Airbus 24 A300 A310 Electrical Power

MTT M540000 / R3.3 01AUG01MTT M540000 / R3.3 01AUG01For Training Purposes OnlyFor Training Purposes Only

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ATA 24ATA 24Electrical PowerElectrical Power


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ELECTRICAL POWER -GENERAL


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A300/A310 IDG System - IDG and GCU - GeneralDESCRIPTION

Integrated Drive Generators (IDGs)

The IDG connected to each engine consists of a constant speed driveunit and a generator. The constant speed drive unit converts the variableengine speed to a constant generator rotation speed. Generatorfrequency is maintained at 400 Hz.

The IDG has a self-contained lubrication system. The oil is cooled by anair-oil and a fuel-oil heat exchanger attached to the engine.

Generator Control Units (GCUs)

Three GCUs are installed, one for each IDG and one for the APUgenerator. They provide the following functions:

• Voltage regulation.

• Control protection functions.

- An overvoltage, under-voltage, over-frequency, under frequencyor differential fault de-energizes the generator and opens thegen-erator line contactor. Same applies when the appropriateENG FIRE handle is pulled.

- The phase sequence protection prevents closure of thegenerator line contactor in case of an incor-rect phasesequence.

• Warnings and indications.

GEN 1, GEN 2 and APU GEN are associated with a generator controlunit which provides voltage regulation and protection against thefollowing faults:

FAULTS EFFECTS

Overvoltage

Undervoltage

Overfrequency

Underfrequency

Differential faults

Line contactor opensGenerator isde-energized

Incorrect phase sequence Line contactor opens


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Electrical Power - Component Location


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A300/Some A310 AC Power Generation - Power Sources and ControlsGeneration

• Generator Drive

The three aircraft generators are driven at constant speed, so thatthe distribution network can be supplied with a fixed frequency.

Each engine generator is driven by means of an integratedhydromechanical speed regulator (IDG: Integrated DriveGenerator).

The auxiliary generator is directly driven at constant speed by theAPU. In the event of mechanical failure, an IDG can bedisconnected by means of a PUSH to DISC IDG pushbuttonprotected by a guard and located on ELEC PWR panel on overheadpanel.

It is to be noted that the disconnection mechanism can be resetonly on ground with engine shut down. It cannot be activated withengine not running.

• Generator and Generator Control Unit

Each generator delivering 3 - phase 115/200 VAC/400 Hz voltage iscontrolled by means of the GEN pushbutton switch located onELEC PWR panel on flight compartment overhead panel and via agenerator control Unit (GCU).

The GCU main functions are:

- to control the generator voltage by regulating the exitationcurrent

- to protect the network and the generator by controlling theassociated line contactor and generator energization.

- to control the warnings associated with the correspondingchannel.

Further to triggering of a protection device (except differentialprotection) it is possible to reset the system by pressing to releasethe GEN pushbutton switch (OFF/R selection).

Each GCU includes an integrated test and self monitoring systemwhich analyses most of the defects affecting the channel andmemorizes the corresponding data in a non-volatile memory, via theground power control unit (GPCU).

• Static inverter

The static inverter transforms the direct current voltage (28VDC)from the essential bus (DC ESS BUS) into a single phase (115V400Hz) alternating current.

The static inverter starts automatically in the event of AC essentialbus loss to supply the emergency bus (AC EMER BUS).

• Standby generator and generator control unit (GCU)

The standby generator is driven by a hydraulic motor powered bythe Green hydraulic system, the whole forming a single assembly.

Its nominal alternating current 3-phase power under 115 v is 5 Kvaand direct current power under 28 v is 50A.

The generator is controlled and protected by a generator controlunit (GCU) which provides alternating current and frequencyregulations.

The standby generator starts automatically in the event of loss ofboth main generation sources or of the auxiliary generation tosupply the essential buses (AC ESS BUS 3XP-2), the alternatingcurrent emergency bus (AC EMER BUS) and the direct currentessential bus (DC ESS BUS).


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A300/Some A310 AC Power Generation - Power Sources and Controls


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A300/A310 Electrical Power Generation - Transfer Circuit

Transfer Circuit

The transfer circuit enables supply of both or either AC electrical network(S) from one of the four power sources (GEN 1, GEN 2, APU GEN, EXTPWR) via the transfer contactors (BTC). The BTC control is entirelyautomatic and depends only on the availability of these sources.

The BTC No. 1 closes• when the generator is not available, in order to supply network 1

from another power source (generator 2, auxiliary generator orground power unit).

• to supply network 2 from generator 1, if generator 2, auxiliarygenerator and electrical ground power unit are not available.

BTC No.2 control is symmetrical.

Networks 1 and 2 are supplied in priority order:• by the corresponding generator• by the electrical ground power unit• by the auxiliary generator• or by the other generator.

NOTE: The BTC is locked out when a DP fault exists in zone 2 in orderto isolate the faulty section of the circuit.


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A300/A310 Electrical Power Generation - Transfer Circuit BTC1/2


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Distribution

The alternating current distribution network can be divided into twoindependent parts.

Network No. 1 comprises normal bus 1 (AC BUS 1) essential bus (ACESS BUS) and emergency bus (AC EMER BUS).

These three busses are supplied in series. The normal 1 and essentialbusses are three phase 115 V/400 Hz busses.

The emergency bus is a single phase 115 V/400 Hz bus.

Network No. 2 includes normal bus 2 (AC BUS 2) which is a three phase115 V/400 Hz bus.

Each above mentioned bus also delivers 26 V/400 Hz power supplythrough 115/26 V transformer.

In the event of normal bus 1 loss, the essential bus can be manuallyrecovered by transfering power supply directly from generator 1 or 2through the ETC 2 or 3.

Transfer is effected by pressing OVRD SUPPLY 1 or 2 pushbuttonswitch under the corresponding guard located on ELEC PWR panel onoverhead panel. It is to be noted that both OVRD SUPPLY pushbuttonswitches have a specific function during the smoke emergencyprocedure.

NOTE: Part of this network can be supplied independently and directlyvia the external ground receptacle to carry out ground serviceoperations.

A300/Some A310 AC Distribution Network - Network Number 1 and 2


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A300/Some A310 AC Distribution Network - Network Number 1 and 2


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A300/A310 DC Power Generation - Generation Sources

Direct Current Generation and Distribution

Direct current is generated by three identical tranformer rectifiers or bythe AC/DC generator standby or by three identical batteries.

• Transformer rectifier

Each transformer rectifier transforms the three phase alternatingcurrent into direct current.

As soon as it is energized, the transformer rectifier operates andsupplies the direct current network via a contactor controlled by acurrent sensor.

This sensor, the function of which is to protect the network and theTR, controls the contactor opening in the event of:

� high reverse current (short circuit) in the distribution bus to TRdirection or TR overheat.

In a normal operating DC power system, a wide dispersion betweenthe transformer rectifiers output currents can be observed, but aslong as no warning is triggered, the system operates within its designlimits.

• Batteries

They are used to:

� supply the essential network in emergency configuration

� to start the APU in flight and on ground.

Each battery is controlled from the ELEC PWR panel on flightcompartment overhead panel by BAT pushbutton switch and via abattery charge controller which enables:

� battery charge control by coupling the battery to the network oruncoupling it from the network

� battery charge monitoring and detection of thermal runaway at itsearly stage

� control of line connection to battery power to recover theessential network in the event of normal supply loss.

The three batteries can be connected to the line either:

� automatically,

� at the beginning of the APU starting sequence.

� when both automatic pilot systems are selected in LANDmode

� or manually, when BAT OVRD pushbutton switch located onELEC PWR panel on flight compartment overhead panel ispressed.

• Standby generator (some A310s)

The standby generator is used to supply the essential network inemergency configuration.

It is automatically selected and has priority on the batteries (except atAPU starting or when LAND mode is selected on both autopilots). Itenables aircraft autonomy without time limitation.


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A300/A310 DC Power Generation - Generation Sources

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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS

Distribution

The direct current distribution network mainly consists of two busses

• the normal bus (DC NORM BUS) supplied by TR's 1 and 2

• the essential bus (DC ESS BUS) supplied by the essential TR.

These two busses are connected by means of a tie contactor (DC BUSTIE) and the direct current network is supplied by the three TR's inparallel. The tie contactor is controlled by the current sensor whichenables protection of the essential network in the event of high currentdetection (short-circuit) from the essential bus (DC ESS BUS) to thenormal bus (DC NOM BUS).

The contactor also opens automatically in the following cases:

• when the two automatic pilots are selected in LAND mode toachieve a LAND III landing capability

• in the event of loss of the two alternating current normal busses (ACBUS 1 and 2). (Ultimate emergency and smoke emergencyconfigurations).

NOTE: Part of the direct current normal network can be suppliedindependently by TR2 directly energized by the external groundreceptacle.


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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS

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A300/A310 External Power Network - Flight/Ground Network

Ground/Flight and Ground Network Supply Control

It is possible to supply part of the aircraft electrical network as follows,directly from the external ground receptacle, and routed through thedifferential protection current transformer (DPCT) on the auxiliarychannel, to carry out ground service operations:

• supply of part of the alternating current network (ground/flightbusses)

• supply of part of the direct current network (ground and groundflight/busses)

without energizing the whole aircraft electrical network.

The aircraft electrical network energization is controlled from the forwardpanel by means of MAINT BUS switch.


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A300/A310 External Power Network - Flight/Ground Network


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A300/A310 External Power Supply - Control Switch and Receptacle

Power Supply—External Ground Receptacle

External Power Supply Control

An external ground receptacle located aft of the nose landing gear wellenables power supply of the aircraft network by means of a 3-phase,400 Hz, 115/200 V ground power unit.

External power supply is controlled from the ELEC PWR panel on flightcompartment overhead panel and via a ground power control unit(GPCU).

The ground power control unit protects the network by controlling theexternal power contactor (EPC) in the event of:

• over/under voltage• over/under frequency• incorrect phase order.

It also includes an integrated test and self monitoring system whichanalyzes most of the defects which may affect the channel andmemorizes the corresponding information in a non-volatile memory.

This information, as well as those memorized in the non-volatilememories of the control units (GCU) of generator 1 or 2 or auxiliarygenerator can be displayed, on the ground only, on an alphanumericaldisplay window located on the front face of the GPCU.

When fault information are memorized, the GPCU activates the BITEDISPLAY GPCU memorized fault annunciator located on maintenancepanel.


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A300/Some A310 Power Generation and Distribution Systems


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A300/A310 Controls and Indication

Controls and indications for each generator are located on the overheadpanel main segment in the flight compartment and are transmitted via theGCU.

The operation of each generator is controlled by ELEC PWR/GENpushbutton switch with two positions:

• OFF/R selected, the pushbutton switch is released out and the WhiteLegend is on: the generator is shut down (de-energized), and the linecontactor is open.

• ON selected, the pushbutton switch is pressed in, the generator isenergized, its rotational speed being high enough. If the electricalparameters are correct, the line contactor closes. The generatorsupplies its network.


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Electrical Power - Controls and Indication

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A300/A310 Generator Pushbutton Switches1. IDG 1 (or 2) DISCONNECTION PUSHBUTTON

- The pushbutton controls the disconnection of the integrated drivegenerator 1 (or 2) from the engine accessory gear box 1 (or 2).

- The pushbutton is normally springloaded out.- When the pushbutton is momentarily pressed, the IDG 1 (or 2) is

disconnected from its drive shaft. It can only be reset on theground, with engine stopped.

- The pressed position must not be held longer than 3 sec. toavoid damage to the disengage mechanism.

2. IDG 1 (or 2) FAULT LIGHTS

A FAULT light comes on Amber, accompanied by ECAM activationwhen:

- an overheat is detected at the oil outlet circuit of the IDG 1 (or 2)(warnings are inhibited when the speed downstream thedisengage mechanism drops below 2,000 RPM)

- or/and the oil pressure is low (warnings are inhibited as long asan underspeed is detected downstream of the disengagemechanism; speed < 4,320 RPM).

• FAULTThe FAULT light comes on Amber in the event of- A protection trip initiated by the associated generator control

unit (GCU). The line contactor 1 (or 2) automatically opens.- An opening of a line contactor except after one of the

following manual actions:- GEN pushbutton switch selected OFF/R.- Both OVRD SUPPLY 1 and 2 pushbutton switches

selected ON.

Illumination of the FAULT light is accompanied by ECAMactivation.

The failed generator field is de-energized and the correspondingline contactor is open. The transfer contactors 1 or/and 2 areclosed and the affected AC BUSbar is automatically supplied bythe APU GEN, if operating, or the remaining generator.

3. GEN 1 (or 2) PUSHBUTTON SWITCH

The pushbutton switch controls:

- the energization of the generator 1 (or 2) field and the generatorline contactor 1 (or 2) closure

- or the rearming of the protection system after failure.

• ON (P/B Switch Pressed-in)

- The generator field 1 (or 2) is energized and the linecontactor 1 (or 2) closes if the network electrical parametersare normal.

• OFF/R (P/B Switch Released-out)

- The OFF/R light comes on White. The generator field 1 (or 2)is de-energized and the line contactor 1 (or 2) is open.

- The protection system is rearmed except when there is adifferential fault where the protection system has to berearmed by action on the generator control unit (GCU) itself.


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Generator Pushbutton SwitchesSome A310sSome A310s


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A300/A310 Generator Pushbutton Switches (continued)4. APU GEN Pushbutton Switch:

The pushbutton switch controls:- the energization of the APU-driven generator field, the APU line

contactor and the transfer contactor 1 or/and 2 closure- or the rearming of the protection system after failure.

The GEN 1 (or 2) having priority over the APU-driven generator, theAPU GEN pushbutton switch is only efficient on the side where anengine-driven generator has failed.

• ON (P/B Switch Pressed-in)- The APU-driven generator field is energized.- The APU GEN line contactor closes if the APU GEN

parameters are normal.- In the event of GEN 1 (or 2) loss, the transfer contactor (or 2)

closes automatically.

• OFF/R (P/B Switch Released-out)- The OFF/R light comes on White. The APU GEN field is de-

energized and the APU GEN line contactor opens.The protection system is rearmed except when there is adifferential fault where the protection system has to be rearmedby action on the APU generator control unit (GCU) itself.

• FAULT- The light comes on Amber in the event of:

- A protection trip initiated by the generator control unit (GCU).- The APU GEN line contactor automatically opens.- An opening of the line contactor.

- Illumination of the FAULT light is accompanied by ECAMactivation.The FAULT warning is inhibited if:- The APU GEN pushbutton switch is selected OFF/R- or the APU drive speed is too low.


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A300/A310 Generator Pushbutton Switches

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A300/A310 Electrical Power Panel

1. AC BUS 1 (or 2) OFF LIGHT

The AC BUS 1 (or 2) OFF light comes on Amber when the AC BUS1 (or 2) is not electrically supplied.

Illumination of the AC BUS 1 (or 2) OFF light is accompanied byECAM activation.

2. AC ESS BUS OFF LIGHT

The AC ESS BUS OFF light comes on Amber when the AC ESSBUS is not electrically supplied.

Illumination of the AC ESS BUS OFF light is accompanied by ECAMactivation.

3. AC EMER ON INV LIGHT

The AC EMER ON INV light comes on Blue when the AC EMERBUS is electrically supplied only by the DC ESS BUS through thestatic inverter.

4. OVRD SUPPLY 1 (or 2) PUSHBUTTON SWITCH

The OVRD SUPPLY 1 and 2 pushbutton switches have two specificfunctions according to:

- Abnormal Configuration: only one of the two pushbutton switchesis selected ON.

- Smoke Drill Configuration: both pushbutton switches areselected ON.

The pushbutton switches are guarded.

ABNORMAL CONFIGURATION

The pushbutton switch 1 (or 2) controls the direct electrical supply ofAC ESS BUS by the GEN 1 (or 2) without going through the AC BUS1.

• ON (P/B Switch Pressed-in)

The ON light comes on White. The GEN 1 (or 2) is directlysupplying the AC ESS BUS.

The flowbar is visible to indicate the GEN 1 (or 2)/AC ESS BUSline contactor is closed.

• OFF (P/B Switch released-out)

The ON light is off. The AC ESS BUS is normally supplied by theAC BUS 1.

The flowbar is not visible to indicate the GEN 1 (or 2)/AC ESSBUS line contactor is open.


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A300/A310 Electrical Power Panel 424 VU


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AC Electrical Indication Panel 425VU

1. AC(V)-FRQ-LOAD DISPLAY ROTARY SELECTOR

It allows selected pick-up points of the electrical network to beconnected to the AC(V)-FRQ-LOAD indicators for the phase selectedon the PHASE SEL (A-B-C) rotary selector located on the lateralpanel.

• BUS (1-2, ESS, EMER) positions

If the PHASE SEL (A-B-C) rotary selector is inoperative, ACvoltage and FREQuency indications of the phase A in thesepoints are displayed on the corresponding indicators.

• GEN (1-2), APU GEN, EXT PWR positions

If the PHASE SEL (A-B-C) rotary selector is operative, AC voltageand FREQuency indications of the phase selected by the PHASESEL (A-B-C) rotary selector are displayed on the correspondingindicators.

In addition, a load indication is displayed on a LOAD indicatorexcept when the EXT PWR position is selected.

2. AC(V) INDICATOR

It indicates the AC voltage at the pick-up point selected by the AC(V)-FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C)rotary selector when this last one is operative.

The normal reading is within the White arc.

3. AC LOAD INDICATOR

It indicates the total current output from GEN 1, GEN 2 or APU GENby selecting the corresponding pick-up point with the AC(V)- FRQ-LOAD display rotary selector.

The indicator is graduated in percentage (1 means 100 of ratedoutput).


4. FRQ INDICATOR

It indicates the frequency at the pick-up point selected by the AC(V)-FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C)rotary selector when this last one is operative.



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A300/A310 ELEC IND Panel 425VU

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A300/A310 - AC/DC Electrical Power Distribution - General

NORMAL AC POWER SUPPLY

The power sources on this aircraft cannot be paralled.Each generator can supply the entire electricalrequirements.

If a generator is lost, power transfer is automatic.

NORMAL DC POWER SUPPLY

DC Power is generated from the Main AC sources bythree Transformer Rectifier Units (TRUs).

Two TRUs (TRU Number 1 and 2) supply the DCNORM BUS and one TRU (Essential) supplies the DCESS BUS.

EMERGENCY AC AND DC POWER SUPPLY

Emergency Power is achieved:

Either by an AC/DC Stand-By Generator which supplies:

• The DC ESS BUS

• Part of the AC ESS BUS

• and the AC EMER BUS

Or, three DC Batteries (Number 1, 2 and 3)

• The DC ESS BUS

• And the AC EMER BUS through the Static Inverter

Unit

AC and DC Electrical Loads can be shed manuallyto perform Smoke Drill, related to the AvionicsSmoke Warnings.


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AC/DC Electrical Distribution


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A300/Some A310s AC Power Generation - Transfer and DistributionDISTRIBUTION

The aircraft AC electrical distribution network consists of four mainbusbars:- AC BUS 1 AC ESS BUS- AC BUS 2 AC EMER BUS

AC BUS 1IN FLIGHT: AC BUS 1 is normally supplied by GEN 1. Should supplyfrom GEN 1 fail, AC BUS 1 will be supplied automatically by the APUGEN, if operating, or by GEN 2.

ON THE GROUND: AC BUS 1 is supplied in the same way as in flight aslong as an external power is not coupled. If the APU GEN and anexternal power source are available, external power has priority toreplace a non-operative engine-driven generator. A transformerconnected to AC BUS 1 converts the 115V AC/400 Hz to 26V AC/400Hz.

AC BUS 2IN FLIGHT: AC BUS 2 is normally supplied by GEN 2. Should supplyfrom GEN 2 fail, the AC BUS 2 will be supplied automatically by the APUGEN, if operating, or by GEN 1.

ON THE GROUND: AC BUS 2 is supplied in the same way as in flight,as long as an external power is not coupled. If the APU GEN and anexternal power source are available, external power has priority toreplace a non-operative engine-driven generator.

A transformer connected to AC BUS 2 converts the 115V AC/400 Hz to26V AC/400 Hz.

AC ESS BUS (3XP-1 and 3XP-2)AC ESS BUS is split into two parts:

3XP-1 and 3XP-23XP-1 and 3XP-2 are normally supplied by AC BUS 1 through theessential transfer contactor 1.

Should supply from AC BUS 1 fail, the essential transfer contactor 1which linked AC BUS 1 to 3XP-1 and 3XP-2 opens.3XP-1 and 3XP-2 may be restored:- if GEN 1 is delivering a normal electrical power, 3XP-1 and 3XP-2

can be connected directly to GEN 1 upstream of the correspondinggenerator line contactor 1 by selecting ON the guarded OVRDSUPPLY 1 pushbutton switch.

- if GEN 1 has failed, 3XP-1 and 3XP-2 can be connected directly toGEN 2 upstream of the corresponding generator line contactor 2 byselecting ON the guarded OVRD SUPPLY 2 pushbutton switch.

In addition, 3XP-2 may be supplied through a two-direction switch by theAC output of a STBY GEN when logical conditions are met (see AC/DCSTAND-BY POWER section).

The OVRD SUPPLY 1 and 2 pushbutton switches have a specific roll inthe smoke drill (see SMOKE DRILL section).

A transformer connected to AC ESS BUS converts the 115V AC/400 Hzto 26V AC/400 Hz.

AC EMER BUSAC EMER BUS is normally supplied by AC ESS BUS through a two-direction switch.

Should supply from AC ESS BUS fail, the twodirection switchautomatically:- will split the connection between AC ESS BUS and AC EMER BUS- and will establish the connection between DC ESS BUS and AC

EMER BUS through a static inverter which will convert the 28V DCpower into single phase AC 115V power.

A transformer connected to AC EMER BUS converts the 115V AC/400Hz to 26V AC/400 Hz.


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A300/Some A310s AC Power: Generation - Transfer and Distribution


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A300/A310 AC Power ECAM System Display

1. EMERGENCY INVERTER (INV) INDICATION

The indication is White.

2. EMER BUS FIGURATION

The figuration is Green.

3. GEN 1 (or 2) OVRD INDICATION

The White GEN 1 (or 2) OVRD indication indicates the GEN 1 (or 2)directly supplies the AC ESS BUS. When a White GEN OVRDindication only is displayed, the override function is off.

4. TRANSFORMER RECTIFIER UNIT FIGURATION AND BUSSUPPLY INDICATION

When the bus is electrically supplied:- TR indication is White- The associated triangle is Green- The BUS figuration is Green.

When the bus is not electrically supplied:- TR indication is Amber- The associated triangle is Amber- The BUS figuration is Amber.

5. GENERATOR LOAD INDICATION

The indication is Green, but: - becomes Amber when the load is >100%.

The load indication is not displayed when the GEN pushbutton switchis selected OFF/R.

6. GEN INDICATION

The indication is White, but:- becomes Amber when the GEN pushbutton switch is selected

OFF/R.

7. GENERATOR VOLTAGE INDICATION

The indication is Green, but:- becomes Amber when the voltage is < 100V or > 120V .

8. GENERATOR FREQUENCY INDICATION

The indication is Green, but:- becomes Amber when the frequency is < 390 Hz or > 410 Hz.

The indication is not displayed when the GEN pushbutton switch isselected OFF/R.

9. EXTERNAL POWER VOLTAGE INDICATION

The indication is Green, but:- becomes Amber when the voltage is < 100V or > 120V

The voltage indication is not displayed when the voltage is < 50V.


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A300/A310 ELEC AC System Display


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AC Power ECAM System Display (continued)

10. EXTERNAL POWER FREQUENCY INDICATION


The frequency indication is riot displayed when the voltage is < 50V.

11. APU GENERATOR VOLTAGE INDICATION

The indication is Green, but:- becomes Amber when the voltage is < 110V or > 120V.

A White OFF indication is displayed in place of a voltage indicationwhen the APU GEN pushbutton switch is selected OFF/R.

There is no indication displayed when the APU MASTER SWITCH isselected OFF.

12. GALLEY SHED INDICATION N/A FedEx Airbus Fleets

13. APU GENERATOR FREQUENCY INDICATION


The indication is not displayed when:- the APU GEN pushbutton switch is selected OFF/R- or the APU MASTER SWITCH is selected OFF.

14. APU GEN INDICATION

The indication is White, but:- becomes Amber when the APU GEN pushbutton switch is

selected OFF/R and the APU MASTER SWITCH is selected ON.

15. IDG OUTLET OIL TEMPERATURE INDICATION

The indication is Green, but:- flashes when the temperature is within the 142°C, 185°C range- becomes Amber when the temperature is > 185°C.

16. APU GENERATOR LOAD

The indication is Green, but:- becomes Amber when the load is > 110.

A White triangle is displayed in place of the load indication when:- the APU GEN pushbutton switch is selected OFF/R- or the APU MASTER SWITCH is selected OFF.

17. EXT PWR FIGURATION

EXT PWR wording and the double triangle are not displayed in flightas well as the frequency and voltage indications.


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ELEC AC System Display (continued)


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AC POWER

SECTION


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A300/Some A310s AC Power Components

GCU FUNCTIONAL DESCRIPTION

The GCU provides excitation to the generator. In conjunction withswitches on the flight deck control panel; the GCU provides control,protection and metering for coordinated system performance. Anadvanced built-in test equipment (BITE) system, made possible throughuse of microprocessor technology, provides a valuable aid for effectivesystem troubleshooting and faulty line replaceable unit (LRU) isolation.

GROUND POWER CONTROL UNIT

The GPCU is designed for control and protection of the external powerinput. Built-In Test Equipment (BITE) functions performed by the GPCUinclude interrogation of each GCU for BITE data, performance of internalchecks on itself, display of an alphanumeric readout of all the BITEchecks for the electrical power generating system (EPGS) and memoryreset.

STATIC INVERTER

The static inverter enables 115/400 Hz single phase alternating currentto be supplied from 28 VDC supply. It mainly consists of:

- a power assembly which chops the supply direct current voltage andadapts the obtained voltage by means of an output transformer

- a control assembly for the chopping by pulse width modulation- a control assembly for the starting and monitoring of its supply

voltage.

STANDBY GENERATION (Some A310s)

The standby generator delivers 115V/400 Hz, three-phase AC power and50A DC nominal power under 28V.

The emergency generation system comprises:

- a hydraulic motor driven by the Green hydraulic system which drivesthe standby generator

- an electric generator driven at constant speed and coupled to thehydraulic motor

- a generator control unit (GCU).

TRANSFORMER RECTIFIER

The transformer rectifier is mainly composed of

- a transformer and a rectifier assembly- a fan controlled by an electronic module.

The normal DC generation is provided by the two transformer rectifiers 1and 2 which deliver power in parallel on the normal 28VDC distributionnetwork (DC NORM BUS 1PP).

They are normally supplied with three-phase 115V/400Hz from thenormal AC distribution network.

Each transformer rectifier is associated with a current sensor whichfunction is to protect the network and which is located in the DC powercenter.


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24-24-4545

AC Power - Component Location

SOME A310s


ATA 24ATA 24A300/A310A300/A310

24-24-4646

Integrated Drive Generator (IDG)

The purpose of the integrated drive generator (IDG) is to provide primaryelectric power for the aircraft electrical system by converting variableengine input speed to a constant output speed, which enables thegenerator portion of the IDG to produce alternating current (AC) electricalpower with a frequency of 400 ± 4 hertz.

The IDG consists of a constant speed drive and a generator mountedside by side in a common housing.

G e n e r a l C h a r a c t e r i s t i c s

T h i s t a b l e c o v e r s t h e m a i n c h a r a c t e r i s t i c s o f t h e I D G d r i v e

s e c t i o n .

G e n e r a l

- I n p u t s p e e d 4 5 0 0 / 9 2 0 5 r p m

- O u t p u t s p e e d ( G e n e r a t o r r o t o r ) 1 2 0 0 0 ± 1 5 0 r p m

- U t i l i z a t i o n l i mi t s i n a l t i t u d e - 3 0 0 / 1 3 , 1 5 0 m

i n a m b i e n t t e m p e r a t u r e - 5 5 / 1 7 7 ° C

- M a x i m u m c a s e t e m p e r a t u r e 1 7 7 ° C

- S h e a r s e c t i o n 9 0 0 0 ± 4 0 0 i n . / l b

- D i s c o n n e c t c o n t r o l s o l e n o i d :

r e s i s t a n c e 2 . 5 Ù a t 2 4 ° C

c o n t r o l v o l t a g e 1 7 / 3 0 V D C

Oi l s y s t e m

- O i l u s e d A e r o s h e l l T u r b i n e O i l 5 5 5 , T y p e I I

A e r o s h e l l T u r b i n e O i l 3 9 0 , T y p e I

A e r o s h e l l T u r b i n e O i l 5 0 0 , T y p e I I

C a s t r o l O i l 5 0 0 0 , T y p e I I

E x x o n T u r b o O i l 2 5 , T y p e I I

E x x o n T u r b o O i l 8 5 , T y p e I I

E x x o n T u r b o O i l 2 3 8 9 , T y p e I

E x x o n T u r b o O i l 2 3 8 0 , T y p e I I

M o b i l J e t O i l I I , T y p e I I

M o b i l J e t O i l 2 5 4 , T y p e I I

R o y c o T u r b i n e O i l 5 0 0 , T y p e I I

R o y c o T u r b i n e O i l 5 5 5 , T y p e I I

- P u m p r e g u l a t e d p r e s s u r e 2 2 0 / 2 8 0 p s i

- C o o l e r s y s t e m f l o w r a t e 1 4 / 1 7 g / mn

- C o o l e r b y p a s s v a l v e s 2 5 0 ± 6 0 p s i

- F i l t e r b y p a s s v a l v e 3 5 0 p s i

- L o w p r e s s u r e s w i t c h 1 4 0 ± 2 5 p s i

- O i l c a p a c i t y ( c o o l e r s y s t e m 2 . 8 / 4 . 4 l

e x c l u d e d ) .

- N o r m a l o p e r a t i n g t e m p e r a t u r e s

Oi l - i n 7 0 / 1 0 5 ° C

Oi l - o u t 8 0 / 1 1 5 ° C

- M a x i m u m p e r m i s s i b l e o i l - i n

t e m p e r a t u r e ( p e r m a n e n t ) 1 2 7 ° C

G C U c o n t r o l s

- O v e r h e a t O O T > 1 8 5 ± 5 ° C

- A i r / o i l c o o l e r a i r s u p p l y v a l v e

O p e n i n g O I T > 1 2 7 ± 3 ° C

Cl o s u r e O I T < 1 0 4 ± 3 ° C

- D r i v e u n d e r s p e e d ( l o w p r e s s u r e

i n h i b i t e d ) 4 3 2 0 ± 3 0 r p m

- L o w d r i v e s p e e d

( I DG/ F A U L T l e g e n d g o e s o f f ) < 2 0 0 0 r p m

FedEx A300/A310FedEx A300/A310IDG Servicing OilIDG Servicing Oil


ATA 24ATA 24A300/A310A300/A310

24-24-4747

Integrated Drive Generator (IDG)


ATA 24ATA 24A300/A310A300/A310

24-24-4848

A300/A310 IDG System Control - General Schematic

INPUT SPEED SENSOR (MPU)


ATA 24ATA 24A300/A310A300/A310

24-24-4949

A300/A310 IDG - Component Build-Up and Hardware PW JT9D-7R4/GE CF6-80C2A5F


ATA 24ATA 24A300/A310A300/A310

24-24-5050

A300 IDG System - Control and Indicating - Flight Compartment - GE CF6-80C2A5F


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24-24-5151

A310 IDG System - Generator Drive Control and Indicating - Flight Compartment - GE CF6-80A3

WLDPWLDP


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24-24-5252

Some A310 - Control and Indicating - Flight Compartment - PW JT9D-7R4 IDG System


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24-24-5353

THIS PAGE INTENTIONALLYLEFT BLANK


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24-24-5454

Operation of the Generator Drive Section

It is mainly composed of:

- a differential gear train- governor and control cylinder assemblies.

The mechanical power taken from the accessory gearbox is transmittedto the differential gears by means of:

- a shaft with a shear section, which limits the torque in case ofinternal mechanical failure

- a disconnect mechanism, which enables considerable internalmechanical damage to be avoided in case of failure of the lubricationand cooling oil system.

NOTES:- The IDG cannot be reconnected in flight.

The system can only be reset on the ground; with engines shut downand by manual operation of a reset handle located on the IDG.

- The IDG disconnection must not be performed with engines shutdown.

The differential gear train:

- doubles the IDG input speed which is comprised between 4500 and9075 rpm,

- and adds or subtracts rpm to the doubled input speed to obtain aconstant output speed of 12,000 rpm corresponding to the generatordrive speed.

This is accomplished by the two hydromechanical units through the inputring gear.

The hydraulic trim is composed of two hydromechanical units, so-calledfixed and variable, and hydraulically coupled. They operate either as amotor or as a pump.

The so-called fixed unit transmits the compensation to the differential,either plus or minus rotations, as necessary. Finally, the governordetects the differential output speed and controls, the so-called variableunit, by means of a control cylinder so that the speed remains constant.

It should be noted that the accessories necessary to the systemoperation (pressurizing pumps, drainage pump and deaerator) are drivenfrom the differential output, and thus at constant speed.

A speed sensor, located upstream of the disconnect mechanism,transmits IDG input speed information to the generator control unit(GCU) for control purposes.


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A300 IDG Hydraulic Schematic and Component Location - GE CF6-80C2A5F Engine


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24-24-5656

A300/A310 IDG Disconnect Mechanism

The disconnect mechanism consists of a solenoid, spring-loadeddisconnect plunger with threaded pawl, worm shaft and reset ring. Thepurpose of the disconnect mechanism is to disconnect the IDG from theengine gearbox in the event of an IDG failure. Once disconnected, theIDG cannot be reconnected in flight.

When the disconnect solenoid is activated by the flight engineer, thespring-loaded disconnect plunger moves a spring-loaded pawl intocontact with threads on the worm shaft.

The worm shaft acts as a screw in a threaded hole, and input rotationcauses this shaft to move away from the input spline shaft, separatingthe driving dog teeth on the two shafts. When driving dog teeth havebeen separated, the input spline shaft, which is still being driven by theaircraft engine, spins freely in the IDG without causing componentrotation. Reset may be accomplished by pulling the reset ring followingengine shutdown while the aircraft is on the ground.


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A300/A310 IDG System - Generator Drive Disconnect Mechanism


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IDG Quick Attach/Detach Adapter

DESCRIPTION

The QAD adapter provides for rapid installation and removal of theintegrated drive generator (IDG) to and from the engine accessorygearbox. One QAD adapter is attached to each engine accessorygearbox mounting pad. QAD adapter 730462 mates with the 10-inchmounting pad used on the General Electric CF6-80A1 gearbox.

The QAD adapter consists of an adapter plate, an adapter ring, a bracketand tension bolt, and a gasket. The QAD adapter usually remains on theaccessory gearbox mounting pad when the IDG is removed.

THEORY OF OPERATION

The QAD adapter is a coupling device that attaches the IDG to theengine accessory gearbox mounting pad. The IDG is attached by matingthe adapter plate on the IDG to the QAD adapter plate and rotating theQAD ring with the tension bolt. Torquing the tension bolt locks the IDG inposition on the gearbox mounting pad. Reactive torque is transmittedthrough a dowel pin between the IDG and the adapter plate and then tothe engine gearbox through the adapter plate mounting screws. Thedowel pin also serves as a locator to prevent misalignment duringinstallation of the IDG.


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IDG Quick Attach/Detach Adapter Kit


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IDG Cooling System

The cooling system comprises two series mounted heat exchangers:

A. AIR/OIL HEAT EXCHANGER

An air supply duct is attached to the booster bypass chamber andprovides bleed air to the air/oil cooler through an on-off airflowcontrol valve. Flow is scheduled only during low engine poweroperation when the fuel flow available for cooling is small and whenair bleed is not detrimental to engine performance.

The need for IDG cooling air is sensed by routing an 11th stage airline from the compressor to the air flow on-off control valve. Normalstate is open. Valve is closed only at high engine pressure. Air usedfor cooling IDG oil is exhausted through the core compartment.

If the temperature of IDG inlet oil reaches 126.5°C (260°F), anelectrical signal from the General Control Unit causes the controlvalve to open, thus permitting the air flow path. If IDG temperaturereaches 142°C (288°F) increasing, AC ELEC page is displayed onthe R ECAM display unit. If IDG temperature reaches 185°C (364°F),associated warnings appear:

- IDG FAULT, MASTER CAUTION light and warnings on ECAMdisplay units. In normal operation, if IDG oil pressure reaches140 ± 25 PSI (9.8 ± 1.75 bar) (oil Low Pressure), associatedwarnings appear.

- IDG FAULT, MASTER CAUTION light and warnings on SCAMdisplay units.

B. FUEL/OIL HEAT EXCHANGER

The fuel/oil heat exchanger is located on the right side of theaccessory gearbox in the core compartment below the heat shield.

The fuel flowing out of the MEC is used as a cooling agent for theIDG oil system. The oil flowing out of the IDG goes through an air/oilheat exchanger and then through the fuel/oil heat exchanger. Thisheat exchanger is made of tubes which carry the fuel while the IDGoil passes around the tubes.

It enables the IDG oil to be cooled to acceptable limits during normalengine operation, and recovers the transferred heat by increasingthe fuel temperature before it enters the fuel manifold. To protect theIDG from overpressure due to an internal leak in the fuel oil cooler,an overpressure valve is provided in the oil return line with a drainline leading to the drain mast. At low engine power, when the fuelflow is too small to be a complete heat sink for the IDG heatrejection, the air/oil heat exchanger is activated to provide additionalcooling.

The air for this air/oil heat exchanger is obtained from the engine'sbooster bypass passage. Airflow is controlled by the IDG air valve.


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24-24-6161

A300 IDG System - Oil Cooling System - CF6-80CA25F


ATA 24ATA 24A300/A310A300/A310

24-24-6262

A310 IDG Air/Oil Heat Exchanger - PW JT9D-7R4 Engine


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24-24-6363

A310 IDG System - Main Fuel/Oil Heat Exchanger - PW JT9D-7R4 Engine


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24-24-6464

A310 IDG System - Auxiliary Fuel/Oil Heat Exchanger - Component and Installation Location


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24-24-6565


LEFT BLANK


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24-24-6666

IDG Servicing

There are two possible oil level indicator configurations on the IDG.

To check oil level using CONFIG 1:

1. Look at the viewing face of the low oil level indicator.

- Wipe clean if dirty

- Use a flashlight if too dark to see White alignment marks. Do notshine flashlight directly on the viewing face because reflectionwill make reading difficult.

2. Change your line of sight until the White marks are aligned.

3. Look for a Silver spot in the viewing face.

- Silver spot seen - Servicing Required

- Silver spot not seen - Servicing Not Required.

To check oil levels using CONFIG 2:

1. Look at the viewing face of the low oil level indicator.

- Wipe clean if dirty

- Use a flashlight if too dark to see.

2. If "OK" does not appear in the viewing window, servicing is required.

3. If "OK" does appear in the viewing window, servicing is not required.


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24-24-6767

IDG Servicing


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24-24-6868

A300/A310 Normal or Initial Replenishing of the IDG

CAUTION: OPERATING THE IDG WITHOUT ENOUGH OIL OROVERFILLED WILL CAUSE OVERHEATING AND SEVERE INTERNALDAMAGE.

CAUTION: SERVICING THE IDG WITHOUT THE PROPER DRAIN LINECONNECTED TO THE OVERFLOW DRAIN VALVE WILL RESULT INOVERFILLING AND SUBSEQUENT DAMAGE TO THE IDG.

REASON FOR THE JOBReplenishing or topping up of the IDG with oil is achieved under pressure.This operation is performed after replacement of the IDG or afterreplacement of components (filter, oil cooler, and/or oil lines) or afterinspection/check (contamination, oil heating) or during scheduledservicing.

PROCEDURE

1. Job set-upWARNING: HOT OIL MAY CAUSE BURNS TO EYES AND SKIN.WEAR SPLASH GOGGLES, INSULATED GLOVES, AND OTHERPROTECTIVE GEAR. IN CASE OF EYE OR SKIN CONTACT GETMEDICAL ATTENTION IMMEDIATELY.a. On left thrust reverser cowl door, open access door 451EL

(461EL).b. Remove the dust caps from the overflow drain and pressure fill

valves.WARNING: WHEN CONNECTING THE OVERFLOW DRAIN HOSETO THE OVERFLOW DRAIN VALVE, DIRECT THE DRAIN HOSEINTO A SUITABLE CONTAINER TO PREVENT SPRAYING HOTOIL. HOT OIL MAY CAUSE BURNS TO EYES AND SKIN.c. Connect the overflow drain hose to the overflow drain valve.

Some oil may come out the drain hose when it is connected.d. Connect the pressure fill hose to the pressure fill valve.

2. ReplenishingCAUTION: DO NOT MIX TYPES OR BRANDS OF OIL.

a. Pump oil into the IDG.b. Stop pumping oil into the IDG when at least one more quart of oil

comes out the overflow drain hose (after initial overflow.c. Remove the pressure fill hose from the pressure fill valve.d. Install the dust cap securely on the pressure fill valve.e. When oil drainage from the overflow drain hose slows to drops,

remove the drain hose.f. Install the dust cap securely on the overflow drain valve.

3. Close-upa. On left thrust reverser cowl door, close access door 451EL

(461EL).

UNSCHEDULED ALTERNATE OIL SERVICINGREASON FOR THE JOB

1. As time and temperature constraints are no more required, the newnormal servicing procedure is applicable for short turn-around andshould be performed as follows.

PROCEDURE1. If IDG has not been disconnected, top-up IDG according to "normal

servicing of the IDG".2. If IDG has been disconnected, proceed as follows:

a. Drain IDG according to IDG servicing/drainage.b. Replenish IDG according to "normal servicing of the IDG.

FedEx Airbus IDG Oil TypeFedEx Airbus IDG Oil Type••Exxon Turbo Oil 2380, Type IIExxon Turbo Oil 2380, Type II(for A300-600 and A310 Series(for A300-600 and A310 Series


ATA 24ATA 24A300/A310A300/A310

24-24-6969

A300/A310 IDG - Replenishing Procedure


ATA 24ATA 24A300/A310A300/A310

24-24-7070

A300/A310 Removal/Install of Scavenge Filter Components

A. REMOVAL OF SCAVENGE FILTER COMPONENTSWARNING: WEAR GOGGLES WHEN REMOVING LOCKWIRE.

1. Remove lockwire from the filter cover.NOTE: Be prepared to catch oil in a separate container under thefilter cavity or in a container large enough to catch simultaneousdrainage from the filter cavity and overflow drain hose.

2. Remove the filter cover, filter element and O-rings.3. Check the filter element

B. INSTALLATION OF SCAVENGE FILTER COMPONENTS1. Lubricate new O-ring with Acryloid or oil. Install O-ring on

replacement filter element.2. Lubricate new O-ring with Acryloid or oil. Install O-ring on the filter

cover.3. Install the filter element into the filter cavity until O-ring seal is

obtained.CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDGSCAVENGE FILTER CAVITY BEFORE INSTALLING FILTER COVER.THE FILTER COMPONENTS MAY BE DAMAGED IF NOT PROPERLYINSTALLED. DO NOT FORCE FILTER COMPONENTS INTO HOUSINGBY TIGHTENING FILTER COVER.

4. Screw in the filter cover. Torque the filter cover 156 to 180 poundinches.

5. Secure the filter cover with lockwire.6. Replenish IDG oil

A. FILTER ELEMENT CHECK1. Remove the filter cover, filter element and O-rings from the IDG2. Check the filter element as follows:

NOTE: A moderate number of scattered small metallic flakes(bronze or silver colored metal), or flakes of generator insulation arenormal products of wear during operation.Even a considerable number of nonmetallic items such as blackepoxy flakes, sleeving, strands and other forms of generatorinsulation should not necessitate removal of the IDG in the absenceof metallic evidence.a. If the filter element shows bright metal deposits which can be

clearly defined as chunks or pieces caused by breakage (incontrast to nonmagnetic flakes or slivers caused by normalwear) or if bright metal deposits are present in considerablequantity on the filter element, in the filter cavity or in the oildrained from the IDG, remove and replace the IDG according toINTEGRATED DRIVE GENERATOR - REMOVAL/INSTALLATION. Return the IDG to the overhaul facility.

b. If the filter element or O-rings are damaged or containindications of bypassing, remove the coolers and the IDG.Flush the external circuit lines before replacing the coolers andthe IDG. Remove and replace the IDG according toINTEGRATED DRIVE GENERATOR - REMOVAL/INSTALLATION. Return the coolers and the IDG to theoverhaul facility for cleaning and necessary repairs.

3. Replace the filter element.

B. PRESSURE DIFFERENTIAL INDICATOR CHECK1. Check the pressure differential indicator for an extended red button.2. If the red button is extended, see A300 and A310 Maintenance

Manual Supplements – 24-11-00/Pageblock 600 for newrequirements.


ATA 24ATA 24A300/A310A300/A310

24-24-7171

IDG System Scavenge Filter

NOTE: A310 Series PW JT9D-NOTE: A310 Series PW JT9D-7R4 and GE CF6-80A3 same7R4 and GE CF6-80A3 same

component installation.component installation.

GE CF6-80A3GE CF6-80A3


ATA 24ATA 24A300/A310A300/A310

24-24-7272

AC Generator Deactivation/Reactivation

CAUTION: THIS PROCEDURE IS TO BE USED IN ACCORDANCEWITH THE REQUIREMENTS OF THE MEL SECTION 3, PAGE 24-1.

NOTE: Disconnect IDG in accordance with MM 24-20-00

DEACTIVATION

A. On panel 424VU make certain the appropriate GEN pushbuttonswitch is released-out (OFF legend on).

B. Make certain that the corresponding IDG is disconnected if the failurehas been caused by the IDG only.

NOTE: Check oil level in both IDGs (serviceable and unserviceable). BothIDGs must be at proper level. APU oil level must be checked to ensureproper servicing.

C. Maintenance shall check the operational history of the remaining IDGand the APU to assure operational reliability.

D. Install placard in the flight compartment informing crew that no. 1 (2)engine generator is inoperative.

IDG DISCONNECT SWITCHES

Disconnects IDG from engine. Can only be reset on the ground. Switchmust not be held longer than 3 seconds with a minimum of 60 secondsbetween actuation periods. The IDG Switch should not be actuated withthe engine shutdown or below idle speed since incomplete separation ofthe IDG disconnect mechanism would result.

IDG FAULT LIGHTS

Comes on if IDG oil temperature is high or oil pressure is low. If IDG lightremains on after engine start (including times when IDG is placardedinoperative), the IDG DISC switch should be pressed when the enginereaches idle speed.

APU GENERATOR SWITCH

When pressed in, APU generator field is energized and APU linecontactor is closed. If an engine generators) is inoperative, the transfercontactor 1 or 2 also closes to supply the AC BUS on the side of the failedgenerator.


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24-24-7373


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24-24-7474

Smoke Drill

A. AVIONICS SMOKE LIGHT

The AVIONICS SMOKE light comes on Red when smoke is detectedin ventilation duct from:- Cockpit instrument panels- Overhead panel- Circuit breakers panel- Weather radar transceiver- Electronic racks- IRS 2- Underfloor area equipment.

Illumination of the AVIONICS SMOKE light is accompanied by ECAMactivation.

B. OVRD SUPPLY 1 AND 2 PUSHBUTTON SWITCHES

The OVRD SUPPLY 1 and 2 pushbutton switches have two specificfunctions according to:• Abnormal configuration: only one of the pushbutton switches is

selected ON.• Smoke Drill configuration: both push button switches are selected

ON.The OVRD SUPPLY 1 and 2 pushbutton switches control:- the direct electrical supply of AC ESS BUS by the GEN 1 (or

2)- the opening of the line contactors 1 and 2 which cut off the

electrical supply to the AC BUS 1, AC BUS 2 and DC NORMBUS.

• ON (Both P/B switches pressed-in)

The ON lights integrated into the OVRD SUPPLY 1 and 2pushbutton switches comes on White.

The AC ESS BUS is directly supplied by the GEN 1 and both linecontactors 1 and 2 are open.

The flowbar integrated into the OVRD SUPPLY 1 switch is visibleto indicate the GEN 1/AC ESS BUS line contactor is closed.

The flowbar integrated into the OVRD SUPPLY 2 switch is notvisible to indicate the GEN 2/AC ESS BUS line contactor is open.

In the event of the GEN 1 electrical supply loss:- the GEN 1/AC ESS BUS line contactor opens (the associated

flowbar disappears)- the GEN 2/AC ESS BUS line contactor closes (the associated

flowbar is visible).

This allows the supplying of the AC ESS BUS directly by GEN 2.

• OFF (Both P/B Switches Released-out) The ON lights are off

The AC ESS BUS is supplied by AC BUS 1

The flowbars are not visible to indicate the GEN 1 (and GEN2)/AC ESS BUS line contactors are open.

C. LAND RECOVERY PUSHBUTTON SWITCH

The pushbutton switch allows to restore electrical supply to someequipment which had been isolated:- by action on both OVRD SUPPLY 1 and 2 pushbutton switches

(SMOKE DRILL).- or, in "BAT ONLY" configuration.

• ON (P/B Switch Pressed-in):The ON light comes on White. Some equipment which had beenisolated are electrically supplied.

• OFF (P/B Switch Released-out):Normal position.


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24-24-7575


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24-24-7676

A300/Some A310 AC Power - Warning Logic

Depicted below are the various warnings displayed in the flight compartment in the event the faultshown occurs in the aircraft AC power system. Also shown graphically are the different flightphases at which the warnings will or will not be displayed.


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24-24-7777

A300/Some A310 AC Power - Warning Logic


ATA 24ATA 24A300/A310A300/A310

24-24-7878


LEFT BLANK


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24-24-7979

DC

POWER SECTION


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24-24-8080

DC Power Generation

DC power generation is achieved by:- Three identical transformer rectifier (TR) units- Three identical batteries.

TRANSFORMER RECTIFIED (TR) UNIT

The three transformer rectifier units (150 A/28 DC) covert the three-phase 115V/400 Hz AC power into 28V DC power.

Each TR unit operates as soon as it is electrically supplied and deliverselectrical power through a line contactor.

The line contactor opens when:- a reverse current is detected in the direction distribution busbar/TR

by a current sensor.In addition, the current sensor gives a failure indication displayed onthe lateral panel when a no-current information is detected.

- a TR overheat is detected.

BATTERIES

The three 25 AH batteries (1, 2 and 3) are located within fire proof boxesin the avionics compartment.

Each battery is protected by a battery charge controller unit whichcontrols the opening/ closure of the associated battery line contactor.

DC EMERGENCY GENERATION

The DC emergency generation is achieved by the three batteries:- to automatically restore the essential DC network when normal

supply has failed, by closure of the three batteries line contactors- to control battery charging- to detect an overheat

A BAT OVRD pushbutton switch forces the three-batteries linecontactors closure when selected ON.

When both autopilots are engaged and LAND mode is selected, thethree batteries linecontactors automatically close to increase thereliability of the autopilot system during a category III automatic landing.

When all BATT switches are selected OFF/R, the following equipmentare still supplied:- The clocks- The extinguisher cartridges (engines, bottle 1 to FWD cargo, bottle 2

to AFT and BULK cargos)- The refueling system (if the NORMAL/ BATTERY switch on the

refueling panel is selected BATTERY)- IRS.


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DC Generation - Component Location


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24-24-8282

DC Normal Generation

The DC normal. generation is achieved by two transformer rectifier units- TR1 and TR2 which convert AC power from AC BUS 1 and AC BUS 2,respectively, into DC power.

The TR2 is also used for ground operations (see EXTERNAL POWERCONTROLS Section).

DC ESSENTIAL GENERATION

The DC essential generation is achieved by a transformer rectifier unit -ESS TR - which converts AC power from AC ESS BUS into DC power.

DISTRIBUTION

The aircraft is fitted with two main DC busbars supplied with 28V DCpower:- DC NORM BUS- DC ESS BUS

DC NORM BUS

DC NORM BUS is simultaneously supplied by the two transformerrectifier units TR1 and TR2.

DC ESS BUS

DC ESS BUS is normally supplied by:- DC NORM BUS through a DC BUS TIE contactor which closes as

soon as the aircraft network is electrically supplied- and AC ESS BUS (3XP-2) through the ESS TR unit which converts

the AC power into DC power.

Should supply from DC NORM BUS and AC ESS BUS (3XP-2) fail, theDC BUS TIE contactor opens and DC ESS BUS is supplied either by theSTBY GEN (See AC/DC STAND-BY POWER section), or by thebatteries, through the batteries contactors.

The DC BUS TIE contactor opens automatically:- In the event of an electrical supply loss from both AC BUS 1 and AC

BUS 2- or when both autopilots are engaged and LAND mode is selected, to

increase the reliability of the autopilot system during a category IIIautomatic landing

- or when a reverse current >60A is detected in the direction DC ESSBUS/DC NORM BUS.


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Electrical System Schematic - DC System


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DC System Controls - ELEC PWR Panel 424VU

1. BAT 1 (or 2 or 3) PUSHBUTTON SWITCHES

Each pushbutton switch controls the operation of the correspondingbattery charge controller unit.

• AUTO (P/B Switch Pressed-in)The battery charge controller unit is operating. It automaticallycontrols the connection/disconnection of the correspondingbattery to the DC ESS BUS by opening/closure of the batteryline contactor.The integrated flowbar is in line to indicate the battery linecontactor is closed or not visible if it is open.The batteries will be connected to the electrical network:- For the APU starting- As a back-up power in the event of a DC ESS BUS voltage

drop below 25V- To be charged by the aircraft electrical network in the event

of a battery voltage drop- When both autopilots are engaged and LAND mode is

selected.In normal configuration, the batteries are disconnected from theelectrical network.

• OFF/R (P/B Switch released-out)- The OFF/R light comes on white- The battery charge controller unit is not operating and the

battery line contactor is open- The flowbar is not visible to indicate the battery is

disconnected from the electrical network.

2. DC ESS ON BAT LIGHT

The DC ESS BUS ON BAT light comes on Amber when the DCESS BUS is electrically supplied by the batteries only, which informsthe crew that the bus will be supplied for a limited time.

Illumination of DC ESS ON BAT light is accompanied by ECAMactivation.

3. DC NORM BUS OFF LIGHT

The DC NORM BUS OFF light comes on Amber when the DCNormal Busbar is not electrically supplied.

Illumination of the DC NORM BUS OFF light is accompanied byECAM activation.

4. BAT OVHT LIGHT

The BAT OVHT light comes on Amber when the charging currentfor one of the batteries increases at a rate greater than 0.4A/minwith an intensity greater than 10A. This increase is detected by therespective battery charge controller unit, which causes the openingof the corresponding battery line contactor.

Illumination of the BAT OVHT light is accompanied by SCAMactivation.

The BAT OVHT light goes off when the BAT pushbutton switchassociated with the faulty battery is selected OFF/R. This rearmsthe battery charge controller unit.


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DC System Controls - ELEC PWR Panel 424VU


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DC System Controls (continued)

5. BAT OVRD PUSHBUTTON SWITCH

The pushbutton switch allows overriding of the battery chargecontroller units by forcing the battery line contactors closed.

• ON (P/B Switch Pressed-in)- The ON light comes on white- The batteries charge controller units are overridden and all

the batteries line contactors are closed- The batteries overheat detection is inhibited.

• OFF (P/B Switch released-out)- The batteries charge controller units control the

opening/closure of the batteries line contactors.

6. DC (AMP) INDICATOR

It indicates the charge (CH)/discharge (DCH) current of the powersources selected by the DC (Amp) - DC(V) display rotary selector.The maximum continuous DC (Amp) indication for TR units is 150 A.

7. DC (V) INDICATOR

It indicates the voltage at the pick-up points selected by the DC(Amp) - DC (V) display rotary selector. The normal readings are:- for a battery without load: 25 to 28 V- for a battery under load: 23 to 28 V- for a TR unit: 27 to 30 V (White arc)

8. DC (AMP) - DC (V) DISPLAY ROTARY SELECTOR

It allows the selection of various pick-up points of the electricalnetwork, to be connected to the DC (Amp) and DC (V) indicators forreading of:- the charge/discharge current and the voltage of BAT (1-2-3) - TR

(ESS-1-2)- the voltage only of ESS BUS.


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DC Controls and Indications


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A300/A310 RH ECAM - ELEC DC PAGE

1. NORM BUS FIGURATION

The figuration is Green when the DC NORM BUS is electricallysupplied.

The figuration is Amber when the DC NORM BUS is not electricallysupplied.

2. BAT INDICATION

The indication is White, but:- becomes Amber when the BAT pushbutton switch is selected

OFF/R.

3. BATTERY VOLTAGE INDICATION

The indication is Green, but:- becomes Amber when the voltage is <25V or >31V.

4. BATTERY CURRENT DIGITAL AND ANALOG INDICATIONS

The indications are Green, but:- become Amber when the current is <-5A.

A White OFF indication is displayed in place of current indicationswhen the associated BAT pushbutton switch is selected OFF/R andthe battery line contactor is open.

5. ESS BUS FIGURATION

The figuration is Green when the DC ESS BUS is electricallysupplied.

The figuration is Amber when the DC ESS BUS is not electricallysupplied.

6. INV INDICATION

The indication is White when the emergency inverter is operating tosupply the AC EMER BUS.

7. TRANSFORMER RECTIFIER UNIT CURRENT INDICATION

The indication is Green, but:- flashes when the current is <6A.

8. TRANSFORMER RECTIFIER UNIT VOLTAGE INDICATION

The indication is Green, but:- becomes Amber when the voltage is <25V or >31V.

9. DC BUS TIE LINE

The indication is:- Green when the DC BUS TIE is closed- not visible when the DC BUS TIE is open.


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A300/A310 RH ECAM - ELEC DC PAGE


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A300/ Some A310 DC Power Warning Logic

Depicted below are the various warnings displayed in the flight compartment in the event the faultshown occurs in the aircraft DC power system. Also shown graphically are the different flightphases at which the warnings will or will not be displayed.


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A300/ Some A310 DC Power Warning Logic


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LEFT BLANK


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24-24-9393

APU

POWER SECTION


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AC Auxiliary Generation

GENERAL

The AC auxiliary generation is provided by the APU generator which isable:

- in flight to replace either or both engine generators in case of failure- on the ground to supply the aircraft network when no ground power

unit is available.

The auxiliary generator, directly driven at constant speed by the APU, isa conventional, 3-coaxial component brushless generator:

- PMG,- rotating diode pilot exciter,- finally, the generator itself.

It is cooled by oil spraying and associated with a regulation and protectorunit (GCU), the function of which is to:

- regulate the network voltage,- control the generator while protecting the network and the generator- control the different warnings and indicators.

Moreover, the GCU is fitted with a built-in test equipment (BITE) whichenables maintenance operations of the system to be facilitated.


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APU Generator


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APU Generator Controls and Indications

Controls and indications related to the APU generator are located on theflight compartment overhead panel and are transmitted via the GCU.

A. Controls and Indications in the Flight Compartment

The operation of the APU generator is controlled by ELEC PWR/APUGEN pushbutton switch with two positions:- OFF/R selected, the pushbutton switch is released out, and the

White legend is on: the generator is shut down (deenergized andthe line contactor is open)

- ON selected, the pushbutton switch is pressed in, the generatoris energized, its rotational speed being high enough

- If the electrical parameters are correct, the line contactor closesto supply the transfer circuit.

The effective supply of the aircraft network by means of the batterytie contactor(s) depends on the availability of the other generationsources.

NOTES:- On the ground, the generator line contactor will only close if the

ground power unit does not already supply the transfer network:the ground power unit has a priority on the APU generator tosupply the aircraft

- For reference only, each aircraft network is supplied according tothe following priority order:- by its generator- by the ground power unit- by the auxiliary generator- by the second generator


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24-24-9797


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24-24-9898


LEFT BLANK


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24-24-9999

AC/DC

STAND-BY

POWER SECTION


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AC/DC Stand-by Power Generation

GENERATOR

AC/DC stand-Say generation is achieved by a generator driven at aconstant speed by an hydraulic motor powered by the Green system.

The generator is rated at:- AC channel: 5 kVA, 115 V, 400 Hz- DC channel: 50A, 28 V (24 to 30 V)

GENERATOR CONTROL UNIT (GCU)

It is associated with a generator control unit which provides AC voltageand frequency regulation and protection.


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24-24-101101


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AC/DC Stand-by Power Distribution

When the logical conditions are met, the STBY GEN supplies:- a part of the AC ESS BUS: 3XP-2, and- the AC EMER BUS, and- the DC ESS BUS

AC ESS BUS (3XP-2)3XP-2 part of AC ESS BUS is normally supplied by AC BUS 1, throughthe essential transfer contactor 1 and a two-direction switch.Should STBY AC power feeding conditions be met, the two-directionswitch automatically:- will split the connection between 3XP-1 and 3XP-2, and AC BUS 1,

and- will establish the connection between the AC output of the STBY

GEN and 3XP-2.

DC ESS BUSDC ESS BUS is normally supplied by:- DC NORM BUS through a DC BUS TIE contactor, and- 3XP-2 through the ESS TR.Should STBY DC power feeding conditions be met, the DC ESS BUS willbe supplied:- by the DC output of the STBY GEN, or- the batteries if the BAT OVRD pushbutton switch is selected ON,

(the STBY GEN is then deactivated).

AC EMER BUSAutomatic operation of the STBY GEN is not controlled by the STBYGEN pushbutton switch (even if the pushbutton switch is broken, as soonas logical conditions will be met, automatic operation of the STBY GENwill start).The pushbutton switch allows, only, to force the STBY GEN starting evenif the automatic starting conditions are not met.• AUTO (P/B Switch Released-out)

Normal position. Automatic starting is not possible on the ground.

• Starting without feedingThe STBY GEN starts to run as goon as the following conditionsare met:- DC NORM BUS is OFF, and- the generator line contactor 2 is opened, and- BAT OVRD pushbutton switch is not selected ON, and- Green hydraulic power is available, and- Aircraft is in flight.

• AC power feedingWhen feeding conditions are met:- no FAULT detected by the STBY GEN generator control unit,

and- DC STBY power available he AC STBY contactor closes,

and AC power supplies the AC ESS BUS (3XP-2), and theAC EMER BUS.

• DC power feedingWhen feeding conditions are met:- no FAULT detected by the STBY GEN generator control unit,

and- DC STBY power available, and- no APU start attempt, and- LAND RECOVERY pushbutton switch is not selected ONthe DC STBY contactor closes, and DC power supplies the DCESS BUS.

After an automatic starting in flight, the two starting conditions DCESS ON .BAT and aircraft in flight are replaced by a STBY GENoperating condition to maintain the STBY GEN operating (since DCESS BUS is no longer fed by the batteries) even after landing.APU GEN has priority over STBY GEN to supply the electricalnetwork, when the main GEN 1 and GEN 2 generation is lost.


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AC/DC Stand-by Power - Generation and Distribution


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AC/DC Stand-by Power Distribution (continued)

• OVRD (P/B Switch Pressed-in)

The OVRD light illuminates White to indicate the pushbutton switchis pressed-in.

Either in flight or on the ground, the STBY GEN is forced to run assoon as the following conditions are met:- BAT OVRD pushbutton switch is not selected ON, and- Green hydraulic power is available

Feeding of AC ESS BUS (3XP-2), AC EMER BUS and DC ESSBUS by the STBY GEN is achieved in the same way as with theSTBY GEN pushbutton switch selected AUTO.

If the forced starting has been initiated:- In flight, the STBY GEN operation will continue after landing- On the ground, the STBY GEN operation will be limited to 2

minutes (ground test).

• FAULT

The FAULT light illuminates Amber when:- A failure (Under Voltage or Under Frequency) is detected by

the GCU, or- An anomaly is detected in the AC Stand-By Line Contactor

logic.

FAULTS EFFECTS

Under Voltage AC and DC Stand-By LineContactors OPEN

Under Frequency Generator is de-energized


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AC/DC Stand-by Power - Generation and Distribution


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LEFT BLANK


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EXTERNAL

POWER SUPPLY

SECTION


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External Power and Maintenance Bus Switch

An external power receptacle, located on the lower forward part of thefuselage, in the lengthwise axis, allows the aircraft to be supplied with athree-phase 115/200V - 400 Hz power through the external power linecontactor from an electrical ground power unit.

A ground power control unit (GPCU) automatically opens the externalpower line contactor in the event of:- overvoltage or undervoltage- overfrequency or underfrequency- open phase or phase sequence

When the APU GEN power and the external power are simultaneouslyavailable, the external power has priority to supply the aircraft.

The engine-driven generator has priority over the APU GEN and theexternal power to supply the aircraft. A MAINTenance BUS switch(MAINT BUS sw) is located on the forward cabin circuit breakers panel.It supplies only the service busbars with electrical power when theexternal power unit is connected to the aircraft (AVAIL light on), but notcoupled (ON light off).

COCKPIT CONTROLSEXT PWR PUSHBUTTONThe pushbutton controls the coupling of the aircraft electrical networkwith an AC external power when:- an external power is connected- and the electrical power is available.

• AVAILThe AVAIL light comes on Green when:- an AC external power is plugged-in,- the external power electrical parameters being normal, the

electrical power is available, and- the external power line contactor is open (the external power

does not supply the AC BUS 1 and AC BUS 2).

• MOMENTARILY PRESSED- If the AVAIL light was on, it goes off.

The external power line contactor closes and the external powermay supply the AC BUS 1 and the AC BUS 2 through bothtransfer contactors 1 and 2 as long as the external powerelectrical parameters are normal.The ON light comes on Blue.

- If the ON light was on, it goes off.The external power line contactor is open and the AC BUS 1 andAC BUS 2 are no longer electrically supplied.

The AVAIL light comes on Green if the external power electricalparameters are normal.

MAINTENANCE BUS SWITCHThe MAINTenance BUS switch located on the forward Cabin CB Panelcontrols:- the AC input to the TR2 unit which supplies the DC ground service

busbars- and the supply to the AC ground service busbars.

• ONThe switch is magnetically latched if the external power electricalparameters are normal (as long as the AVAIL light is on in the EXTPWR pushbutton).- AC GROUND/FLIGHT BUS and AC GROUND BUS are directly

supplied.- DC GROUND/FLIGHT BUS and DC GROUND BUS are supplied

through the TR unit 2.Lighting, cargo doors operation, cargo loading and refueling areoperative.

• OFFThe ground service busbars are not electrically supplied by theexternal power as long as the AVAIL light is on.


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External Power/MAINT BUS Switch


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MISCELLANEOUS

ELECTRICAL AREAS


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LEFT BLANK


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24-24-112112

A300/A310 Avionics Bay Electronic Rack 80VU


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A300/A310 Ground Power Control Unit (GPCU) BITE CheckOVERALL OPERATION

The three GCUs and the GPCU are individually responsible for isolatingfault conditions and storing the results in nonvolatile memory (NVM).That data is stored during the flight and retained for display while on theground. During the flight, there is no communication between units sincethe GPCU is not powered.

When the aircraft lands (and power is applied to the GPCU by a switch inthe nose gear) the GPCU communications' software is activated. TheGPCU then attempts to establish communications with the three GCUsby means of the serial data links. Each GCU is interrogated individuallyto determine if it has stored any BITE messages during the flight. If anyof the units has a BITE message available, the BITE MESSAGEINDICATOR is illuminated and can only be extinguished by pushing abutton on the GPCU. No communication takes place between the GCUsat any time.

A primary feature of BITE is the alphanumeric display located on theGPCU. This is a 24 character readout that displays messages describingwhat faults have occurred and which area of the system contains theproblem.

BITE defines which LRU has failed or if a failure has occurred in thewiring or sensors associated with the Electric Power System of theaircraft.


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A300/A310 GPCU BITE Check


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24-24-115115

A300/A310 Electrical Power Generating System - Fault Isolation


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24-24-116116



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24-24-119119



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24-24-120120



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24-24-121121



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24-24-122122



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24-24-123123



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24-24-124124



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LEFT BLANK


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Maintenance Panel

1. REFUEL ON BAT LIGHT

The REFUEL ON FEAT light comes on White when the refuelingsystem is electrically supplied by the battery 1.

2. DC BUS TIE CONTACTOR FAULT LIGHT

The FAULT light comes on White to indicate the DC BUS TIECONTACTOR has been opened after detection of a reverse currentin the DC ESS BUS - DC NORM BUS direction.

3. DC BUS TIE CONTACTOR RESET PUSHBUTTON

The pushbutton allows the rearming of the reverse current detectorwhich controls the DC BUS TIE CONTACTOR and extinguish theFAULT indication.

4. GPCU - BITE DISPLAY LIGHT

The BITE DISPLAY light comes on White to indicate a failure hasbeen detected on the channel of:- GEN 1- or GEN 2- or APU GEN- or EXT PWR

5. AC PHASE SEL ( A-B-C) ROTARY SELECTOR

It allows selection of the AC volt-age

phase to be indicated on the AC (V) and FRQ indicators when theAC(V) -FRQ -LOAD display rotary selector is selected GEN 1, GEN2, APU GEN or EXT PWR.

The PHASE SEL selector is inoperative in all other positions of theAC(V) -FRQ -LOAD display rotary selector.

6. TR RESET PUSHBUTTONS

Each pushbutton allows the rearming of the corresponding TRprotection unit after a failure has been detected and to extinguish theassociated FAULT indication.

7. TR1, TR2, ESS TR, FAULT LIGHTS

A FAULT light comes on White when:- a reverse current is detected in the distribution Busbar/TR unit

direction- a TR unit overheat is detected- a no current indication is detected.

8. BAT 1, BAT 2, BAT 3 OVERHEAT LIGHTS

A BAT OVHT light comes on White to indicate the charging currentfor the related battery increases at a rate greater than 0.4A/min.


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Maintenance Panel: ELEC PWR Panel (472 VU)


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24-24-128128

A300/A310 Flight Compartment Circuit Breaker (CB) Panels - Location


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24-24-129129


LEFT BLANK


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24-24-130130

A300/Some A310 Electrical Load Distribution - General/Typical


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Some A310 Electrical Load Distribution - General/Typical


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A300/A310 Electrical System - Inspection and Check of Electrical CircuitInspection/Check of Electrical Circuit

The inspection/check procedure consists of two distinct operations :• A cursory inspection, which consists of a visual examination of all

components readily visible and which does not necessitatecomponent removal.

• A detailed inspection, which consists of removing any componentswhich obscure the view of other components, thus permitting adetailed visual examination of all system components.

• Cursory Inspection• Check the general outer condition, the attachment and

appearance of the following components :• Panels and their equipment• Electrical connectors• Rack-mounted system components• Indicators• Electrical bonding leads

• Check the condition of all wiring (for signs of ageing, alteration,overheating, scaling and deformation which might detrimentallyaffect wiring performance).

• Replace defective components

• Detailed Inspection• Open access doors and casings, remove or open the panels,

shields and components obscuring other components (ifnecessary), in order to gain access to wiring, plugs, electricalconnections and various system components.• Concerning the various components :

• Remove dust using a vacuum cleaner and clean furtherif necessary.

• Check labels and their identification.• Check attachment and general appearance of

components.• Concerning wiring :

• Check identification sleeves or labels for correctcondition as well as protective coatings, insulation andprotective fittings.

• Check condition of wiring (for signs of ageing, alteration,overheating, scaling and deformation which mightdetrimentally affect wiring performance).

• Concerning electrical connectors :• Disconnect plugs, check their physical and electrical

conditions.Make certain that there are no traces of oxydation orcorrosion, replace defective components (seals, gaskets,grommets, ferrules etc...)• Check the tightness of connections to all electrical

accessories, ground bonding leads, ground leads,busbars and terminal bars.

• Check tightness of non-safetied connectors.• Check condition of electrical connector protections in

hydraulics compartment.• Replace defective components.• Install removed components and restore all equipment to

operating condition.


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A300/A310 Static Grounding Positions - Grounding Locations

NOTE:NOTE: Some A310s have Static GroundingSome A310s have Static GroundingReceptacle located in the HighReceptacle located in the HighPressure Ground Connectors Area onPressure Ground Connectors Area onRH Air Conditioning Fairing - Fwd AreaRH Air Conditioning Fairing - Fwd Area


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24-24-134134

AIRBUS ATA 24 QUICK QUIZ

The following quiz covers training areas to further increase your knowledge and skills ofthe Airbus A300/A310 aircraft and other areas of importance to you...

1. WHAT IS THE POSSIBLE CAUSE WHEN THE

DC BUS TIE CONTACTOR FAULT LIGHT

ILLUMINATES? WHERE IS THE LIGHT

LOCATED? WHAT COLOR IS IT? IS THE

CONTACTOR A “RESETTABLE” TYPE?

2. WHAT IS THE PURPOSE OF THE APU GCU?

3. WHICH ELECTRICAL BUS RECEIVES ELEC

POWER DIRECTLY FROM THE ENGINE AC

GENERATOR WHEN THE OVERRIDE PBsw IS

SELECTED “ON”?

4. WHICH UNIT PROTECTS THE ELECTRICAL

NETWORK BY CONTROLLING THE “EPC”

(EXTERNAL POWER CONTACTOR)? WHERE

IS THE CONTACTOR LOCATED?

5. NAME THE THREE ELECTRICAL BUSSES

THAT THE AC/DC STANDBY GENERATOR

WILL POWER WHEN LOGICAL CONDITIONS

ARE MET?

6. ALL THREE BATTERY PBsw ARE SELECTED

“OFF”, WHICH EQUIPMENT ARE STILL

SUPPLIED ELECTRICALLY?

7. CONDITION: STATIC INVERTER FAILS TO

SUPPLY THE “AC EMER BUS”, WHICH ITEM

WOULD YOU POSSIBLY CHECK FIRST?

WHERE IS IT LOCATED ON THE AIRCRAFT?

8. WHEN WILL THE IDG AMBER FAULT LIGHT

ILLUMINATE DURING ENGINE OPERATION?


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AIRBUS ATA 24 QUICK QUIZ - ANSWER SHEET/NOTES

1.

2.

3.

4.

5.

6.

7.

8.


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LEFT BLANK

ATA 24 - END

COURSE CODE - M540000

Date post:	05-Jan-2016
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Airbus 24 A300 A310 Electrical Power

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