Chapter 1 - Batteries

Subject Code AKD 20403 / AAB 30403
UNIVERSITI KUALA LUMPIR

Malaysian Institute of Aviation Technology
Aircraft Electrical Systems
Chapter 1
Sources of Aircraft Power
- Batteries
Page 1

Page 2
Lesson Outcomes
Upon completion this chapter, you will be able to:
List different type of aircraft power supply.
Inspect installation of aircraft battery.
Carry out removal and installation of aircraft battery.
Describe the operation of aircraft battery circuit.
Carry out operational testing on battery installation.


Aircraft can be powered from several
different sources as listed below:
Battery
Lead Acid
NiCad
Engine Driven Generators

AC Generator
DC Generator
Starter Generator
DC Alternator
Page 3


APU Driven Generators
AC
DC
External Power
GPU
Battery Cart
Converter
Emergency Generator
RAT
Page 4

Page 5

Batteries
Review of principle of primary and secondary cells
Primary Cells
Supply small current for limited period
Is one which chemical action eats away and destroy one of the
electrodes
Electrodes must be replaced cells must be discarded once they
go flat
Example : Carbon-zinc, Alkaline Manganese-dioxide
Secondary Cells
Voltage is developed between 2 dissimilar plates that immersed
in an electrolytes
Have reversible cycle & can be charged time and time again over
long period.
Example : Lead Acid and NiCad Battery

Aircraft Battery Introduction

They change electrical energy into chemical
energy and hold the state until it is needed
When needed, the chemical energy changes
back in to electrical energy.
Aircraft batteries do not supply electrical for the
normal operation of electrical system in flight.
Types of Aircraft Battery

Lead Acid
Nickel Cadmium
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Page 7
Main purpose of batteries in aircraft system

To supply power for engine / APU starting.
To provide emergency power for the Inertial Navigation
System (INS) or Inertial Reference System (IRS).
To provide under emergency conditions limited amounts
of power to operate essential flight instruments and
radio communications equipment.
To provide power for emergency lighting.
Supply power for intermittent electrical loads whose
current demands exceed the output generator

Page 8
Lead Acid and Nickel Cadmium Batteries

characteristics:
Lead Acid
-+ve plates : lead peroxide (PbO2)
-ve plates : made of spongy lead (Pb)
electrolyte: sulphuric acid (H2SO4) diluted with distilled
water (H20) of SG typically 1.25 to 1.27
Indication of a fully discharged cell:
- Voltage : 1.8V (per cell)
- SG : 1.150 (or fall to minimum value as OEM manual)

Page 9

Lead Acid

Page 10
Indication of a fully charged cell condition:

While still on charge the voltage of the cell will reach
approximately 2.7V.
The specific gravity rises to its maximum value.
Releasing a constant stream of bubbles, known as
gassing.
Note:
Nominal Voltage
:
2.0 volts
Fully Charged (Off Charge) :
2.2 volts
Fully Charged (On Charge) :
2.7 volts
Fully Charged SG
:
1.275 to 1.7.

Varley type Lead Acid
The advantages are:
Longer service life

More power (less internal resistance)
Less maintenance
Higher power to weight ratio.
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Page 12

Nickel Cadmium
+ve plate : nickel hydroxide Ni(OH)2.
ve plate: cadmium hydroxide Cd(OH)2.
electrolyte: potassium hydroxide (KOH) and distilled
water (H20) of SG 1.24 to 1.3
fully charged condition:
- Voltage : 1.5V (per cell), nominal (1.2V)
- SG : 1.24 to 1.30.
fully discharged
- Voltage : 1.0 V(per cell)
-SG : same (1.24 to 1.30) The electrolyte specific gravity does
not change from charge to discharge.

Nickel Cadmium
Page 13

Page 14

Lead Acid (Non sealed type)

Advantages :
Cheaper
Easier to maintain.
Disadvantages :
No cell replacement
Nickel Cadmium
Advantages :
Better power to weight ratio
Lower internal resistance
Longer life
Easy Replaceable Cells
More robust
Higher charging rates
Wider Operating Temperature range
Disadvantages :
Higher Cost
Need Expensive & Complicated
Charging and control circuitry
Prone to Thermal Runaway

Page 15
Thermal Runaway (in Ni-Cad batteries) or Vicious Cycling.

Two conditions for the thermal runaways.
High overcharging rates for long periods of time.
Electrolyte has a negative temperature coefficient and its resistance
decreases as temperature increases further increasing charging current.
The sequence of events will continue until the battery is destroyed.
Battery is exposed to any combination of high busbar voltage, excessive
ambient temperature and is unable to dissipate the heat.
Internal resistance goes down and the charging current gets higher, the
resistance goes down further and so on.
It causes a heat generation rate that is greater than heat dissipation rate.
Causes a rising and accelerating battery temperature up to its boiling point
(220-250F).

Safety Precautions (Lead Acid and Ni-Cads)

Sulphuric acid electrolyte is highly corrosive and could result
serious burns.
Potassium hydroxide is a caustic material and could result
serious burns.
To prevent contamination, wear rubber gloves, a rubber apron
and protective goggles when handling the electrolyte.
If electrolyte gets on the skin, the area should be irrigated with
large quantities of water.
If electrolyte gets in the eyes, irrigate with large quantities of
water and seek immediate medical attention.
Use bicarbonate of soda to neutralize sulphuric acid.
Use 3% solution of acetic acid, vinegar, lemon juice or a 10%
solution of boric acid to neutralize a potassium hydroxide.
Page 16

Safety Precautions (Lead Acid and Ni-Cads)

(Contd)
Always add acid to water and in small quantities to keep the
heat of reaction to a safe level.
During overcharging, hydrogen and oxygen gases are
generated, any form of flame or spark must be avoided as an
explosion is possible.
A battery room must have completely separate areas for
servicing lead acid and Ni-Cads. All equipment and containers
must also be kept separate.
Electrolytes are highly corrosive. Keep off all aircraft parts and
structure. If any structure becomes contaminated treat
immediately.
Page 17

The following are typical batteries tests

Note: All tests on batteries must be carried out in accordance with the
manufacturer's instructions, which are supplied with each battery.
Capacity test
This test is typically carried out at three-month intervals and 80% of
its capacity must be achieved for aircraft use. Also need to look at
previous test look for any trend.
Cell balance test / deep cycle (Ni-Cad only)

If a Ni-Cad battery fails its capacity test
Page 18

Insulation test
A breakdown in electrical
insulation between the cells
and the battery case will
result in a 'leakage' current.
(1 MOhm for a lead acid and
10MOhm for Ni-Cads with a
steel case).
Page 19

Battery Installation
Installed in areas where adequate heat dissipation and
ventilation of gases can take place
Temperature switch is installed to monitor the battery
temperature
Some system use an acid
trap which inserted in the
line between battery and
the fuselage and have
neutralizing agent to
prevent acid being sprayed
on to the aircraft fuselage
Page 20

Most modern aircraft use the effect

of pressurization to cause air to flow
across the top of the battery to
atmosphere
Page 21

They are normally mounted and clamped to a tray, which

is secured to the aircraft structure in a pressurized area in
electronic equipment compartment
Batteries are usually
connected to the aircraft dc
system using a single screw
attached two pole plug.
(Clockwise rotation of the handwheel
to engage with the pins.
Reverse rotation of the handwheel to
disengages the pins.)
Page 22

All power should be OFF when connecting /

disconnecting batteries to / from the system. When
fitted, the battery must be mechanically secured as per
the AMM and the system tested for correct operation.
Page 23

Typical Batteries Installation
Example of battery
installation
- on the BAE 146.
There are two 24V
23Ah nickel
cadmium batteries.
Page 24

Page 25
The batteries consist of 20 individual cells linked in series

and assembled in a steel case with a detachable lid. Each
cell vent incorporates a safety valve set to avoid internal
pressure build-up beyond the limit of the cell. Inside the
battery case, the cells are held tightly packed by insulator
linings.
Vertical movement of the cells is further restrained by a
molded silicon rubber linear attached to the inside of the
lid assembly. The lid assembly also includes a non-return
valve and an integral hold down bar and strap which
accepts hold down securing attachments.

Page 26
The non-return valve, in conjunction with a ventilation

pipe fitted at the side of the battery case, provides
passage for cooling air and the extraction of battery
gases.
Battery temperature sensing is provided by two
thermostats, 37C, to give a flight deck indication of HI
TEMP and the other set at 71C will inhibit the battery
supply to the emergency dc bus bar.
Electrical connection is by an ELCON quick release
connector, and a six pin connector on the battery front
face connects the temperature sensing elements to their
respective circuits.

- on the B757.
shows the
battery /
battery
charger
and APU
battery
layout
Page 27

Page 28
The main battery/battery charger provides a dedicated

source of dc power operation of the standby and autoland systems.
A separate APU battery provides power for the APU
starting.
The main and APU batteries are identical 20 cell Ni-Cad
batteries with individual cell venting pressure at 2 to
10psi. A thermistor thermal sensor provides the battery
charger with battery temperature information. If the
battery reaches a set temperature the battery charger is
de-energized.
The chargers are identical and have an input of 115V,
400Hz, 3 phases. They have forced air and convection
cooling and can be used as an alternative 28V dc supply

Page 29
Batteries Charging Method

There are three methods of charging a battery on an aircraft.
Constant voltage
Constant current
Pulse

Page 30
Constant Voltage Method

The supply to the battery is a constant potential, either
from a voltage regulator controlled 28V dc generator or a
battery charger with a constant voltage output.
The initial charging current will depend on the:
Ampere hour capacity of the battery.
State of charge of the battery
in a fully discharged state, a battery will initially
accept a higher current than when it is partially charged.

Page 31
Advantages of Constant Voltage charging are:

- It permits relatively rapid charging.
- A constant voltage is available on dc generator
systems, so batteries can be connected direct to the
main dc busbar.
- Under normal conditions it minimizes water loss.
Disadvantages of Constant Voltage charging are:
-
It may cause cell imbalance and possible thermal

runaway.
It requires periodic reconditioning treatment of the battery.
It tends to overcharge if charging voltage is set too high
and undercharge if set too low.

Page 32

Constant Voltage
Charging Circuit
DC System
Constant Voltage
Charging Circuit
AC System - 1
Constant Voltage
Charging Circuit
AC System - 2

Typical Aircraft
Charging Circuit
During main supply
failure the battery will
supply to essential
services (e.g. essential
instruments, fire bottles,
flight controls etc) to
enable flight to continue
under these emergency
conditions for a
minimum period of 30
minutes.
Page 33

Constant Current Method
The battery charger maintains a pre-determined

and relatively constant current throughout the
charge and overcharge intervals.
This method is generally slower than the constant

voltage charging method.
Preferred method of charging for Ni-Cad batteries

as it is much more effective in maintaining cell
balance and full capacity.
Page 34

Advantages of Constant Current charging are:

- No excessive gassing.
- Charging current is easily monitored.
- Keeps cells in a 'balanced' condition, there is less
chance of thermal runaway.
Disadvantages of Constant Current charging are:
Greater water loss on overcharging

Longer time generally required charging the battery.
Page 35

Simplified Battery DC/AC Relationship Layout
Page 36

Page 37
Pulse Method
- Used on the earlier
Boeing 747's
- This pulse cycle is
repeated for a total of
eight pulses the
battery charger then
switches to a constant
voltage output of 28V
just trickle charging
the battery at less
than half an amp.
- Trickle charging, or float charging, means charging a battery at a similar
rate as it is self-discharging, thus maintaining a full capacity battery.

Page 38
Aircraft Battery System

Small helicopter or a single engine fixed wing aircraft.

Page 39
Small helicopter or a single engine fixed wing

aircraft.
When the battery switch is placed to on, relay K2 is
energised and battery power is connected to the bus.
On these aircraft the battery may be charged from the
external power supply. When the external power
supply is plugged into the external power receptacle,
the small pin positive supply energizes the external
power relay. This will route the external power to the
bus and at the same time charge the battery.

Page 40
Battery System Medium Size Aircraft

The battery charger is normally powered by three phase
115V ac from the ground service busbar (GSB). The
charger delivers 28V dc to charge the battery.
In the air, GSB is powered by Gen Bus 1. On ground, it is
powered by Ext AC Bus. If GSB fail, the battery charger is
powered by Main Bus 2.
The Charger is deenergised during APU starting to
prevent overloading the charger.

Battery System
Medium Size Aircraft
Page 41

Page 42
Battery System Large Size Aircraft

On large aircraft, battery powers several bus.
Hot battery bus is always powered as long as the battery
is connected. It powers fire extinguisher bottles, engine
fuel shut off valves, standby power control.
In emergency, battery bus is powered by hot battery bus
through a relay. It is normally powered by TRU. It is
normally feeds the passenger address system, fire and
smoke detection system, flight, cabin and service
interphone system
The standby dc bus normally powers, flight controls,
standby attitude indicators, radio systems normally
powered by TRU. In the event of TRU failure, it is
supplied by the battery bus.

Battery System Large Size Aircraft
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Page 44
Maintenance Practices
To be inspected at the periods specified in the approved
Maintenance Schedule, AMM and manuals issued by the
battery manufacturer.
The following paragraphs serve as a guide to the checks
typically required.
The battery tray should be checked for security, signs of
electrolyte spillage and corrosion.
The latches holding the battery should operate
smoothly and firmly secure the battery in position.
The battery should be checked externally for signs of
overheating, damage, leakage the connector pins and
the connector socket should be checked for signs of
contamination, burns, cracks, pitting etc.

Page 45
The connector may be subjected to a GO-NO-GO gauge

test to ensure there is no slackness between and socket
when connected.
Cable insulation should be checked for signs of damage,
contamination, burning and security.
The ventilation system should be checked to ensure
security of connections and freedom from obstruction.
Where acid traps are fitted, check for overflow and if
necessary remove for cleaning.
Non return valves should be checked for correct operation.
The top of all cells should be inspected for signs of
electrolyte leakage and cleaned where necessary. In NiCad batteries the intercell links should be checked for
correct torque loading and signs of overheating and cells
checked for distortion.

Page 46
Check the temperature sensor for correct fitment and the
connections are serviceable.

Check electrolyte level. An important point to note here is
that as the electrolyte level rises when charging and lowers
when discharging. Distilled water must only be added when
the battery is fully charged, also always allow the battery to
stand idle for 2 to 4 hours with vent caps loosened so all the
gas may escape before adjusting the electrolyte level.
(Usually the battery has to be removed from the aircraft
when adjusting electrolyte level)
If a cell requires more than a specified amount of distilled
water then the cell must be considered as defective and the
battery replaced.
Check the capacity test is in date.

Page 47
Check earth connection for security and any signs of
corrosion; also check ammeter shunt and connections for

security and corrosion.
Carry out open circuit voltage and load checks as stated in
the maintenance manual.

Page 48
Aircraft Battery Testing

Voltage Checks and Load Tests
To assess the serviceability of a battery for flight on an aircraft with
constant voltage charging, i.e. no battery charger, the following is a
typical check.
Procedures:
Ensure internal and external power switches are OFF
Check battery volts by selection on voltmeter, ensure battery is 24V
or above.
Select the load as stated in the maintenance manual, e.g. switch on
emergency inverter, landing lights, fuel pumps etc for the time
period designated, typically 20 to 30 seconds. A typical load could
be 30A - but depends on the manual
Monitor the battery voltage whilst on load. There should be no
greater than one volt drop (from the on-load value to the off-load
value.
Switch off load after designated time period; ensure the battery
voltage returns to its original off-load value.

Page 49
A check on an aircraft with a battery charger system.

Procedures:
Trip the main battery charger circuit breaker.
Set the standby power switch to ON.
Select BATT on the dc meter panel.
Check the ammeter indicates a negative current flow and the
voltage is below 27. 5V.
After 1 minute set the battery switch to OFF, and close the main
charger circuit breaker.
The ammeter should indicate a positive current flow and the
reading should drop from an initial high level to 26 amps when
the charging current will drop to zero.
When the battery falls to 27. 5V the charger should be monitored
to ensure a high current pulse of 5 to 10 seconds is put out.
Again, check that a maximum of eight pulses is produced and
then the charger produces a trickle charge, i.e. battery is
charged.
Place standby power switch to OFF.

Page 50
STORAGE AND TRANSPORTATION

Lead Acid Batteries
Stored in a clean, dry, cool, well ventilated area entirely separate

from nickel-cadmium batteries. The area should be free from
corrosive liquids or gases. New batteries may be stored either
dry and uncharged, or filled and charged.
Ni-Cad Batteries
Stored in a clean, dry, well -ventilated area and should be

completely segregated from lead-acid batteries. The area should
be free from corrosive liquids or gases. Recommended to be
stored in the condition in which they are normally received from the
manufacturer, i.e. filled with electrolyte, discharged and with
shorting strips fitted across receptacle pins.

Wassalam
Page 51

Chapter 1 - Batteries

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Chapter 1 - Batteries

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Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR

Aircraft Electrical Systems

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

Subject Code AKD 20403 / AAB 30403

Sources of Aircraft Power

Engine Driven Generators

Subject Code AKD 20403 / AAB 30403

Sources of Aircraft Power

Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR

Subject Code AKD 20403 / AAB 30403

Aircraft Battery Introduction

Types of Aircraft Battery

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

Main purpose of batteries in aircraft system

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

Lead Acid and Nickel Cadmium Batteries

Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

Indication of a fully charged cell condition:

Subject Code AKD 20403 / AAB 30403

Varley type Lead Acid

The advantages are:

Longer service life

Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR

Subject Code AKD 20403 / AAB 30403

Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR

Lead Acid (Non sealed type)

Prone to Thermal Runaway

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

Thermal Runaway (in Ni-Cad batteries) or Vicious Cycling.

Subject Code AKD 20403 / AAB 30403

Safety Precautions (Lead Acid and Ni-Cads)

Subject Code AKD 20403 / AAB 30403

Safety Precautions (Lead Acid and Ni-Cads)

Subject Code AKD 20403 / AAB 30403

The following are typical batteries tests

Cell balance test / deep cycle (Ni-Cad only)

Subject Code AKD 20403 / AAB 30403

Subject Code AKD 20403 / AAB 30403

Subject Code AKD 20403 / AAB 30403

Most modern aircraft use the effect

Subject Code AKD 20403 / AAB 30403

They are normally mounted and clamped to a tray, which

Subject Code AKD 20403 / AAB 30403

All power should be OFF when connecting /

Subject Code AKD 20403 / AAB 30403

Typical Batteries Installation

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

The batteries consist of 20 individual cells linked in series

Subject Code AKD 20403 / AAB 30403

Malaysian Institute of Aviation Technology

The non-return valve, in conjunction with a ventilation

Subject Code AKD 20403 / AAB 30403