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ELECTRICAL
1. GENERAL
Primary electrical power is provided by two engine driven generators which supply three-phase, 115
volt 400 cycle alternating current.
B737 Classics : Each generator supplies its own bus in normal operation and can also supply
essential loads of the opposite side bus system when one generator is inoperative.
B737-NG : Each generator supplies its own bus in normal operation and can also supply essential
loads and non-essential loads of the opposite side bus system when one generator is inoperative.
Step down transformers provide low voltage AC power for lighting, instruments and other circuits that
use alternating current at a lower voltage.
Transformer rectifier (TR) units supply DC power and a battery provides backup for the AC and DC
standby system.
B737 Classics : The APU operates a generator identical to the engine generators and can supply
both engine generator busses on ground or either system in flight.
B737 NG : The APU operates a generator identical to the engine generators and can supply both
transfer busses both on ground and in flight.
There are two basic principles of operation for the 737 electrical system :
1. There is no paralleling of the AC sources of power.
2. All generator bus sources must be manually connected through the movement of a switch. The
source of power being switched onto a bus will automatically disconnect an existing source.
The electrical power system may be categorized into 3 main divisions :
- AC Power System,
- DC Power System,
- Standby Power System.
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APU Generator
The APU generator may be used to supply primary power on ground and will serve as backup for
either engine generator in flight. The APU generator is identical to the engine generators but has no
generator drive unit since the APU itself is governed and will maintain a constant generator speed.
External Ground Power
An external AC power receptacle located near the nose gear wheel well, on the lower right side of
the fuselage, allows the use of an external power source. Status lights on a panel adjacent to the
receptacle permits the ground crew to determine if the external power is being used.
A GRD POWER AVAILABLE Light provides cockpit indication that ground power is plugged in.
A GRD PWR Switch allows connection of external power to both generator busses. The Battery
Switch must be ON for the GRD PWR Switch to be operable. Positioning the Battery Switch to OFF
will automatically disconnect external power.
B737 Classics - Ground Service
For ground servicing a solenoid held Ground Service Switch is on the forward attendant's panel.
This switch provides power from ground power directly to the AC ground service bus for utility
outlets, cabin lighting and the battery charger without powering all electrical busses.
The Ground Service Switch is magnetically held in the ON position and trips OFF when the GRD
PWR Switch is positioned to ON.
B737 NG - Ground Service
For ground servicing a solenoid held Ground Service P/B is on the forward attendant's panel. This
P/B provides power from ground power directly to the AC ground service busses for utility outlets,
cabin lighting and the battery chargers without powering all electrical busses.
3. AC POWER SYSTEM
AC power = 4 sources (2 engines, 1 APU & 1 Ground Power)
B737 Classics : Each AC power system consists of a generator bus, a main bus and a transfer bus.
Each transfer bus has an associated transfer relay which automatically selects the opposite
generator bus as a power supply if its normal generator bus fails and the Bus Transfer Switch is in
AUTO. The generator busses are powered by momentarily positioning the associated Generator
Switch to ON. This connects the generator to its associated generator bus.
B737 NG : Each AC power system consists of a transfer bus, a main bus, two galley busses and a
ground service bus. Transfer bus 1 also supplies power to the AC standby bus. If the AC source
powering either transfer bus fails or is disconnected, the transfer bus can be powered by any
available source through the tie bus with the Bus Tie Breakers (BTBs).
B737 Classics : On ground, and external power connected, momentarily positioning the Ground
Power Switch to ON trips both engine generators and connects external power to both generator
busses.
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B737 NG : On ground, and both generator control switches OFF, or with both engines shut down,
selecting the GRD PWR switch to ON connects external power via the tie bus to both transfer
busses.
B737 Classics : When the APU is operating, electrical power output of the APU generator can be
connected to both generator bus No. 1 and generator bus No. 2 through the respective APU
Generator Switches. Whenever ground power is on both generator busses, and APU or engine
generator power is applied to one generator bus, ground power continues to supply power to the
remaining generator bus.
B737 NG : Selecting either APU GEN switch ON connects APU power via the tie bus to both transfer
busses. Whichever source is selected last powers both busses. The transfer busses can be
powered from the engine generators by momentarily positioning the related generator switch to ON.
This connects the generator to the transfer bus. Whenever external power or APU is powering both
transfer busses and engine generator power is applied to its onside transfer bus, external power or
APU continues to supply power to the remaining transfer bus.
B737 Classics : In flight, each engine generator normally powers its own generator bus. If a
generator is inoperative, the APU generator can be used to power one inoperative generator bus.
Since the entire electrical system is powered from the two generator busses, all electrical
components can be powered with any two operating generators.
B737 NG : In flight, each engine generator normally powers its own transfer bus. If an engine
generator is no longer supplying power, the BTBs automatically close to allow the other engine
generator to supply both transfer busses through the tie bus and BTBs. The APU can power either
or both busses via the tie bus and the BTBs. The system also incorporates an automatic generator
on-line feature in case the aircraft takes off with the APU powering both transfer busses. In flight, if
the APU is either shut down or fails, the engine generators are automatically connected to their
related transfer busses.
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AC & DC METERS
AC Voltmeter and Frequency Meter
AC voltage and frequency can be read. on the AC Voltmeter and Frequency Meter for standby
power, ground power, generator No.1, APU generator, generator No.2 and static inverter. The
frequency of the generator is dependent on the speed of the generator drive. Frequency will be
indicated only when the generator is electrically excited.
The voltage regulator automatically controls the generator output voltage.
Current readings for the two engine generators and the APU generator can be read only on the
associated Ammeters on the overhead panel.
The TEST position is used by maintenance.
DC Voltmeter and Ammeter
DC voltage and amperage may be read on the DC Voltmeter and Ammeter for the battery and each
of the three transformer-rectifiers. The standby power and battery bus will display only DC voltage.
The TEST position is used by maintenance.
NOTE : TR1 and TR2 voltage is measured at their respective DC busses.
4. DC POWER SYSTEM
DC power = 3 sources (3 Transformer Rectifiers -TR - & external DC power on B737 Classics only)
B737 Classics : Three transformer-rectifier (TR) units are the primary source of 28V DC power. The
battery provides 28V DC as a backup source of DC power for essential equipment.
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B737 NG : Three Transformer - Rectifier (TR) units are the primary source of 28V DC power. The
batteries provide 28V DC as a backup source of DC power for essential equipment. On ground, an
amber ELEC light comes on to indicate that DC system or standby system equipment has failed.
The ELEC light is inhibited in flight.
Transformer-Rectifier Units
The TR units convert 115-volt AC to 28-volt DC, and are identified as TR 1, 2 and 3.
B737 Classics : TR units 1 & 2 receive AC power from the transfer busses and power the DC busses
1 and 2. With the Bus Transfer Switch in the AUTO position, TR 1 & TR 2 are operated in parallel.
TR 3, supplied by main AC bus No. 2, normally powers the battery bus and backs up TR units 1 & 2.
TR1 :
- Normal power source is Transfer bus No.1 & supplies DC Bus 1
- Backs up TR2 if TR3 disconnect relay is closed.
- Blocking diode prevents it from backing up TR3 to supply Battery bus.
TR2 :
- Normal power source is Transfer bus No.2 & supplies DC Bus 2
- Backs up TR1 if TR3 disconnect relay is closed.
- Blocking diode prevents it from backing up TR3 to supply Battery bus.
TR3 :
- Normal power source is Main bus No.2 & primary power for battery bus & back-up for DC No.1
and/or DC No.2 if TR3 disconnect relay is closed.
B737 NG : TR 1 receives AC power from transfer bus 1. TR 2 receives AC power from transfer bus
2. TR 3 normally receives AC power from transfer bus 2 and has a backup from transfer bus 1. Any
two TRs are capable of supplying the total connected load. Under normal conditions, DC bus 1, DC
bus 2 and the DC standby bus are connected via the cross bus tie relay. In this condition, TR 1 and
TR 2 are each powering DC bus 1, DC bus 2 and the DC standby bus. TR 3 powers the battery bus
and serves as a backup power source for TR 1 and TR 2.
TR1 :
- Normal power source is Transfer bus No.1 & supplies DC Bus 1
- Backs up TR2
- Blocking diode prevents it from backing up TR3 to supply Battery bus.
TR2 :
- Normal power source is Transfer bus No.2 & supplies DC Bus 2
- Backs up TR1 if cross bus tie relay is closed.
- Blocking diode prevents it from backing up TR3 to supply Battery bus.
TR3 :
- Normal power source is Transfer bus No.2 & primary power for battery bus
- Back-up power source for TR3 is transfer bus 1
- Back-up for DC bus 2 & if cross bus tie relay is closed, for DC bus 1 & DC Standby bus
- If TR3 fails the battery charger or the battery powers the battery bus.
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B737 Classics : The TR 3 disconnect relay automatically opens, isolating DC bus 1 from DC bus 2
under the following conditions :
- At glide slope capture during a flight director or autopilot [LS approach. This isolates the DC
busses during approach to prevent a single failure from affecting both navigation receivers and
flight control computers.
- BUS TRANS switch positioned to OFF.
B737 NG : The cross bus tie relay automatically opens, isolating DC bus 1 from DC bus 2 under the
following conditions :
- At glide slope capture during a flight director or autopilot ILS approach. This isolates the DC
busses during approach to prevent a single failure from affecting both navigation receivers and
flight control computers.
- Bus transfer switch positioned to OFF.
In flight, an amber TR UNIT light illuminates if TR 1, or TR 2 and TR 3 has failed.
On ground, any TR fault causes the light to illuminate.
Battery Power
B737 Classics : A 28 volt battery is located in the electronics compartment. The battery can supply
part of the DC system. Battery charging is automatically controlled. A fully charged battery has
sufficient capacity to provide power for a minimum of 30 minutes.
B737 NG : Two 28 volt batteries, main and auxiliary, are located in the electronics compartment.
The batteries can supply part of the DC system. The auxiliary battery operates in parallel with the
main battery when the battery is powering the standby system. At all other times, the auxiliary
battery is isolated from the power distribution system. Battery charging is automatically controlled.
Two fully charged batteries have sufficient capacity to provide standby power for a minimum of 60
minutes.
DC busses that are powered from the battery following a loss of both generators are :
- battery bus
- DC standby bus
- hot battery bus
- switched hot battery bus.
The switched hot battery bus is powered whenever the Battery Switch is ON. The hot battery bus is
always connected to the battery, there is no switch in this circuit. The battery must be above
minimum voltage to operate units supplied by this bus. (On B737 NG, an amber BAT DISCHARGE
light comes on when excessive battery discharge is detected).
B737 Classics - Battery Charger Transformer/Rectifier
The purpose of the battery charger is to restore and maintain the battery at full electrical power. The
normal source of power for the battery charger is the AC ground service with provisions for automatic
switching to the No. 2 Main Bus.
The battery charger will maintain the charge in the battery at all times with AC power on the aircraft.
With the ground cart plugged in, the ground service bus powered, the Battery Switch ON, and the DC
Meters Selector in the BAT position, the voltage will read 28 volts, indicating the hot battery bus is
being powered from the battery charger. The battery charger converts 11 5V AC to 28V DC.
Following completion of the primary charge cycle, the battery charger reverts to a constant voltage
TR mode. In the TR mode it powers loads connected to the hot battery bus and the switched hot
battery bus. The battery charger TR also powers the battery bus if TR 3 fails.
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When the Standby Power Switch is OFF, the STANDBY PWR OFF Light will be ON indicating the
AC standby bus is de-energized.
B737 NG - Alternate Operation
The alternate power sources for standby power are the main battery and auxiliary battery. With
standby power switch in the AUTO position, the loss of all engine or APU electrical power causes the
batteries to power the standby loads, both in flight and on ground.
The AC standby bus is powered from the batteries via the static inverter. The DC standby bus,
battery bus, hot battery bus, and switched hot battery bus are powered directly from the batteries.
The standby power switch provides for automatic switching to alternate power or allows manual
control of some parts of the standby power system.
In the AUTO position, automatic switching from normal to alternate power source occurs if either AC
transfer bus 1 or the power source for DC bus 1 loses power. Positioning the switch to BAT
overrides automatic switching and places the AC standby bus, DC standby bus and battery bus on
battery power. The battery switch may be ON or OFF. If the battery switch is OFF, the switched hot
battery bus is not powered.
Positioning the standby power switch to OFF de-energizes both the AC standby bus and the DC
standby bus and illuminates the STANDBY PWR OFF light.
Static Inverter
The static inverter converts 28 volt DC power from the battery to single phase, 115 Volts / 400 Hertz
AC power to supply the AC standby bus during the loss of normal electrical power. The power
supply to the inverter is controlled by the Standby Power Switch on the overhead panel.
5. PANELS
AC & DC METERING PANEL
DC VOLTMETER : indicates voltage of source selected by the DC Meters Selector.
DC AMMETER : indicates current of BAT, TR1, TR2 or TR3 as selected by the DC Meters Selector.
FREQUENCY METER : indicates frequency of source selected by the AC Meters Selector.
AC VOLTMETER : all series : indicates voltage of source selector by AC meters selector.
B737 classics :
- 130V SCALE : indicates voltage of source selected.
- 30V SCALE : indicates residual voltage of generator selected when Residual
Volts switch is pressed.
AC METERS SELECTOR : selects the AC source for the AC Voltmeter & frequency Meter
indications. (TEST : used by maintenance to monitor the selections of the power system test module
In the P6 panel). (selecting STBY PWR shows the AC Standby bus readings.
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ON :
If momentarily moved to the ON position & ground power is available :
- Removes previously connected power source from both generator busses (both transfer busses on
737 NG).
- Closes external power contactors & connects ground power to both generators busses (both
transfer busses on 737 NG) if power quality is correct.
- Switches the ground service bus to the No.1 generator bus. (to the (both transfer busses on
737 NG).
- Deactivates the Ground Service switch.
B737 CLASSICS GROUND SERVICE SWITCH :
(solenoid held ON, spring-loaded to OFF)
- Provides manual control of the ground service bus. Enables servicing the aircraft using external
power without powering the generator
- The ground service busses power the battery charger(s), Equipment cooling fans (NORMAL) &
miscellaneous service lights & outlets.
ON :
- Connects the external power to the ground service bus.
- Does not remain ON if the ground power switch is ON
OFF :
- Disconnects the ground service bus from the external power.
- Trips OFF when the ground power switch is positioned to ON
To power down an aircraft but leave the Ground Service Bus powered for the cleaning team :
1) hold GROUND SERVICE Switch ON while someone turns the BAT switch OFF (no interruption
in cabin lighting)
OR
2) turn BAT switch OFF then turn the GROUND SERVICE switch ON
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- ON > Neither AC transfer bus powered by I DG; moving a single APU GEN switch to ON :
1) Connects both AC transfer busses to the APU generator.
2) Disconnects external power, if connected.
3) Opposite SOURCE OFF light illuminated until the other APU GEN switch is moved to ON.
> Both AC transfer busses powered by IDGs; Moving an APU GEN switch ON :
1) Powers the related AC transfer bus from the APU generator.
2) Other AC transfer bus continues to receive power from the IDG.
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FLIGHT INSTRUMENTS
Capt's EFIS (115 V AC STANDBY BUS)
Clocks (HOT BATTERY BUS)
Standby airspeed light (HOT BATTERY BUS)
Standby altimeter light (HOT BATTERY BUS)
Standby horizon (BATTERY BUS)
FIRE PROTECTION
APU fire bottles (HOT BATTERY BUS)
APU detection sys (HOT BATTERY BUS)
Engine detection sys (HOT BATTERY BUS)
Engine fire bottles (HOT BATTERY BUS)
FUEL
Crossfeed SOV (BATTERY BUS)
Engine fuel SOV (HOT BATTERY BUS)
Fuel quantity indicator (115 V AC STANDBY BUS)
FUEL VALVE CLSD Lights (SWITCHED HOT BATTERY BUS)
HYDRAULIC POWER
Engine hydraulics SOV (BATTERY BUS)
Standby rudder SOV (BATTERY BUS)
LANDING GEAR
Inboard antiskid system (BATTERY BUS)
ANTISKID INOP Iight (BATTERY BUS)
Landing gear air / ground relay (BATTERY BUS)
Parking brake (BATTERY BUS)
VOR/ILS Captain (28 V DC STANDBY BUS)
NAVIGATION
ADF #1 (115 V AC STANDBY BUS)
Capt. RDMI (115 V AC STANDBY BUS)
F/O RDMI (115 V AC STANDBY BUS)
Left IRS (115 V AC STANDBY BUS)
Magnetic compass (BATTERY BUS)
VHF #1 (28 V DC STANDBY BUS)
WARNINGS
Aural warnings (BATTERY BUS)
Emergency Evacuation signal as installed (HOT BATTERY BUS)
Flight Recorder (BATTERY BUS)
Master caution system (BATTERY BUS)
Stall warning system (28 V DC STANDBY BUS)
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FUEL
Crossfeed SOV
Engine fuel SOV
FUEL VALVE CLSD Iight
Spar fuel SOV
HYDRAULIC POWER
Engine hydraulics SOV
Stby rudder SOV
LANDING GEAR
ANTISKID INOP light
Inboard antiskid system
Parking brake
NAVIGATION
ADF #1 - as installed.
Full HIS
Left GPS
Left IRS
Magnetic compass
Marker beacon
RDMI
VHF #1
WARNINGS
Aural warnings
Master caution system
Stall warning sys
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DRIVE
ELEC
GEN OFF
BUS
GRD POWER
AVAILABLE
SOURCE
OFF
STANDBY
PWR OFF
TRANSFER
BUS OFF
TR UNIT
INDICATION
300
400
500
600
700
800
900
DRIVE (amber)
- Generator Drive oil pressure is low due to IDG
failure, engine shutdown or IDG disconnect.
ELEC (amber)
- A fault exists in DC power system or standby
power system (operates only with aircraft on
ground)
GEN OFF BUS (amber)
- Generator is not supplying the generator bus.
TR UNIT (amber)
- On ground : any TR has failed.
- In flight : TR1 has failed or TR2 & TR3 failed.
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B737 Classics
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B737 Classics
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B737 Classics
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B737 Classics
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B737 NG
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B737 NG
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B737 NG
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B737 NG
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B737 NG
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