POWER DISTRIBUTION ON LIGHT AIRCRAFT

Power supply system in modern aircraft are not only highly

complicated but also involve lots of technical considerations. Modern aircraft
require a reliable supply of electric power. An aircraft electric power system
consists of a main power source, emergency power source, power conversion
equipment, control and protection devices, and an interconnection network (wires,
cables, connectors, etc.). The main power is derived from aircraft generators driven
by the aircraft propulsion engines. Emergency power is derived from batteries,
independent auxiliary power units, ran air or hydraulically driven generators. There
are four common sources of power used during normal aircraft operations. They
are aircraft’s battery, dc alternators, dc generators and ac alternators. The aircraft’s
battery is typically used for emergency operations and any intermittent system
overload. DC alternators are used on piston engine aircraft. DC generators are used
on medium sized turbine powered aircraft. AC alternators are used on transport
category and military aircraft. Emergency operation occurs following the loss of
the main generating equipment when a limited electric source, independent of the
main system, is used to power a reduced complement of distribution and utilization
equipment selected to maintain flight and personnel-safety.

Power distribution system consists of a basic copper conductor called

bus bar of bus. A bus bar is used as a terminal in the airplane electrical system to
connect the main electrical system to the equipment using electricity as a source of
power. This simplifies the wiring system and provides a common point from which
voltage can be distributed throughout the system. Each user is connected to the
bus through a fuse or circuit breaker.A remote-controlled circuit-breaker
interconnects these buses.
 Fuses or circuit breakers are used in the electrical system to protect
the circuits and equipment from electrical overload. Spare fuses of the proper
amperage limit should be carried in the airplane to replace defective or blown
fuses. Circuit breakers have the same function as a fuse but can be manually reset,
rather than replaced, if an overload condition occurs in the electrical system.
Placards at the fuse or circuit breaker panel identify the circuit by name and show
the amperage limit.

In all aircraft the bus bar is connected to the positive output terminal
of the generator and battery. The negative voltage is distributed through the metal
structure and this type distribution is called negative ground distribution. In all
negative ground aircraft, positive voltage is distributed to any given piece of
electrical equipment through an insulated wire and the negative voltage is
connected through the air frame. In single wire system, only one wire is needed to
operate electrical equipment. Large, more complex aircraft contain several bus
bars. Each bus has the specific task of distributing electric power to a given group
of electrical loads. On multi engine aircraft’s each engine-driven alternator
employs its own distribution bus.

The general requirements for power distribution systems on normal,

utility and acrobatic aircraft are set forth by FAR (Federal Aviation Regulations).
FARs set forth only basic guidelines upon which an aircraft’s certification is based.
The electric power system is one of the most critical systems found on modern
aircraft. The followjng guidelines related to electric power systems are designed to
prevent a failure.

• Loads connected to the system with the system functioning normally

• Essential loads, after failure of any one prime mover, power converter, of
energy storage device.

• Essential loads after the failure of any one engine on two engine aircraft.
 • Essential loads after the failure of any two engines on aircraft with three or
more engines.

• Essential loads for which an alternate source of power is required, after any
failure or malfunction in any one power supply system, distribution system
or other utilization system.

Basic Power Distribution Systems

Airplanes are equipped with either a 14- or 28-volt direct-current

electrical system. A basic airplane electrical system consists of the following
components:
 Alternator/generator
Battery
Master/battery switch
Alternator/generator switch
Bus bar, fuses, and circuit breakers
Voltage regulator
Ammeter/load-meter
Associated electrical wiring

Engine-driven alternators or generators supply electric current to the

electrical system. They also maintain a sufficient electrical charge in the battery.
Electrical energy stored in a battery provides a source of electrical power for
starting the engine and a limited supply of electrical power for use in the event the
alternator or generator fails.

Most direct current generators will not produce a sufficient amount of

electrical current at low engine r.p.m. to operate the entire electrical system.
Therefore, during operations at low engine r.p.m., the electrical needs must be
drawn from the battery, which can quickly be depleted.

Alternators have several advantages over generators. Alternators

produce sufficient current to operate the entire electrical system, even at slower
engine speeds, by producing alternating current, which is converted to direct
current. The electrical output of an alternator is more constant throughout a wide
range of engine speeds.

Some airplanes have receptacles to which an external ground power

unit (GPU) may be connected to provide electrical energy for starting. These are
very useful, especially during cold weather starting.
 The electrical system is turned on or off with a master switch. Turning
the master switch to the ON position provides electrical energy to all the electrical
equipment circuits with the exception of the ignition system. Equipment that
commonly uses the electrical system for its source of energy includes:

Position lights
Anti-collision lights
Landing lights
Taxi lights
Interior cabin lights
Instrument lights
Radio equipment
Turn indicator
Fuel gauges
Electric fuel pump
Stall warning system
Pitot heat
Starting motor

An ammeter is used to monitor the performance of the airplane electrical

system. The ammeter shows if the alternator/generator is producing an adequate
supply of electrical power. It also indicates whether or not the battery is receiving
an electrical charge.

Ammeters are designed with the zero point in the center of the face and a
negative or positive indication on either side. [Figure 5-24] When the pointer of the
ammeter on the left is on the plus side, it shows the charging rate of the battery. A
minus indication means more current is being drawn from the battery than is being
replaced. A full-scale minus deflection indicates a malfunction of the
alternator/generator. A full-scale positive deflection indicates a malfunction of the
regulator. In either case, consult the AFM or POH for appropriate action to be
taken.

Not all airplanes are equipped with an ammeter. Some have a warning light
that, when lighted, indicates a discharge in the system as a generator/alternator
malfunction. Refer to the AFM or POH for appropriate action to be taken.

Another electrical monitoring indicator is a load-meter. This type of gauge

has a scale beginning with zero and shows the load being placed on the
alternator/generator. The load-meter reflects the total percentage of the load placed
on the generating capacity of the electrical system by the electrical accessories and
battery. When all electrical components are turned off, it reflects only the amount
of charging current demanded by the battery.

` A voltage regulator controls the rate of charge to the battery by stabilizing

the generator or alternator electrical output. The generator/alternator voltage output
should be higher than the battery voltage. For example, a 12-volt battery would be
fed by a generator/alternator system of approximately 14 volts. The difference in
voltage keeps the battery charged.
 Schematic Diagram 1:

This circuit illustrates a generic aircraft Electrical Power Generation

& Distribution System. The AC power frequency is variable and depends of the
engine speed. The system is composed of six main sections.

The first section represents the generator mechanical drive and is

modeled by a simple signal builder, which provides the mechanical speed of the
engine shaft.

The second section represents the power AC generator. It is composed

of a modified version of the simplified synchronous machine. The mechanical
input of the modified machine of 50 kW is the engine speed. The Generator
Control Unit regulates the voltage of the generator to 200 volts line to line.

The third section represents the Primary Distribution system. It is

composed of three current and voltage sensors. There is also a 3-phase contactor
controlled by the Generator Control Unit. Finally, a parasitic resistive load is
required to avoid numerical oscillations.

The fourth section represents the secondary Power Distribution

system. It is represented by 4 circuit breakers with adjustable current trip.

The fifth section represents the AC loads. There is a 4 kW

Transformer And Rectifier Unit (which supplies 28 Vdc), a 12 kW induction
machine (motor driving a pump), a 1 kW resistive load (lamps) and a 3 hp
simplified (using an average value inverter) brushless DC drive (motor driving a
ballscrew actuator).

Finally, the last section represents the DC loads. There are two
resistive loads (heater and lamp) and a 300 W DC brush motor (motor driving a
fuel pump).

Schematic diagram 2:

During operation of the aircraft, the battery is connected to the

system, but is not supplying power.Instead it is taking power from the
alternatorinorder to maintain a charge.The entire normal load is supplied by the
alternator during flight. The distribution bus receives power from the alternator and
battery during different operating modes.The bus then distributes the electric
current through the individual circuit breakers to their respective loads. The circuit
breakers are connected directly to the distribution bus.

Main Power Distribution Systems

1: Single Engine Aircraft

The piper Tomahawk aircraft alternator and battery power systems are
shown in the figure. The schematic is typical of a single engine power distribution
system In Piper and most light aircraft, the master solenoid coil is switched on the
negative side of the circuit. The master switch contains two independent poles and
throws.

The battery master, on the left of the switch connects the ground to the
master solenoid. The solenoid’s negative lead is switched to ensure proper system
operation in case of a electrical short to ground. That is, if wire number P2A
should short to ground, the master solenoid will remain closed. If the solenoid is
closed battery power is connected to the starter solenoid and the distribution bus,
thus creating no immediate danger.

The alternator master switch on the right side of the combination

master switch connects the voltage regulator to the bus turning on the alternator. In
many aircraft the alternator side of the master switch can be operated only if the
battery master is also turned on. This is done to ensure that the battery is connected
to the bus prior to the alternator.
SCHEMATIC DIAGRAM

2: Twin-Engine Aircraft:

The simplified power distribution schematic of Cessna 421 twin

engine aircraft is shown in figure. The system employs a diode in series with the
wire connecting the main and the emergency power distribution busses. This diode
will allow the current flow from the main bus to the emergency bus, but not in the
reverse direction. This is done to isolate main bus in the event that it should short
to ground in that the emergency bus could still receive battery power without being
affected by the short circuit.

This figure also contains a diode in parallel with the battery relay coil.
If a diode is placed in parallel with an electromagnetic coil, it is used to clip
voltage spikes. This reverse polarity voltage spike will damage sensitive electronic
equipment f it is allowed to enter electrical systems. The diode in parallel with the
coil’ will short together any reverse polarity voltage spike: however the applied
voltage will be unaffected. A bi-directional zener diode can also be used for this
purpose. The zener diode conducts and short circuits the relatively high value
transient voltage. The lower system voltage is unaffected.

The power distribution system light twin engine Piper aircraft is

shown in the figure. since the airplane is equipped with all the avionic equipment
necessary for electronic navigation and optimum flight performance, it is necessary
for the alternators to have a comparatively high capacity.

The electrical system shown in the figure includes a 24V, 17Ah

battery enclosed in a sealed stainless steel battery box. Two 24V, 70-A alternators
driven by the engines supply all the normal power requirements of the aircraft and
its equipments. The battery supplies power for starting the engines and for
emergency peck loads.

The alternators are paralleled by using one voltage regulator to control

the field current for both alternators. The circuit shows how this is accomplished.

An overvoltage relay in the system serves as a safety valve in case

either one or both of the alternators should produce dangerously excessive voltage.
This condition would exist in the case of failure of the voltage regulator. In the
event that the man voltage regulator fails and the overvoltage relay disconnects the
alternator fields from the system, an auxiliary voltage regulator is available. Failure
of the alternators can be detected by a discharge indication for the battery and a
zero output on both alternator test positions.

The output of each alternator is checked by pressing a PRESS-TO-

TEST switch observing the ammeter in the overhead switch panel. The test
switches are shown as LEFT ALTERNATOR SWITCH AND RIGHT
ALTERNATOR SWITCH in the circuit (fig. 6)

The power distribution for a gas turbine powered aircraft with two engines, the
Beechcraft Super King Aie 200, is shown in the figure below. The schematic
diagram is presented to show the complexity of a modern aircraft electrical system
and many functions that require power.

The two-engine-driven starter generators power from the mail battery

bus for starting purposes. During the generator mode, the starter generator output
current is directed to the right and left generator buses respectively. The two
generator buses are connected to the feed buses through diodes and circuit
breakers. This arrangement allows for both generators to power the four feed buses
during normal operations or remain isolated during accidental short circuits to
ground.

The two generator buses are connected to the isolation bus through
isolation limiters. The isolation limiters, which are often referred to as current
limiters are simply high amperage fuses. The isolation limiters can carry 325 A
befor open conditions. For example he an overload exits on the right generator bus,
the right side isolation limiters will open and disconnect the battery from the right
generator bus. At the same time, the right generator will be disconnected from the
right generator bus by the right generator control unit. The diodes placed between
the right generators bus and the four feed buses will be reverse biased in this event
and therefore will isolate the feed buses and prevent current flow from the feed
buses to the right generator bus. The right generator cup is therefore completely
isolated, and the rest of the electrical system operates normally. Todd there
conditions the right generator cannot supply power to the system and all non
essential loads must be eliminated.

Generally, the electrical power supply for the instrument panel of a light
aircraft is of the same type as in a terrestrial automotive vehicle, comprising a 12
or 24 Volt battery and a generator (alternator) driven by the motor. This
combination is generally connected to a distribution bus to which the various
navigation and radio equipments are connected. This arrangement is used in
aircraft equipped for flight on instruments. The system also includes a single fault
indicator and a module monitoring the generator output voltage. The fault indicator
is operative in response to input from the fault detector or the monitor module. In
the event of a fault such as a short-circuit at or failure of the generator, the aircraft
may find itself without power for its flight instruments, in the longer or shorter
term. Although the aircraft can continue to fly without an electrical power supply
to its instrument panel, such a failure presents two types of hazard. The first is that
of loss of use of navigation systems. The second is due to the fact that light aircraft
equipped for flight on instruments are increasingly using the air lanes used by large
commercial aircraft, with the attendant risk of a mid-air collision

Power Distribution on Composite Aircraft:

Composite aircraft present a challenge when it comes to electric power

distribution, control of static and lightning strikes. Most of these aircraft’s are light
single engine planes with limited electrical systems. The Beechcraft Starship is
currently the only production composite aircraft.

This plane is a twin engine turboprop corporate aircraft. The entire fuselage
and wing assemblies of the Beechcraft Starship are made from composite materials
that have too high of a resistance to easily carry current. To counteract this high
resistance effect, a ground plane is integrated into the composite airframe.

The ground plane is made up of an aluminium mesh material. This material

is similar to an aluminium window screen. Virtually any portion of the aircraft that
has electric equipment has a ground plane integrated into the composite material.

Two methods are used to connect electric equipment to the ground plane
direct electrical bonding and indirect electrical bonding . The direct method is used
where electric equipment is mounted adjacent to the ground plane. The wire mesh
is then coated with an anti corrosive agent, and the electric component is mounted
directly to the ground plane.
 The indirect method is used in areas of the aircraft that are not adjacent to
the ground plane. The indirect method uses a flexible metal strap called a bonding
jumper to connect to the ground plane to the electric component.

Lightning protection for a composite aircraft requires the installation of

aluminium wire, which is interwoven in the outer of the aircraft skin. If lightning
strikes the aircraft, the current is distributed over a large area through the
aluminium wire. The lightning protection wire must not be used for electrical
grounding.

The distribution of the positive voltage for composite aircraft is virtually

identical with such distribution on metal aircraft. During normal operation the
buses are feed by the right and left 28V, 300 A generators. The battery is being
charged. In the event of a generator failure, the automated system isolates the
generator and performs load shedding as needed.