and the relaxed contacts of the essential AC bus fail
relay.
FIGURE 3: STANDBY STATIC INVERTER.
ATA 24-23
STATIC INVERTER OPERATION

When BATTERY switch is selected ON, the EMERG DC BUS AND The essential AC bus fail relay contacts changeover to interrupt the
WARN LT BUS are energised, the ESS AC OFF and EMERG AC OFF RCCB earth seeking line, the RCCB main contacts open and disconnect
annunciators light and MWS operates; cancel MWS. the standby inverter input from EMERG DC BUS, the standby inverter is
shutdown. The essential AC bus fail relay also causes the ESS AC OFF
Selecting the STBY INV switch to its ARM position will complete the annunciator to be extinguished and connect the ESS AC START BUS to
remote control circuit breaker (RCCB) earth seeking line via the essential the ESS AC BUS supply.
AC bus fail relay and inverter switch. The RCCB will operate, its main
contacts will connect and the inverter output would build-up in a soft start Failure of the inverter relay, such that it contacts open, interrupts the ESS
mode (500 milliseconds) to avoid high In-rush current. AC BUS supplies to the EMERG AC BUS services. The EMERG AC
OFF annunciator lights and MWS operate. Normally the STBY INV
The inverter 115/26 VAC output is connected to the EMERG AC BUS switch is in its ARM position with the ESS AC BUS energised AC bus fail
and the 26V EMERG AC BUS via the relaxed contacts of the de- relay will prevent standby inverter operation.
energised inverter relay. The emergency AC bus fail relay is energised
and the EMERG AC OFF annunciator is extinguished. To overcome this fault condition, set the STBY INV switch to O/RIDE
The inverter output voltage and frequency can also be monitored on the position, which completes the RCCB earth return circuit bypassing the
pilot's overhead ELEC'TRIC panel. essential AC bus fail relay. The RCCB main contacts close to operate the
standby inverter from EMERG DC BUS supply. The inverter output will
The inverter 115 VAC output is also connected to the engine start relay, restore 115/26 EMERG AC BUS supplies via the open contacts of the
so that the ESS AC START BUS is energised for engine instrumentation failed inverter relay.
during a DC ground power engine start.
If the inverter varies outside its pre-determined limits, protection circuits
When engine start has been completed the AC busbars are energised within the inverter will operate and isolate the inverter from its output
from the output of an engine-driven generator (or standby generator) the loads. If the fault is isolated to reinstate the inverter set the STBY INV
ESS AC OFF annunciator light will be extinguished. A supply from ESS switch to OFF, and then return to ARM or O/RIDE.
AC BUS will energise the inverter and essential AC bus fail (sense)
relays.
The inverter relay contacts changeover to disconnect standby inverter
control and reconnect 115/26 ESS AC BUS supplies to the 115/26
EMERG AC BUS; the 26 VAC being obtained from the output of a 250VA
step down transformer, which also supplies the 26V ESS AC BUS.
FIGURE 4: EMERGENCY AC GENERATION SCHEMATIC.
ATA 24-23
STANDBY INVERTER
DATA
Standby inverter PC250 Flight-Tronic Co
Input Power (nominal) 28v DC at 11.4 amps

No load 1 amp
Output power 250VA at 115 volts AC

150VA at 26 volts AC
375VA at 115 volts AC, for 5 minutes
NOTE: Total power output from a combination of 115/26V is 250VA.
Output voltage 115 - 3%
Output frequency Hz 400 1%
Over voltage trip 125 to 138
Frequency trip below 370Hz, above 430Hz

Cooling air convection
Weight 3.5Kg (7.8 lb)
Efficiency 79%
FIGURE 5: ELECTRICAL DIAGRAM.
ATA 24-23
26 VOLT AC SUPPLIES
Two 250VA transformers, coded XM3 and XM4 are located on the left
side of the front equipment bay, and convert 115 VAC to provide 26 VAC
supplies for instrumentation.
Transformer XM3 input is fed from A phase of AC BUS 2, and the

transformer output supplies the 26VAC BUS 2.
Transformer XM4 input is fed from A phase of ESS AC BUS, and the
transformer output supplies the 26VAC EMERG BUS and the 26VAC
ESS BUS.
The 26VAC EMERG BUS can also be supplied from the 26VAC output of
the standby inverter, which would automatically come into operation if the
ESS AC BUS- supplies fail.
FIGURE 6: 26VAC SUPPLIES.
.
ATA 24-23
TRANSFORMER OPERATION
During normal operating conditions, AC BUS 1 and AC BUS 2 are

energised, and AC BUS 1 will energise ESS AC BUS; the STBY INV
switch is selected to ARM and the AVIONIC MASTER is set to ON.
Transformer XM4 26 VAC output derived from ESS AC BUS supplies the
26V EMERG BUS via the contacts of the energised inverter relay. The
transformer output also supplies the YELLOW and GREEN HYD PRESS
INDS and the 26V ESS AC BUS.
The 26VAC ESS BUS supplies are muted via an avionic master
switching relay (RB6) in its de-energised fail-safe state. If the ESS AC
BUS supplies fail, the inverter relay (XE5) is de-energised, and the
standby inverter will automatically come into operation and maintain 26V
AC to the 26V AC EMERG BUS services.
Transformer XM3 26V AC output derived from AC BUS 2,-supplies the

26VAC BUS 2 and GREEN BRAKE HYD PRESS IND. The transformer
output to the 26VAC BUS 2 is routed via an avionic master switching-
relay (RB9) in its de-energised fail-safe state.
NOTE:
If the AVIONIC MASTER switches on the pilot's overhead panel (left

side) are selected OFF, DC BUS 2 will energise the avionics master
switching relays, system 1 and system 2. Therefore, relays RB9 and RB6
will changeover and disconnect the avionics 26 VAC supplies to the 26
VAC ESS BUS and 26 VAC BUS 2.
FIGURE 7: 26VAC SUPPLIES.
ATA 24-23
TEST SUPPLIES
To facilitate the use of test equipment on the aircraft, 28v and 115v AC
test sockets are provided, on the flight deck and left hand console panel
and in the electrical equipment bay, on the outboard edge of No 2 AC
panel.
FIGURE 8: TEST EQUIPMENT SUPPLIES
ATA 24-23
GALLEY POWER SUPPLIES.
GENERAL FLIGHT OPERATION

The galley load shedding system provides manual or automatic load During normal flight the squat relays are relaxed and control of the
shedding in the event of aircraft electrical system failures, and during RCCB's is via BUS TRANSFER and BUS TIE contactors. Automatic load
engine starting. shedding of the galley supplies in flight will operate should only one
engine driven generator be on line due to the action of contactors 1XB3,
4XB3, XD4 and XD5.
DESCRIPTION Manual shedding
A switch on panel 211-50-03 is provided for manual load shedding of all
Automatic and manual load shedding of the galley electrical supplies is galley loads at any time during ground or flight operation of galleys.
achieved via two remote control circuit breakers (RCCBs). Galleys are
switched via a No.1 or No.2 squat system relay, the start control or start
control slave relay, No.1 and No.4 engine generator line/bus transfer
contactors and the bustie/auxiliary supply contactor.
GROUND OPERATION
With AC1 and AC2 busbars powered using an external AC or APU power
supply, and the GALLEY/SHED switch, on panel 211-50-03, set to
GALLEY, all galleys will be supplied. During engine start, the start control
relays are energized and inhibit the earth paths for the RCCB's. The
RCCB's relax and power to the galleys is inhibited. After the start is
completed and the START MASTER switch is selected OFF, the start
control relays relax and power is restored to the galleys.
FIGURE 9: GALLEY LOAD SHED SCHEMATIC
ATA 24-23
24-40 EXTERNAL AC POWER.

INTRODUCTION
With External AC Power connected and switched on, a ground power

monitor unit will be sensing ground supply. When the quality of ground
power is correct, the monitor unit will complete a relay interlock circuit via
the two small pins (F and E) of the AC ground supply plug.
On the overhead ELECTRIC panel, the EXT AC PWR AVAILABLE (G)

annunciator will light and by using the AC voltmeter and frequency meter
selector switch, the ground supply can be monitored.
At the Ext AC connector panel a green EXTERNAL POWER

AVAILABLE and a white NOT IN USE lamp will light. Also on the front
vestibule attendants panel a green GROUND POWER AVAILABLE
lamp will also light, and if power is required for the GROUND SERVICE
BUS only, a GROUND SERVICE POWER switch on the forward
attendant panel when selected ON will energise a ground service
contactor and connect ground supplies direct to the ground service bus.
If the AC bustie switch on the roof panel is selected to AUTO the Ext AC
power when connected to the aircraft will supply all the aircraft electrical
power.
If the switch is selected to OPEN only the AC 2 and ground service
busbar will be supplied from the Ext AC power.
Revision: September 2012 Swiss Aviation Training Ltd. FOR TRAINING ONLY
FIGURE 1: EXTERNAL A.C. POWER CONTROL
Ground Power Monitor
ATA 24-40
Page 2 External A.C.
EXTERNAL AC POWER OPERATION
With the AC ground power interlock relay energized, a supply is fed to

energize contactors B1 and B2 and arm the EXT PWR switch on the
electric overhead panel. On selecting the EXT PWR switch to ON ,
contactors D1 and D2 are energized and closed, contactor E2 is also
energised and external power is now connected to the AC1 and AC2 via
the already closed contactors D1/B1 and D2/B2 respectively.
The associated bus bar failure warning light will now extinguish, and
since ESS AC BUS is now powered from AC BUS 1 a supply is taken
from ESS AC BUS to power EMERG AC BUS, the STBY/INV shuts down
should it have been previously operating with the battery switch at ON.
When contactor E2 operates its auxiliary relay has also operated which
will cause the ground service contactor to de-energise. Through its
relaxed contacts, the GROUND SERVICE BUS is powered from
AC BUS 2.
EXTERNAL POWER MONITOR UNIT

The Monitor unit comprises of frequency and voltage sensors, a
transformer rectifier unit (TRU) and two relays, R1 and R2.
In the event of over voltage, under voltage, over-frequency, under-
frequency or phase reversal, R2 is de energized which causes R1 to de
energize and open, disconnecting the output signal to pin H which results
in disconnection of external power supply to the bus bar system.
Revision: September 2012 Swiss Aviation Training Ltd. FOR TRAINING ONLY
FIGURE 2: EXT A.C. THEORETICAL DIAGRAM
ATA 24-40
Page 4 External A.C.
24- 51 AC POWER DISTRIBUTION.

INTRODUCTION
The primary electrical power system is a 115/200 volt, 400 Hz, 3-phase In the extreme condition when all generator power fails, a standby static
constant frequency AC system, and utilises the aircraft structure as inverter is operated from the emergency DC busbar, which is supported
neutral. from the aircraft battery supply, and supplies 115 volts AC, 400 Hz,
AC power is normally obtained from the output of two engine-driven single phase supplies to the emergency AC busbar services.
generators, fitted on the outer engines No. 1 and No. 4 and a third
generator on the Auxiliary Power Unit for the loss of a main generator. An external AC ground connector is fitted on the right side of the front
No. 1 and No. 4 generators are identical, each coupled to its constant equipment bay. This connector enables a switched AC ground supply to
speed drive unit (IDG) which maintains the generator speed at 12000 energise the busbar system.
RPM to provide a constant 400 Hz.
The APU generator is the same as No. 1 and No. 4, but its speed is
governed at 12000 RPM by the APU.
Each generator output voltage is controlled at 115/200 volts AC by its
associated control unit (GCU), which also provides system protection.
If all engine-driven generators fail, a hydraulically driven standby
generator can operate automatically to maintain power to the essential
and emergency busbar services.
NOTE: Use of standby generator results in loss of GREEN hydraulic

services.
FIGURE 1: A.C. POWER DISTRIBUTION
ATA 24-51
Page 2 A.C. Power Distribution
AC. SYSTEM CONTROL
The AC power system operates as a two-generator system, No. 1 The generator outputs are fed to their control unit (GCU) which contains
generator supplying AC BUS 1 and No. 4 generator supplying AC BUS 2. the voltage, current and frequency sensing circuits necessary to effect
Power for essential (ESS AC BUS) and emergency (EMERG AC BUS) regulation, control and protection of the generator and busbar supply.
AC busbar services are normally supplied from AC BUS 1. Within each GCU the outputs derived from the sensing circuits, and relay
switching, will control the automatic transfer circuit and associated
However, each generator has sufficient capacity to supply the total generator line contact (GLC) in conjunction with the associated generator
busbar system, since each generator can supply 110 AMP continuously, control switch.
140 AMP for 2 hrs. / 165 AMP 5 minutes or 220 AMPS for 5 seconds.
Each generator switch has three positions labeled OFF/RESET - OFF
Normally both generators operate as two separate isolated channels, but LINE - ON. If the generator switch is selected to its ON position, the
in the event of generator failure a pre-selected automatic transfer circuit system is automatically controlled by the GCU transfer circuitry and
will ensure that all busbar are supplied from a single power source. engine start system.
If a single generator fails or both No. 1 and No. 4 generators fail, the APU
generator can be used to energise the busbar system on the ground, in
flight the APU will only power 1 channel.
Five twin 3-phase contactors provide a busbar interconnect from

separate power supply sources. Since the AC generator system is NOT
designed for parallel operation of power sources, each twin contactor
assembly includes a mechanical interlock, to ensure that both contactors
cannot close simultaneously. Additional circuit protection is provided by
interlocking the auxiliary contacts of each contactor operating coil supply.
FIGURE 2: A.C. SCHEMATIC DIAGRAM
ATA 24-51
THREE PHASE CONTACTORS
Five dual channel 3 phase contactor assemblies are provided to inter-

connect AC BUS 1 and AC BUS 2 with each other and with the power
supplies.
Each contactor assembly comprises two mechanically interlocked 3

phase contactors, with interconnected main contacts incorporates five
pairs of normally closed auxiliary contacts.
The auxiliary contacts of both contactors are connected to the external
circuit by a single, multi pole connector. Three sets of terminal studs are
provided to connect the main contacts to the load lines.
The mechanical interlock ensures that both the contactors cannot be

operated simultaneously and this feature is complemented by cross
connecting the coils of the contactors via normally closed contacts of the
opposite contactor. Hence when one of the contactors closes, the other
is held open by the mechanical interlock, and the operating coil is
isolated by the open auxiliary contacts in the closed contactor.
FIGURE 3: THREE PHASE CONTACTORS
ATA 24-51
AC BUSBAR SUPPLY AND TRANSFER SYSTEM
The AC busbars AC BUS 1, AC BUS 2, ESS AC BUS and EMERG AS To simplify functional description, the contacts are given alpha codes:
BUS are normally fed from the generators as follows:
A 1 or A2 Generator line 1 contactor or 2
No. 1 generatorAC BUS l, ESS AC BUS and EMERG AC BUS
No. 4 generatorAC BUS 2, and GROUND SERVICE BUS B 1 or B2 Bus transfer contactor 1 or 2
On the ground, an external AC supply or APU generator can be used to C 1 or C2 Bustie contactors 1 or 2
energise all the busbars, and during flight conditions the APU generator
can also be used to energise a channel with a failed generator. D1 or D2 Auxiliary Supply Contactors 1 or 2
If all engine-driven generators fail, a standby generator will supply the E1 Auxiliary generator line contactor
ESS AC BUS and EMERG AC BUS. If all generators fail, a standby
inverter will maintain power to the FMERG AC BUS. E2 External power contactor
Transfer of power sources for the normal busbars AC BUS 1 and AC
BUS 2 is achieved through five 3-phase contactors in conjunction with
generator control units and BUSTIE AC AUTO-OPEN switch.
FIGURE 4: A.C. BUSBAR TRANSFER
ATA 24-51
CONNECTING TO BUSBARS.
Transfer of the main power sources is achieved through the five 3 phase
contactors.
It is very important in this system that two power sources cannot power
the same bus.
Each twin contactor assembly includes a mechanical interlock, to ensure
that both contactors cannot close simultaneously.
Below shows the automatic power transfer priorities for the powering of
busbars:
For the AVRO RJ

AC Channel 1 AC Channel 2
1) Gen 1 1) Gen4
2) APU Gen 2) APU Gen
3) Ext AC 3) Ext AC
4) Gen 4 4) Gen 1.
For the BAe 146

AC Channel 1 AC Channel 2
1) Gen 1 1) Gen4
2) Ext AC 2) Ext AC
3) APU Gen 3) APU Gen
4) Gen 4 4) Gen 1.
FIGURE 5: OPERATION
ATA 24-51
D.C. POWER DISTRIBUTION

DESCRIPTION AND OPERATION
DC power is derived from the AC system via two transformer rectifier
units (TRU's) No. 1 and No. 2. Power for No. 1 and No. 2 TRU's is
supplied from AC BUS 1 and AC BUS 2 respectively.
Each TRU converts a regulated 115/200 VAC, 400 Hz, three phase to
provide a continuous 4KW output at a nominal 28 VDC. The 28 VDC
output supplies a DC busbar system, designated DC BUS 1 and DC BUS
2 (normal) EMERG DC BUS and ESS DC BUS. The 28 VDC output can
also be used for normal engine start, or a 36 VDC output can be
provided for cold engine start.
To improve standards of electrical supply for flight conditions, a

hydraulically driven standby generator (see AC POWER) can operate
automatically if AC BUS 1 and AC BUS 2 supplies fail, and provide a
28VDC supply at 50 amps to energise the ESS DC BUS and EMERG DC
BUS.
In the unlikely event of failure, of all generated power, the main aircraft
battery or batteries will maintain electrical power to the EMERG DC BUS
services.
FIGURE 1: D.C. POWER DISTRIBUTION
ATA 24-30
Page 2 D.C. Power Distribution
TRANSFORMER RECTIFIER UNIT TRU

Although the TRU continuous rating is 4KW (150 AMPS) it is capable of
producing many times this output for a few seconds, i.e. pulse load, for
the STARTER BUSBAR. A single TRU can sustain a pulse load of up to
1000 AMPS MAX for a few seconds, therefore for engine start purposes
both TRU 1 and TRU 2 must be available to provide the starter current
required by the starter motors for start initiation.
Should only one TRU be available or a TRU fail during an engine start
sequence the start will automatically abort.
FIGURE 2: TRU LOCATION
ATA 24-30
TRU OPERATION
When the AC busbars are energised provided the TR 1 and TR2 circuit DC busbar system, TRU No. 1 feeds DC BUS 1 and TRU No. 2 feeds
breakers (0.5 amp) on the pilot's overhead panel are in the reset position, DC BUS 2.
the remote controlled circuit breaker (RCCB) will operate to close and
connect AC BUS 1 and AC BUS 2 to their respective TRU's. With battery No. 1 fitted and connected, power is available direct to APU
start, and to the primary BATT 1 BUS services. The BATT 1 Bus supply
Each TRU input is connected to its main transformer input star winding, is connected to BATTRY 1 master switch via a battery inhibit relay.
via a current transformer protection circuit and a tap change contactor.
The transformer output winding in star and delta will step down the AC When the BATTERY 1 switch is selected on, the battery contactor is
voltage to supply a full wave rectifier bridge, which converts the reduced energised, its main contacts close to connect the BATT 1 BUS supply to
AC voltage to supply a 28 volt DC output at 150 amps continuously. the EMERG DC BUS, its auxiliary contacts complete the battery no
charge detector supply direct from No. 1 battery.
The TRU output is supplied direct from the rectifier bridge for engine
start, or to the DC busbar via a 325 amp fuse and ammeter shunt circuit. With DC BUS 1 energised, DC 1 auto cut-out will close and connect DC
BUS 1 supply to energise EMERG DC BUS.
However, during cold engine start the tap change contactor is energised Since DC BUS 1 supply is likely to be above the battery supply, the main
which changes the ratio of primary transformer windings to secondary aircraft battery will receive a recharge from EMERG DC BUS, indicated
windings, which provide a greater DC output at 36 volts for engine cold on the battery ammeter. When the DC selector switch is set to BATT 1
start. If during engine start, the TRU input supplies fail or TRU overheats; position, battery terminal voltage will also be indicated.
the protection circuit relay will de-energise, to trip the RCCB and
disconnect the TRU AC input, and also terminate engine start by The auxiliary contacts of the operated DC 1 auto cut-out connect a
interrupting the operating signal to the engine start selected containers. supply signal from DC BUS 1 to the EMERG/ESS auto cut-out with the
DC bustle switch at open, the EMERG/ESS auto cut-out closes to link
The normal TRU 28 VDC output is connected to the TRU auto cut-out, EMERG DC BUS to ESS DC BUS.
and when its voltage/current relay coil senses 23 volts, supplied from the
TRU output via CB3, cold start relay and the switched contacts of the Now that ESS DC BUS is energised, a second (No. 2 channel) supply
voltage/current relay, to energise and close the main contactor. The TRU signal to energise the EMERG/ESS auto cut-out is completed, via the
output is now connected to the relaxed contacts of the standby generator DC contactor.
FIGURE 3: TRU SCHEMATIC
ATA 24-30
TRU OPERATION CONTINUED:

With DC BUS 2 energised, and the DC BUSTIE switch at AUTO, the DC The auxiliary contacts of the EMERG/ESS auto cu-tout connect a
2 auto cut out and bustle contactor will be energised and closed. All DC signal from ESS DC BUS to energise the battery inhibit relay via the
busbars are interconnected via auto cut-outs and supplied from two standby generator AC contactor. The inhibit relay operation will de-
power sources TRU's No. 1 and No. 2. energise the battery contactor and disconnect the battery and associated
The bustle contactor links DC BUS 1 and DC BUS 2, so that all DC loads from the standby generator.
busbars remain energised if a single TRU fails.
When the standby generator DC contactor is energised the EMERG-
When the DC busbars are energised the associated bus fails relays are ESS/BATT changeover contactor is also energised. The changeover
also energised so that the relevant amber annunciators for DC BUS 1 contactor transfers some of the EMERG DC BUS and ESS DC BUS
OFF, EMERG DC OFF, ESS DC OFF and DC BUS 2 OFF are loads to the BATT BUS supply.
extinguished.
If a nickel-cadmium battery is fitted, and its temperature rises to 57C, an
Under normal circumstances, the main aircraft battery is recharged from
integral battery hot thermostat will operate to light the amber BATT HI
EMERG DC BUS. If the battery fuse ruptures the battery no charge
TEMP annunciator and operate the MWS.
detector will sense a difference between battery supply and EMERG DC
If the temperature continues to rise, at 71C the battery overheat
BUS, the detector unit will operate to light the amber BATTERY NO
thermostat would operate to energise the battery inhibit relay and
CHARGE annunciator and also operate the MWS.
maintain the warnings. The Inhibit relay operation will de-energise the
battery contactor and disconnect the battery from its busbar (EMERG DC
In the event of where AC BUS 1 and AC BUS 2 supplies fail, the standby
BUS) recharge circuit.
generator can automatically come into operation. The DC BUS 1 OFF
and DC BUS 2 OFF annunciators would light, but the standby generator
The inhibit relay also provides it's own lock-in circuit, via the battery "hot"
DC output would maintain power to the ESS DC BUS and the aircraft
thermostat (57C) during overheat (71C) condition, so that the battery is
battery would temporarily supply the EMERG DC BUS.
only reinstated to its busbar recharge circuit, when the battery
temperature falls (approx. 53-47C) to the reset level for the "hot"
Provided the brake top-up-pump and standby inverter loads are tripped,
thermostat to open.
the EMERG/ESS auto cut-out would close so that the standby generator
DC output is supplying the ESS DC BUS and EMERG DC BUS.
FIGURE 4: TRU SCHEMATIC
ATA 24-30
NORMAL 28 VOLT DC OUTPUT (+BUS)

The TRU output to the busbars is protected by a 325 amp fuse, and In the event of unbalanced line current, transformer, or at abnormally
monitored by an external ammeter connector across the TRU output high temperature sensed at the power rectified heat-sink, the normally
ammeter shunt and protected circuit breakers CB 1 and CB 2. energised protection relay is de-energised.
The + START terminal is used for engine start since the power demand
for engine start exceeds the ammeter and fuse circuit rating. Its contacts relax to trip the remote circuit breaker and disconnect the
The + START terminal is directly connected to the rectified output. TRU AC input, also interrupt a signal from the engine start master switch
via No. 1 and No. 2 TRU's to the engine start contactors, which results in
termination of engine start.
COLD START, 36 VOLT DC OUTPUT
Radio Frequency Interference (RFI) Suppression
The main transformer input is connected via a tap change contactor. This is provided by capacitors connected across the TRU AC input lines.
When the engine cold start facility is used, the connector is energised
and its contacts connect the input to toppings on the transformer primary, TRU Data
which increases the TRU output voltage to 36 volts DC.
Input 115/200 Ac, 400 Hz, three phase
Under these conditions, the CB 3 supply signal to the external circuit is
interrupted, and the TRU auto cut-out remains open, therefore ensuring Output 28 or 36 volts DC nominal
that the 36 volts does not feed the 28 volt DC busbar system.
Rating 150 amps continuously
PROTECTION CIRCUITRY Cooling Natural convection
The protection circuit board monitors the TRU input by using a current Operating Temperature Range - 40 to +60C
transformer. The power rectifiers are mounted on heat-sinks, which
sense temperature by a thermal switch. Power supplies for the protection Weight 41 lbs.
circuit board are obtained from the main transformer three phase output,
which is rectified on the protection circuit board.
FIGURE 5: D.C. PANEL LOCATION
ATA 24-30
BATTERY SUPPLIES
A 24 volt, 25 AH Lead Acid Battery or batteries (MOD HCM40028A) are Temperature sensing is provided by two integral thermostats, colour
located in the front equipment bay, and during extreme emergency coded black and red. A hot condition will operate the black thermostat at
conditions will maintain electrical power to the EMERG DC BUS services. 57C, and an overheat condition will operate the red thermostat at 71C.
NOTE: Nickel-Cadmium type battery (MOD HCM40024A) or batteries Electrical power connection is provided by an Elcon quick release
(MOD HCM400248) can be fitted to suit customer requirements. connector, also on the front face is a connector for the temperature
sensing thermostats.
The 24V 25 AH battery consists of two 12V sealed mono-blocs enclosed
Ventilation piping is fitted to the main aircraft battery where NICAD
in a polyester bonded fibreglass container. Each mono-bloc incorporates
batteries are fitted and extends from the battery vent bottle located in the
a resealing safety valve and has two tin-plated brass terminals. Each
nose gear bay. Battery venting is effectively accomplished when the
multiple strip connectors join the mono-blocs to each other and to the
aircraft is pressurised.
main battery connector.
The sealed battery works on gas recombination principle, the lack of free
The battery is mounted in a pressurised section of the aircraft, and the
electrolyte means the battery required no external venting and is
gases are piped from the outlet to a battery vent bottle located in the
maintenance free with respect to topping-up.
nose wheel bay. A non-return valve is fitted at the battery inlet, thus
Electrical connection to supply battery power to the aircraft system is
preventing gases entering the aircraft when charging is carried out on the
provided by an Elcon quick release connector.
ground when the pressure differential is negligible.
NICKEL CADIUM BATTERY
The Saft 28 V 23 AH battery Type 23491 consists of twenty individual

cells linked together in series, and housed in a metal case with a
detachable lid. The lid assembly includes a non-return valve, and are
Located on the sides of the battery gases to a battery vent bottle. The
non-return valve prevents gaseous flow back into the aircraft.
FIGURE 6: BATTERY SCHEMATIC
ATA 24-30
BATTERY NO CHARGE MONITOR (MOD00757B)

MOD HCM01048 C AND D
The monitor is dual function detection device. The first function is used to Whenever the START MASTER switch is selected to ON, relay KN 12
monitor the voltage difference between the emergency DC busbar and energises and opens contacts D2 - D3 (6-8) thus inhibiting the BATT NO
the battery busbar. This is achieved by using a differential amplified CHARGE annunciator during engine start.
configured to monitor the two voltages and amplify the difference.
The battery inhibit relays are two pole, changeover relays when
The amplified signal is then fed into a comparator, which switches when
energised (operated), inhibit the supplies to operate their respective
the difference reaches more than 1.34V. The circuit resets when the
battery contactor coils.
difference falls to less than 0.74V. The junction compares the emergency
DC busbar voltage with a pre-set voltage.
It does this by using a comparator circuit, which switches when the
BATTERY CONTROL
voltage falls below 25.0V. The circuit will reset when the voltage is more
than 25.5V. A BATTERY ON-OFF switch on the pilot's overhead ELECTRICAL panel
provides control of the battery supply to the EMERG DC BUS, via a
The output from both circuits are fed via a timing circuit to the output battery contactor in the front equipment bay.
stage, which switches a warning to the flight deck if either circuit detects
a fault for more than approximately 7 seconds, the monitor relay BATT When the battery switch is selected ON, the battery contactor coil is
NO CHARGED annunciator on the flight deck. energised from the BATT BUS, and connects battery power to the
When battery voltage and the emergency DC busbar voltages are within EMERG DC BUS.
0.7V of each other, or the emergency DC busbar is more than 25.5V, the
monitor inhibits the fault signals.
FIGURE 7: BATTERY CONTROL AND NO CHARGE
ATA 24-30
DC POWER INDICATION AND BUSBAR WARNINGS
An ELECTRIC system control and monitoring panel is located on the left Also on the ELECTRIC panel is the annunciator amber warning lights for
side of the pilot's overhead panel. This panel includes system control the DC busbars, DC BUS 1 OFF, DC BUS 2 OFF, ESS DC BUS OFF
switches, meters and indicators for control and monitoring of the and EMERG DC OFF.
electrical power system.
The Annunciators are supplied from the Warning Light Busbar via the
DC power indication is provided by a voltmeter, an ammeter for each associated busbar fail relay, which is energised from the respective
TRU and the main aircraft battery or batteries. busbar via a Zener diode.
The voltmeter and ammeters are switched across the output lines for the The contacts of the fail relays also control system functions for engine
battery or batteries. DC ground supply, standby generator and TRU's via cold start, APU start and emergency lights, EMERG LTS ON indication.
a rotary switch which is panel annotated with the various power source The Warning Light Busbar supply is derived from two power sources,
positions. EMERG DC BUS or DC BUS 2. The busbars, relays, diodes, fuses and
The voltmeter and ammeters are integrally illuminated and controlled by circuit breakers are all located in the front equipment bay on No. 1 and
the overhead panel INSTS DIM switch. No. 2 DC panels.
The battery ammeter circuit utilises a battery shunt, and each sensing
line is fuse protected. The battery shunt and fuses are located on the
right side of the front equipment bay on No. 1 DC panel.
Each TRU incorporates its own ammeter shunt and circuit breaker
protection, indented CB 1 and CB 2, and is directly connected to its
ammeter, but its output voltage is switched by the DC voltage selector
switch. The DC ground supply contactor and indicating circuit protection
fuse are located on the right side of the front cargo compartment.
The standby generator DC contactor and indicating circuit protection fuse

is located on the right of the front equipment bay on the No. 1 DC panel.
FIGURE 8: D.C. INDICATION
ATA 24-30
DC POWER INDICATION AND BUSBAR WARNINGS
On the ELECTRIC panel is the annunciator amber warning

lights for the DC busbars, DC BUS 1 OFF, DC BUS 2 OFF, ESS DC
BUS OFF and EMERG DC OFF.
The Annunciators are supplied from the Warning Light Busbar via the
associated busbar fail relay, which is energised from the respective
busbar via a Zener diode.
The contacts of the fail relays also control system functions for engine
cold start, APU start and emergency lights, EMERG LTS ON indication.
The Warning Light Busbar supply is derived from two power sources,
EMERG DC BUS or DC BUS 2. The busbars, relays, diodes, fuses and
circuit breakers are all located in the front equipment bay on No. 1 and
No. 2 DC panels.
FIGURE 9: D.C. INDICATION
ATA 24-30
EXTERNAL DC GROUND SUPPLY
A 28v DC connector is fitted on the right side fuselage, adjacent to the

right main landing gear, and is provided for engine start only. The ground
power unit should be capable of producing 29 volts DC at up to 2000
amps with minimum volts drop.
EXT DC can be used to start the aircraft main engines and also the APU
if required.
FIGURE 10: EXTERNAL DC CONNECTION
ATA 24-30
FIGURE 11: M.E.L. EXAMPLE
FIGURE 12: M.E.L. EXAMPLE
ATA 24-30
Intentionally left blank

03, BAE146AVRO 146 RJ B1B2 ATA 24 - 108p

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

03, BAE146AVRO 146 RJ B1B2 ATA 24 - 108p

Uploaded by

Copyright:

Available Formats

BAe146 AVRO 146RJ

Maintenance Training Manual

The DC system consists of:

The primary electrical power system is a 115/200 volt, 400 Hz three

Each generator is rated at 40/50 KVA (110 AMPS/140 AMPS) and is

AUXILIARY POWER UNIT GENERATOR.

EXTERNAL AC GROUND SUPPLY.

ESSENTIAL AND EMERGENCY AC SUPPLIES

If a total failure of generator power occurs, or failure of ESS AC BUS

The primary DC busbars are designated DC BUS 1 and DC BUS 2, and

Power for the emergency (EMERG DC BUS) and essential (ESS DC

EXTERNAL DC GROUND SUPPLY

A 28v DC connector is fitted on the right side fuselage, adjacent to the

INDICATORS AND CONTROLS

24-21 ENGINE DRIVEN

CONSTANT SPEED DRIVE UNIT (CSD) CSD OPERATION

CSD OPERATION CONTINUED

CHIP DETECTOR TEMPERATURE CONTROL VALVE

OIL TEMPERATURE SWITCH

GEN OFF LINE

IDG OIL SYSTEM.

PRESSURE FILL ADAPTER AND CAP

OVERFILL BLEED PLUG

CHARGE PRESSURE PORT

INTEGRATED DRIVE GENERATOR

Output 120/208 volts AC,

Rating 4OKVA continuous

Overload 6OKVA for 5 minutes

Power Factor 0.75 lag to 1.0

Range 11400 to 12600 rpm

BAE146 APU GENERATOR.

BAE146 APU GENERATOR OIL MONITORING

The APU LO OIL PRES light on the overhead APU panel is

APU DRIVE FAIL

BAE146 MAINTENANCE PANEL.

There are two magnetic indicators on the maintenance panel located in

GENERATOR CONTROL UNITS

With unbalanced current, the generator is de-energized and

GENERATOR CONTROL UNITS

Selecting the generator control switch to OFF/RESET and then back to

Note: This LED is not used on the AVRO RJ

The GEN FAIL is a magnetic indicator which is normally BLACK but,

EXAMPLES OF GENERATOR CONTROL UNIT

On panel 211-50-03, set GEN switch to OFF/RESET and back to ON.

24-23 ESSENTIAL AC GENERATION

Control of standby generator is provided by a three position switch

The standby generator is driven at a constant speed of 12000 RPM, to

STANDBY GENERATOR OPERATION

STATIC INVERTER OPERATION

Standby inverter PC250 Flight-Tronic Co

Input Power (nominal) 28v DC at 11.4 amps

Output power 250VA at 115 volts AC

Output voltage 115 - 3%

Output frequency Hz 400 1%

Over voltage trip 125 to 138

Frequency trip below 370Hz, above 430Hz

Weight 3.5Kg (7.8 lb)

Transformer XM3 input is fed from A phase of AC BUS 2, and the

During normal operating conditions, AC BUS 1 and AC BUS 2 are

Transformer XM3 26V AC output derived from AC BUS 2,-supplies the

If the AVIONIC MASTER switches on the pilot's overhead panel (left

GALLEY POWER SUPPLIES.

GENERAL FLIGHT OPERATION