EPS 7 - Power Distribution

CW507 Bachelor of Engineering in Aircraft Systems
Aircraft Systems
Mike Mahon
Institute of Technology Carlow
Power Distribution
 Power Distribution
 An organized distribution system throughout an aircraft is essential in
order for the power available at the appropriate generating sources to
be made available at the inputs of the power consuming equipment.
 The manner in which power distribution is arranged is dependent on:
 The type of aircraft.
 Its electrical system.
 The number of components.
 The location of consumer components.
 Aircraft power distribution systems are configured to allow the
maximum flexibility in their management if a component or system
failure occurs.
Electrical Power Systems 1

Power Distribution
Busbars
 Busbars
 In most types of aircraft, the output from the generating sources is
coupled to one or more low impedance conductors known as busbars.
 These are usually situated in junction boxes or distribution panels
located at central points within the aircraft.
 They provide a convenient means for connecting positive supplies to
the various consumer circuits.
 Busbars vary in form depending on the electrical power requirements
of the particular aircraft type.
 They are often formed of thick strips of copper with holes at
appropriate intervals for attaching one side of a protection device.
Busbars
 Busbars
 Busbars can alternatively be made from heavy
gauge wire.
 The busbar can be supplied from one or more
power sources, i.e. generators, inverters,
transformer rectifier units (TRUs) or batteries.
 Protection devices (fuses or circuit breakers), are
connected in series with a specific system to
remove power if an overload condition arises. Different shapes and
sizes of copper busbars
 A means of protecting the power source and
feeder lines to the busbar is typically also
provided.

Power Distribution
Busbar Systems
 Busbar Systems
 A distribution system must be capable of dealing with a power source
or a power consumer system operating under abnormal conditions.
 The requirements and abnormal conditions of an aircraft distribution
system may be summarised as:
1. Power consuming equipment must not be deprived of power in the event
of power source failures unless the total power demand exceeds the
available supply.
2. Faults on the distribution system (e.g. fault currents, grounding or
earthing at a busbar, etc.) should have a minimum effect on system
functioning, and should constitute minimum possible fire risk.
3. Power consuming equipment faults must not endanger the supply of
power to other equipment.
Busbar Systems
 Busbar Systems
 The requirements listed on the previous slide are met in a combined
manner by a combination of methods:
 By paralleling generators where appropriate.
 By providing adequate circuit protection devices.
 By isolating faulted generators from the distribution system.
 By arranging busbars and distribution circuits so that they may be fed from
different power sources.
 The management of potential failures is addressed by categorizing the
various loads and disconnecting them in a predetermined sequence.
 It is usual to categorize all consumer services into their order of
importance: vital, essential and non-essential.

Power Distribution
Busbar Systems
 Busbar Systems
 Vital services are those which are required for the safe landing of the
aircraft, e.g. radios, fuel control, landing gear and fire protection.
 These services are connected directly to the battery through the
battery bus.
 Essential services are those required to ensure the continued safe
operation of the aircraft, e.g. flight instruments.
 These services are connected to the essential bus in such a way that
they can always be supplied from a generator or batteries.
 Non-essential services are those which can be isolated for load
shedding purposes e.g. in-flight entertainment and main cabin lights.
 These services can be disconnected and isolated without affecting the
safe operation of the flight and are connected to the main bus.
Busbar Systems
 Busbar Systems
Busbar system

Power Distribution
Busbar Systems
 Busbar Systems
 The power distribution system on the previous slide is one in which the
power supplies are 28 V DC from engine driven generators operating in
parallel, 115 V 400 Hz AC from inverters and 28 V DC from batteries.
 Each generator has its own busbar to which are connected the non-
essential consumer services.
 Both busbars are in turn connected to a single busbar which supplies
power to the essential services and with both generators operating.
 Therefore all consumers requiring DC power are supplied.
 The essential services busbar is also connected to the battery busbar
ensuring that the batteries are maintained in the charged condition.
Busbar Systems
 Busbar Systems
 In the event that one generator should fail it is automatically isolated
from its respective busbar and all busbar loads are then taken over by
the operative generator.
 Should both generators fail however, non-essential consumers can no
longer be supplied.
 The batteries will automatically supply power to the essential services
and keep them operating for pre-determined period.
 This is calculated on the basis of consumer load requirements and
battery state of charge.

Power Distribution
DC Electrical System
 Ammeter Configurations
Left-zero ammeter measures alternator output current only
Centre-zero ammeter measures current flow to or from the battery
 Possible Faults
 Overheat:
 An overheat thermostat is fitted in most aircraft generators to sense cooling
air exhaust temperature. This will cause a warning light on the flight deck to
illuminate if the temperature exceeds typically 160 C. The generator should
be manually switched off if this occurs.
 Seizure:
 In the event the generator seizes due to a mechanical fault, a quill drive is
fitted between the engine and the generator to shear and automatically
disconnect the engine from the generator.
 High Reverse Currents:
 High reverse currents are protected against by using a reverse current circuit
breaker.

Power Distribution
 Possible Faults
 Over Voltage:
 This condition is typically caused by a malfunction of the voltage regulator
and may cause damage to the loads and battery if allowed to continue. An
over voltage sensor is fitted in the system, which will trip the generator off
the busbar and de-excite its field. One reset attempt is normally allowed.
 Under Voltage:
 The under voltage condition is protected for by using a differential cut-out
circuit.
Single Engine DC Electrical System
 Single Engine DC Electrical System

 A simple busbar distribution system for a single engine aircraft is fed by
the battery and controlled by a battery master switch.
 Since the current supplied from the battery to the bus is very high, a
heavy duty relay or contactor is often used.
 The battery master switch activates the contactor when power is
required on the bus.
Battery busbar schematic


Power Distribution

 For GA aircraft the battery is normally
used for an engine start and the
connection for this is taken before the bus
to minimize IR losses.
 A variation of the simple battery bus is
the split avionic bus.
 This arrangement isolates electronic
devices from heavy surges during engine
start, or when using external power to
start the engine.
 It is normal practice for the battery
charge/discharge current to be monitored
via an ammeter.
Split avionic bus schematic
Alternator/busbar schematic

Power Distribution
Single engine DC electrical system schematic

Twin Engine DC Electrical System
 Twin Engine DC Electrical System
Typical twin engine DC electrical system

Power Distribution
 Twin Engine DC Electrical System

 On a multi-engine aircraft a generator is normally fitted to each engine.
 The generators are usually connected in parallel and supply the loads
together so that:
 There will be no break in the supplies if a generator fails.
 The system can handle the switching of high transient loads.
 The generators can share the loads equally to improve their life expectancy.
 Each generator is fitted with an ammeter so that the flight crew can
check that the load sharing is correct.
 If the generator control switch for either generator is in the ON
position, the generator line contactor (GLC) closes connecting the
generator to the busbar.
 Load Sharing Operation
Simple twin engine load sharing (equalizing) system using carbon pile regulators

Power Distribution

 In multi-engine aircraft, it is generally desirable that the generators
driven by each engine should operate in parallel.
 This ensures that in the event of an engine or generator failure, there is
no interruption of the primary power supply.
 Parallel operation requires that generators carry equal shares of the
system load, and so their output voltages must be as near equal as
possible under all operating conditions.
 As variations in output and electrical loads can occur, it is essential to
provide voltage regulation circuits having the function of maintaining
balanced outputs and load sharing.

 In the twin engine equalizing system the generators are interconnected
on their negative sides via equalizing coils (CE).
 Each coil forms part of the individual voltage regulator circuit.
 The resistances R1 and R2 represent the resistances of the negative
sections (interpole windings) of the generators.
 Under balanced load sharing conditions the voltage drop across each
section will be the same, i.e. V1 = I1R1 and V2 = I2R2.
 Thus, the net voltage drop will be zero and so no current will flow
through the equalizing coils.

Power Distribution

 Assuming generator 1 is providing a larger share of the total load than
generator 2, the voltage drop V1 will be greater than V2.
 Therefore the negative section of generator 1 will be at a lower
potential than the negative section of generator 2.
 As a result, a current IE will flow through the equalizing coils which are
wound on the same magnetic cores as the voltage coils of the carbon
pile regulators.
 The current IE flows in a direction opposite to that flowing through the
regulator voltage coil of generator 2, but in the same direction as the
current through the regulator voltage coil of generator 1.

 The magnetic effect of the regulator voltage coil of generator 2 will be
weakened resulting in a decrease in carbon pile resistance.
 The output voltage of generator 2 subsequently increases enabling it to
take more of the load.
 The magnetic effect of the regulator voltage coil of generator 1 is
strengthened thereby increasing carbon pile resistance.
 The output voltage of generator 1 subsequently decreases causing it to
shed some of its load.
 The variations in output of each generator continues until the balanced
load sharing condition is once again restored, whereby the equalizing-
circuit loop ceases to carry current.

Power Distribution
AC Electrical System
 DC Power Supplies
 In an AC electrical system, DC
power supplies are derived
from transformer rectifier units
(TRUs) supplied from the 200 V
AC busbars.
 The TRUs are normally run in
parallel and some systems have
isolation relays installed to
separate the DC busbars during
fault conditions.
DC power supplies in an AC electrical system
Frequency-Wild AC System
 Frequency-Wild AC System
A typical frequency-wild AC system

Power Distribution
 Frequency-Wild AC System
 The AC generators are fitted directly to each engine, and unless the
engines run at a constant speed, the output frequency varies.
 The output frequency from each generator is normally 200 V three-
phase and varies in frequency between 280 and 540 Hz, which
corresponds respectively to low and high engine RPM.
 The generators in this system should not be run in parallel under any
circumstances.
 Their AC output is normally used to feed heating elements only as the
elements are purely resistive and unaffected by changes in frequency.
 In some systems, part of the frequency-wild output is rectified in a
transformer rectifier unit (TRU) and provides an alternative DC supply.
 DC supplies may be paralleled provided that the voltages are matched.
 Operation
A typical frequency-wild AC system

Power Distribution
 Operation
 With the engine started and running, the generator is initially excited
by a separate power source (either the battery or ground power).
 This is achieved by switching the generator control switch to RESET and
thus closing the field relay.
 When the generator produces an output, part of it is fed back through
the voltage regulator and rectifier to provide the generator field.
 Once the generator is operating at its regulated output voltage, the line
contactor closes and the generator warning light goes out.
 Moving the control switch to the ON position subsequently de-excites
the field relay and removes the source of the initial excitation current.
 The generator will now be fully self excited, and the voltage regulator
will continue to adjust the field current for varying speed conditions.
 Possible Faults
 Overheat:
 If the generator overheats due to inadequate cooling or overload, a warning
light alerts flight crew and the generator should be manually switched off.
 Earth Leakage:
 If there is low insulation in the alternator system or loads, a warning light
illuminates. If this occurs, the generator should be switched off.
 Under Voltage:
 This fault normally uses the same warning light as that used for an earth
leakage fault. The voltmeter should be used to discriminate between an
earth leakage fault and an under voltage fault.
 Over Voltage:
 If an over voltage condition occurs, a sensing circuit automatically de-excites
the generator and removes if from the busbar.

Power Distribution
Split Busbar AC System
 Split Busbar AC System
A typical split busbar AC system

 This is a completely isolated twin generation system, sometimes called
a non-parallel system used on twin-engine aircraft.
 The power supply can be derived from four sources: two engine driven
IDGs, an APU and an external ground receptacle.
 These sources should never be paralleled at any time.
 The advantage of a split-bus system is that the generators do not need
to be operating at exactly the same frequency and can be running out
of phase with each other.
 Under normal operation, the generators independently feed the left
and right section loads of the electrical system.

Power Distribution

 The loads fed by these generators are normally indicated on ammeters
fitted to each generator output.
 The APU is used to drive a third generator, which can supply the
electrical power necessary for ground operations or act as a substitute
for a failed engine driven generator.
 External power can also be used instead of APU power on the ground,
but not simultaneously.
 Secondary power is derived from step-down transformers to AC
voltage, and transformer rectifier units (TRUs) provide DC voltage for
the DC busbars and battery charging.
 Operation
 On most aircraft, the APU is started by an electrical starter, which is
supplied from its own dedicated battery or from the aircraft battery.
 When the APU is up and running, it is selected by the APU generator
circuit breaker (GCB) to feed the No. 1 and No. 2 main AC busbars.
 The APU generator then supplies all of the aircraft AC requirements,
and the transformer rectifier units (TRUs) supply any DC requirements.
 When the No. 1 engine is started, its dedicated IDG produces a 200 V
400 Hz three-phase supply and feeds the No. 1 main AC busbar.
 However, before it can supply this busbar, the APU power must be
removed from the No. 1 main AC busbar.

Power Distribution
 Operation
 This achieved by opening the appropriate GCB, followed by the closing
of the No. 1 IDG GCB.
 The No. 1 IDG now feeds the No. 1 main AC busbar and the APU
generator continues to feed the No. 2 main AC busbar.
 When the No. 2 engine is running, the APU generator supply must first
be removed before the No. 2 IDG feeds the No. 2 main AC busbar.
 At this point, the APU is no longer needed to feed the electrical system
and is shut down.
 Both engine driven IDG AC supplies now operate independently of each
other and are kept separated by the bus tie breaker (BTB).
 Operation
 If one IDG fails, the BTB between the two systems automatically closes
and the serviceable generator feeds both of the main AC busbars.
 If the APU is started again, it substitutes for the failed generator and
the BTB opens.
 The main aircraft DC supply is maintained by two TRUs (one for each
IDG), as follows:
 The No. 1 TRU feeds the essential DC busbar.
 The No. 2 TRU feeds the non-essential DC busbar.
 The TRUs are kept independent from each other by an isolation relay.
 If either TRU fails, the isolation relay between the two sides
automatically closes, and the serviceable TRU feeds both busbars.

Power Distribution
 Operation
 The essential AC busbar may be powered from the No. 1 DC busbar
through the use of a static inverter if necessary.
 The batteries are directly connected to the battery busbar and this is
interconnected with the No. 1 DC busbar through the battery relay.
 In the event of both generators failing during flight load shedding will
occur to ensure power is supplied to the vital loads for a period of time.
 The non-essential AC and DC loads will be shed first followed by the
essential AC and DC loads if necessary, leaving just the vital loads.
 Possible Faults
 Over Voltage:
 If this type of fault is allowed to persist, it could cause serious damage to
cable insulation and components.
 Differential Protection:
 This type of protection monitors a line-to-line or line-to-earth fault, which
normally occurs inside the IDG.
 Over Frequency:
 If this fault is allowed to continue, it may damage any capacitive circuits due
to high currents.
 Under Frequency:
 This fault causes high currents and the overheating of inductive circuits.

Power Distribution
 Possible Faults
 Generator Overheat:
 The generator may overheat due to frictional heating or inefficient cooling.
If this occurs the system must be manually switched off.
 IDG Disconnect (CSDU Disconnect):
 The oil pressure and temperature of the IDG is monitored. If the pressure
drops and the temperature rises, the flight crew may disconnect the IDG. It
can only be manually reset on the ground with the engine stopped.
 Generator Bearing Failure:
 If excessive clearance exists in the bearings of the engine or APU generators,
the flight crew will be alerted to a warning light on the flight deck.
 Resetting:
 Many of the electrical faults mentioned may be reset. Usually only one reset
is allowed.
 Control
Typical control panel features for a split bus system

Power Distribution
 Control
 Control of the system is via a number of switches, control breakers and
relays arranged to connect and disconnect the generators and busbars:
 Ammeters indicate load current for the main generators.
 Ground power available light (blue) indicates when an external power
supply is connected.
 Ground power on/off switch is used to select ground power onto the
aircraft.
 Transfer bus off light (amber) indicates when the transfer relay is de-
energized.
 Bus off light (amber) indicates when both the GCB and BTB are open.
 Generator bus off light (blue) indicates if the GCB is open.
 APU generator bus off light (blue) indicates the APU is running at >95% RPM
but there is no power from generator.
Parallel Busbar AC System
 Parallel Busbar AC System
A typical parallel busbar AC system

Power Distribution

 The parallel busbar system is used on larger passenger aircraft with
three or four engines.
 The generators are fitted on each engine and are normally run in
parallel.
 The AC generator and the CSDU are combined to form an IDG.
 The APU also drives a generator, which is capable of supplying power
on the ground and at altitudes up to approximately 35,000 ft.
 The APU may experience difficulties in starting at altitudes above
25,000 ft.

 Some aircraft also have emergency ram air turbines, which can be
deployed in an emergency.
 On most aircraft, only the engine driven generators can normally be
paralleled.
 Any generator can supply any load bus to provide equal load sharing.
 The APU or the ground power unit cannot be paralleled with the engine
driven generators or each other.
 Circuit interlocks prevent this from occurring in the case of incorrect
system management.

Power Distribution

 The parallel busbar AC system has a number of advantages and
disadvantages over the split busbar AC system.
 Advantages:
 This system provides a continuity of electrical supply.
 It prolongs the generator life expectancy, since each generator is normally
run on part load.
 It readily absorbs large transient loads.
 Disadvantages:
 Expensive protection circuitry is required since any single fault may
propagate through the complete system.
 Parallel operation does not meet the requirements for totally independent
supplies.
 Operation
 When GROUND POWER is selected, the ground power breaker (GPB)
closes and allows the ground power to feed the generator busbars.
 With the No. 1 engine running, its generator is excited when the
generator control relay (GCR) is closed, which enables the generator to
provide an output.
 On closing the generator switch, the external services breaker (ESB)
opens, removing ground power.
 The No. 1 generator circuit breaker (GCB) closes allowing the No. 1
generator to supply the necessary aircraft power.

Power Distribution
 Operation
 With the No. 2 engine running, and its generator producing the
necessary output, it can be paralleled with the No. 1 generator.
 This is achieved via the synchronising busbars by closing the No. 2
generators GCB providing all paralleling conditions are met.
 Both generators must share the real and reactive loads equally and
these are monitored on individual generator meters on the flight deck.

Power Distribution

EPS 7 - Power Distribution

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CW507 Bachelor of Engineering in Aircraft Systems

Electrical Power Systems 1

Electrical Power Systems 1

Electrical Power Systems 2

Electrical Power Systems 3

Electrical Power Systems 2

Electrical Power Systems 4

Electrical Power Systems 5

Electrical Power Systems 3

Electrical Power Systems 6

Electrical Power Systems 7

Electrical Power Systems 4

Electrical Power Systems 8

Electrical Power Systems 9

Electrical Power Systems 5

Left-zero ammeter measures alternator output current only

Centre-zero ammeter measures current flow to or from the battery

Electrical Power Systems 10

Electrical Power Systems 11

Electrical Power Systems 6

Electrical Power Systems 12

Single Engine DC Electrical System

 Single Engine DC Electrical System

Battery busbar schematic

Electrical Power Systems 7

Single Engine DC Electrical System

 Single Engine DC Electrical System

Single Engine DC Electrical System

 Single Engine DC Electrical System

Electrical Power Systems 8

Single Engine DC Electrical System

 Single Engine DC Electrical System

Single engine DC electrical system schematic

Twin Engine DC Electrical System

 Twin Engine DC Electrical System

Typical twin engine DC electrical system

Electrical Power Systems 17

Electrical Power Systems 9

Twin Engine DC Electrical System

 Twin Engine DC Electrical System

Electrical Power Systems 18

Twin Engine DC Electrical System

 Load Sharing Operation

Electrical Power Systems 19

Electrical Power Systems 10

Twin Engine DC Electrical System

 Load Sharing Operation

Electrical Power Systems 20

Twin Engine DC Electrical System

 Load Sharing Operation

Electrical Power Systems 21

Electrical Power Systems 11

Twin Engine DC Electrical System

 Load Sharing Operation

Electrical Power Systems 22

Twin Engine DC Electrical System

 Load Sharing Operation

Electrical Power Systems 23

Electrical Power Systems 12

DC power supplies in an AC electrical system

Electrical Power Systems 24

A typical frequency-wild AC system

Electrical Power Systems 25