AGUSTA AW139

AGUSTA AW139

MAINTENANCE COURSE
TRAINING MANUAL
B.1.3

CHAPTER 24
ELECTRICAL POWER
CONTENTS

SUB-CHAPTER SUBJECT

24-30 DC GENERATION and

DISTRIBUTION

24-40 EXTERNAL POWER

24-60 DC LOAD DISTRIBUTION

24-70 ELECTRICAL SYSTEM

INDICATION

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DC MAIN GENERATION SYSTEM

DESCRIPTION

The components that supply DC electrical power to the helicopter are:

– The two 300 Amp continues duty DC starter/generators, each controlled by a Generator
Control Unit.
– The 40AH (or optional 44AH) main battery.
– The 13 AH (or optional 17AH or 27AH) auxiliary battery
– External power Unit, when connected on ground.

The components distributing electrical power to the helicopter electrical buses are:

– The two power distribution panels (PDPs)

– The DC circuit breaker panel.

Each engine operates the related starter generator through the accessory gearbox. When
operation is correct, each GCU controls and monitors the output of the related generator to
keep the voltage at 28 VDC (nominal). The GCU also includes protections. These
protections disconnect automatically the effective generator from its buses if there is a failure
or a malfunction in the system. The buses receive the 28 VDC electrical power from the
generator through the power distribution panels and the DC circuit breaker installed on the
overhead panel. In the correct conditions of operation each generator supplies only the
related busses. If the generator becomes defective, it will be disconnected from the related
main buses and the PDPs automatically change the DC system configuration, and connect the
buses (except the Non-Ess bus) of the defective generator to the serviceable generator. Some
loads are more important than others, thus they are connected to the more important busses.
The busses installed in the helicopter are:

– The non-essential busses (NON ESS BUS 1 and NON ESS BUS 2).
– The main busses (MAIN BUS 1 and MAIN BUS 2).
– The essential busses ESS BUS 1 and ESS BUS 2.
– The battery bus (BATT BUS).

BATTERY POWER GENERATION SYSTEM

The DC power supply system includes two batteries. They are the main battery (BT1) and
the auxiliary battery (BT2). These batteries supply power to the DC essential busses (DC
ESS BUS) to let the helicopter land safely during a dual generators failure. During flight, the
two DC generators charge the batteries. The main battery is used to start the engine when
external electrical power is not available, while under this condition the auxiliary battery
supplies power to the essential busses. If engine No.2 is started first, the BUS TIE switch
must be set to ON to connect both MAIN Busses together.

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When external electrical power is available and connected to the electrical generation system,
all the DC busses of the helicopter are supplied with power. If only external electrical power
is supplied to the helicopter, both batteries are automatically disconnected from the electrical
distribution system.

NOTES

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DC DISTRIBUTION SCHEMATIC – power OFF -
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DC DISTRIBUTION SCHEMATIC – Battery Master Switch ON -
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DC DISTRIBUTION SCHEMATIC – Main Battery Switch ON -
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DC DISTRIBUTION SCHEMATIC – Main Battery and Bus Tie Switch ON -
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DC DISTRIBUTION SCHEMATIC –Generator No.2 ON -
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DC DISTRIBUTION SCHEMATIC –Generator No.2 and Aux Batt switches ON -
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DC DISTRIBUTION SCHEMATIC – Both Generators ON -
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DC DISTRIBUTION SCHEMATIC – External DC Power connected and ON-
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DC POWER DISTRIBUTION SYSTEM
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STARTER GENERATOR
DESCRIPTION

The starter generators are installed on the accessory gearbox of their respective engine. They
are attached to a starter-generator mount-flange through a V-band clamp, allowing quick
removal and installation. The starter generator has a drive shaft that engages the starter
generator to the drive train of the accessory gearbox. The generator rotor drive shaft is
provided with a shear neck to protect the drive train of the accessory gearbox in case the
generator rotor becomes jammed. The primary components of the 300 A DC starter
generator are the stator and the rotor, both contained in a cylindrical housing.
The housing is made from steel alloy and is a part of the magnetic circuit of the starter
assembly. The rotor assembly includes a winding the interface of which is the
brush/switching assembly that connects it to the housing. The generator is of the 4-pole type.
It has a four-brush block-assembly that applies the input and output current to the correct
rotor winding. Ball bearings support the rotor into the generator housing at each end.
The bearings are of the pre-lubricated type and no maintenance is necessary between
overhauls. The starter generator is air-cooled. A fan installed at the starter generator end
opposite the input splines provides the necessary airflow through the starter generator. The
air flows axially over the rotor and stator windings. It is then released overboard through the
Number 1 starter-generator air-outlet duct. The same air also decreases the temperature of
the rotor support bearings.

STARTER OPERATION

When the starter generator operates as a starter, it receives an input voltage at the main
terminals. It also receives field current from the GCU. Initially, full field current is applied
to get maximum torque during the initial start phase of the engine. When the starter
generator speed increases, the GCU does not let the natural electro-motive-force back change
the mode of operation from "start" to "generation". To do this, it makes the field weaker, and
the output torque stays positive. The GCU stops the operation in the "start" mode when it
receives the special signal from the starter. The signal is transmitted through the interface
connector.

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GENERATOR OPERATION

When the starter generator operates as a generator, it uses its remaining magnetism to supply
through the GCU a self-sustaining output voltage. The GCU sends the remaining voltage
back to the field until the value of the regulating voltage is correct. The GCU also adjusts the
current. It sends a modulated current to the field windings of the shunts as necessary to keep
a 28 V DC current (nominal) on the helicopter busses. The generator also provides the data
that is necessary to the GCU for the protection of the system. The interpole winding voltage
is the source of this data. The voltage is in proportion to the generator current. The GCU
continuously monitors the voltage to make sure that there are no incorrect current levels. A
two-metal temperature switch is installed in the stator assembly to monitor possible over-
temperature conditions.

NOTES

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No.1 STARTER / GENERATOR INSTALLATION

No.2 STARTER / GENERATOR INSTALLATION

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STARTER / GENERATOR REMOVAL and INSTALLATION

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STARTER / GENERATOR - SIMPLIFIED SCHEMATIC -

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STARTER GENERATOR BRUSH CHECK

The scheduled inspection for the brushes is every 300 hours. Examine each of eight brushes;
each brush has two elements and, if necessary, use a light and make sure that there are no
damages and no cracks. Make sure that the brushes wear is not more than the maximum
wear limit (A). Make sure that each brush is correctly seated (8)

STARTER GENERATOR BRUSH INSTALLATION

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STARTER / GENERATOR BRUSH INSPECTION

NOTES

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GENERATOR CONTROL UNIT

DESCRIPTION and OPERATION

The Generator Control Units are located in the Left (Generator No.1) and in the right
(Generator No.2) E-E Bay. (Only in Manual Start) Upon receiving a command from the start
switch, the GCU activates the field winding and closes the starter contactor to apply the
power source to the starter-generator to build sufficient torque to accelerate the engine
turbine, however as the speed of the starter-generator increases the back EMF (Electro-
Motive Force) still increases opposing to the supplied voltage. This causes a lower current
that generates a lower torque. To prevent this effect, the GCU reduces the field current to
limit the back EMF to a level that allows rated current to flow into the starter-generator as the
speed increases. The GCU monitors the speed signal produced by the starter-generator and
terminates the start cycle when the speed signal indicates that the engine has reached 5500
rpm at generator pad. At the termination of the start, the GCU opens the starter contactor and
de-energizes the starter-generator field winding. When operating as a generator, the machine
is capable of self excitation by using its own residual magnetism to build up a self sustaining
output voltage. The full operation of the starter-generator is controlled by the GCU that
incorporates the following special logic functions:

- Start Command Input:

The GCU incorporates a pin on the interface connector used to receive the start command
from the engine control system and configure the GCU functions to perform engine starting.
- Start Terminate Signal:
The GCU provides an output from the Interface connector. The signal is used by the Starting
panel to unlatch the starting functions and terminate the manual starting sequence. The signal
is issued when the starter-generator has attained a speed of 5500 rpm approx.
- External Power Inhibit:
In order to prevent the paralleling of DC External Power and DC Generator outputs the GCU
incorporates a pin on the interface connector to receive a signal indicating that DC External
Power is active on the rotorcraft. The GCU will inhibit closing of the line contactor while the
external power signal is present. If the generator is already connected and an external power
signal is received, the GCU will de-energize the line contactor, disconnecting the generator
output from the bus. Removal of the external power signal allows the GCU contactor control
to operate normally.
- Power Ready Signal:
The GCU provides an output from the interface connector that indicates the condition of the
GCU and starter-generator.

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- Power Not-Ready Signal:

The GCU provides an output from the interface connector, that during start, indicates the
generator is not available or in the start mode.
- OV Test:
The GCU incorporates a pin on the interface connector to accept an external signal that is
used to test the functioning of the GCU over-voltage protection. The external signal is
provided by Ground Equipment. The function is exercised during scheduled ground
maintenance.

The following operation and protective functions:

- Voltage Regulator:
The GCU recycles the generator residual voltage onto the field until the appropriate
regulating voltage is attained. When regulating, the GCU applies a modulated current to the
shunt field winding as required to maintain 28.5 DC at the rotorcraft buses. The voltage
regulator is a closed-loop control circuit that adjusts the duty cycle of the exciter field voltage
to provide a constant voltage under varying load conditions. When the generator output
attains voltage level within 0.5 V of the bus voltage, the GCU commands the line contactor to
close connecting the generator output to the bus. In the event that the buses have been
normally tied from the flight deck control, a signal is routed via the bus tie contactor to each
DC GCU to load share each generator output within 10% of rated load between 25% and
100% rated load.
- Overvoltage:
The GCU provides the starter-generator to be disconnected from the load bus and to be de-
energized before the voltage exceeds the limit.
- Undervoltage:
The GCU provides for de-energizing and disconnecting the start-generator from the load bus
when the voltage falls below 5V. This is coordinated with the over-current function.
- Feeder Fault:
The GCU provides for de-energizing and disconnecting the start-generator from the load bus
when the differential feeder current between the positive lead and negative lead exceeds
125Amp nominally. This signal is received from two current transformers
- Bus Fault:
The GCU defects the occurrence of an over-current condition in excess of 600 Amps during
Generator Mode operation, and provides a signal to be used to sequence fault clearance. If
the fault cannot be cleared within 6 seconds by the bus bar protection logic in PDP No.1(2),
the GCU shall provide for the Starter-Generator to be disconnected from the load bus and to
be de-energized between 6 and 7 seconds from the beginning of the over-current event.
- Reverse Current:
The GCU provides for the de-energizing and disconnecting the start-generator from the load
bus when it detects a reverse current which exceeds 10% of rated load.

There are no In-field adjustments possible to the Generator Control Unit.

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No.1 GENERATOR CONTROL UNIT (GCU) INSTALLATION

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No.2 GENERATOR CONTROL UNIT (GCU) INSTALLATION

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NUMBER 1 POWER DISTRIBUTION PANEL

The Number 1 Power Distribution Panel (PDP 1) is mounted on the roof of the cabin, on the
left side. The PDP1 contains major contactors and relays. It has an aluminum chassis and a
cover. Ten screws attach the cover to the box body. The box also has two louvers, one on
the front and one on the rear side. These louvers allow ventilation in order to release the heat
in the box.

The PDP1 contains:

– The Number 1 DC current-transformer (T3) of the positive (+) side of the No1 generator
– The power relays of the Number 1 power distribution system.

These power relays are:

– The Number 1 Generator Line Contactor (GLC2) (K5)
– The Number 1 contactor non-essential bus (K7)
– The external power contactor (K9)

The PDP1 also includes the power protection contactors and most protection devices.
Relay contactors and circuit breakers are installed on the front of the PDP1. Easy access is
provided to these relays and circuit breakers. They allow monitoring the status of the PDP1.

The relays are (facing the relays, from left to right):

– K17
– K13
– K19
– K11
– K21.

The circuit breakers are:

– CB3
– CB7
– CB9
– CB13
– CB15
– CB17
– CB43
– CB47
– CB49.

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NUMBER 2 POWER DISTRIBUTION PANEL

The installation, construction and contents of the No2 Power Distribution Panel (PDP 2) is
almost identical as that of the PDP1. The PDP2 is mounted on the roof of the cabin, on the
right hand side.

The PDP2 contains:

– The Number 2 DC current-transformer (T4) of the positive (+) side of the No2 generator
– The power relays of the Number 2 DC power-distribution system.

These power relays are:

– The Number 2 Generator Line Contactor (GLC2) (K6)
– The Number 2 contactor-non essential-bus (K8)
– The bus tie contactor (K10)
– The auxiliary battery contactor (K4)

The PDP2 also includes the power protection contactors and most protection devices. Relay
contactors and circuit breakers are installed on the front of the PDP2. Access to these relays
and circuit breakers is easy. They allow to monitor the status of the PDP2.

The relays are (facing the relays, from left to right):

– K16
– K14
– K12
– K18
– K20.

The circuit breakers are:

– CB4
– CB6
– CB8
– CB10
– CB44
– CB48
– CB50.

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POWER DISTRIBUTION PANEL – MAIN COMPONENT CONTENTS -
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POWER DISTRIBUTION PANELS LOCATION

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Power Distribution Panel

Circuit Breaker panel –Buses arrangement -

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MAIN – AND AUXILIARY BATTERIES

DESCRIPTION and OPERATION

The Batteries are located in the nose section of the aircraft, the main battery at the left hand
side and the auxiliary battery at the right hand side. The Main Battery (40 AH or optionally a
44AH) is an assembly of individual cells (20 total) contained by steel case within each
individual cell is connected in series to achieve a nominal terminal voltage of 24V. Cells
interconnection is achieved using solid copper bus bars that are bolted to the individual cell
positive and negative terminals. The battery incorporates means to mount the battery to the
airframe through secure tabs that form part of the battery case cover. The case is essentially a
steel box with the cover removable in order that individual components within the battery can
be serviced. The battery case incorporates vent ports with the provision to attach suitable
tubing in order to route some gasses of hydrogen to a containment vessel provided by the
airframe and overboard. The battery (NiCad) is based upon nickel and cadmium plates with a
potassium hydroxide electrolyte. This type of battery is common in aircraft and offers a high
power with low maintenance. A characteristic of NiCad batteries is its relatively flat voltage
curve under discharge conditions, thus supplying to aircraft services a constant potential
through the majority of the discharge cycle. Since the batteries on the AB139 are also used
as a self-contained power supply for engine starting, the high current capability and superior
low temperature performance are important assets. Inside the battery a temperature sensor is
placed. This bi-metallic temperature switch indicates when the battery exceeds a preset
temperature limit. The signal from the switch is sent to the MAUs. It is used to cause the
MAIN BATT HOT cautions to come on, on the CAS of the MFDs.

The Auxiliary Battery (13 Ah - or optionally 27AH) is also used on AB139. See the above
technical description as for main battery.

CURRENT TRANSFORMER

The Current Transformer (CT) (One at the positive and one in the negative lead) detects the
differential changes in DC current and routes the signal to the GCU that will de-energize the
line contactor when a generator feeder fault (false ground) is present.

MAIN BATTERY SHUNT

The main battery shunt (R1) is installed underneath the cockpit floor on the side of the main
battery DC grounding point. It is a resistor type shunt with a 200 Amp rating. It is connected
in series between the negative terminal of the battery and the grounding point on the airframe.

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MAIN BATTERY INSTALLATION

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MAIN BATTERY - CELLS ARRANGEMENT -

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MAIN BATTERY POWER GENERATION AND DISTRIBUTION

The main battery power generation and distribution system does two primary functions:

– Main battery connection to the Number 1 essential bus

– Main battery connection to the Number 1 main bus.

Main Battery connection to the Number 1 essential bus

When the plug is connected to the main battery connector, the positive pin of the battery
energizes the relay K1. The coil of relay K1 is connected to the positive terminal of the
battery through:
– The circuit breaker CB45
– The diode CR21.

When the BATTERY MASTER switch is at ON, a ground signal is applied to the negative
pin of the coil of relay K1. This ground signal is necessary to energize the relay. The main
contactor closes, and the battery becomes connected to the Number 1 essential bus through:
– The circuit breaker CB1 (100amp)
– The diode CR1.

The battery thus supplies all the DC essential loads of the helicopter. The shunt R3 senses
the current of the battery. The voltage from the shunt is sent to the two MAUs. It is used to
cause the ammeter indications to come in view on the MFDs. A temperature switch installed
in the battery senses a possible over-temperature condition of the battery. The signal from
the switch is sent to the MAU’s. It is used to cause the MAIN BATT HOT warnings to come
on, on the CAS. With the BATTERY MASTER switch set to ON, a ground signal is also
applied to the negative pin of the relay K2 that closes its contacts. In this condition, if the
auxiliary battery is connected to the circuit, the BATT OFF LINE caution goes off on the
CAS. This shows that the two batteries are connected to the essential busses.

Main battery connection to Number 1 main bus

The main battery can be connected to the Number 1 main bus only when:
– The BATTERY MASTER switch is set to ON.
– The MAIN BATT switch is set to ON and the coil of the relay K3 is energized.
– The GCU1 does not give an indication of generator 1 over-current condition (K18 closed)
– The external power source does not supply electrical power to the helicopter (K17 closed).

Thus the positive pin of the main battery is connected to the Number 1 main bus through the
Number 1 power-distribution panel (PDP1). The MAIN BATT OFF caution goes out on the
CAS. The latching signal of the relay K13 is removed from the logic control of the PDP1.

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MAIN BATTERY INTERFACE - SIMPLIFIED SCHEMATIC -

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AUXILIARY BATTERY INSTALLATION

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AUXILIARY BATTERY - CELLS ARRANGEMENT -

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AUXILIARY BATTERY POWER GENERATION AND DISTRIBUTION

The power generation and distribution system of the auxiliary battery does three primary
functions:
– The connection of the auxiliary battery to the BATT BUS
– The connection of the auxiliary battery to the Number 2 essential bus
– The connection of the auxiliary battery to the Number 2 main load bus (for Aux battery
charging only).

Auxiliary battery connection to the BATT BUS

The auxiliary battery supplies electrical power to the BATT BUS when the auxiliary battery
connector is connected (Hot Bus principle). Power supply occurs through the circuit breaker
BATT BUS.

Auxiliary battery connection to the Number 2 Essential bus

The No2 ESS BUS is energized when:
– The plug is connected to the auxiliary battery connector
– The main contactor of relay K2 is connected to the positive pin of the battery.
- The Battery Master Switch is switched ON.

The coil of relay K2 is also energized by the BATT bus through the AUX BATT circuit
breaker. The negative pin of the coil of relay K2 is grounded when the BATTERY MASTER
switch is at ON. Thus the relay becomes energized. The main contactor closes, and the
battery is connected to the Number 2 essential bus. This connection occurs through the
circuit breaker CB1 and the diode CR4. Thus the auxiliary battery supplies all the DC
essential loads of the helicopter. The shunt R4 senses the current of the battery. The voltage
from the shunt is sent to the two MAUs. It is used to cause the ammeter indications to come
in view on the MFDs. A temperature switch installed in the battery senses the possible over-
temperature conditions in the battery. The signal from the switch is sent to the MAUs. It is
used to cause the AUX BATT HOT warning to come on, on the CAS. If the main battery
switch is set to ON, the K1 relay closes because the contacts of K1 and K2 are closed. In
these conditions, the BATT-OFF LINE caution goes off on the CAS. This shows that the two
batteries are connected to the essential busses.

Auxiliary Battery connection to the Number 2 Main Bus (Charging Only)

The auxiliary battery can be connected to the Number 2 main bus only when the BATTERY
MASTER switch is set to ON. The coil of relay K4 is energized when:
– The BATTERY MASTER switch is to ON
– The AUX BATT switch is to ON
– The GCU2 does not give an indication of generator 2 over-current condition (K20 closed)
– The external power source does not supply electrical power to the helicopter (K17 closed).

Thus the positive pin of the auxiliary battery is connected to the Number 2 main bus through:
– The diode CR5
– The circuit breaker CB6.

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In this condition, the power generation system of the helicopter charges the auxiliary battery
through Number 2 main bus. This prevents the supply of power from the auxiliary battery to
the Number 2 main bus when the battery is connected through the relay K4.

AUXILIARY BATTERY INTERFACE - SIMPLIFIED SCHEMATIC -

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Looking
upwards

Looking
upwards

MAIN- AND AUXILIARY BATTERY SHUNTS LOCATION

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CONTROLS

The DC generation system controls are housed on the circuit breaker panel located on the
Overhead panel. The Multifunction Display (MFD) provides the DC operative parameter in
the Primary and Secondary Vehicle Monitoring System windows #2 and the operative status
of the synoptic page. The MFD also provides the malfunction condition in the CAS message
window #1. The overhead provides the following functions:

- GEN 1 (2) switch:

OFF: it disables or shuts down the generator No.1 (2) and resets latched protection
functions in the relative GCU.
ON: it enables the generator N. 1 (2) GCU, when at operating speed, power
generation is activated.

- BUS TIE:
ON: it always ties the MAIN BUS No1 and No2 in case of generator malfunction.
The pilot is not allow to switch the bus tie to ON when an over-current malfunction
exists.
AUTO: the automatic activation of the bus tie is enabled during single generator
operation, except when an over-current malfunction exists.
RESET: it resets the logic involved in the cross-tie of the main buses and isolation of
the batteries from the main buses.

NOTE: If only the batteries are connected, the bus tie activation is enabled with the BUS TIE
switch set to "ON".

NOTE: If the external power is connected, the bus tie activation is normally enabled
whichever position the BUS TIE switch is set.

- BATTERY MASTER:
OFF: it disconnects both batteries from the Essential Buses.
ON: it connects both batteries to the Essential Buses.

- MAIN BATTERY:
OFF: it disconnects the MAIN BATTERY from the MAIN BUS No.1.
ON: it connects the MAIN BATTERY to the MAIN BUS No.1.

- AUX BATTERY:
OFF: it disconnects the AUX BATTERY from MAIN BUS No2.
ON: it allows the AUX BATTERY recharging from MAIN BUS No2.

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ELECTRICAL SYSTEMS CONTROLS

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1- MAIN BUS 1 Voltage digital readout
2- MAIN BUS 2 Voltage digital readout
3- No1 ESS BUS Voltage digital readout
4- No2 ESS BUS Voltage digital readout
5- AUX BATTERY AMP digital readout
6- MAIN BATTERY AMP digital readout
7- AUX BATTERY AMP analog scale
8- MAIN BATTERY AMP analog scale
9- GENERATOR load analog scale
10- GENERATOR 2 load digital readout
11- GENERATOR 1 load digital readout

DC SYSTEM INDICATIONS

MFD SYNOPTIC PAGE – ELECTRICAL DISTRIBUTION SYSTEM -

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RANGES AND READINGS

Digital readout Color Analog Scale Color

Ref. Function Range
Markings Markings
MAIN BUS 1
Green > 22V
1 VOLTMETER 10,0 to 40,0 VDC
Amber< 22V
Digital readout
MAIN BUS 2
Green > 22V
2 VOLTMETER 10,0 to 40,0 VDC
Amber< 22V
Digital readout
ESS BUS 1
Green > 22V
3 VOLTMETER 10,0 to 40,0 VDC
Amber< 22V
Digital readout
ESS BUS 2
Green > 22V
4 VOLTMETER 10,0 to 40,0 VDC
Amber< 22V
Digital readout
AUX BATTERY Green when: 1 to 200
5 LOADMETER -200 to 300 ADC White at: 0
Digital readout Amber when –200 to -1
MAIN BATTERY Green when: 1 to 200
6 LOADMETER -999 to 300 ADC White at: 0
Digital readout Amber when –200 to -1
AUX BATTERY
Green band 0 to + 200
7 LOADMETER -200 to 200 ADC
Amber band –200 to -1
Analog scale
MAIN BATTERY
Green band 0 to + 200
8 LOADMETER -200 to 200 ADC
Amber band –200 to -1
Analog scale
Red band: 151 to 200%
DC GENERATOR
Red line: 151%
9 LOADMETER 0 – 200%
Amber band: 101 to 150%
Analog scale
Green band: 0 to 100%
DC GENERATOR 2 Red when 151 to 200%
10 LOADMETER 0 – 200% Amber when 101 to 150%
Digital readout Green when 0 to 100%
DC GENERATOR 1 Red when 151 to 200%
11 LOADMETER 0 – 200% Amber when 101 to 150%
Digital readout Green when 0 to 100%

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ATA 24-30 DC GENERATION AND DISTRIBUTION

WARNINGS CAUTIONS AND ADVISORIES

The warning provides in the CAS message windows is as follows:

1 – 2 DC GEN

When DC GEN No1 and No2 off-line or shut down by the GCUs due to malfunction
MAIN BATT HOT

When main battery temperature exceeds 65°C

AUX BATT HOT
When auxiliary battery temperature exceeds 65°C.

NOTE: Whenever one of the above warning is detected, besides the MWL activation, the
AWG shall provide the following: - no tone + WARNING – WARNING (aural
message) once only. This message has priority number 5.

The caution provided in the CAS message window is as follows:

1 DC GEN 2 DC GEN

When DC GEN No1 or No2 is off-line or shut down by the relative GCU, due to
malfunction.
1 DC GEN HOT 2 DC GEN HOT

When DC GEN No.1 or No.2 temperature exceeds 166°C ± 13°C (330°F ± 8°F)
BUS TIE OPEN

When BUS TIE line is open in presence of one generator failure.

DC BUS FAIL
When a bus fault has been detected on the MAIN Busses due to an over-current
MAIN BATT OFF

When the main battery off-line and battery is not being charged.
AUX BATT OFF
When the auxiliary battery off-line and battery is not being charged
BATT OFF LINE
When one or both batteries are disconnected from the Essential Bus Bars

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ATA 24-40 EXTERNAL POWER

EXTERNAL POWER
DESCRIPTION

An external DC electrical power source can supply all the DC busses of the helicopter when
on the ground. External power is used as an alternative to the power from the power
generation system of the helicopter. The external power source is connected to the electrical
power generation and distribution system through the DC external power receptacle.

External power receptacle

The external power receptacle is contained in a housing with an access door. It is installed on
the right side of the helicopter nose section. Two screws and two washers attach the external
power receptacle to the nose structure. The external power receptacle has three pins. They
are a large positive pin, a large ground pin and a small pin for the control signal input.

External power receptacle door switch

The external power receptacle housing is provided with a switch. Two screws and two
washers attach the switch to the nose structure.

External power control switch

The external power control switch (S5) (EXT PWR) is installed on the electrical control
panel on the overhead console. It is a two position switch with the two selection that follow:
– OFF (up)
– ON (down).

DC EXTERNAL POWER RECEPTACLE LOCATION

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ATA 24-40 EXTERNAL POWER

SYSTEM OPERATION

When you open the access door of the external power receptacle (to connect the electrical
power system to the helicopter busses), the related switch sends a signal to the Number 1
Modular Avionic Unit (MAU1). This signal is used to cause the EXT PWR DOOR caution
legend to come on, on the CAS. When the external power source is connected and the
external power source is switched on, the helicopter, the EXT PWR switch is supplied with
28 V dc power. The power is supplied through the EXT PWR SENSE circuit breaker and the
contacts of the overvoltage trip relay K11. These contacts are usually closed. At the same
time the EXT PWR READY advisory comes in view on the CAS. When the EXT PWR
switch is moved from OFF to ON:
– The relay K9 becomes energized.
– The large positive pin of the external power receptacle connects to the Number 1 main bus
(MAIN BUS1).
– The EXT PWR ON legend replaces the EXT PWR READY advisory on the CAS.

The relay K19 is of the time delay type. Its contacts, that are usually open, close when the
control power input and the relay coil is energized. The relay does not release for 0.5 more
seconds, and power continues to be supplied during that time. When the relay K19 operates
the contactors K7 and K8 of the non-essential feeder bus become energized. The two
contactors connect the non-essential busses to the main busses. At the same time the bus-tie
contactor (K10) operates, and connects the two MAIN busses to each other. The external
power source thus energizes all the DC busses of the helicopter.

EXTERNAL POWER OVER-VOLTAGE PROTECTION

The relay K21 becomes energized when the special sensor senses a voltage of 30.5 V at the
input pin of the external power receptacle. (The voltage threshold is 27.5 V, and indicates a
power loss from the electrical cable). The coil of relay K11 is energized because:
– The EXT PWR switch is ON
– The relay K21 is energized.

When the relay K11 is energized:

– The circuit of the EXT PWR switch is open
– The ground to the coil of relay K9 is disconnected
– The external power is removed from the main bus.

The relay K11 connects the load resistor R7 to the external power input, and this opens the
related circuit breaker. The open circuit breaker prevents the supply of power from the
external electrical power source. To supply again electrical power from the external power
source, let the voltage decrease, and close the circuit breaker.

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ATA 24-40 EXTERNAL POWER

SWITCHING FROM EXT PWR TO HELICOPTER POWER

The initial conditions are:

– EXT PWR switch ON
– BATT MASTER switch ON
– MAIN BATT switch ON (K1 energized and main battery connected to No1 essential bus)
– AUX BATT switch ON (K2 energized and auxiliary battery connected to No2 essential
bus).

The open contacts of the relay K17 (energized) prevent the operation of the main battery
relays K3 and K4. At the same time, the closed contact of the relay K17 energizes the relay
K13 through the No1 essential bus. Relay K13 receives voltage from the essential bus
through a contact of relay K3 that is usually closed. It makes a full circuit between the
external power source and the energized coil of relay K9. It also controls the voltage to the
control pin of relay K19. When the EXT PWR switch is at OFF, the relay K13, which is
connected, operates the relay K9 and the time-delay relay K19. Thus, the external power
continues to be supplied to the bus. At the same time, power is removed from the relay K17,
and voltage is supplied to the relays K3 and K4. When the relays K3 and K4 are energized,
each battery is connected to the related main bus. The auxiliary contact of the relay K3,
which is usually closed, opens. The latching voltage from the coil of relay K13 is removed.
Power is also removed from the relays K9 and K19.

The relay K19 stays energized for approx. 0.5 s after the relay K13 releases. It keeps the
busses connected during that period. Thus power from the batteries is supplied to all the
busses after the external power is removed and until the generators are on-line.

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ATA 24-40 EXTERNAL POWER

EXTERNAL POWER SMALL PIN CONNECTIONS – SIMPLIFIED SCHEMATIC -

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ATA 24-40 EXTERNAL POWER

OVER VOLTAGE
SENSING
RELAY

EXTERNAL POWER OVER-VOLTAGE PROTECTION – PRE BT 139-013 -

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ATA 24-40 EXTERNAL POWER

CB196
3A 1A
Nose Cockpit
Comp AUX CB PNL

EXTERNAL POWER OVER-VOLTAGE PROTECTION – POST BT 139-013 -

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ATA 24-40 EXTERNAL POWER

EXTERNAL POWER CONTROLS AND INDICATORS

The EXT PWR switch is located on the OVERHEAD SWITCH panel. The operative
parameters are similar to those described for the DC generators. The operations and
malfunction are displayed in the CAS message window #1 of the MFD.

The O/H SWITCH PANEL provides the following function:

- EXT PWR:
ON: the external power is connected to the aircraft bus bars
OFF: the external power is disconnected from the aircraft bus bars.

WARNINGS, CAUTIONS AND ADVISORIES

The CAS message window #1 displays a caution as follows:

EXT PWR DOOR

When the external power door is open.

The CAS message window #1 displays the advisories as follows:

EXT PWR READY

When the external power is available and voltage is within the range for application to
aircraft bus bars.

EXT PWR ON

When the external power is connected to aircraft bus bars.

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ATA 24-60 DC ELECTRICAL LOAD DISTRIBUTION

DC ELECTRICAL LOAD DISTRIBUTION

DESCRIPTION

The DC electrical load distribution consists of the following mains items:

- The Power Distribution Panels carry out the electrical power supply to feeder bus
configuration. The PDP.No.1 contains heavy power switching components for the DC
power subsystem on the generator No.1 side. It includes the power contactors and the
majority of passive protective devices for the subsystem, part of the bus re-configuration
logic for the system, the external power protection relay and bus protection control logic.
The P.D.P.No.2 contains heavy power switching components for the DC power subsystem
on the generator No.2 side. It includes the power contactors, rectifiers, diodes and the
majority of passive protective devices for the subsystem, part of the bus re-configuration
logic for the system. The panels are mounted overhead in the passenger cabin roof.

- The overhead circuit breaker is located in the cockpit and provides the connections of the
rotorcraft loads to the power distribution system. The feeder buses available for
connection to the distribution busses are the No.1 and No.2 28 VDC Non-Essential Bus, the
No.1 and No.2 28 VDC Main Bus, the No.1 and No.2 28 VDC Essential Bus and the
Battery Bus.

OPERATION

When the Battery Master switch is set to ON, the No.1 and No.2 Essential buses provide
power to the rotorcraft essential loads. These loads are powered by primary connections
to the Main and Aux batteries. This connection provides for an uninterrupted source of
power in the event of a total loss of generated electrical power. With the MAIN BATT
switch set to ON, the DC MAIN No.1 also is powered. With the AUX BATT switch selected
to ON, the Aux Battery contactor (K4) closes but the MAIN No.2 is not powered because of
the reverse biased diode (CR6).

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ATA 24-60 DC ELECTRICAL LOAD DISTRIBUTION

Essential Bus powered =

Main Bus powered =

Non-Essential Bus or Battery Bus powered =

OVERHEAD CIRCUIT BREAKER PANEL

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ATA 24-60 DC ELECTRICAL LOAD DISTRIBUTION

CR 1 and 3
CR 2 and 4

DC ELECTRICAL LOAD DISTRIBUTION COMPONENT LOCATION

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

ELECTRICAL SYSTEM SYNOPTIC PAGE

DESCRIPTION AND OPERATION

The purpose of the DC Electrical System synoptic page is to provide the pilot with graphical
information concerning the status of the DC electrical system. The page is accessible from a drop–
down menu on the MFD on the ground or in flight. It displays a diagram of the aircraft’s DC
electrical system and includes graphic indications of the status of the system. The major items of the
DC Electrical synoptic page are:
- Main and auxiliary battery display
- Essential 1 and 2 bus display
- Generator 1 and 2 display
- Main bus tie display
- Nonessential 1 and 2 bus display
- External power display.

The detailed requirement for the mechanization of the presentation is based on this segments
subdivision. The convention for defining the status of the synoptic page parameter and the
relationship with the related discrete signals is defined further in this training manual section.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

Main Battery – The main battery icon includes a battery symbol and a pipeline
connection with a diode in series. The battery and its lines are green when the battery is on–line.
When the battery is off–line, the battery box is white the pipeline gray, an OFF is displayed next to
the battery, and the BATT OFF LINE CAS message is displayed. The battery current digital display
is displayed above the main battery symbol in the format 200A . This display value is the same value
shown on the MFD Standard display.

Auxiliary Battery – The auxiliary battery annunciation displays identically to the

main battery display.

Main Battery to MAIN 1 Line and Switch – This segment consists of a pipeline
connection and a switch. The segment and switch are green if main battery is on and the switch is
closed. The pipeline is gray and the switch is white and open if the main battery is off. This is
displayed if the MAIN BATT OFF CAS message is displayed.

Auxiliary Battery to MAIN 2 Line and Switch – This segment acts the same as
the main battery 1 to main 1 line except, this is displayed if the AUX BATT OFF CAS message is
displayed.

ESS 1 Display – The essential bus 1 display is green if the voltage is

>15 VDC. It is green with an X if the voltage is <15 VDC. This symbol should be green at all the
times. As soon as the master battery is ON, this bus is powered. If not, it means that the circuit
breakers CB 1, CB 47, CB 3, and CB 120 are tripped. Voltage digital readouts are located above the
bus symbol ESS 1. This display is the same as the one on the MFD main page display.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

ESS 2 Display – The essential bus 2 display operates identically to the essential
bus 1 display, except, this symbol should be green at all the time. As soon as the master battery is
ON, this bus is powered. If not, it means that the circuit breakers CB 2,
CB 48, CB 4, and CB 120 are tripped.

Line Segment Between ESS 1 and ESS 2 – This pipeline displays a connection
between the ESS 1 and the ESS 2 symbols. Schematically, it is circuit breaker CB120. It is green if
the voltage difference between ESS 1 and ESS 2 is < 3 VDC. It is green with an X if the voltage
difference is >3 VDC. This line should be green at all the times. As soon as the master battery is ON,
this line is powered. If the delta voltage between the two essential buses is more than 3 volts, it means
that the circuit breaker CB 120 has tripped.

MAIN 1 Display – The MAIN 1 symbol with a connection to the symbol

ESS 1 consists of a pipeline segment with a diode in series. The symbol is white when the following
conditions are obtained:
- Bus voltage < 15 V dc
- External power off
- Generator 1 has failed
- Main battery is off
- The bus tie is open.

If the main bus voltage is > 15 V dc, the symbol and pipeline are green . The MAIN 1 symbol is
green with an X when the voltage is < 15 VDC and any one of the following are feeding MAIN 1:
- External power
- Generator 1
- Main battery
- Generator 2 and the bus tie is open.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

The electrical system synoptic page displays a MAIN BUS 1 voltage digital readout adjacent to the
MAIN 1 symbol. This display is the same as is displayed on the MFD main page display.

MAIN 2 Display – The MAIN 2 display acts the same way as the
MAIN 1 icon, except it is connected to the ESS 2. The connection consists of a pipeline segment with
a diode in series. The MAIN 2 symbol is green with an X when the voltage is < 15 VDC and any one
of the following are feeding MAIN 2:
- Generator 2
- Main battery
- Generator 1 and the bus tie contactor is open.

BUS TIE Segment – The BUS TIE segment consists of a switch and
pipeline segment between the symbols MAIN 1 and MAIN 2. If the bus tie switch is open, the line
segments are gray when the loads on Generators 1 and 2 are ≥3% and neither generator is failed. If
the bus tie switch is closed, the switch and pipelines are green . The switch is open with an X on the
gray pipeline segment (failed OPEN) when both generators have failed or the loads are <3%.

NOTE: The above condition occurs under the same condition as when BUS TIE OPEN is
displayed in the CAS window and the BTO caution flag is displayed.

GEN 1 Display – The GEN 1 symbol with a switch is connected in

series to the MAIN 1. The symbol is green when the switch is closed, Generator 1 has not failed and
the load is ≥3%. The symbol is green with an X if the switch is open and the load is < 3%. The
Generator 1 load meter digital readout is displayed above the GEN 1 symbol. The loadmeter value has
the same % value that is indicated on the MFD main display.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

NOTE: The above condition occurs when the caution 1 DC GEN is displayed in the CAS
window. The Generator 1 symbol is amber dashed and the switch undetermined
when any of the following conditions exist:
- GEN 1 load is < 3% GEN 1 and it has not failed, or GEN 1 has failed.
- No1 Engine Out condition (NG1 <50% is indicated).

The GEN 1 symbol is green with an X and the switch is open when both generators have failed and
an engine out is indicated (GEN 1 AND GEN 2 FAILURES are represented on both generator
symbols with an X ).

NOTE: The above condition occurs when the message 1–2 DC GEN is displayed in the CAS
window.

GEN 2 Display – The GEN 2 symbol with a switch is connected in series to

the MAIN 2. The symbol is green when the switch is closed, generator 2 has not failed and the load is
≥3%. The symbol is green with an X if the switch is open and the load is < 3%. The Generator 2
load meter digital readout is displayed above the GEN 2 symbol. The loadmeter value has the same
% value that is indicated on the MFD main display.

NOTE: The above condition occurs when the caution 2 DC GEN is displayed in the CAS
window. The GEN 2 symbol is amber dashed and the switch undetermined when
any of the following conditions exist:
- GEN 2 load is < 3%, and it has not failed
- No2 Engine Out condition (NG2 <50% is indicated).

The GEN 2 symbol is green with an X and the switch is open when both generators have failed and
an engine out is indicated (GEN 1 AND GEN 2 FAILURES are represented on both generator
symbols with an X ).

NOTE: The above condition occurs when the message 1–2 DC GEN is displayed in the CAS
window.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

N–ESS 1 Display – The N–ESS 1 display consists of a bus symbol labelled

N–ESS 1 with a pipeline segment connection to the symbol MAIN 1. The symbol is green if the N–
ESS 1 voltage is ≥15 VDC. The N–ESS 1 symbol is white with the a gray pipeline when any of the
following conditions exist:
- N–ESS Bus 1 voltage is < 15 V dc
- Either Gen 1 or Gen 2 has failed
- Either Gen 1 or Gen 2 loads are < 3%
- The bus tie is closed.

The symbol is green with an X if N–ESS Bus 1 voltage is <15 V dc, neither generator has failed, and
the bus tie is open. The N–ESS digital voltage value is displayed above the N–ESS 1 symbol. It is the
same as displayed on the MFD main display.

N–ESS 2 Display – The N–ESS 2 display consists of a bus symbol labelled

N–ESS 2 with a pipeline segment connection to the symbol MAIN 2. The symbol operates the same
way as the N–ESS 1 symbol.

EXT PWR (External Power) Cart – The EXT PWR cart is displayed or
removed according to whether the external power door is open or closed. If it is closed, the EXT
PWR cart is not displayed. When the external power door is open, and the CAS message EXT PWR
DOOR and the cart are displayed. Initially when the power door is open, and external power has not
been connected, the cart is white. When power is connected and sensed to be within required power
limits, the cart turns green , and the CAS message EXT PWR READY is displayed.

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ATA 24-70 ELECTRICAL SYSTEM INDICATING

EXT PWR Switch and Pipeline – The pipeline and switch are located
between the EXT PWR cart and the MAIN 1 bus symbol. This connection is not shown when the
external power door is closed or when the door is open and the connection has not yet been made.
The connection is gray when the connection has been made but the switch has not been closed. When
the switch is closed, the switch shows closed, the switch and pipeline are green and the CAS message
EXT PWR ON is displayed.

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