LEVEL III - ATA 24 Electrical Power

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 24 Electrical Power
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 24 ELECTRICAL POWER

Theory System
Network Architecture Description (3) . . . . . . . . . . . . . . . . . . . . . . . . .2
PEPDC Architecture Description (3) . . . . . . . . . . . . . . . . . . . . . . . . .34
Variable Frequency Generator Description (3) . . . . . . . . . . . . . . . . . .44
APU Generator Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
External Power Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
DC Main Generation System Description (3) . . . . . . . . . . . . . . . . . .76
Emergency Generation System Description (3) . . . . . . . . . . . . . . . . .88
PEPDC System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
SEPDC System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Secondary Power Distribution Box System Desc. (3) . . . . . . . . . . .122
Power Distribution MAINT Interface Desc. (3) . . . . . . . . . . . . . . . .128
Ram Air Turbine Stowage Description (2) . . . . . . . . . . . . . . . . . . . .140
Electrical Power System Maintenance (3) . . . . . . . . . . . . . . . . . . . .148
Operation, Control & Indicating (3) . . . . . . . . . . . . . . . . . . . . . . . . .168
Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 24 Electrical Power Page 1
NETWORK ARCHITECTURE DESCRIPTION (3)

The Ground Service enables to supply only the maintenance items needed
Electrical Network Architecture for aircraft servicing on ground. This part comprises AC G.S. BUSes and
DC G.S. BUSes. Note that the AC Ground Service BUSes are electrically
The main electrical network is supplied by various AC power sources.
linked to their relative AC BUS and to the EXT 1 via contactors not
There are four External Powers (EXT PWRs), four Variable Frequency
shown on the schematic.
Generator (VFGs), and two APU Generators. In addition, an Emergency
Generator (EMER GEN) is used in emergency configuration only.
The network is designed with many redundancies in order to cope with
various kinds of failures.
Power is transferred from the various power sources to the main buses
using Generator Line Contactors (GLCs), APU Generator Contactors
(AGCs) and External Power Contactors (EPCs). In emergency
configuration, the RAT is connected through an Emergency Generator
LINE Contactor (EGLC).
The Transfer Circuit is able to re-configure the AC network in order to
keep supply on the four AC BUSes if two AC sources are only available.
The Transfer Circuit is composed of Bus Tie Contactor (BTC) (from 1
to 6) and a System Isolation Contactor (SIC).
There are four AC BUSes (AC BUS 1 to AC BUS 4), an AC EHA, an
AC ESS BUS and an AC EMER BUS.
The DC sources are the Battery Charge and Rectifier Units (BCRUs) 1,
2 and ESS, the Transformer Rectifier (TR) 2 and APU TR. The
transformers and BCRUs transform the AC power into DC power. BCRUs
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also manage battery charging.

The DC BUSes has the DC BUS 1 and 2, the DC EHA, the DC ESS BUS
and the APU STARTING DC BUS.
The HOT BUSes are directly connected to the batteries, which always
supply them (for example to supply the clock).
The Batteries fulfill the No Break Power Transfer (NBPT) and a back
up supply during emergency configuration but also to power up the
aircraft. There are the BAT 1, BAT 2, ESS BAT and APU BAT. Note
that the batteries 1 and essential can provide AC power via the STATic
INVerter.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) NETWORK ARCHITECTURE DESCRIPTION (3) Apr 18, 2006
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ELECTRICAL NETWORK ARCHITECTURE

Table of Priority
The table of priority gives the re-configuration rules according to the AC
sources availability.
There are particular cases between the table and the reality action. When
there is one generator available only, half of the AC network, related to
the generator side, is powered.
Another particular case appears when one outer VFG (1 or 4) is available
and one APU GEN on the same side of the VFG is available. In this case,
the VFG supplies its own AC BUS and the APU GEN supplies the three
other AC BUS.
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TABLE OF PRIORITY

Table of Priority (continued)
Particular Table of Priority
Another table of priority is applicable only when two generators are
available including one APU GEN.
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TABLE OF PRIORITY - PARTICULAR TABLE OF PRIORITY

Electrical Network Configuration
The first step on ground is to connect the batteries to the network. Both
BAT 1 and ESS BAT are directly connected to the DC ESS BUS and to
the STAT INV. The STAT INV transforms the 28 VDC coming from
the batteries and supplies the AC EMER BUS. Notice that the BAT 2 is
not connected to the DC BUS 2.
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ELECTRICAL NETWORK CONFIGURATION

Electrical Network Configuration (continued)
One External Power
After the batteries, the EXT PWR 2 is connected to the network. This
source supplies directly its relative AC BUS 2 and via the transfer
circuit, it also supplies the AC BUS 1 (cf re-configuration table). The
AC BUS 2 supplies the BCRU 1, which transforms the 115VAC to
28 VDC and supplies the DC BUS 1. The DC BUS 1, thanks to the
Inter-Bus Line Contactor (IBLC) 2, supplies DC BUS 2, which
supplies power to DC EHA and DC BUS 6 (DC Ground Service BUS).
Notice that the BAT 1 and 2 are connected, via their BAT LC to their
relative DC BUS. They fulfill the NBPT function. NBPT means that
batteries are connected to their network to fulfill a high operational
reliability of the supply and prevent power cuts during transfers.
The AC BUS 1 is connected to the AC ESS BUS, which supplies
power to the AC EMER BUS, AC EHA and BCRU ESS. This one
supplies the DC ESS BUS, which is connected to the ESS BAT (NBPT
function).
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ELECTRICAL NETWORK CONFIGURATION - ONE EXTERNAL POWER

Two External Powers
A second Ground Power Unit (GPU) is connected to the EXT 3. In
this configuration (2 AC sources available), the entire network is
powered.
The EXT 3 supplies directly the AC BUS 3, which in turn supplies
the AC BUS 4 via the transfer circuit.
Note that in this configuration, the AC BUS 3 supplies the AC EHA.
The AC BUS 3 supplies the BCRU 2, which transforms the 115VAC
to 28 VDC and supplies the DC BUS 2.
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ELECTRICAL NETWORK CONFIGURATION - TWO EXTERNAL POWERS

APU Generators
The APU is started and now both APU GENs are available and
connected to the electrical network.
In this configuration there is no change for the network except for the
supply sources of the main AC BUSes. The EXT 2 and 3 supply
directly their relative AC BUSes and, thanks to the transfer circuit,
each APU GEN supplies the AC BUS on the same side: APU GEN
A supplies the AC BUS 1 and APU GEN B supplies the AC BUS 4.
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ELECTRICAL NETWORK CONFIGURATION - APU GENERATORS

Normal flight Configuration
In this normal fight configuration, the four engines are running and
the four VFGs are connected to the electrical network.
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ELECTRICAL NETWORK CONFIGURATION - NORMAL FLIGHT CONFIGURATION

AC Abnormal Configuration
In the event of a loss of two VFGs on the same side (VFG 1 and 2), a
re-configuration is done to keep all the main AC BUS always powered.
The entire network is supplied thanks to the transfer circuit. The AC BUS
4 supplies the AC BUS 1 through the BTC 4, the SIC and the BTC 1.
The AC BUS 3 supplies the AC BUS 2 through the BTC 5 and 6.
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AC ABNORMAL CONFIGURATION

AC Abnormal Configuration (continued)
Three GEN lost
In case of three VFGs are lost, the available VFG supplies the two
AC BUSes on the same side only. In this configuration, the entire DC
network is always supplied. Three seconds after the loss of the AC
power at the BCRU, the BLC 1 is open and the BAT LC 1 remains
closed for two additional seconds.
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AC ABNORMAL CONFIGURATION - THREE GEN LOST

AC Abnormal Configuration (continued)
Emergency Configuration
In the event of Loss of Main Electrical Supply (LMES) (which means
all buses AC BUSes 1, 2, 3, 4 are lost), the emergency configuration
is triggered. In this configuration, the Ram Air Turbine (RAT) is
deployed to supply AC electrical power to the emergency network.
The RAT GEN supplies the AC ESS BUS, which supplies electrical
power to the AC EMER BUS and the BCRU ESS. The BCRU supplies
DC power to the DC ESS BUS. Notice that both batteries (BAT 1 and
ESS BAT) are connected to the DC ESS BUS.
In case of a Total Engine Flame Out (TEFO), the aircraft hydraulic
power is lost. Consequently, the AC EHA and the DC EHA are
recovered via the AC ESS BUS and the DC ESS BUS in order to give
a flight control back-up.
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AC ABNORMAL CONFIGURATION - EMERGENCY CONFIGURATION

DC Abnormal Configuration
Here are several DC abnormal configurations of the electrical network
related to an AC normal configuration.
If the BCRU 2 is lost, there is no impact on the network due to the TR
2, which fulfills the back up supply of the DC BUS 2. The TR LC 2
closure logic is based on the opening of the BLC 2.
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DC ABNORMAL CONFIGURATION

DC Abnormal Configuration (continued)
DC Sources side 2 Lost
In the case of loss of the TR 2 combined with a loss of the BCRU 2,
there is no impact on the DC network. The DC BUS 1 supplies the
DC BUS 2 by the closure of the IBLC 2.
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DC ABNORMAL CONFIGURATION - DC SOURCES SIDE 2 LOST

BCRU ESS lost
After the loss of both DC sources of the side 2, the BCRU ESS is lost.
Note that the BCRU can be split into two parts; an AC/DC transformer
part and a contactors command part. The contactor command part of
a BCRU is in charge of the opening and the closure of its line contactor
and its relative battery contactor (BCRU Line Contactor (BLC) and
BAT LC (Battery Line Contactor)). For this example, the two parts
of the BCRU ESS are lost.
As the BCRU loses its command part, the BAT LC ESS is opened.
The DC ESS BUS cannot be recovered by any other bus due to the
first loss of the DC BUS 2 sources. In fact, when one IBLC is lost, it
will have the priority over the others. So, as the IBLC 2 was already
closed, it has the priority over the IBLC 1.
Notice that if the BCRU ESS did not lose its contactor command part,
the BAT LC ESS will be closed and the DC ESS BUS will be supplied.
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DC ABNORMAL CONFIGURATION - BCRU ESS LOST

Battery 1 lost
In the event of a battery lost, the NBPT function cannot be fulfilled.
In this example, the BAT 1 is lost then, the BAT LC 1 is opened. The
DC BUS 1 has no longer the NBPT function to avoid a short power
interrupt.
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DC ABNORMAL CONFIGURATION - BATTERY 1 LOST

Galley network Architecture
The galley network is composed of four main BUSes:
- The GALLEY 1 (181 XP),
- The GALLEY 4 (280 XP).
Each main AC BUS supplies directly its dedicated GALLEY busbar via
the related Galley Line Contactor (GALC). In case of loss of any AC
BUS, the Galley Transfer Contactors (GALTs) are able to re-configure
the galley network to keep all galley buses supplied. Note that the Primary
Electrical Power Distribution Centre (PEPDC) controls and manages the
GALC and GALT.
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GALLEY NETWORK ARCHITECTURE
PEPDC ARCHITECTURE DESCRIPTION (3)

General
The Primary Electrical Power Distribution Centre (PEPDC) is installed
in the lower compartment, in the avionics bay. The PEPDC is segregated
in two sides; the side 1 on the left hand side and the side 2 on the right
hand side. The PEPDC has several channels:
o VFG & EXT PWR channel 1, 2, 3 & 4
o APU channel 1 & 2
o GALLEY Channel 1, 2, 3 & 4
o AC and DC C/Bs panel 1 & 2
o DC contactor area 1 & 2
o AC RCCB Panel channel 1 & 2
The PEPDC contains several kinds of LRUs enabling to control, manage
and monitor all electrical items in the PEPDC such as:
o 4 PEDMU cards
o 8 RCCBM cards
o 4 PCDM cards
o 4 SRPS cards
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) PEPDC ARCHITECTURE DESCRIPTION (3) Apr 18, 2006
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GENERAL

PEDMU Card
The four PEDMUs fulfill the external and internal interfaces between
the internal electronic units (PCDMs and RCCBMs) and all other
electrical systems (CPIOM-E, PDMI, IOM-A, CMS,etc.). There are two
redundant PEDMUs per side, the PEDMU 1.1 and 1.2 interface with
PEPDC side 1 and the PEDMU 2.1 and 2.2 interface with PEPDC side
2. Note that each PEDMU works independently of the others.
The PEDMUs fulfill the following functions:
o RCCB control
o Monitoring of all PEPDC electronic units
o Commercial and Galley shedding
o BITE management
o Database downloading
o Communication
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PEDMU CARD

RCCBM Card
The RCCBMs electronic LRUs fulfill the control and monitoring of AC
and DC programmable RCCBs. There are four RCCBMs per side;
RCCBM 1.1, 1.2, 1.3, 1.4 on the side 1 and RCCBM 2.1, 2.2, 2.3, 2.4
on the side 2. The control orders come from the PEDMUs or directly
from ATA systems. The RCCBMs fulfill the following functions:
o RCCB control
o Protection functions
o Monitoring
o BITE
o Communication
The load management comes from the CPIOM-E, which fulfills the
Electrical Load Management (ELM) function through the PEDMU. For
maintenance purpose, the PDMI enables to control and monitor all
programmable RCCBs of the PEPDC
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RCCBM CARD

PCDM Card
The PCDMs are the electronic units which ensure the control of AC and
DC primary contactors located in the PEPDC. The PCDMs manage the
primary electrical network and galley shedding functions. There are 2
PCDMs per side; PCDM 1.1 and 1.2 control the contactors of side 1 and
PCDM 2.1 and 2.2 control the contactors of side 2. Each PCDM manages
its contactors and the PCDMs of one side are independent of the PCDMs
of the other side. If a PCDM fails, the remaining PCDM on the same side
can control all these contactors.
The Electrical Network Management Function (ENMF) is hosted in each
PCDM and realizes the following functions:
o Control of the primary contactors
o Configuration of the network
o Receive the power sources status from the power sources control units
o Provide network status to the PEDMU monitoring function
GALLEY, AC ESS FEED and BUS TIE P/B SW enable a direct opening
of their relative contactor through the PCDMs.
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PCDM CARD

SRPS Card
The Safe Redundant Power Supply (SRPS) module is dedicated to supply
all electrics and electronics components in the PEPDC such as:
o The PCDMs, the RCCBMs, the PEDMU
o The RCCBs
o And some contactors needed in particular phases like the starting phase.
The electrical power source selection is made according to the supply
available and the aircraft configuration (starting phase, emergency, normal
modes). At last, the SRPSs also provide BITE to the PEDMU.
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SRPS CARD
VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

General
The Variable Frequency Generator (VFG) is a brushless generator
mounted on the engine accessory gearbox on the engine nacelle. Each
VFG is mechanically driven, oil cooled and lubricated thanks to gearbox
driving. The VFG produces and supplies AC power to the electrical
network via the control and management of the Generator and Ground
Power Control Unit (GGPCU). In accordance with the GGPCU, the VFG
supplies his power to the AC network in order to keep the entire network
supplied at anytime. The VFG cooling is done by an air/oil heat exchanger
mounted on the engine. The VFG being directly mounted on the engine
gearbox, has an output frequency depending on the engine core speed.
Consequently, the output frequency varies between 370 to 770 Hz (11100
to 23100 Rpm). Voltage is maintained at 115V. Aircraft can be dispatched
with one VFG failed.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) VARIABLE FREQUENCY GENERATOR DESCRIPTION (3) Apr 18, 2006
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GENERAL

VFG Physical Connections
The VFG has some physical and electrical connections such as:
- The outer quill shaft, letting attach the VFG assembly safely to the
engine gearbox,
- The lifting eye boss,
- The terminal block, which links the feeder cable to the VFG,
- The GGPCU connectors,
- The hot & cold oil connector connected to and from the heat exchanger,
- The Differential Pressure Indicator (DPI),
- The fill and spill connector to fill the VFG with oil,
- The sight glass letting visually check the oil level on ground.
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VFG PHYSICAL CONNECTIONS

Two Current Transformers (CTs) assembly measures the current, one
VFG Management in the VFG and the other in the PEPDC. Their task is to detect over
current, phase imbalance and make differential protection.
The GGPCU controls and manages the VFG; it fulfills the following
functions: Control and Protection
- Voltage regulation The VFG (generator part) can be controlled via the GEN P/B SW.
- Generator control and protection This button normally pressed in, lets connect and disconnect the
- BITE function generator from the network and reset the generator protection
- Cockpit communication functions. When the generator becomes faulty or the Generator Line
GGPCU Power Supply Contactor (GLC) fails, the FAULT legend appears in amber. The
GEN P/B SW should be released out in order to disconnect the
The internal supply board of the GGPCU works with a 28 VDC power.
generator from the electrical network, then the OFF/R light appears
There are two electrical sources available to power the GGPCU; the
in white. A new press action on the GEN P/B SW reconnects the
DC ESS BUS or the VFG. In the first case, the DC ESS BUS supplies
generator and resets the protection functions.
directly the GGPCU supply board with 28 VDC when the VFG is not
Note that the FAULT legend is presented on ground with the generator
driving (no power produced by the VFG). When the VFG is running,
not running, even with no fault, because this is considered as an
the Permanent Magnet Generator (PMG) supplies AC power to the
important item for the pilot.
GGPCU supply board through a TR installed inside the GGPCU.
The GGPCU and the Primary Contactor Drive Module (PCDM)
Voltage Regulation control and manage the GLC. If the POR parameters are correct (115V
The GGPCU has a generator control part, in charge of voltage 5V), the GGPCU sends a Power Ready Signal to the PCDM in order
regulation. The generator is a three-stage machine with the three to close the GLC.
components connected in cascade. The first stage has a Pilot Exciter The GGPCU fulfills some protection functions to protect the VFGs
(PE) including the PMG. When the PMG is driven, the PE produces such as:
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an alternating voltage to the generator excitation function. The - Over / Under-voltage protection
generator excitation function regulates this alternating voltage and - Over-frequency protection (Opening / closure of the GLC)
sends an exciter field to the Main Exciter (ME). The ME transformed - Differential Protection (feeder fault between generator and GLC)
this exciter field in rectified AC voltage thanks to rotating diodes. The - Overload (without under-voltage condition)
Main Alternator (MA) induces a main field excitation and produces - Open circuit
the 115 VAC for the network. - Engine Fire Trip Request function (FIRE P/B SW)
The Point Of Regulation (POR) in the PEPDC is used to measure and - PMG Failure detection
monitor the delivered voltage. - Rotating diode failure detection
- GLC failure protection
BITE Function
The GGPCU fulfills the electrical power generation BITE function
as follows:
- Detection of any failure affecting the VFG channel,
- Identification of the Line Replaceable Unit (LRU) responsible for
the failure,
- Memorises the information of the failure in a Non Volatile Memory
(NVM)
- Communication with CMS to transmit failure information, and
receive status information such as interactive mode functions including
system test, safety test and request for software identification data)
The GGPCU also transmits generating channel parameters and status
to the ECAM system.
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VFG MANAGEMENT - GGPCU POWER SUPPLY ... BITE FUNCTION
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Line Contactors Management
The GGPCUs and PCDMs manage and control the line contactor
according to the VFG output current and voltage parameters. The VFG
line contactor is the Generator Line Contactor (GLC).
Generator Line Contactors
The PCDM, located in the PEPDC, hosts the Electrical Network
Management Function (ENMF). This function receives information
from the PCDMs (network configuration priority law and the current
network configuration status) and from the GGPCUs (Generator
status). When all VFG output parameters are correct, the GGPCU
supplies the contactor coil with 28 VDC and authorizes the GLC
closure by sending a Power Ready signal to the ENMF. Then, the
PCDM gives a ground to the contactor coil under several conditions:
The Power Ready signal is present, the power source is available and
the electrical network configuration is correct. The GGPCU has full
authority over the PCDM and the PCDM cannot open the GLC when
it is closed (self-holding). The GGPCU stops to supply the GLC coil
and removes the Power Ready signal in the following cases:
- The GEN P/B SW is set to OFF,
- The engine has not sufficient speed to drive the VFG at its nominal
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value
- The electrical parameters of the AC power delivered are out of limits
- Generator fault detection appears.
Notice that in case of loss of one PCDM, the control and management
of its contactors will be done by the other PCDM on the same side.
The ENMF has an AC load shedding function, which acts on the
galley line contactors in case of an overload. For monitoring purposes,
the PCDMs of one side sends network configuration and monitoring
data to the PEDMUs on the same side.
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LINE CONTACTORS MANAGEMENT - GENERATOR LINE CONTACTORS

Line Contactors Management (continued)
Transfer Circuit Contactors
The PCDMs are in charge of the control and management of the
transfer circuit using BUS TIE CONTACTORS (BTCs). To make
this control, the ENMF receives the PCDMs network configuration
priority law and the AC network configuration status. It also receives
the power source status and the lockout status from the GGPCU. If
all power source parameters are correct, the PCDM supplies a 28 VDC
to the BTC coil and the GGPCU gives the ground through the lockout
commutation system. Then, the related BTC is closed. Notice that the
GGPCU 2 controls both BTC 2 and BTC 5 and the GGPCU 3 controls
both BTC 3 and BTC 6. The GGPCU has full authority to open its
related BTC. In case of an over-current, GGPCU opens the lockout.
The control of the System Isolation Contactor (SIC) is different from
the BTC control. The SIC is controlled by the PCDMs from side 2
and by the BUS TIE P/B SW. The PCDM supplies a 28 VDC to the
SIC coil and the BUS TIE P/B SW gives the ground. The BUS TIE
P/B SW lets isolate manually the transfer circuit by opening all the
BTCs and the SIC. In automatic mode, the SIC and the BTCs are
automatically controlled to supply the entire AC network according
to the priority logic. A manual action on the BUS TIE P/B SW
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removes the ground of the SIC coil and two discrete signals inform
the PCDMs (1 signal per side) to open all BTCs. The white OFF
legend appears on the BUS TIE P/B SW.
Notice that the reconfiguration of the AC network is done in less than
100ms.
For monitoring purposes, the PCDMs of one side send network
configuration and monitoring data to the PEDMUs on the same side.
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LINE CONTACTORS MANAGEMENT - TRANSFER CIRCUIT CONTACTORS

VFG Oil Cooling
The VFG oil needs to be cooled during its operation in order to work
properly. So, the VFG is cooled and lubricated by an internal oil
circulation.
When the VFG is driven, an oil pump module gets oil from the sump and
drives it to the external heat exchanger through a filter. The cooled oil is
sent to the generator to cool the rotor and the stator and to lubricate the
generator bearings. At last, the oil drains by gravity to the sump.
This cooling system limits the oil temperature inside the VFG between
40C to 125C.
In case the oil is too cold (high viscosity), a cold start pressure relief
valve lets oil flow directly to the generator without flowing through the
filter and the heat exchanger.
A Differential Pressure Indicator (DPI), installed in parallel in the filter,
detects a clogged filter condition. If the differential pressure is above
60psi, the DPI pop up goes out and a warning is sent to the cockpit. This
pop up can be reset manually on ground directly on the VFG to re-engage
the DPI visual indicator.
The VFG oil cooler, installed on the engine, is an Air cooled / Oil cooler
system. It uses fresh airflow coming from the fan case to cool VFG oil
thanks to a VFG Cooler Matrix and then throws hot airflow overboard.
L1W06161 - L0KT0T0 - LM24D3000000001
Note that there is no airflow control in the heat exchanger. The oil cooler
includes a Pressure Relief Valve letting bypass the cooler matrix in cold
start condition (high viscosity).
A low-pressure warning switch is triggered if the oil pressure is lower
than 35 psi. In this case, the VFG becomes faulty after 30s and it is
automatically disconnected after 5 min.
A pressure relief valve installed just before the generator regulates oil
flow to the rotor in order to avoid an over pressure of the oil circuit. The
excess oil returns directly to the sump through this pressure relief valve.
L1W06161 - L0KT0T0 - LM24D3000000001
VFG OIL COOLING

disconnect the VFG by pressing the DRIVE P/B SW. Note that this
VFG Oil Monitoring action is irreversible. The reconnection can only be done in shop.
Then, the white DISC light appears on the DRIVE P/B SW.
The VFG oil monitoring system is done by several sensors installed in
the VFG assembly and by the control and protection functions of the Oil Temperature
GGPCU. This oil monitoring checks the following status: The monitoring of the oil temperature is done by the means of three
- VFG oil level temperature sensors installed into the VFG assembly. Two sensors
- VFG oil pressure monitor the generator bearings oil temperature and one sensor monitors
- VFG oil temperature the outlet oil temperature. The GGPCU receives and processes the
- Clogged filter condition. three temperature signals.
Oil Level First of all, the oil overheat advisory condition appears when the oil
outlet temperature reaches 180C or the bearing temperature reaches
The monitoring of the VFG oil level is done by two means. The first
210C. There is no impact on the VFG operations but an advisory is
one is a direct visual check on the VFG via the SIGHT GLASS.
shown on the ECAM (system pages comes up automatically).
The second one is an electrical check done by three level sensors
A VFG fault indication is triggered if the Oil outlet temperature
installed into the VFG.
reaches 200C or the bearing temperature reaches 250C. The amber
- The oil level overfill which triggers an ECAM "DRIVE X OIL LVL
FAULT legend of the DRIVE P/B SW comes on and the caution
HIGH" message
ELEC DRIVE 1 (2)(3)(4) OIL OVHT is shown on the ECAM E/WD.
- The low level : 500 Hours before refill. The CMS will show a VFG
The cockpit crew must disconnect the related VFG by pressing the
OIL LOW LEVEL message and the Flight Warning System will start
DRIVE P/B SW.
a counter. If the oil has not been refilled within 500 hours, the ECAM
If the cockpit crew does not disconnect the VFG after five minutes
will then show an OIL SYSTEM FAULT message.
or the bearing temperature reaches 280C, an automatic disconnection
- The very low level. Then the ECAM shows "ELEC DRIVE 1
is done by the related GGPCU. The amber FAULT legend on the
L1W06161 - L0KT0T0 - LM24D3000000001
(2)(3)(4) OIL LVL LO": oil level servicing required for the next
DRIVE P/B SW comes on.
dispatch.
Those ECAM messages are inhibited during taxi and flight. Oil Filter
Oil Pressure In case of clogged filter condition, the VFG sends a differential
pressure signal to the control and Protection functions of the GGPCU.
A pressure switch monitors the VFG oil pressure. In case the oil
The GGPCU sends maintenance data to the CMS through the
pressure is behind a defined threshold (less than 35psi), the VFG sends
CPIOM-E and the AFDX network.
a fault warning to the control and protection function of its relative
The CMS sends information for the clogged filter. In addition, the
GGPCU. The ECAM displays the following caution; ELEC DRIVE
ECAM will start a counter and if the filter is not replaced within 500
1 (2)(3)(4) OIL PRESS LO. In addition, the FAULT light on the
hours, an "OIL SYSTEM FAULT" message is shown.
DRIVE pushbutton switch is lighted on. So the cockpit crew must
The clogged filter can be visually checked by the DPI pop-up on the
VFG.
L1W06161 - L0KT0T0 - LM24D3000000001
L1W06161 - L0KT0T0 - LM24D3000000001
VFG OIL MONITORING - OIL LEVEL ... OIL FILTER

L1W06161 - L0KT0T0 - LM24D3000000001
APU GENERATOR DESCRIPTION (3)

General
The APU assembly drives two APU generators (APU GEN A & B) at a
constant speed to produce 400Hz power. APU GEN is a brushless, oil
cooled generator. Both generator are controlled and managed by their
respective Generator and Ground Power Control Unit (GGPCU). The
GGPCUs are in charge of line contactor management and APU GEN
monitoring.
L1W06161 - L0KT0T0 - LM24D4000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) APU GENERATOR DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24D4000000001
GENERAL

in white. A new press action on the GEN P/B SW reconnects the
APU Generator Management generator and resets the protection functions.
The GGPCU and the Primary Contactor Drive Module (PCDM)
The GGPCU 5 and 6 control an manage their relative APU GEN A and
control and manage the AGC. If the POR parameters are correct (115V
B by fulfilling several functions such as:
5V), the GGPCU sends a Power Ready Signal to the PCDM in order
- The voltage regulation
to close the AGC.
- The APU GEN control and Protection
The GGPCU fulfills some protection functions to protect the APU
- The BITE function
GEN such as:
- The Cockpit communication
- Over / Under-voltage protection
Voltage Regulation - Over-frequency protection (Opening / closure of the AGC)
The GGPCU regulates the voltage of the APU generator via its internal - Differential Protection (feeder fault between generator and AGC)
Generator Control part. The generator is a three-stage machine similar - Overload (without under-voltage condition)
to the VFG. The Pilot Exciter (PE) supplies the generator excitation - Open circuit
function, which sends a regulated exciter field to the Main Exciter - PMG Failure detection
(ME). The ME supplies a rectified AC voltage thanks to rotating - Rotating diode failure detection
diodes to the Main Alternator (MA), which produces the 115 VAC - AGC failure protection
for the network. - GGPCU failure
The voltage is monitored and controlled at the Point Of Regulation BITE Function
(POR) located in the Primary Electrical Power Distribution Centre
The GGPCU fulfills the electrical power generation BITE function
(PEPDC). Two Current Transformers (CTs) assembly measures the
as follows:
current: one in the VFG and the other in the PEPDC. Their task is to
- Detection of any failure affecting the APU GEN channel,
detect overcurrent, phase imbalance and fulfills differential protection.
- Identification of the Line Replaceable Unit (LRU) responsible for
L1W06161 - L0KT0T0 - LM24D4000000001
Control and Protection the failure,

The APU GEN can be controlled via the GEN P/B SW. This button - Memorise the information of the failure in a Non Volatile Memory
is normally pressed in. It enables to automatically connect and (NVM)
disconnect the generator from the network according to the available - Communication with CMS to transmit failure information, and
sources (priority table). When the generator becomes faulty or the receive status information such as interactive mode functions including
AGC fails, the FAULT legend appears in amber. Note that the FAULT system test, safety test and request for software identification data.
does not appear when the APU turbine is shut down. The GGPCU also transmits generating channel parameters and status
The GEN P/B SW should be released out in order to disconnect the to the ECAM system.
generator from the electrical network, then the OFF/R light appears
GGPCU Power Supply
The internal supply board of the GGPCU works with a 28 VDC power.
There are two electrical sources available to power the GGPCU; the
DC ESS BUS or the APU GEN. In the first case, the DC ESS BUS
supplies directly the GGPCU supply board with 28 VDC when the
VFG is not driven (no power produced by the VFG). When the VFG
is running, the PMG supplies AC power to the GGPCU supply board
through a TR installed inside the GGPCU.
L1W06161 - L0KT0T0 - LM24D4000000001
L1W06161 - L0KT0T0 - LM24D4000000001
APU GENERATOR MANAGEMENT - VOLTAGE REGULATION ... GGPCU POWER SUPPLY

L1W06161 - L0KT0T0 - LM24D4000000001

Generator Line Contactor Management
The GGPCU 5 and the GGPCU 6 and PCDMs fulfill the APU GENs line
contactor control and management according to the APU GEN output
current and voltage parameters.
The PCDM, located in the PEPDC, hosts the Electrical Network
Management Function (ENMF). This function receives information from
the PCDMs (network configuration priority law and the current network
configuration status) and from the GGPCUs (Generator status). When
all APU GEN output parameters are correct, the GGPCU supplies the
contactor coil with 28 VDC and authorizes the AGC closure by sending
a Power Ready signal to the ENMF. Then, the PCDM gives a ground to
the contactor coil under several conditions: The Power Ready signal is
present, the power source is available and the electrical network
configuration is correct. The GGPCU has full authority over the PCDM
and the PCDM cannot open the GLC when it is closed (self-holding).
The GGPCU stops to supply the GLC coil and removes the Power Ready
signal in the following cases:
- The GEN P/B SW is set to OFF,
- The APU has not sufficient speed to drive the APU GEN at its nominal
value
L1W06161 - L0KT0T0 - LM24D4000000001
- Generator fault detection appears.

Normally, GGPCU5 and PCDM 1.1 control the AGC1 and the GGPCU
6 and the PCDM 2.1 control the AGC2. In case of loss of one PCDM,
the control and management of its contactors will be done by the other
PCDM on the same side. The ENMF has an AC load shedding function,
which acts on the galley line contactors in case of an overload. In the
event of the Electrical Load Management (ELM) function fails, the
PCDMs perform a shedding on a load group.
For monitoring purposes, the PCDMs of one side send network
L1W06161 - L0KT0T0 - LM24D4000000001
GENERATOR LINE CONTACTOR MANAGEMENT
EXTERNAL POWER DESCRIPTION (3)

General
There are four External Power connections allowing up to four Ground
Power Units (GPUs) to supply the aircraft network. The GPUs can supply
the whole aircraft network by means of the transfer circuit. A minimum
of two GPUs is necessary.
It is possible to supply the ground service busbars only, by using External
Power connection 1.
The External Power inputs are managed and controlled by the GGPCUs.
The GGPCUs let control and monitor the GPUs and fulfill the line
contactors management.
L1W06161 - L0KT0T0 - LM24D5000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) EXTERNAL POWER DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24D5000000001
GENERAL

- GGPCU failure
GPU Management
BITE function
The GGPCUs (1, 2, 3 and 4) manage and control their relative External The GGPCU fulfills the electrical power generation BITE function
Power (1, 2, 3 and 4). Each GGPCU fulfills the following functions: as follows:
- GPU Monitoring - Detection of any failure affecting the External Power channel,
- Protection functions - Identification of the Line Replaceable Unit (LRU) responsible for
- BITE function the failure,
- Cockpit communication - Memorises the information of the failure in a Non Volatile Memory
Note that each GGPCU is in charge of the control and managing of a (NVM)
VFG and an External Power. - Communication with CMS to transmit failure information, and
GPU Monitoring receive status information such as interactive mode functions including
system test, safety test and request for software identification data)
The physical connections of the GPUs to the aircraft network are
The GGPCU also transmits generating channel parameters and status
monitored and controlled by the EXT P/B SW. When a GPU is
to the ECAM system.
connected to an EXT PWR plug and power is delivered, the green
AVAIL light appears on the EXT P/B SW. After action on the P/B Cockpit communication
SW, the GPU is connected to the aircraft electrical network. Then, For cockpit communication purpose, the GGPCU gives status and
the blue ON light appears on the EXT P/B SW. parameters of the External Power to the cockpit through the ADCN
Protection functions via IOM-As.
The GGPCU fulfills the control and the protection functions of the GGPCU power supply
External Power channel. The internal supply board of the GGPCU works with a 28 VDC power.
The protective functions are:
L1W06161 - L0KT0T0 - LM24D5000000001
There are two independent electrical sources available to power the

- Over / Under-voltage protection on any phase at POR GGPCU. The first one is the DC ESS BUS, which delivers directly a
- Over-frequency protection, 28 VDC to the supply board when the External Power is not connected.
- Incorrect phase sequence The second case is an AC power coming from the GPU when it is
- External Power interlock AC and DC voltage tolerance connected. In this case, an internal TR transforms the 115 VAC to a
- External Power Over current and Delta current in order to detect 28 VDC.
wire chafing or anomalies in GPU cable (2 cases of an over current;
a high load or a short-circuit)
- Overload
- Open cable and open circuit on CT
- EPC failure protection
L1W06161 - L0KT0T0 - LM24D5000000001
GPU MANAGEMENT - GPU MONITORING ... GGPCU POWER SUPPLY

External Power Contactor Management
The Electrical Network Management Function (ENMF) receives
information about the network configuration priority law, and the current
network configuration status from the PCDMs and the External Power
status from GGPCUs. When the GGPCU receives the connection signal
from the EXT P/B SW, it supplies the EPC coil with 28 VDC and
authorizes the EPC closure by sending a Power Ready signal to the
ENMF. Then, the PCDM gives a ground to the contactor coil under
several conditions: the Power Ready signal is present, the power source
is available and the electrical network configuration is correct. The
GGPCU stops to supply the EPC coil and removes the Power Ready
signal in the following cases:
- The EXT P/B SW is set to AVAIL,
The GGPCU has full authority over the PCDM and the PCDM cannot
open the EPC when it is closed (self-holding). Notice that in case of loss
of one PCDM, the control and management of its contactors will be done
by the other PCDM on the same side. The ENMF has an AC load
shedding function, which acts on the galley line contactors in case of an
overload. For monitoring purposes, the PCDMs of one-side sends network
L1W06161 - L0KT0T0 - LM24D5000000001
L1W06161 - L0KT0T0 - LM24D5000000001
EXTERNAL POWER CONTACTOR MANAGEMENT
DC MAIN GENERATION SYSTEM DESCRIPTION (3)

ESS is in overcurrent condition or if IBLC2 is closed, the transfer is
General inhibited.
The IBLC 2 is used to transfer the power in two cases:
The DC Main Generation is done by:
- From DC BUS1 to DC BUS 2: if BLC1 is open and if BLC2 (or TRLC2)
- The Battery Charge and Rectifier Units (BCRUs) 1 and 2, which supply
is closed, IBLC2 closes. Nevertheless, in case BCRU1 is in overcurrent
their relative DC BUS,
or IBLC1 is closed, the transfer is inhibited.
- The Transformer Rectifier (TR) 2, fulfilling a DC BUS 2 back-up supply,
- From DC BUS 2 to DC BUS 1: if BLC 2 is open, if TR LC 2 is open
- The Batteries (BAT) 1 and 2, which fulfill the No Break Power Transfer
and if BLC 1 is closed, IBLC2 closes. Nevertheless, in case BCRU 2 is
(NBPT) for the DC BUS 1 and 2.
in overcurrent or IBLC1 is closed, the transfer is inhibited.
The DC essential generation is done by:
Note: If the BUS TIE P/B is released, the transfer is inhibited in any case
- The ESS BCRU, which supplies its relative DC ESS BUS,
(IBLC2 opens)
- The ESS BAT, fulfilling the NBPT for the DC ESS BUS.
The Emergency Line Contactor (ELC) is used to put BAT1 and BAT
The DC normal and essential generation switching is done by:
ESS in parallel, when in Emergency configuration, in order to supply
- The BCRU Line Contactor (BLC) 1 and 2, the BLC ESS and the TR
DC ESS bus.
LC 2, which connect the DC sources to their related busbar,
The emergency configuration is activated in flight as soon as a Loss of
- The Battery Line Contactor (BAT LC) 1 and 2 and the BAT LC ESS,
Main Electrical System (LMES), Total Engine Flame Out (TEFO) or
which connect the batteries to their related busbar.
RAT MANual Deployment condition occurs.
Note that each BCRU is in charge of its line contactors control and
There is another case when the ELC contactor closes, this is on ground
management.
with the BAT1 and BAT ESS P/Bs pressed in. This is in order to supply
The DC network also includes transfer contactors used to re-configure
the DC ESS (normal situation before power-up).
the network incase of loss of DC source; there are the Inter-Bus Line
Contactor (IBLC) 1 and 2 and the Emergency Line Contactor (ELC).
To supply the DC sources with AC power, the AC BUS power goes
L1W06161 - L0KT0T0 - LM24D6000000001
through a classical C/B or through a programmable Remote Control

Circuit Breaker (RCCB). The Programmable RCCB are under control of
the Remote Control Circuit Breaker Module (RCCBM) of the Primary
Electrical Power Distribution Centre (PEPDC). So, the BCRU 2 is
supplied if the AC BUS 3 is powered or in case of ground service
operation. The TR 2 will be supplied if the AC BUS 3 is powered and
the BCRU 2 is lost without over-current.
TRANSFER CONTACTORS
The Inter-Bus Line Contactor (IBLC) 1 closes to transfer the power from
DC BUS 1 to DC ESS (ESS BCRU failure). However, in case BCRU
MAINTENANCE COURSE - T1 & T2 (RR / Metric) DC MAIN GENERATION SYSTEM DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24D6000000001
GENERAL

- Protection in case of a BCRU failure,
Battery Charge Rectifier Unit (BCRU) - Protection in case of battery failure.
In case of short circuit at the BCRU output, this one opens the BAT
The BCRU is a DC source, which has:
LC with a delay, which depends on the current thresholds dedicated
- An AC/DC converter,
to the BCRU.
- A power supply for its internal functions,
A BCRU failure can be due to an overheat, an over-voltage, an
- Some protection functions,
under-voltage or an open-phase. It is possible to have a BCRU failure
- A configuration management function,
without losing the management of the line contactors (BLC and BAT
- A Reset function,
LC). In that case, the BCRU management opens its BLC maintaining
- A BITE function,
the related battery connected to the busbar for two seconds. During
- A battery charge management function and
these two seconds, the BCRU sends a message to tell the users of a
- An interface module.
potential power cut. After these two seconds, the BCRU opens the
The BCRU is cooled either by the aircraft air forced cooling system
BAT LC.
through a collector or by its own cooling system in case of aircraft cooling
The battery is protected against failures as thermal run away
system failure.
(temperature above 71C), over-voltage or under-voltage
AC/DC Converter When a battery failure occurs without generating any power cut, the
The BCRU is an AC/DC converter, supplied by the AC network. It BAT LC remains closed during the transfer. The related BCRU opens
provides a regulated voltage to the DC network. the BAT LC if the battery failure leads to a power cut during the
In normal configuration, the BCRU is able to supply 300A with a transfer.
voltage from 27 to 32V. Following the event, the BCRU is able to In case of battery current measurement failure, the battery control
provide 450A during 5 sec. puts the battery in a floating mode (no battery charge).
In the event of losing the management of contactors, the BAT LC
Internal Power Supply opens 50ms after the BCRU line contactor.
L1W06161 - L0KT0T0 - LM24D6000000001
The BCRU is internally supplied from two independent 28VDC power If an over-current failure occurs, the signal is sent before the contactors
sources. The first one is given by an internal device (power supply opening.
module), which is supplied from the normal AC network. The second
Configuration Management Function
one called "back-up" is supplied by the relative HOT BUS. This last
source is used on bat configuration like for the refuel. The BCRU has a configuration management function able to connect
and disconnect the BCRU and the battery to the their relative DC
Protection Functions BUS.
The BCRU fulfills some protection functions in order to protect the When AC power is available at the BCRU input, this one closes the
BCRU, the batteries and the DC electrical network. These protections related BLC and BAT LC (if battery is available). Then, the BCRU
have supplies its relative DC BUS and the battery fulfills the NBPT
- Protection against a short circuit, function.
Three seconds after a loss of AC power at the BCRU input, the BCRU coming from the BCRU to the On-board Maintenance System (OMS)
opens the related BLC and maintains the battery connected via the through the Secure Communication Interface (SCI).
BAT LC for two additional seconds.
Interface Module
Battery Charge Management Function The BCRU receives and sends analogue, discrete and digital signals
The BCRU optimizes the battery charging law to have enough energy to and from the other aircraft systems. The interface module enables
before the take-off to fulfill emergency operations. The Battery current the BCRU to communicate with other systems such as batteries,
measurement sends to the BCRU the battery charging or discharging network contactors, IOM-As, CPIOMs-E.
information. This current information is used to achieve the protective Thanks to the interface module, the BCRU sends contactors command,
functions, to optimize the charge of the battery and to fulfill the monitoring of the BCRU and monitoring of the DC network. The
security level. BCRU sends operational signals and failures to the IOM-As. Failure
The Battery is already connected to its related DC BUS for NBPT. If messages are shown to the crew on the Flight Warning System (FWS)
the battery is discharged, the BCRU regulates its output DC power in and Control and Display System (CDS).
order to increase the power delivered to the DC BUS. Consequently,
the DC BUS, which accepts a highest DC power, supplies the battery BCRU 1
to charge it.
The BCRU 1, normally powered by the AC BUS 2, supplies the DC BUS
Reset Function 1 through the BLC 1. In parallel, the BAT 1 is connected to the DC BUS
The BCRU has a remote reset C/B placed on the reset overhead panel. 1 through the BAT LC 1 in order to fulfill the NBPT function. The BCRU
The BCRU can be reset via a maintenance test request through the 1 is in charge of the control and management of the BLC 1 and BAT LC
Central Maintenance System (CMS). 1 contactor coils by means of discrete signal. It also manages the BAT
1 charge.
BITE Function When no AC power is available and the BAT 1 P/BSW is set to the ON
BCRU has a BITE function, which fulfills: position, the BCRU1 BACK-UP RELAY connects the HOT BUS 1 to
- Failure Validation and Localization the BCRU 1 for internal supply.
L1W06161 - L0KT0T0 - LM24D6000000001
- Storage of the data The BCRU 1 can be reset via the TR 1 C/B placed on the overhead
- Communication with the aircraft RESET PANEL (1231VM).
The BITE is done automatically during power up (Power on self test
(POST)) and continuously during operation (C-BIT).
The POST checks all the BCRU and TR Line Contactors and all the
BAT LC. The POST also checks the BCRU protection functions.
The BCRUs are connected to the Electrical System BITE Function
(ESBF) in the CPIOM-E 1 and 2 through ARINC bus 429. The aim
of the ESBF is to gather, correlate and transmit BITE information
L1W06161 - L0KT0T0 - LM24D6000000001
BATTERY CHARGE RECTIFIER UNIT (BCRU) & BCRU 1

L1W06161 - L0KT0T0 - LM24D6000000001

BCRU 2
The BCRU 2, normally powered by the AC BUS 2, supplies the DC BUS
2 through the BLC 2. In parallel, the BAT 2 is connected to the DC BUS
2 through the BAT LC 2 in order to fulfill the NBPT function. The BCRU
2 is in charge of the control and management of the BLC 2 and BAT LC
2 contactor coils by means of discrete signal. It also manages the BAT
2 charge.
In ground servicing conditions, the BCRU 2 closes the Ground Service
Line Contactor (GSLC) as soon as the AC power is available.
If no AC power is available, the HOT BUS 2 supplies the BCRU 2 as a
backup in two cases. The first case is when the BAT 2 P/BSW is set to
the ON position and the second case is when there is a REFUEL ON
BAT configuration. Then, the BCRU 2 BACK-UP RELAY connects the
HOT BUS 2 to the BCRU 2 for internal supply.
The BCRU 2 can be reset via the TR 2A C/B placed on the overhead
RESET PANEL (1231VM).
L1W06161 - L0KT0T0 - LM24D6000000001
L1W06161 - L0KT0T0 - LM24D6000000001
BCRU 2

- Protection in case of battery failure.
Transformer Rectifier (TR) 2
Configuration Management Function
The TR 2 is a backup DC source dedicated to the BCRU 2. The TR 2 The TR 2 has a configuration management function used for the
has: connection and disconnection of the TR 2 and the BAT 2 to the DC
- An AC/DC converter, BUS 2. When the BCRU 2 is lost and the AC BUS 3 is always
- A power supply for its internal functions, available at the TR 2 input, the TR 2 fulfills the DC backup supply
- Some protection functions, by closing the TR LC 2. The BAT LC 2 is maintained closed,
- A configuration management function, maintaining the BAT 2 connected on the DC BUS 2. By maintaining
- A Reset function, the BAT 2 connected to the DC BUS 2, the NBPT function is still
- A BITE function, available and the BAT 2 is charged permanently. In case of an
- An interface module. over-temperature of the BAT 2, the TR 2 opens and locks in the open
The TR 2 is cooled either by the aircraft air forced cooling or by natural position the BAT LC to protect it.
convention in case of aircraft cooling system failure. Aircraft cooling is In case of loss of AC BUS 3 and three seconds after, the TR 2 opens
mounted on top of the equipment via a collector. the TR LC 2 and maintains the battery connected via the BAT LC 2
AC/DC Converter for two additional seconds.
The TR 2 has an AC/DC converter, which supplies an unregulated Reset Function
voltage (between 25.5-31 V) to the DC network. The TR 2 has a The TR 2 has a remote reset C/B placed on the reset overhead panel.
dissimilarity technology in order to produce DC power in case of The TR 2 can be reset via a maintenance test request through the
BCRUs failure. The TR 2 nominal current is 300A (with A/C cooling). Central Maintenance System (CMS).
Internal Power Supply BITE Function
The TR 2 is internally supplied from two independent 28VDC power
L1W06161 - L0KT0T0 - LM24D6000000001
The TR 2 has a BITE function similar to the BCRUs. These BITE

sources, which are: function fulfills:
- The power supply module supplied from the normal AC network - Failure Validation and Localization,
- The HOT BUS 2 used as a backup and on BAT configuration like - Storage of the data,
for the refuel. - Communication with the aircraft.
Protection Functions Interface Module
The TR 2 fulfills the same protection functions as the BCRU. The The TR 2 receives and sends analogue, discrete and digital signals to
protection function protects itself, the batteries and the DC electrical and from the other aircraft systems. The interface module lets the TR
network. These protections have: 2 communicate with others systems such as batteries, network
- Protection against a short circuit, contactors, IOM-As, CPIOMs-E.
- Protection in case of a TR 2 failure,
Thanks to the interface module, the TR 2 sends contactors command,
monitoring of the TR 2 and monitoring of the DC network. Failure
messages are shown to the crew on the Flight Warning System (FWS)
and Control and Display System (CDS). The electronics equipments
of the system are connected to the ADCN via the CPIOM-E.
L1W06161 - L0KT0T0 - LM24D6000000001
L1W06161 - L0KT0T0 - LM24D6000000001
TRANSFORMER RECTIFIER (TR) 2 - AC/DC CONVERTER ... INTERFACE MODULE

L1W06161 - L0KT0T0 - LM24D6000000001
EMERGENCY GENERATION SYSTEM DESCRIPTION (3)

General
The emergency electrical generation system is a complete AC / DC
network. The essential and emergency networks are installed in the
Emergency Power Centre. The AC and DC electrical power is given by
four kinds of source such as:
- The Ram Air Turbine (RAT) which supplies an AC electrical power to
the essential and emergency buses in emergency configuration,
- The BCRU ESS, which powers the DC ESS BUS by converting the
AC power to a DC power.
- The BAT 1 and BAT ESS which supply directly the DC ESS BUS
- The STATic INVerter, which supply the AC EMER BUS by converting
the DC power from the batteries to AC power single phase.
RAT
The RAT is a mechanical assembly, which comprises:
- The turbine,
- The Gearbox
- The Stunt assembly
- The Generator
- The RAT Frame
- The Deployment device
L1W06161 - L0KT0T0 - LM24D7000000001
The RAT is controlled and regulated by the Generator Control Unit

(GCU), which is installed in the emergency bay.
STATIC INVERTER
The STATic INVerter is used when no other AC source is available.
It is installed in the emergency bay.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) EMERGENCY GENERATION SYSTEM DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24D7000000001
GENERAL - RAT & STATIC INVERTER

Ram Air Turbine RAT Stowage
After an emergency configuration or a manual test procedure, the
The RAT can be deployed automatically or manually. The GCU controls, RAT must be stowed. The RAT is stowed and locked on ground via
protects and regulates the RAT Module. Two solenoids activate the the STOW PANEL. The STOW PANEL is installed on the outside
extension; solenoid 1 for manual condition and solenoid 2 for automatic surface of the belly fairing. To stow the RAT, the STOW-RESET SW
condition. Note that the AC EHA busbar (247XP) is supplied only if the must be set in STOW position. Then, the 28 VDC ON / OFF SW must
hydraulic power is lost (total engine flame out). be set in the ON position. Consequently, a 28 VDC signal is sent to
Automatic Deployment the Stow Solenoid Valve (SSV), which controls the hydraulic power
to the actuator. At last, the actuator retracts the RAT and locks it in
The RAT is deployed automatically in case of an emergency
the up position. Note that the stowing process is stopped if the turbine
configuration. The emergency configuration appears if there is:
blades are not in the correct position.
- A Total Loss of Main Electrical System (LMES), which corresponds
to a loss of the four main AC busbars Heater
- Or, a Total Engine Flame-Out (TEFO), which leads to a total loss The RAT generator has a heater element, which make sure that the
of hydraulic and electrical power. This TEFO condition is received RAT stay frost-free. The generator heater is activated automatically
by discrete signals N3<50% delivered from each Electronic Engine when the aircraft is in flight and the RAT is in stowed position. It is
Control (EEC). de-activated when the aircraft is on ground in order to prevent heat
The Emergency Power Centre receives emergency input information injuries to the ground personnel. The generator heater is supplied by
and then sends an output signal to control the automatic deployment 101XP 115VAC, single-phase current through the SEPDC1. The
solenoid (Solenoid 2). The HOT BUS ESS, which is always supplied control logic is implemented on the SEPDC and the relevant SSPC
by the BAT ESS, supplies the Solenoid 2. Note that the solenoid 2 is monitors the current value. Should the heating current becomes
installed in the Uplock Assembly of the RAT mechanical assembly. abnormal in flight, a message "RAT HEATER FAULT" is shown on
L1W06161 - L0KT0T0 - LM24D7000000001
Then, the actuator opens RAT fairings doors and deploys the RAT the Display Unit (DU).
by means of spring forces.
Manual Deployment
The cockpit crew can deploy the RAT manually via the RAT MAN
ON P/B SW. This action must be done in case the automatic
deployment fails or, during a manual test procedure. When the RAT
MAN ON P/B SW is pressed, a discrete signal is sent to the
Emergency Power Centre, which supplies 28 VDC (DC ESS BUS)
to Solenoid 1. Then the deployment process is identical to the
automatic deployment
L1W06161 - L0KT0T0 - LM24D7000000001
RAM AIR TURBINE - AUTOMATIC DEPLOYMENT ... HEATER

When any protective function is detected by the GCU, the EGLC is
Ram Air Turbine (continued) opened and the generator is de-excited.
Those protections are designed for RAT ground tests only so as not
Voltage Regulation
to cause damage to the aircraft subsystems.
When the RAT is extended and the turbine starts to turn, the GCU In real flight emergency condition, a Protective Inhibit Signal is sent
uses the AC power from the Pilot Exciter (PE) to regulate the from the Emergency Power Centre to the GCU to inhibit all RAT
Generator output power. The PE sends AC electrical power to protective functions. In this configuration, the RAT must work under
generator excitation function of the GCU, which sends the excitation all circumstances.
field to the Main Exciter (ME). In turn, the ME sends a rectified DC All the protective functions can be manually reset via the GCU C/B
output to the Main Alternator (MA), which produces the AC power on the left side of the overhead panel.
three-phases to the electrical network. The EMER GEN FAULT LIGHT located beside the RAT pushbutton
The main field produced is controlled by the control and protection on the overhead panel comes on in case of emergency configuration
function of the GCU: and EGLC contactor opens. Note that this condition occurs during
- Directly from the CTA assembly in the Generator, RAT deployment.
- From the Point Of Regulation (POR) located in the Emergency
Power Centre before the EGLC. BITE Function
Note that the POR characteristics depend on the aircraft speed: The GCU has a BITE function, which contains 2 different Modes:
- 70 KVA at aircraft speed above 175 Kts, - A normal mode calls CONTINUOUS BIT (C-BIT)
- 58 KVA within a range of 140 to 175 Kts - An interactive mode calls INTERACTIVE BIT (I-BIT)
The power delivered is three-phase 115/200Volts, between 482 to The C-BIT is done when RAT is deployed and works. This BITE
664 Hz function lets report continuously some information relative to the
RAT and the GCU to FWS and CMS. The I-BIT is manually launched
Control and Protection
via the CMF command during ground maintenance operations. The
L1W06161 - L0KT0T0 - LM24D7000000001
When all parameters are correct at the POR, the GCU sends a Power 28 VDC supply for this BITE function comes from the SEPDC 1.
Ready Signal to the Emergency Power Centre. Therefore, the
Emergency Power Centre opens the AC ESS FEED contactors and Cockpit Communication
the GCU closes the EGLC. For cockpit communication purpose, the GCU sends status and
The GCU is designed with protective functions, which are: parameters of the RAT GEN to the cockpit through the ADCN via
- An OVERVOLTAGE protection IOM-As.
- An UNDERVOLTAGE protection
GCU Supply
- DIFFERENTIAL CURRENT protection
- OVERCURRENT protection When the turbine rotates, the generator starts to provide AC power.
- PARALLEL OPEN FEEDER protection The Pilot Exciter supplies the GCU (except for the BITE function)
by converting internally the AC power to a DC power. The SEPDC
1 supplies 28 VDC power for the BITE function
L1W06161 - L0KT0T0 - LM24D7000000001
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RAM AIR TURBINE - VOLTAGE REGULATION ... GCU SUPPLY

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Static Inverter
The STAT INV transforms 28 VDC voltage from the BAT 1 and BAT
ESS into single phase 115 VAC / 400 Hz, with nominal power of 2.5KVA.
The STAT INV and the batteries are sized to operate during 30 minutes
of flight.
The logic of the STAT INV is to supply AC power when no other AC
power source is available and BAT 1 and BAT ESS are ON. There are
several cases of STAT INV connection:
- In flight, if the main power is lost, (AC busses 1 to 4 lost); the STAT
INV immediately supplies the AC EMER BUS while the RAT is being
started. When the RAT is started, power is restored from the RAT GEN
to the AC ESS BUS and in turn to the AC EMER BUS.
- At landing, when A/C speed is lower than 50 Kts (not enough speed to
drive the RAT),
- On ground, if batteries 1 and ESS are ON, and no AC source is available,
the STAT INV automatically supplies the AC EMER BUS (Cockpit
preparation, evacuation procedure)
STAT INV is supplied in parallel by BAT ESS and BAT 1. Supply is
delivered via contactor 7XB.
The STATIC INV FAULT message is sent to the ECAM EWD and stops
the STAT INV in the following cases:
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- Fan failure
- Output overvoltage,
- Output undervoltage
- Overheat
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STATIC INVERTER
PEPDC SYSTEM DESCRIPTION (3)

General
The Primary Electrical Power Distribution Centre (PEPDC) fulfills the
distribution of the electrical power coming from the main AC and DC
sources and fulfills the protection of the electrical main network. It
contains some electronics cards, which fulfill different tasks such as:
- The Primary Electrical Distribution Management Units (PEDMUs),
which fulfill the interfaces between the external systems and the internal
electronic units,
- The Primary Contactor Drive Modules (PCDMs), which fulfill the
control of the AC and DC primary contactors installed in the PEPDC,
- The Remote Control Circuit Breaker Modules (RCCBMs), which fulfill
the control and monitoring of the AC and DC programmable RCCBs,
- The Safe Redundant Power Supply (SRPS), dedicated to the supply of
the electronic components, Remote Control Circuit Breakers (RCCBs)
and contactors included in the PEPDC.
L1W06161 - L0KT0T0 - LM24D8000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) PEPDC SYSTEM DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24D8000000001
GENERAL

The COMMERCIAL and GALLEY P/B SW orders are transmitted
PEDMU to the PEDMUs to open the relative RCCBs. Then, the PEDMUs
broadcast the RCCB shedding orders to the RCCBMs, which control
The main functions of the PEDMU are:
the RCCBs. Note that the maximum time between the switch command
- RCCB control,
and the shedding is limited to 130ms.
- Galley shedding,
- Monitoring, Relay control
- BITE management, Each PEDMU is connected to AC and DC C/Bs on the same side and
- Downloading. can read up to 70 C/Bs status by discrete signal. Each PEDMU also
As the network is divided into two sides (1 and 2), each side is controlled receives up to 20 relays status on the same side. A PEDMU controls
by two redundant PEDMUs. up to 4 relays on the same side.
A total of four PEDMUs are installed: (PEDMUs 1.1, 1.2, 2.1, 2.2).
Shedding function
RCCB Control
The ELM sends shedding orders to the RCCBMs through the ADCN
The PEDMU elaborates the RCCBs commands of the related side and the PEDMU in order to avoid an overload. The PEDMU fulfills
according to the following data: shedding functions in parallel with the ELM. There are several cases
- RCCB reset received from Power Distribution Maintenance Interface of the shedding provided by the PEDMU.
(PDMI) The first level of shedding provided by the PEDMU is linked to the
- RCCB Secure open order received from PDMI Maintenance interface network configuration. In case of unavailability of ELM, the PEDMU
- RCCB command received from PCDM for starting phases switches off predefined loads by RCCBs according to its shedding
- RCCB command received from CPIOM for Electrical Load table. The shedding table takes into account the primary network
Management (ELM) function configuration by evaluation of the generators and power sources
- RCCB reset received from BITE function by CMS available. This shedding only acts after a steady network configuration
L1W06161 - L0KT0T0 - LM24D8000000001
Each PEDMU receives discrete signals in order to get pushbuttons is received from the PCDM.
and network status. Moreover, the PDMI receives through a can bus The second level of shedding given by the PEDMU is linked to an
RCCB trip reset order, secure open orders, and RCCB secure open overload situation. In this case, according to its shedding table taking
reset. into account the primary network configuration, the PEDMU sends
Note that each PEDMU of one side communicates with all the opening orders to RCCBMs following a predetermined order. In that
RCCBMs of the same side. case, some loads are momentarily disconnected in order to restore a
The PEDMUs receive from PCDM closing and opening orders for power supply margin.
Battery Charge and Rectifier Unit (BCRU) 2 and Transformer Rectifier Note that this shedding acts before the overload situation leads the
Unit (TRU) 2 RCCBs. These orders will then be transmitted to the GGPCU to open Bus Tie Contactors (BTCs), Generator Line
RCCBM. Contactors (GLCs) and External Power Contactors (EPCs).
When no Shedding table is downloaded in the PEDMU, this one shall Downloading
not send shedding orders to the RCCBMs. The SCI interface lets download and save in the PEDMU the shedding
Two pushbuttons control the power supply of galleys and commercial table related to its shedding function and the aircraft configuration
items. They are directly connected via a discrete signal to the PEDMU. table (loads presence and current rating). The PEDMU includes the
When released out, the OFF legend on the pushbutton comes on. capability to download the aircraft configuration table, received from
The GALLEY pushbutton is used to cut off all galleys electrical the SCI and to transfer it to the RCCBMs. The PEDMU will include
equipment of the A/C. a shop loading capability for its applicative software used for example,
The COMMERCIAL pushbutton is used to cut off all commercial to download the software when the PEDMU is installed in the PEPDC.
equipment in the cabin (Such as In Flight Entertainment, Electric seats When a PEDMU is downloading a RCCBM or a PCDM, the adjacent
...) including the Galleys. PEDMU shall fulfill the PEDMU functions.
As an example, Commercial P/B can be selected OFF for a ferry flight
without passengers; then the galleys will not operate as well. CDS and FWS data function
Messages are sent to the ECAM to indicate the loss of power to the The PEDMU transmits CDS and FWS data to IOMs through ARINC
crewmembers. 429 links.
Information is also shown on the FAP page "Power management"
accessed through "System info". This page displays the list of cabin Maintenance function by PDMI
items de-energized. The PDMI interface, which works through the PEDMUs, lets whatever
Note that the aircraft is designed to fly without overload with three the electrical A/C configuration is:
VFGs operating. - Check the C/B status (closed/open),
- Check the RCCB status (tripped/not tripped, closed/open, secure
Monitoring open activated/not activated)
The PEDMUdoes the monitoring of all units and components of the - Check RCCB current measurements,
PEPDC. To do it, the PEDMU receives monitoring information from - Send secure open orders/resets to RCCBM.
PCDM and RCCBM. It also reads the status of AC and DC circuit When aircraft is not energized, PEDMU shall be supplied by the PDMI
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breakers (Tripped/Not tripped). (+28V supply) in order to get maintenance actions.

BITE
The PEDMU BITE function comprises three kind of test: a power-up
tests, a continuous test and an initiated test. The PEDMU centralizes
BITE information coming from PCDMs, RCCBMs and SRPSs and
transmits them to the SCI through ARINC 429 link. The PEDMU
receives operational or interactive mode messages from the SCI
through the ARINC 429 link.
During Interactive BITE, the PEDMU shall only activate the
communication with PCDMs, RCCBMs and SRPSs.
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PEDMU - RCCB CONTROL ... MAINTENANCE FUNCTION BY PDMI

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Each PCDM calculates in parallel the AC and DC contactors position
PCDM of the entire power distribution network. The PCDM contactor control
logic includes contactor control coherence check, contactor command
The main functions of the PCDM are:
default state, and related safety aspects (e.g. mechanism avoiding risk
- The ENMF (Electrical Network Management Function),
of source paralleling).
- The AC and DC contactors control,
Each PCDM of each side receives a BUS TIE PBSW discrete signal
- The monitoring of auxiliary contacts (opposite side included),
to open the transfer contactors. The signal has authority on the control
- The BITE function
logic included in the PCDM.
- The Applicative software downloading
The PCDM also does an automatic configuration of the electrical network Shedding Function
regarding the available sources and requests from the power source control The ENMF incorporates an AC load shedding function, which acts
unit. Each PCDM is able to manage its side independently of each other on Galley contactors. This shedding function is shared with the ELM.
Control of Primary Distribution Network The first level of shedding given by the PCDM is linked to the network
configuration. In case of unavailability of ELM, the PCDM switches
The ENMF hosted by the PCDM, controls the AC and DC primary
off predefined galley loads according to its shedding table, which
distribution network. This function includes the following
takes into account the primary network configuration. The contactors
sub-functions:
shall be switched on when ELM is recovered.
- Configuration of the network by managing the primary contactors
The second level of shedding given by the PCDM is linked to an
- Management of starting phases with SRPS
overload situation (whatever is ELM status) detected by "Overload"
- Management of unexpected overloads by shedding (Galley contactor
discrete from GGPCUs. In this case, the PCDM sheds the galley loads
control)
within 200ms following a predetermined order.
This function automatically configures the network in less than 100
Note: this shedding acts before the overload situation leads the
ms regarding the available power sources via commutation device
GGPCU to open the BTC, GLC and EPC.
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such as: the line contactors, the transfer contactors and the transfer
The GALLEY PBSW signal is received by the PCDM to open all
busbars contactors.
galley contactors (Galley Line Contactor (GALC) 1, 2, 3 and 4). This
The ENMF receives the state of power sources from the power sources
shedding has priority on ENMF control and is activated as long as the
control units (Generator and Ground Power Control Units (GGPCUs),
pushbutton is active. When the GALLEY PBSW becomes inactivated,
BCRUs) and the current AC and DC network configuration by the
the galley contactors, which had been opened, are then reconnected
PCDM analysis. Each contactor position is defined by the ENMF
except if others shedding functions asked shedding.
taking into account:
- The power sources information, Ground Servicing Management
- The priority laws defining the AC and DC main busbar power supply When GrouND SELECT ConTroL PBSW is activated, the PCDM
source, sends a Ground signal to the RCCBMs, which manage ground service
- The current network status. RCCBs.
If a "Power ready" from a GGPCU is activated during ground service disables its contactor controls in order to let normal ENMF work by
mode, PCDM aborts the ground service mode in order to give priority the adjacent PCDM.
to normal mode. During normal mode (power from Variable Frequency
Generator (VFG), APU or EXT PWR (External Power)), an activated
Ground Servicing signal is not taken into account by PCDM in order
to give priority to normal mode.
Monitoring
The PCDM monitors the status of each AC and DC contactor located
on the same and opposite sides. Then it provides the monitoring data
to the monitoring function included in the PEDMU through its CAN
bus. In case of reconfiguration, the PCDM sends the new configuration
when the network is stabilized
The PCDM sends to the PEDMU the following data:
- PCDM status (BITE results),
- Contactor status,
- Voltage presence and value of each main busbar,
- Configuration of the network
The PEDMU then sends to the CPIOM from its monitoring function
the following data:
- The AC and DC primary distribution network status,
- The AC main busbars voltage presence and value,
- The RCCBs AC current measurements.
BITE
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The PCDM BITE function comprises power-up, continuous and

initiated tests. The BITE of the PCDM is transmitted to the CMS
through the PEDMUs. During Interactive BITE, PCDM only activates
the communication with PEDMU for interactive BITE
Downloading
The PCDM includes a shop loading capability for its applicative
software. This means is used to download the software when the
PCDM is installed in the PEPDC. During downloading, PCDM
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PCDM - CONTROL OF PRIMARY DISTRIBUTION NETWORK ... DOWNLOADING

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RCCBM Protection function
The RCCBMs include a protection function against short-circuits
The main functions of the RCCBM are: which acts on the contactor coils. The protection function has full
- Control of AC and DC RCCBs via commands sent from the PEDMU authority to open RCCBs if needed. When a RCCB is tripped, this
or ATA systems information is saved in RCCBM Trip memory.
- Protection of the wiring linked to RCCBs The Trip Reset of this protection function is done via the PDMI. The
- Monitoring of the commutation and protection function PDMI transmits reset order to the PEDMU, which in turn transmits
- Ground Servicing these orders to the RCCBM. The RCCBM Trip memory is then
- BITE function updated.
- Database and Applicative software downloading Each AC current phase is measured by a current transformer located
- Maintenance function near the RCCB and its loading resistor located in the RCCBM. A
RCCB control current sensor located near the RCCB fulfills the DC current
measurement. In case of any AC or DC current measurement is out
One RCCBM is designed to control up to 14 AC RCCBs and 2 DC
of predefined limits, the related RCCB is trip off.
RCCBs and the command orders are received from:
- The PEDMU, transmitted through CAN bus Monitoring
- The ATA systems, transmitted directly to the RCCBM by discrete The RCCBM has monitoring functions, which are:
inputs - The monitoring of the status of each connected RCCB. (ON/OFF,
- PCDM through PEDMU for starting phases Tripped/Not tripped, Current value (3 phases if AC), Failed/Not
Note that the RCCB processing time of ATA orders shall not exceed failed),
20 ms. - The monitoring of the current value flowing through RCCB and sent
When closing orders from ATA systems are received at the same time, via the PEDMU to the ELM
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the RCCBM closes simultaneously the ATA RCCBs. The ATA The RCCBM also monitors the AC and DC RCCB drivers, which
systems orders have the priority over the PEDMU orders to close any have:
RCCB. - The monitoring of the control applied at the input of contactor driver,
After sending a RCCB opening or closing order, the RCCBM inhibits - The monitoring of the status of the RCCB driver controlled which
during 100ms the reading of the current flowing through the RCCB. is transmitted to the PEDMU
The secure open order put in place via the PDMI prevents from closing
the related RCCB. The secure open orders have full authority over Ground Servicing Management
the commutation orders received from the PEDMU. The RCCBM When GND SELECT CTL PBSW is activated, the PCDM sends a
acknowledges the secure open orders to the PEDMU. The Secure Ground Servicing signal to the RCCBMs. Then, the RCCBMs close
open orders are saved in the RCCBM Secure open memory. all Ground Service (GS) RCCBs
In ground servicing configuration, no dialog with PEDMU shall be
possible (PEDMU not supplied). When Ground Servicing discrete
becomes deactivated, the RCCBM shall open GS RCCBs and enter
in normal mode.
BITE
The RCCBM BITE function comprises power-up, continuous and
initiated tests. The BITE of the RCCBM is transmitted to the CMS
through the PEDMUs. During Interactive BITE, RCCBM only
activates the communication with PEDMU for interactive BITE.
Downloading
The RCCBM needs an aircraft configuration table to work. The aircraft
configuration table (loads presence and current rating) is downloadable
via the CAN bus between RCCBM and PEDMU. The data come from
the SCI connected to the PEDMU and are saved in the PEDMU
memory and RCCBM memory. The RCCBMs will check coherence
between their aircraft configuration table and the really installed
RCCBs in the PEPDC. The RCCBM will include a shop loading
capability for its applicative software. This mean is used to download
the software when the RCCBM is installed in the PEPDC. At "shop"
or "on aircraft" downloading, the RCCBM is downloaded lane after
lane and stays functional during "on aircraft" downloading
Maintenance Function by PDMI
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All programmable RCCB can be controlled on ground to do

maintenance tasks. When the aircraft is not energised, the RCCBM
is supplied by the PDMI (28VDC) in order to get maintenance actions.
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RCCBM - RCCB CONTROL ... MAINTENANCE FUNCTION BY PDMI

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Notice that the main DC BUS and the DC ESS BUS supply the four
SRPS SRPS while the DC GROUND SERVICE BUS supplies the SRPS
on side 1 only. Both SRPS of one side supply all boards, contactors
The SRPS is dedicated to supply all electronic components of the PEPDC
and RCCBs of the same side.
such as:
When no AC power source is available, the PEPDC enters in sleeping
- The PCDMs,
mode (SRPS do not supply the inside PEPDC)
- The RCCBMs,
- The PEDMUs
- The RCCBs
- The contactors needed in particular phases (starting phase for example).
The SRPS also provides BITE information to the PEDMU.
The SRPS is based on the switching of AC and DC sources. The source
selection is made according to the supply available and the aircraft
configuration (starting phase, emergency, normal modes).
SRPS conception shall prevent failures on DC network for not affecting
AC network and vice versa.
PEPDC supply
The SRPS is operative when at least one DC source is connected to
the network as a battery. It will be at first supplied by the DC ESS
when the batteries are connected or by an EXT PWR GGPCUs when
a GPU is connected to the aircraft. Usually, the normal DC network
supplies the SRPS as soon as it is available.
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The SRPS lets the electrical starting phase of the aircraft supply the
other boards (PCDM, RCCBM, PEDMU) and particular contactors
and RCCBs.
The SRPS can be supplied by AC power from the GGPCU and the
main AC BUS. Notice that each SRPS is supplied by its related
GGPCU or AC BUS. The SRPS is also supplied with 28 VDC power
from:
- The main DC BUS 1 and 2,
- The DC ESS BUS
- The DC GROUND SERVICE BUS.
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SRPS - PEPDC SUPPLY
SEPDC SYSTEM DESCRIPTION (3)

General
The PEPDC gives 115 VAC variable frequency (single and 3 phases)
and 28 VDC to all secondary power centers. Each SEPDC is powered
by the PEPDC in order to supply low power technical loads (up to 15 A)
and protects the distribution network line against failures. The SEPDC
1 supplies loads on the electrical side 1 and the SEPDC 2 supplies loads
on the electrical side 2. The SEPDC is connected to the AFDX network
(ADCN), which gives communication links between SEPDC, SPDBs,
CPIOM-E and all other subsystems for power management status
reporting, BITE, data loading and maintenance functions.
Data Loading
The SEPDCs and SPDBs are configured and updated via the aircraft
Data Loader. The Data Loading function is used to:
o Load the required electrical distribution configuration into the
SEPDCs and SPDBs, according to each aircraft configuration needs,
o Modify and adapt the rating of any SSPC,
o Modify the default state of any channel,
The data loader is part of the ''open world''; the data loading is
transmitted from the data-loader to the SEPDCs and SPDBs through
the SCI via an Ethernet signal. The Data between the SCI and the
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SEPDCs and SPDBs are transferred through an AFDX signal. The

Data Loading operation is possible even if the SEPDC and SPDB is
supplying power to the loads. It is also possible to achieve data loading
of a specific LRM independently of the status of the rest of the system.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) SEPDC SYSTEM DESCRIPTION (3) Apr 18, 2006
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GENERAL - DATA LOADING

Note that the Gateway transforms the LRMs data in the correct AFDX
SEPDC Description format to send them out to the ADCN network.
The gateways and the AC and DC SSPCs have also an external
The operational functions of SEPDCs are the following ones:
communication by using RS 485 giving a direct access to all LRMs
o Supply electrical power to the various internal units of the SEPDC,
in shop.
o Supply electrical power to user loads,
o Protect the distribution network wiring in case of short circuit / overload, Power Supply Module (PSM) module
o Connect and disconnect electrical power supply to the user loads The PSM supplies redundant 5VDC control power for all the LRMs
o Programmable Commutation Logic: to fulfill simple logic functions within the SEPDC (Gateways, GFI, AC and DC SSPCs). Each SEPDC
related to the commutation function is supplied by 4 PSMs, two for AC part and two for DC part.
o Command and Control of the commutation function by other aircraft
systems, Ground Fault Interruption (GFI) module
o Communicate protection device status, The Ground Fault Interruption (GFI) Module gives a protection against
o Broadcast aircraft operational and BITE information to other systems ground faults to the selected AC utilization loads. The SEPDC has a
and to the crew, fixed GFI detection rated to 1,5 A and 2ms. Note that the GFI is not
o Loading of aircraft configuration data and programming of individual used for DC loads.
load protection ratings The GFI LRM comprises 12 independent channels; each GFI channel
o Self Test and Local BITE: to enable identification, location and is capable to protect independently the load fed via an automatic
troubleshooting of SEPDC failures control of the SSPC. Each protection channel has its own monitoring
To fulfill all these functions, each SEPDC is composed of a number of Current Transformer (CT) for Ground Leakage current feedback.
Line Replaceable Module (LRM): During fault conditions, the GFI function detects unbalanced current
o 2 Gateway boards, conditions between the supply phase/s and the return path. If the
o 4 Power Supply Modules (PSM) boards, amplitude and duration of the unbalance exceeds the GFI preset value,
L1W06161 - L0KT0T0 - LM24D9000000001
o 1 Ground Fault Interruption (GFI) board, a discreet "turn off" signal is sent to the appropriate SSPC channel(s).
o AC and DC Solid State Power Controller (SSPC) boards (commutation The GFI monitors and reports the channel trip status to the gateway.
devices).
SSPC
Gateway module The SSPCs are used for AC and DC currents switching and protection.
The Gateway module is the interface between the external world and The main functions of the SSPC are:
the SEPDC equipment. All the communication-messages to and from o Protection of the wiring against short circuit (like a circuit breaker)
the SEPDC equipment are done via this module. The Gateway o Commutation of the power (like a relay)
interfaces with the aircraft ADCN network via redundant AFDX signal A SEPDC is able to contain up to 30 AC SSPC and up to 39 DC SSPC.
(Network A and Network B). There are two redundant internal CAN This technology can replace both a circuit breaker and a relay in a
Buses between the Gateway module and other LRMs of the SEPDC. circuit and offers greater remote control flexibility by both user
systems and Human Machine Interface (HMI). Some SSPCs are
commanded by their user ATA system, as a logic relay within a
function of that system. For this purpose, SSPCs are commanded by
the ATA system they supply (or an interfacing ATA system). The
control logic is specified in the affected ATA system design, to reduce
the need for separate logic relays in that system. For example, the
Take off lights are supplied directly from the SSPCs and they operate
when their switch is on with the nose landing gear down condition.
Other examples are found in Main Hydraulic Power, Normal Braking,
Landing Gear Control, Primary Flight Control Computer System and
Thrust Reverser logic.
L1W06161 - L0KT0T0 - LM24D9000000001
L1W06161 - L0KT0T0 - LM24D9000000001
SEPDC DESCRIPTION - GATEWAY MODULE ... SSPC

L1W06161 - L0KT0T0 - LM24D9000000001

Messages are shown on the ECAM and on the FAP to indicate to the
Communication and Control Architecture crew members momentary loss of power.
To control and monitor the AC and DC SSPCs, the SEPDC is interfaced CBM Application
with both CPIOM-E, which fulfill the ELM function and the CBM The Circuit Breaker Monitoring (CBM) application monitors the
function. For maintenance purpose, SEPDC also interfaces with the PDMI aircraft protection device status from the SEPDCs. Both CBM
system through Ethernet signal. applications receive SSPC Trip and Secure Open Status from each
Each SEPDC is separated in two Racks, the AC Rack and the DC Rack. SEPDC via AFDX. The CBM application collects periodically the
Each rack includes a Gateway module and the SSPC protection devices. status of the SSPCs into the SEPDCs. The ECAM shows the list of
Each gateway fulfills the communication function for one row of SSPC tripped circuit breakers on the C/B system page.
LRMs; one for AC SSPC LRMs and another for DC SSPC LRMs.
The Gateway retrieves data stored in its internal memory and sends it to PDMI
the LRMs within the racks over redundant CAN Buses: CAN A and CAN The PDMI communicates with the SEPDCs via Ethernet interface for
B. These internal CAN Buses are used by the Gateway module to send ground maintenance and configuration downloading.
commands, request Status information, etc. to and from LRMs within
the rack. The Gateway receives data from the SSPCs and converts them
to AFDX signal in order to give information to aircraft systems via the
ADCN.
The Gateway module has two additional CAN Buses CAN C and CAN
D that are used to communicate to LRMs in the other rack. These backup
communication channels are used only when the Gateway module of the
other rack has failed.
ELM Application
L1W06161 - L0KT0T0 - LM24D9000000001
The ELM function fulfills, in any electrical configurations, the best

adequacy between available AC power and quantity of loads connected
to the AC network. The ELM identifies the amount of available power
and knows the actual consumption and demand of users. Using a table
of priorities, it is then capable to automatically disconnect some less
important users. The loads reconnection is made when no overload
is present and sufficient power is available. The ELM application
sends orders through the ADCN to the communication interface of
the gateway, which in turn sends orders to the relative SSPCs.
L1W06161 - L0KT0T0 - LM24D9000000001
COMMUNICATION AND CONTROL ARCHITECTURE - ELM APPLICATION ... PDMI
SECONDARY POWER DISTRIBUTION BOX SYSTEM DESC. (3)

General
The PEPDC gives 115 VAC and 28 VDC to SPDBs in order to supply
cabin and cargo loads (up to 15 A) and to protect the distribution network
against failures. The SPDBs 1,3,5 and 7 supply loads of the electrical
side 1 and the SPDBs 2,4,6 and 8 supply loads of the electrical side 2.
The SPDBs 1 to 6 supply cabin loads and the SPDBs 7 and 8 supply
cargo loads. The SPDBs are connected to the ADCN, which gives a
communication links between SPDBs, SEPDC, CPIOM-E and all other
subsystems for power management status reporting, BITE, data loading
and maintenance functions.
Data Loading
The SPDBs are configurable via the aircraft Data Loader according
to different cabin layouts and installed loads. The Data Loading
function is used to:
o Load the required electrical distribution configuration into the
SPDBs, according to each aircraft configuration needs,
o Modify and adapt the rating of any SSPC,
o Modify the default state of any channel,
The SPDBs Data loading is the same than the SEPDC Data loading
L1W06161 - L0KT0T0 - LM24DA000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) SECONDARY POWER DISTRIBUTION BOX SYSTEM DESC. (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24DA000000001
GENERAL - DATA LOADING
SECONDARY POWER DISTRIBUTION BOX SYSTEM DESC. (3)

A and Network B). There are two redundant internal CAN Buses
SPDB Description between the Gateway module and other LRMs. The data received by
the Gateway from the LRMs within the SPDB, are sent to the aircraft
The normal operation functions of SPDBs are:
systems through the ADCN.
- Supply electrical power to the various internal units of the SPDB,
To control and monitor the AC and DC SSPCs, the SPDB is interfaced
- Supply electrical power to user loads,
with both CPIOM-E, which fulfill the ELM function and the CBM
- Protect the distribution network wiring in case of short circuit / overload,
function. The Gateway retrieves data stored in its internal memory
- Connect and disconnect electrical power supply to the user loads
and sends it to the LRMs within the SPDB over redundant CAN Buses:
- Programmable Commutation Logic: to fulfill simple logic functions
CAN A and CAN B. These internal CAN Buses are used by the
related to with the commutation function
Gateway module to send information (commands, request Status, etc.)
- Command and Control of the commutation function by other aircraft
to and from LRMs within the SPDB. The Gateway module has two
systems,
additional CAN Buses CAN C and CAN D that are used to
- Communicate protection device status,
communicate all other SPDBs. These backup communication channels
- Broadcast aircraft operational and BITE information to other systems
are used only when the Gateway module of the SPDB failed.
and to the crew,
- Loading of aircraft configuration data and programming of individual Ground Fault Interruption (GFI) module
load protection ratings The GFI Module provides protection against ground faults to the use
- Self Test and Local BITE: to enable identification, location and of selected AC loads fed in the Cabin SPDBs only (no GFI in the
troubleshooting of SPDB failures Cargo SPDBs). The cabin SPDBs have a programmable current
To fulfill all these functions, each SPDB is composed of a number of threshold and time. Note that the GFI is not used for DC loads.
LRMs: The GFI LRM comprises 12 independent channels; each GFI channel
- One Gateway module, is capable to protect independently the load fed via an automatic
- One Power Supply Modules (PSM) module, control of the SSPC. Each protection channel has its own monitoring
L1W06161 - L0KT0T0 - LM24DA000000001
- One Ground Fault Interruption (GFI) module, only for the AC loads in Current Transformer (CT) for Ground Leakage current feedback.
the cabin SPDB, During fault conditions, the GFI function detects unbalanced current
- AC and DC Solid State Power Controller (SSPC) modules. conditions between the supply phase/s and the return path. If the
Notice that the boards inside the SPDBs are the same than the boards amplitude and duration of the unbalance exceeds the GFI preset value,
inside the SEPDC. a discreet "turn off" signal is sent to the appropriate SSPC channel.
Communication and Control Architecture The GFI monitors and reports the channel trip status to the gateway.
The Gateway module is the interface between the external world and Power Supply Module (PSM) module
the SPDB equipment. All the communication-messages to and from Each SPDB is supplied by one PSM. The PSM supplies control power
the SPDB equipment are done via this module. The Gateway interfaces for all the LRMs within the SPDB (Gateways, GFI, AC and DC
with the aircraft ADCN network via redundant AFDX signal (Network SSPCs).
PDMI
The PDMI communicates with the SPDBs through the SEPDCs and
the ADCN network. PDMI sends orders in Ethernet format to the
SEPDC, which transforms it in AFDX format and sends it to the
SPDBs through the ADCN. The PDMI is used for ground maintenance
(SSPCs control and monitoring) and configuration downloading.
L1W06161 - L0KT0T0 - LM24DA000000001
L1W06161 - L0KT0T0 - LM24DA000000001
SPDB DESCRIPTION - COMMUNICATION AND CONTROL ARCHITECTURE ... PDMI

L1W06161 - L0KT0T0 - LM24DA000000001
POWER DISTRIBUTION MAINT INTERFACE DESC. (3)

System Architecture
The Power Distribution Maintenance Interface (PDMI) is used for
maintenance tasks on ground only. It is used for the control and
monitoring of the different electrical protection devices installed in the
PEPDC, SEPDC, SEPDBs and the EEPDC.
The PDMI has:
-Two fully redundant Power Distribution Maintenance Computers
(PDMC1 and PDMC2).
-A Power Distribution Control System (PDCS), which is an application
hosted in the On-board Maintenance System (OMS). The PDCS receives
information from the PDMCs and displays it on the OMT, OIT or the
PMAT. Reciprocally, it sends orders from these terminals to the PDMCs.
Each PDMC communicates with the PEPDC via CAN buses. The PEPDC
manages the communications with the PDMCs and the BITE test, so that
PDMI operation and BITE test cannot be done at the same time. (First
arrived, first served).
The PDMCs communicate with the eight SPDBs by AFDX via SEPDC
side 1 and side 2. They communicate with the EEPDC via CPIOM-E1
by discrete signals in order to receive the status signal of the protective
devices.
L1W06161 - L0KT0T0 - LM24DC000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) POWER DISTRIBUTION MAINT INTERFACE DESC. (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24DC000000001
SYSTEM ARCHITECTURE

Protection Devices/PDMI Functions
There are different types of electrical protection devices:
-The classical C/Bs, (in the PEPDC and the EEPDC), and the
electro-mechanical RCCBs (in the EEPDC). These devices are manually
controlled, so that the PDMI can display their status on the OMT, OIT
or the PMAT, but it cannot change their status.
-The programmable RCCBs (in the PEPDC) and the SSPCs (in the
SEPDC and the SEPDBs). These devices are remotely controlled. The
PDMI displays their status and can also change it according to a
maintenance request sent via the OMT, OIT or PMAT. The PDMI
functions are:
- Change the attribute of the RCCBs or SSPCs ("Open lock and tag",
"Open lock", "Tag", "Remove Tag", "Unlock", "Remove Tag and
Unlock", "Reset").
- Reset tripped RCCBs or SSPCs.
- Reset a GFI trip of SSPC.
- Create maintenance tags for RCCB or SSPC, containing operator's
name, reason and date of manipulation.
- Download the database.
- Sort a RCCB or SSPC by a given criteria.
- Interface with OMS/NSS applications.
L1W06161 - L0KT0T0 - LM24DC000000001
L1W06161 - L0KT0T0 - LM24DC000000001
PROTECTION DEVICES/PDMI FUNCTIONS

PDMI Power Supply
There are two PDMCs power supply cases:
- The aircraft is in normal power supply, which means more than one
GPU, and an APU generator or VFG supply the A/C.
- The aircraft has a limited power available (supplied only by batteries).
The operation and functions of the PDMCs are not the same in those two
cases.
Normal Power Supply
In normal power mode:
- Each PDMC is supplied from its related PEPDC side from an AC
busbar.
- The PEPDC, SEPDCs and SPDBs are normally supplied.
- The CPIOM-E1 is supplied.
- The SCIs, OMT and OIT are supplied.
When the aircraft is on ground (ADIRU signal), and the REMOTE
C/B CTL P/B is selected ON on the overhead panel, the PDMCs are
supplied. They allow control and monitoring of protection devices in
all the electrical distribution centers (PEPDC, SEPDC, SEPDBs and
EEPDC).
L1W06161 - L0KT0T0 - LM24DC000000001
L1W06161 - L0KT0T0 - LM24DC000000001
PDMI POWER SUPPLY - NORMAL POWER SUPPLY

PDMI Power Supply (continued)
Reduced Power Supply
Control and monitoring of protection devices can be done using the
batteries only, when the aircraft is not electrically supplied. This allows
checking of the aircraft configuration before re-powering it, and to
tag protection device if an equipment has been removed.
In reduced power supply:
- When the aircraft is on ground (ADIRU signal), and the REMOTE
C/B CTL P/B is selected ON, on the overhead panel, PDMC 2 is
supplied from a DC busbar, and lets the PEPDC and the SEPDCs be
supplied from a DC busbar. PDMC 2 enables control and monitoring
of protection devices in the PEPDC and the SEPDCs only.
- The SPDBs and the CPIOM-Es are not supplied.
L1W06161 - L0KT0T0 - LM24DC000000001
L1W06161 - L0KT0T0 - LM24DC000000001
PDMI POWER SUPPLY - REDUCED POWER SUPPLY

Human Interface
When using the OMT, OIT or PMAT, protection devices management
is accessed in two ways:
-The mode search.
-The AMM task.
Access Through Mode Search
On the OMT, get access to the Power Distribution Control pages, then
enter a search criteria, such as FIN number, ATA, status, panel,
functional designation, tag information, keywords...If you choose the
advanced search mode, you will be able to search by using more
criteria like the AMM task, tag creation time, sub-ATA ...etc. After
finding the protection device you are looking for, you can modify its
status using the command menu.
L1W06161 - L0KT0T0 - LM24DC000000001
L1W06161 - L0KT0T0 - LM24DC000000001
HUMAN INTERFACE - ACCESS THROUGH MODE SEARCH

Human Interface (continued)
Access Through AMM Task
On the OMT, get access to the AMM task to do. An hyperlink "(Power
distribution control)" appears. If you click on this hyperlink, you will
open the PDCS window, which lets you control the related circuit
breakers as described in the procedure.
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L1W06161 - L0KT0T0 - LM24DC000000001
HUMAN INTERFACE - ACCESS THROUGH AMM TASK
RAM AIR TURBINE STOWAGE DESCRIPTION (2)

Description
The A380 emergency electrical generation system is a complete AC/DC
network.
The Ram Air Turbine (RAT) drives a 3 phases variable generator used
to provide electrical backup in case of loss of main electrical power. The
RAT is not used during normal flight.
The AC emergency generation system mainly has:
- the RAT module installed in the left Wing Flap Track,
- the emergency Generator Control Unit (GCU) installed in the forward
upper electrical compartment, which monitors the system,
- the control panel 1211VM located on the overhead panel,
- the RAT Stow Panel, on the Ground Service Panel (GSP) installed on
the lower LH side of the belly fairing, which controls and monitors the
retraction of the RAT when the A/C is on ground.
L1W06161 - L0KT0T0 - LM24DTLEVEL0201
MAINTENANCE COURSE - T1 & T2 (RR / Metric) RAM AIR TURBINE STOWAGE DESCRIPTION (2) Apr 18, 2006
DESCRIPTION

RAT Extension
Electrical Architecture
When the RAT is operating, the emergency generator feeds the AC
ESSential BUS.
In case of electrical emergency (RAT deployed):
- the RAT generator supplies the AC EMERgency BUS and AC ESS
BUS, then the Battery Charge and Rectifier Unit (BCRU) ESS supplies
the DC ESS BUS,
- the AC Electro-Hydrostatic Actuator (EHA) busbar is supplied only
if the hydraulic power is lost in case of Total Engine Flame Out
(TEFO).
RAT EXTENSION - ELECTRICAL ARCHITECTURE

RAT Extension (continued)
Extension Conditions
RAT is deployed automatically or manually.
The automatic deployment operates in case of:
- Loss of Main Electrical Supply (LMES),
- TEFO, which leads to a total loss of hydraulic and electric power,
- the EMER ELECtrical PoWeR selector (located in 1211VM) is on
AUTO position.
Manual deployment:
- by pushing the EMER ELEC PWR selector. This can only happen
when the DC ESS BUS is powered.
RAT EXTENSION - EXTENSION CONDITIONS

In these conditions, the stow solenoid valve energizes to supply
RAT Retraction hydraulic pressure to retract the RAT module.
The stow panel is supplied with 28 VDC from the DC BUS 1.
Stow Panel Description
The RAT Stow Panel has several controls and indicators to control NOTE: Note: if the alignment of the turbine is not correct:
and monitor the retraction sequence of the RAT: - the red TURBINE NOT ALIGNED indicator comes on,
- the 28 VDC power supply guarded switch, - the retraction sequence will not start.
- the STOW/RESET SW (it is a three-position SW spring-loaded to In this case the operator must align the turbine correctly and
the center position. In the STOW position, the switch energizes the move the STOW/RESET switch to the RESET position.
system logic to retract the RAT. In the RESET position, the switch When the RAT is fully retracted:
cancels a retraction inhibition), - the green RAT STOWED indicator (located on the STOW panel)
- the red ACTUATOR PRESSURE indicator comes on when the comes on,
actuator pressure is low, - the indication on the ELEC AC page on the ECAM is in standby
- the red TURBINE NOT ALIGNED indicator comes on if the mode (white RAT legend).
retraction sequence is started and the turbine is not aligned,
- the green RAT STOWED indicator comes on when the RAT is fully
retracted.
On the RAT stow panel, a set of "FAULTY STATUS" indicators turn
red to indicate the related fault:
- STOW SOLENOID VALVE,
- ACTUATOR PRESSURE SW,
- TURBINE ALIGNED SW,
- RAT DEPLOYED SW,

- RAT STOWED SW,
- STOW PANEL.
Retraction Sequence Description
When the A/C is on ground, the RAT is stowed and locked using the
controls on the RAT stow panel.
The retract sequence starts when:
- the turbine of the RAT is correctly aligned,
- the 28 VDC ON/OFF switch is in the ON position and,
- the STOW RESET switch is maintained in the STOW position.
RAT RETRACTION - STOW PANEL DESCRIPTION & RETRACTION SEQUENCE DESCRIPTION
ELECTRICAL POWER SYSTEM MAINTENANCE (3)

EPGS Tests
The Electrical Power Generation System (EPGS) menu gives access to
electrical AC sources.
OMS Interactive Tests Overview
The electrical power system has the following interactive BITE/system
tests via CMS application:
- Safety test,
- System test,
- System identification.
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
Safety Test
Safety tests are integrated tests of the EGPS.
Safety test is triggered either according to an input command from
AFDX, or manually through BITE interactive mode (from OMS).
Note that before applying the safety test for EPGS APU 1 or 2, you
must confirm that the APU is not running.
System Test
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
This test is used to do a check of the integrity of the EPGS, in order

to help fault isolation during maintenance operation.
This test automatically starts a safety test and the data bus test of the
system.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) ELECTRICAL POWER SYSTEM MAINTENANCE (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
EPGS TESTS - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

ESBF Tests
The Electrical System Bite Function (ESBF) menu gives access to ESBFs
tests.
The electrical power system has the following interactive tests:
- Electrical Load Management (ELM) operation,
- System test,
- ELM activity dump,
- ELM configuration dump,
- Circuit Breaker Management (CBM) configuration dump.
or PMAT).
ELM Operation
The ELM application BITE sends maintenance signals to the ESBF,
which collects and transmits BITE information to the OMS.
System Test
The system test is used to check of the ELM, CBM and Electrical
ESG application.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
ELM Activity Dump

The function of the ELM activity dump is to test the ELM activity
applications transfer.
ELM Configuration Dump
The function of the ELM configuration dump is to test the ELM
configuration applications transfer.
CBM Configuration Dump
The function of the CBM configuration dump is to test the CBM
configuration applications transfer.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
ESBF TESTS - OMS INTERACTIVE TESTS OVERVIEW ... CBM CONFIGURATION DUMP

PEPDC Tests
The Primary Electrical Power Distribution Centre (PEPDC) menu gives
access to PEPDC tests.
- Safety test,
- System Test
or PMAT).
Safety Test
The safety test is applicable on the parts of the software or hardware,
which can have dormant failures. These failures can have impact on
the safety objectives. The safety test is done on ground at each
power-on and automatically according to a periodicity determined by
safety analysis.
System Test
The system test is the most exhaustive test and shall also activate the
safety test.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
PEPDC TESTS - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

SEPDC - AC Tests
The Secondary Electrical Power Distribution Centre (SEPDC) menu
gives access to SEPDC AC tests.
- Safety test,
- System Test
or PMAT).
Safety Test
safety analysis.
System Test
This test checks the integrity of the SEPDC-AC rack in order to help
fault isolation during maintenance operation.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
system.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
SEPDC - AC TESTS - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

SPDB 1 To 6 Tests
The Secondary Power Distribution Boxe (SPDB) 1 to 6 menu gives access
to SPDB 1 to 6 tests.
- Safety test,
- System Test
or PMAT).
Safety Test
safety analysis.
System Test
This test does a check of the integrity of the SPDB in order to help
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
system.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
SPDB 1 TO 6 TESTS - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

SPDB 7-8 Tests
The SPDB 7 and 8 menu gives access to SPDB 7 and 8 tests.
- Safety test,
- System Test
or PMAT).
Safety Test
safety analysis.
System Test
This test does a check of the integrity of the SPDB in order to help
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
system.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
SPDB 7-8 TESTS - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

the high oil-level mark, do the oil servicing. Then, on the ECAM SD,
VFG Oil check the following oil level related messages:
- LOW OIL LEVEL,
The following part describes the principal tasks to do concerning the
- FULL/OVERFILL OIL LEVEL.
Variable Frequency Generator (VFG) oil.
Visual Inspection of the VFG for Oil Leakage and Check of
the Electrical Circuits
Visual inspection for oil leakage has to be done on the VFG fittings,
the external oil lines and the VFG air/oil heat exchanger.
If any leakage is found, the related fitting or the air/oil heat exchanger
has to be replaced.
Then, make sure that the wiring harnesses are in correct condition and
that electrical connectors are correctly connected.
Inspection of the VFG Oil Filter
After removing the VFG oil filter, the inspection of the oil filter can
have many results:
- If the oil condition in the filter element or in the filter cover is not
correct, a sampling of the VFG oil for analysis has to be done.
- If the filter element does not show signs of metal particles, check
the differential pressure indicator, if it is extended, the VFG must be
replaced, if the differential pressure indicator is not extended, install
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
the VFG oil filter.

- If the filter element shows bright metal deposits, the VFG must be
replaced.
- If the filter element or the O-rings are damaged, replace the VFG
and the air/oil heat exchanger; install the tubes after cleaning them.
Visual Inspection of the VFG Oil Level
The oil level must be checked for a minimum of 5 minutes after the
engine shutdown in order to be stable. On the sight-glass, examine
the oil level. If the oil level is below the low oil-level mark or above
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
VFG OIL - VISUAL INSPECTION OF THE VFG FOR OIL LEAKAGE AND CHECK OF THE ELECTRICAL CIRCUITS ... VISUAL INSPECTION
OF THE VFG OIL LEVEL

VFG Oil (continued)
Filling of the VFG with Oil or Addition of Oil after a Level
Check
In order to fill the VFG with oil, the VFG case must be depressurized.
For this, the overflow drain hose has to be connected to the overflow
drain valve. The end of the overflow drain hose should be put on a
container. Some oil can come out of the hose when connecting it.
Then connect the pressure fill hose to the pressure fill valve. Fill the
VFG with filtered engine oil with a maximum pressure of 35 psi.
When the oil quantity collected from the overflow drain hose is 1 liter,
stop filling procedure.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
VFG OIL - FILLING OF THE VFG WITH OIL OR ADDITION OF OIL AFTER A LEVEL CHECK

VFG Oil (continued)
Draining of the Oil from the VFG
To drain the oil from the VFG, the VFG case must be depressurized
first. This is done by connecting the overflow drain hose to the
overflow drain valve. The end of the hose must be in a container.
Then, remove the case drain plug and the O-ring and discard it. The
oil is drained. If you find a contamination on the magnetic end of the
plug, clean the drain plug, and if the contamination is heavy, check
the filter.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
VFG OIL - DRAINING OF THE OIL FROM THE VFG

Removal of PEDMU, RCCBM, PCDM or SRPS
This topic describes how to remove a Remote Control Circuit Breaker
Module (RCCBM) from the Primary Electrical Power Distribution Centre
(PEPDC). The same procedure is used for the removal of a Primary
Contactor Drive Module (PCDM), Primary Electrical Distribution
Management Unit (PEDMU) or Safe Redundant Power Supply (SRPS).
Safety Precautions
Before removing the RCCBM, some precautions must be taken:
Make sure that no AC or DC power source is connected to the aircraft
electrical circuits, this is to prevent a reset of the PEPDC. On the
overhead panel, make sure that BAT 1, BAT 2, ESS BAT, APU BAT,
GEN 1, GEN 2, GEN 3, GEN 4, EXT 1, EXT 2, EXT 3, and EXT 4
P/BSWs are released, and put a warning notice indicating to not
operate them. Make sure that external power connectors are not
connected to the receptacles, and put a notice indicating not to connect
them.
Procedure
To remove the RCCBM, loosen the two captive screws that safety the
RCCBM to the frame of the PEPDC. Then open the two extractors
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
and remove the RCCBM.
L1W06161 - L0KT0T0 - LM24Y1MAINT0001
REMOVAL OF PEDMU, RCCBM, PCDM OR SRPS - SAFETY PRECAUTIONS & PROCEDURE
OPERATION, CONTROL & INDICATING (3)

General
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) OPERATION, CONTROL & INDICATING (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
GENERAL

Power Up & Sources Reconfiguration
Power Up
Reconfiguration on Ground
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
POWER UP & SOURCES RECONFIGURATION - POWER UP & RECONFIGURATION ON GROUND

Electrical Power control panel
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
ELECTRICAL POWER CONTROL PANEL

Emergency Configuration
DC Reconfiguration
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
EMERGENCY CONFIGURATION & DC RECONFIGURATION

ECAM Pages
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
ECAM PAGES

Power Distribution Control System
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
POWER DISTRIBUTION CONTROL SYSTEM
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301

Bite
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
L1W06161 - L0KT0T0 - LM24O1LEVEL0301
BITE
COMPONENT LOCATION (3)

L1W06161 - L0KT0T0 - LM24C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006
AC Variable Frequency Generator (VFG)

A/C ZONE 400
AC Main Generation (GGPCU)
A/C ZONE 120
AC Auxiliary Generation (APU Generator, GGPCU)
A/C ZONE 120
A/C ZONE 315
AC Emergency Generation (Electrical RAT, GCU)
A/C ZONE 531
A/C ZONE 260
AC Essential Generation Switching
A/C ZONE 260
AC Essential Generation Switching
A/C ZONE 120
L1W06161 - L0KT0T0 - LM24C1LEVEL0301
Static Inverter AC Generation

A/C ZONE 262
DC Main Generation (BCRU, TR)
A/C ZONE 120
A/C ZONE 162
DC Emergency Generation (BCRU)
A/C ZONE 260 A/C ZONE 120
DC Essential & Normal Generation Switching DC Essential Distribution
A/C ZONE 120 Refueling on Battery
Battery DC Generation (BAT) A/C ZONE 120
A/C ZONE 120 Primary & Secondary Power Distribution Interface
A/C ZONE 160
Primary Power Distribution (PEPDC)
External Power
A/C ZONE 120
A/C ZONE 120
Secondary Power Distribution (SEPDC)
DC Ground Service Bus Control
A/C ZONE 120
A/C ZONE 120
Cabin & Cargo Power Distribution (SPDB)
AC Main Distribution
A/C ZONE 220
L1W06161 - L0KT0T0 - LM24C1LEVEL0301
AC Essential Distribution A/C ZONE 240

Galley Supply
A/C ZONE 120
DC Main Distribution

L1W06161 - L0KT0T0 - LM24C1LEVEL0301
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

LEVEL III - ATA 24 Electrical Power

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LEVEL III - ATA 24 Electrical Power

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A380

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

LEVEL III - ATA 24 ELECTRICAL POWER

NETWORK ARCHITECTURE DESCRIPTION (3)

also manage battery charging.

ELECTRICAL NETWORK ARCHITECTURE

NETWORK ARCHITECTURE DESCRIPTION (3)

NETWORK ARCHITECTURE DESCRIPTION (3)

TABLE OF PRIORITY - PARTICULAR TABLE OF PRIORITY

NETWORK ARCHITECTURE DESCRIPTION (3)

ELECTRICAL NETWORK CONFIGURATION

NETWORK ARCHITECTURE DESCRIPTION (3)

ELECTRICAL NETWORK CONFIGURATION - ONE EXTERNAL POWER

NETWORK ARCHITECTURE DESCRIPTION (3)

ELECTRICAL NETWORK CONFIGURATION - TWO EXTERNAL POWERS

NETWORK ARCHITECTURE DESCRIPTION (3)

ELECTRICAL NETWORK CONFIGURATION - APU GENERATORS

NETWORK ARCHITECTURE DESCRIPTION (3)

ELECTRICAL NETWORK CONFIGURATION - NORMAL FLIGHT CONFIGURATION

NETWORK ARCHITECTURE DESCRIPTION (3)

NETWORK ARCHITECTURE DESCRIPTION (3)

AC ABNORMAL CONFIGURATION - THREE GEN LOST

NETWORK ARCHITECTURE DESCRIPTION (3)

AC ABNORMAL CONFIGURATION - EMERGENCY CONFIGURATION

NETWORK ARCHITECTURE DESCRIPTION (3)

NETWORK ARCHITECTURE DESCRIPTION (3)

DC ABNORMAL CONFIGURATION - DC SOURCES SIDE 2 LOST

NETWORK ARCHITECTURE DESCRIPTION (3)

DC ABNORMAL CONFIGURATION - BCRU ESS LOST

NETWORK ARCHITECTURE DESCRIPTION (3)

DC ABNORMAL CONFIGURATION - BATTERY 1 LOST

NETWORK ARCHITECTURE DESCRIPTION (3)

GALLEY NETWORK ARCHITECTURE

PEPDC ARCHITECTURE DESCRIPTION (3)

PEPDC ARCHITECTURE DESCRIPTION (3)

PEPDC ARCHITECTURE DESCRIPTION (3)

PEPDC ARCHITECTURE DESCRIPTION (3)

PEPDC ARCHITECTURE DESCRIPTION (3)

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

VFG PHYSICAL CONNECTIONS

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

VFG MANAGEMENT - GGPCU POWER SUPPLY ... BITE FUNCTION

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VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

LINE CONTACTORS MANAGEMENT - GENERATOR LINE CONTACTORS

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

LINE CONTACTORS MANAGEMENT - TRANSFER CIRCUIT CONTACTORS

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

VFG OIL COOLING

VARIABLE FREQUENCY GENERATOR DESCRIPTION (3)

VFG OIL MONITORING - OIL LEVEL ... OIL FILTER

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APU GENERATOR DESCRIPTION (3)

APU GENERATOR DESCRIPTION (3)

Control and Protection the failure,

APU GENERATOR MANAGEMENT - VOLTAGE REGULATION ... GGPCU POWER SUPPLY

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APU GENERATOR DESCRIPTION (3)

- Generator fault detection appears.

GENERATOR LINE CONTACTOR MANAGEMENT