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Page 9-1Pilot’s Operating Manual

Original Issue: Feb, 2002

Pro Line 21

Section - IIISYSTEMS DESCRIPTION

Sub-section 9ELECTRICAL POWER

Table of Contents

Page

GENERAL......................................................................................................9-3

CONTROLS and INDICATIONS....................................................................9-3

EXTERNAL POWER ...................................................................................9-3

BATTERY SUPPLIES..................................................................................9-4

AMMETERS ................................................................................................9-4

Figure 1 - DC Electrical System - De-energized......................................9-5

VOLTMETER...............................................................................................9-6EXT BATT CHG ON/OFF switch .................................................................9-6

Figure 2 - Ground Power Connected withExternal Battery Charge Switch ON........................................9-7

BATT EMERG-ON-OFF switch ...................................................................9-8

BATT ISOLATE BATT 1-NORM-BATT 2 switch..........................................9-9

Figure 3 - Battery Switch ON.................................................................9-10

BUS TIE CLOSE-OPEN switch .................................................................9-11

GEN 1 AND GEN 2 CLOSE-TRIP switch ..................................................9-11

Figure 4 - Normal Flight Conditions.......................................................9-12

ENGINE START USING EXTERNAL POWER............................................9-13

ABORT START..........................................................................................9-13

Figure 5 - Internal Start with No. 2 Engine Selected .............................9-14

ENGINE START USING BATTERY POWER..............................................9-15

WITH A GENERATOR ON LINE...............................................................9-15

DC POWER GENERATION ......................................................................9-15

SINGLE GENERATOR FAILURE..............................................................9-16

DOUBLE GENERATOR FAILURE............................................................9-16

Figure 6 - Single Generator Failure .......................................................9-17

Figure 7 - Double Generator Failure......................................................9-18

APU GENERATOR (if APU installed) ........................................................9-19

OVERVOLTAGE PROTECTION...............................................................9-19Figure 8 - APU (if installed) Generator On-Line ....................................9-19

AC POWER..................................................................................................9-20

CONTROLS and INDICATIONS................................................................9-20

STATIC INVERTERS ................................................................................9-21

Starting No. 1 Inverter .............................................................................9-21

Starting No. 2 Inverter .............................................................................9-21

Failure Of A Main Inverter .......................................................................9-21

Failure Of Both Main Inverters ................................................................ 9-21



Page 9-2 Pilot’s Operating Manual

Original Issue: Feb, 2002

Sub-section 9

ELECTRICAL POWER

Hawker 800XP Pro Line 21Section III - SYSTEMS DESCRIPTION

Page

AC POWER DISTRIBUTION .................................................................... 9-22

Figure 8 - Inverter System Busbars - Simplified.................................... 9-22

ALTERNATOR POWER SUPPLY ............................................................ 9-23




Revision A1: Nov, 2002

Sub-section 9

ELECTRICAL POWER

Hawker 800XP Pro Line 21

Section III - SYSTEMS DESCRIPTION

GENERAL

The airplane utilizes both DC and AC systems with emergency systems available for certain instrumentand avionics requirements. The 28 VDC system uses a tied-busbar powered from engine driven starter/generators and backed-up by batteries. A third starter/generator driven from the Auxiliary Power Unit (ifinstalled) is also available.

Power from the engine-driven generators and the APU generator is distributed by two essential busbarsystems, PS1 and PS2. In normal flight conditions the two PS busbars are tied in parallel by a bus tiecontrolled by a BUS TIE switch, selected to CLOSE. Each generator circuit contains a voltage regulatorwhich stabilizes the busbars at 28 ± 0.75 VDC. With a generator on line, selecting the BUS TIE switchto CLOSE connects the two PS busbars in parallel. A start busbar links the start power source (eitherthe ground supply contactor or the internal start contactor) with the individual engine 1 and 2 startcontactor or the APU start contactor. AC power is supplied through two systems, one using inverters,the other engine driven alternators.

CONTROLS and INDICATIONS

EXTERNAL POWER

A standard three pin 28 VDC external power receptacle is located at the right rear fuselage. For externalstarts, a ground power unit capable of supplying 28 VDC with a minimum output of 42 kW (short termcapability of 28 VDC x 1500 AMPS) and having a limiter operating at 1100 AMPS must be used.

External power is connected to the airplane busbars through a ground power contactor. Contactoroperation is controlled by the EXT PWR switch supplied from the third pin of the external powerreceptacle. With external power available and the EXT PWR switch ON and the EXT BATT CHG switchOFF, the No. 1 and No. 2 batteries are disconnected from the busbars. Selecting the BATT switch to ONhas no effect.

OFF

ONEXT PWR

Overhead Roof Panel

External Ground Power Receptacle





Sub-section 9

ELECTRICAL POWER


CAUTION: NO. 1 BATTERY MAY BE EXCESSIVELY DISCHARGED AND DAMAGED IF THE ROOF

SWITCH ON PANEL DA AND THE ENTRY LIGHT SWITCH ON THE FORWARD CABIN

BULKHEAD ARE LEFT ON FOR LONG PERIODS WHILE EXTERNAL POWER IS APPLIED.

THE VESTIBULE ROOF LIGHT AND THE ENTRY LIGHT ARE CONNECTED VIA THEIR

SWITCHES DIRECTLY TO NO. 1 BATTERY AND WILL COME ON IRRESPECTIVE OF THE

POSITION OF THE EXT PWR, EXT BATT CHG OR BATT SWITCHES.

With the EXT BATT CHG switch ON, each battery is connected to its associated busbar (PS1 and PS2)and charged from the external power supply. The external power cannot be paralleled with the airplanegenerators.

BATTERY SUPPLIES

Two 24 VDC, 28 ampere-hour sealed lead acid main batteries, No. 1 and No. 2, are located in the rearequipment bay. These batteries provide internal power for engine starting and also maintain essentialservices in the event of a double generator failure.

NOTE: When the correct emergency drill is carried out together with prompt shedding of non- essential loads, the batteries can maintain essential services for a minimum of 60 minutes.

In addition to the main battery supplies, three 24 VDC 4 ampere-hour sealed lead acid batteries Nos.3, 4 and 5 are located in the rear equipment bay. These batteries provide electrical power for theemergency lighting and essential services during emergency conditions.

Also, one 24 VDC 4 ampere-hour sealed lead acid battery No. 6 is located in the avionics shelf of theaft cabin. This battery provides electrical power to the Electronic Standby Instrument System (ESIS) inthe event of a double generator failure and the output of the PE busbar being less than 21 VDC.

AMMETERS

Two ammeters are provided in the flight compartment on the overhead roof panel and provide generatorload and battery charge current. Display selection is by operation of push switches labelled AMPS BATTand 0-40, located between the ammeters. The scale of 0-450A has a yellow segment from 300 to 400A,and a red segment from 400 to 450A. Each ammeter normally indicates its related generator load.When the AMPS BATT switch is operated, the battery charge currents are displayed.

If a low charge current (below 40A) cannot easily be read, the 0-40 push switch may also be operatedto select an ammeter range of 0-40A. Release of both switches will revert the ammeter displays to theirrespective generator loads on the 0-450A scales.

Overhead Roof Panel 0-40

AMPS

BATT

1111100

200300

400

DC

A

1111100

200300

400

DC

A





Sub-section 9

ELECTRICAL POWER



P W R O N

P U S H F O R

A B O R T

O P E R A T I N G

A P U

S T A R T E R

G E N

N o . 1

S T A R T E R

G E N

O P E R A T I N G

G E N S H U N T 2

G E N

S H U N T 1

A P U G E N

E X T E R N A L P O W E R

S

T A R T E R B U S B A R

P E B U S B A R

B A T T 2

B A T T

1

P E 2

N o . 2

S T A R T E R

G E N

P S 1

B U S B A R

P S 2 B U S B A R

G R O U N D P O W E R

C O N T A C T O R

B A T T

S H U N T

1

B A T T

S H U N T

2

E N G 2

E N G 1

S H U N T

I N T S T A R T

C O N T A C T O R

A P U G E N

C O N T A C T O R

A P U S T A R T

C O N T A C T O R

G E N

L I N E

C O N

T A C T O R 1

G

E N L I N E

C O N T A C T O R 2

B U S T I E

C O N T A C T O R

B A T T 2

C O N T A C T O R

B A T T 1

C O N T A C T O R

E M E R G E N C Y

C O N T A C T O R S

1

2

P

O W E R

D

I O D E

P O W E R

D I O D E

P O W E R

D I O D E

P O W E R

D I O D E

F U S E

F U S E

F U S E

A P U

G E N

F A I L

G E N

2

F A I L

B A T T 2

C N T C T R

B U S

T I E

O P E N

B A T T 1

C N T C T R

G E N

1

F A I L

Figure 1DC Electrical System De-energized





Sub-section 9

ELECTRICAL POWER


VOLTMETER

A 0-40V voltmeter and selector switches are provided in the flight compartment on the overhead roofpanel. The voltmeter scale has a red segment between 32V and 40V. The voltmeter may display, byselection on the switches, the voltage of the batteries (1 thru 6), busbars PE, PS1 or PS2. The positionson the switches are labelled B1, PS1, PE, PS2, B2, XFER and B3, B4, B5, B6, OFF.

EXT BATT CHG ON/OFF switch

The No. 1 battery is charged from the PS1 busbar, and No. 2 battery is charged from the PS2.

As a generator comes on-line, the associated battery contactor closes automatically and the chargebegins. The batteries may also be charged from an external power source by selecting the EXT BATTCHG switch to ON.

Rates of charges should be monitored on the generator ammeters during external charging and whenthe charge rate drops to less than 5 AMPS the EXT BATT CHG switch should be selected OFF.

During external charging, if the power supply voltage rises or falls beyond preset limits, the charging willautomatically terminate.

Overhead Roof Panel

111110

20

30

40

DC

v

PS1

PE

PS2

B1 B2

DC VOLTS

B4

B5

B6

B3 OFF

XFER

OFF

ONEXT BATT CHG

Overhead Roof Panel





Sub-section 9

ELECTRICAL POWER



+ +-

STARTER BUSBAR

PS2 BUSBARPS1 BUSBAR

No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINE

CONTACTOR

No. 2

GEN LINECONTACTOR

No. 1

PE BUSBAR

BATT 1 BATT 2

INTERNAL START

CONTACTOR

EMERGENCY CONTACTORS PE 2

GEN SHUNTNo. 1

GEN SHUNT

No. 2

APU GENSHUNT

EXTERNAL POWERCONTACTOR

TO PS2(a) and PS2(b)

BUSBARS


BUSBARS

OPERATING

ENG 2

GEN 2

FAIL

BUS TIEOPEN

GEN 1

FAIL

PWR ONPUSH FOR

ABORT

BATT 2CNTCTR

BATT 1CNTCTR

Figure 2

Ground Power Connected with External Battery Charge Switch ON

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

OPERATING

ENG 1

APU GEN

FAIL





Sub-section 9

ELECTRICAL POWER


BATT EMERG-ON-OFF switch

With no generators or external power supplying the busbars, selection of the BATT switch to ON willconnect both batteries in parallel to busbar PE via the emergency contactors.

When any generator comes on-line both emergency contactors remain closed. The generator fed PSbusbar is connected to its related battery to commence charging, by closure of the associated battery

contactor.

Both batteries may be charged from one generator by selecting the BUS TIE switch momentarily to theCLOSE position.

EMERG selection energizes both emergency contactors via independent circuits and connects bothbatteries to the PE busbar powering the essential services.

BATT

EMERG

ON

OFF

BATT 1

CNTCTR

BATT 2

CNTCTR

EMERG selection - annunciator illuminated

ON selection - annunciator extinguished

Overhead Roof Panel



-9Pilot’s Operating Manual


Sub-section 9

ELECTRICAL POWER



BATT ISOLATE BATT 1-NORM-BATT 2 switch

NORM selection closes both battery contactors to permit batteries to charge when the generators comeon line, or external power is available.

Selecting the switch to either BATT 1 or BATT 2 will open the associated battery contactor, to isolatethe battery from its charge source.

The relevant BATT CNTCTR annunciator will illuminate and the ELECT repeater on the MWS will flash

NORM selection - annunciator extinguished

BATT 1 or BATT 2 selection - annunciator illuminated and the repeater annunciator flashes

BATT 1CNTCTR

BATT 2

CNTCTR

NORM

BATT 2

BATT ISOLATE

BATT 1

MWS panel

ELECT

Overhead Roof Panel





Sub-section 9

ELECTRICAL POWER


+ +-

STARTER BUSBAR

No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINE

CONTACTORNo. 2

GEN LINE

CONTACTORNo. 1

PE BUSBAR

BATT 1 BATT 2

INTERNAL START

CONTACTOR

EMERGENCY CONTACTORS

PE 2

GEN SHUNT

No. 1GEN SHUNT

No. 2

APU GEN

SHUNT


TO PS2(a) AND PS2(b)

BUSBARS

TO PS1(a) AND PS1(b)BUSBARS


OPERATING

ENG 1

GEN 1

FAIL

GEN 2

FAIL

BUS TIEOPEN

BATT 2CNTCTR

BATT 1CNTCTR

Figure 3

Battery Switch ON

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

OPERATING

ENG 2

PWR ONPUSH FOR

ABORT

APU GEN

FAIL





Sub-section 9

ELECTRICAL POWER



BUS TIE CLOSE-OPEN switch

Following an abnormal electrical condition, selecting the BUS TIE switch to OPEN splits the busbarsystem into two single-channel busbars.

GEN 1 and GEN 2 CLOSE-TRIP switches

A three position, spring-loaded to center, generator control switch labelled GEN 1 or GEN 2CLOSE/TRIP is connected into each generator circuit. Operated momentarily to the TRIP position, itwill disconnect its associated generator from the busbars and isolate its field circuit and illuminate thefollowing annunciators. Operated to the CLOSE position, and held for 5 seconds, will reset thegenerator field circuit, and subsequent release to the center position will allow the Generator Line

Contactor (GLC) to close, provided that no fault exists, to connect the generator to the busbars.

OPEN selection - annunciator illuminated

CLOSE selection - annunciator extinguished

BUS TIEOPEN

OPEN

BUS TIE

CLOSE

Overhead Roof Panel

GEN 1FAIL

GEN 2

FAILand/or

Overhead Roof Panel

GEN 2

CLOSE

TRIP

GEN 1

CLOSE

TRIP





Sub-section 9

ELECTRICAL POWER


+ +-

STARTER BUSBAR

No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINE

CONTACTORNo. 2

GEN LINE

CONTACTORNo. 1

PE BUSBAR

BATT 1 BATT 2

INTERNAL START

CONTACTOR

EMERGENCY CONTACTORS

PE 2

GEN SHUNT

No. 1GEN SHUNT

No. 2

APU GEN

SHUNT



BUSBARS

TO PS1(a) AND PS1(b)BUSBARS


OPERATING

ENG 1

Figure 4

Normal Flight Conditions

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

OPERATING

ENG 2

PWR ONPUSH FOR

ABORT

APU GEN

FAIL





Sub-section 9

ELECTRICAL POWER



ENGINE START USING EXTERNAL POWER

Selecting the EXT PWR switch to ON with a suitable external power supply unit will energize all busbarsincluding the start busbar providing that internal start power has not been previously selected.

Operation of the START PWR push switch illuminates the PWR ON/PUSH FOR ABORT annunciatorand brings the start circuit to a state of readiness for ENGINE START switch selection. This push switch

operation also inhibits an internal start.

A warning horn will sound if the switch is operated and the LANDING GEAR selector is not in the downposition.

NOTES:

1. No. 1 avionics and other essential loads should only be used prior to engine starting.

2. No. 2 engine is started first and then its generator is used as detailed below.

At ENGINE START switch operation (ENG 1 or 2) the Generator Control Unit (GCU) initiates the startcycle. Illumination of the OPERATING annunciator indicates completion of the start hold-on circuit,allowing release of the ENGINE START switch.

With the start busbar connected to the starter/generator, the engine motors. When N2 RPM reaches10% or more and N1 is indicating, the HP cock is selected open to supply fuel to the engine and alsoenergizes the igniter unit through the HP cock microswitch.

As the engine reaches self sustaining speed, the GCU initiates a start cut-off sequence. At cut-off, theOPERATING annunciator extinguishes.

ABORT START

The starting sequence may be aborted at any time by a second operation of the START PWR switch.

This initiates a start cut-off sequence by removing the supply to the GCU and extinguishes the PWR

ON PUSH FOR ABORT and OPERATING annunciators.

ENGINE START

STARTPWRENG 1 ENG 2

Overhead Roof Panel

PWR ON

PUSH FOR

ABORT

OPERATING OPERATING





Sub-section 9

ELECTRICAL POWER


+ +-

STARTER BUSBAR


No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINECONTACTOR

No. 2

GEN LINECONTACTOR

PE BUSBAR

BATT 1 BATT 2

INTERNAL STARTCONTACTOR


GEN SHUNTNo. 1

GEN SHUNTNo. 2

APU GENSHUNT

EXTERNAL POWER

CONTACTOR


BUSBARS


BUSBARS

PWR ON

PUSH FOR

ABORT

BATT 1CNTCTR

BATT 2CNTCTR

GEN 2

FAIL

BUS TIEOPEN

GEN 1

FAIL

OPERATING

ENG 2

OPERATING

ENG 1

Figure 5

Internal Start with No. 2 Engine Selected

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

APU GEN

FAILNo. 1





Sub-section 9

ELECTRICAL POWER



ENGINE START USING BATTERY POWER (Figure 5)

Selecting the BATT switch to ON energizes PE busbar and makes the battery power available at theinternal start contactor. Operation of the START PWR energizes the internal start contactors whichconnect both batteries to the start busbar and brings the system to a state of readiness for ENGINESTART.

When the START PWR switch is operated the integral PWR ON PUSH FOR ABORT annunciatorilluminates and the generator fed busbars and both batteries are connected to the start busbar.

Pushing either ENGINE START switch (ENG 1 or 2) illuminates the OPERATING annunciator andbusbars PS1 and PS2, with the generator, will be disconnected from the start busbar. The engine starteris then energized from the batteries.

WITH A GENERATOR ON LINE

With a main engine or APU generator on-line, and the BUS TIE closed, the generator and both batterieswill be connected to busbars PS1, PS2 and PE.

DC POWER GENERATION

Two 28 VDC starter/generators, one driven from each engine, serve as the primary source of power forthe airplane. The generators are self-exciting and each produce a rated power output of 9 kW when theengine reaches self-sustaining speed. A third starter/generator, driven from the APU (if installed) is alsoavailable. The output voltage of each generator is stabilized by an associated generator control unit(GCU). The GCUs provide load equalization when the generator outputs are paralleled.

For engine starting, the generator operates as a starter motor powered by a 28 VDC ground supply, orby the airplane main batteries connected in parallel. At starter cut-off, the generator control unit (GCU)voltage regulator assumes control of the starter/generator field. Provided the quality of generator output

is satisfactory, an output from the GCU will close the generator line contactor (GLC) connecting thegenerator to its associated busbar (PS1 or PS2). When the GLC closes, the related GEN FAILannunciator extinguishes.

NOTES:

1. Closure of the GLC is inhibited when busbar voltage is higher than generated voltage and when EXT POWER is ON.

2. Should the generator have been previously tripped manually, it will require to be manually reset.

ENGINE START

STARTPWRENG 1 ENG 2

OPERATINGOPERATING

Overhead Roof Panel

PWR ON

PUSH FOR

ABORT





Sub-section 9

ELECTRICAL POWER


In the event of reverse current, overvoltage, or over excitation faults being detected, the GCU will signalthe GLC to open, thereby removing the faulty system from the busbars and illuminating the relevantGEN FAIL annunciator.

NOTE: An attempt to reinstate an off-line generator can be made using the GEN CLOSE-TRIP switch.

SINGLE GENERATOR FAILURE (Figure 6)

A faulty generator may be tripped off-line automatically by its GCU, or by operation of the GEN CLOSE-TRIP switch to the momentary TRIP position. With the unserviceable generator off-line, operating theBUS TIE switch to CLOSE closes the BUS TIE contactor so that the serviceable generator feedsbusbars PS1 and PS2 as well as PE.

DOUBLE GENERATOR FAILURE (Figure 7)

Following a double generator failure, both generator contactors open. Both battery contactors also opento prevent the batteries from powering the non-essential loads on PS1 and PS2 busbars.

The following annunciators will illuminate.

Selection of the BATT switch to EMERG connects direct supplies from the batteries to the emergencycontactors to make sure they remain energized closed. These supplies also make sure the batterycontactors are opened, should they have failed to do so due to a fault in the automatic circuits. Toachieve the maximum time on battery power, it is necessary that load-shedding is carried out.

Refer to the Pilot Checklist - EMERGENCY PROCEDURES - for DOUBLE GENERATOR FAILURE.

MWS panel

ELECT

CNTCTR

BATT 1

CNTCTR

BATT 2

FAIL

GEN 1

FAIL

GEN 2BUS TIE

OPEN

Repeater annunciator flashes

XS 1FAIL

XS 2

FAIL

XE

FAIL

INV 1FAIL

INV 2

FAILSTBY INV

ON

Overhead Roof Panel





Sub-section 9

ELECTRICAL POWER



+ +-

STARTER BUSBAR


No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINECONTACTOR

No. 2

GEN LINE

CONTACTOR

PE BUSBAR

BATT 1 BATT 2



GEN SHUNTNo. 1

GEN SHUNTNo. 2

APU GENSHUNT

EXTERNAL POWER

CONTACTOR


BUSBARS


BUSBARS

PWR ON

PUSH FOR

ABORT

GEN 1

FAIL

OPERATING

ENG 2

OPERATING

ENG 1

Figure 6Single Generator Failure

No. 1

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

APU GEN

FAIL

GEN 2

FAIL





Sub-section 9

ELECTRICAL POWER


+ +-

STARTER BUSBAR


No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINECONTACTOR

No. 2

GEN LINE

CONTACTOR

PE BUSBAR

BATT 1 BATT 2



GEN SHUNTNo. 1

GEN SHUNTNo. 2

APU GENSHUNT



BUSBARS


BUSBARS

PWR ON

PUSH FOR

ABORT

OPERATING

ENG 2

OPERATING

ENG 1

Figure 7Double Generator Failure

No. 1

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

APU GEN

FAIL

GEN 2

FAIL

GEN 1

FAIL

BATT 1CNTCTR

BATT 2CNTCTR

BUS TIEOPEN





Sub-section 9

ELECTRICAL POWER



APU GENERATOR (if APU installed)

The generator driven by the APU is rated at 28 VDC at 250 AMPS. When the APU is running, operatingthe APU GEN switch, located on the APU control panel - vestibule panel inner face, to CLOSE and heldfor 5 seconds causes the APU generator contactor to close. The electrical output of the APU isconnected to PS2 busbar and selecting the BUS TIE switch to CLOSE also connects the APU outputto PS1.

OVERVOLTAGE PROTECTION

The GCU overvoltage protection circuit operates when the generator terminal voltage rises above 32.5VDC. This opens the generator field and signals the GLC to open, disconnecting the generator from itsbusbar.

+ +-

STARTER BUSBAR


No. 1STARTER

GEN

No. 2

STARTER

GEN

APU

STARTER

GEN

APU START

GEN LINE

CONTACTORNo. 2

GEN LINECONTACTOR

No. 1

PE BUSBAR

BATT 1 BATT 2

INTERNAL START

CONTACTOR


GEN SHUNTNo. 1

GEN SHUNT

No. 2

APU GENSHUNT



BUSBARS


BUSBARS

OPERATING

ENG 2

GEN 2

FAIL

GEN 1FAIL

PWR ONPUSH FOR

ABORT

POWERDIODE

POWERDIODE

POWERDIODE

POWERDIODE

OPERATING

ENG 1

APU GEN

FAIL

Figure 8APU (if installed) Generator On-Line





Sub-section 9

ELECTRICAL POWER


AC POWER

AC power is supplied from two sources:

• DC driven static inverters

• Engine driven alternators

CONTROLS and INDICATIONS

All controls and indicators, with the exception of the ELECT repeater annunciator on the MWS panel,are located on the AC POWER section of the overhead roof panel. The main inverter START-STOPswitches are three position switches, spring-loaded to the center position.

The illumination of the XE FAIL annunciator will also result in the red flashing MWS master warninglamps on the glareshield to operate. The ELECT repeater annunciator will flash when any of thefollowing annunciators illuminate:

The AC VOLTS indicator is calibrated to read from 50 to 150 VAC. Its face has a red segment from 50volts to 100 volts and another red segment from 130 volts to 150 volts.

Voltage on busbars XS 1, XE and XS 2 may be displayed by selection of the associated voltmeter rotaryswitch.

AC POWER

1111

100120

AC

v

60

80

140

XEXS1 XS2

STBY INVARM

INV 1START

INV 2START

STOP OFF STOP

XS 1FAIL

XS 2

FAIL

XE

FAIL

INV 1FAIL

INV 2

FAIL

STBY INV

ON

XFEROFF

B6

B5B4

B3

ELECT

Repeater annunciator flashes

MWS panel

Overhead Roof Panel





Sub-section 9

ELECTRICAL POWER


STATIC INVERTERS

Two 1500VA, 115V, 400 Hz. main static inverters, designated No. 1 and No. 2, are installed in the rearequipment bay. Under normal operating conditions, these main inverters provide power to the airplane’sAC busbars. A 250VA, 115V, 400Hz. standby inverter is installed in the rear equipment bay to poweressential AC services in the event of failure of both main inverters.

Starting No. 1 Inverter Momentarily selecting INV 1 switch to the START position causes the following actions:

• Energize No. 1 inverter and connect its output to XS 1 busbar.

• Busbars XE and XS 2 will be supplied from XS 1 via the auto transfer circuit.

• The following annunciators will extinguish: XS 1 FAIL, INV 1 FAIL, XE FAIL and XS 2 FAIL. Thered MWS master warning lamps will also cease to operate.

• Annunciator INV 2 will remain illuminated.

Starting No. 2 inverter

With the No. 1 inverter on-line, momentarily selecting the INV 2 switch to START causes the followingactions:

• Energizes No. 2 inverter.

• Disconnect busbar XS 2 from the output of No. 1 inverter.

• Connect No. 2 inverter output to XS 2 busbar.

• INV 2 FAIL annunciator and the ELECT repeater annunciator to go out.

Failure Of a Main Inverter

Failure of one main inverter results in the related INV FAIL annunciator and ELECT repeater toilluminate. The auto transfer circuit connects the remaining main inverter to all three busbars.

Failure Of Both Main Inverters

Provided the STBY INV switch is selected to ARM, failure of both main inverters results in the followingactions:

• Energizes the standby inverter and connect its output to XE busbar.

• The STBY INV ON annunciator will illuminate.

• The XS 1, INV 1, XS 2 and INV 2 FAIL annunciators will illuminate, together with the ELECTrepeater.

NOTE: If the standby inverter fails while operating, the XE FAIL annunciator will illuminate and theMWS master warning lamps will flash.





Sub-section 9

ELECTRICAL POWER


AC POWER DISTRIBUTION

Two main busbars XS 1 and XS 2 and an essential busbar XE are provided. During normal operation,busbars XS 1 and XE are fed by No. 1 inverter and XS 2 by No. 2 inverter.

In the event of a single main inverter failure, the remaining main inverter output will be automaticallyswitched to supply all three busbars. If failure of both main inverters should occur, essential services

supplied from busbar XE will be maintained by the standby inverter.

XS 1 XS 2

XE

PS 1 PS 2 PE

XS 1FAIL

INV 1FAIL

XS 2

FAIL

INV 2FAIL

STBY INVON

XEFAIL

Figure 8

Inverter System Busbars - Simplified

STOP

INV 1

START

STOP

STBY INV

STOP

INV 2

STARTSTART

STBY INVERTERNo. 1 INVERTER No. 2 INVERTER

AUTO TRANSFER

STALL

VANE

HEAT





Sub-section 9

ELECTRICAL POWER



ALTERNATOR POWER SUPPLY

The AC generated power is supplied from two 208V, frequency wild, three phase alternators, one drivenby each engine. This supply is used to power the windscreen and side screen heating and the vaneheaters.

Each alternator is controlled by an ALTERNATOR 1 or 2 ON/OFF switch located at the top of the ICE

PROTECTION section of the overhead roof panel.

Failure of an alternator is indicated by an ALTR 1 or 2 FAIL annunciator on the overhead roof panel.

OFF

ALTERNATOR

1 ON 2

Overhead Roof Panel




Intentionally left blank

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