B767 ATA 24 Student Book
B767 ATA 24 Student Book
B767 ATA 24 Student Book
CH 24
B767-3S2F
Page - 1
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 2
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TABLE OF CONTENTS
ELECTRICAL SYSTEM - INTRODUCTION .......................................... 4
ELECTRICAL SYSTEM PANELS.......................................................... 6
ELECTRICAL LOAD DISTRIBUTION ................................................... 8
INTEGRATED DRIVE GENERATOR (IDG) ........................................ 10
IDG SERVICING.................................................................................. 12
IDG COOLING SYSTEM FOR GE ENGINE ....................................... 14
IDG AIR/OIL COOLING SYSTEM ....................................................... 16
IDG PRESSURE AND TEMPERATURE INDICATION..........................18
APU GENERATOR EXTERNAL DETAILS.......................................... 20
AC POWER SYSTEM ......................................................................... 22
GENERATOR CONTROL UNIT (GCU)............................................... 24
MAIN POWER BREAKERS................................................................. 26
GCU FAULT PROTECTION................................................................ 28
CURRENT SENSING .......................................................................... 30
BITE DISPLAYS .................................................................................. 32
LOAD SHEDDING ............................................................................... 34
BUS POWER CONTROL UNIT (BPCU) ............................................. 36
EXTERNAL POWER COMPONENTS ............................................... 38
EXTERNAL POWER QUALITY........................................................... 40
EXTERNAL POWER PROTECTION................................................... 42
GROUND SERVICE BUS CONTROL ................................................. 44
GROUND HANDLING SYSTEM ......................................................... 46
DC POWER GENERATION ................................................................ 48
TRANSFORMER RECTIFIER SYSTEM ............................................. 50
BATTERIES, CHARGING, AND TRU LOCATIONS............................ 52
MAIN BATTERY CHARGING SYSTEM .............................................. 54
STUDENT NOTES:
B767-3S2F
Page -
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 4
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Main battery
Battery charger
Two Transformer Rectifier Units (TRU)
Static inverter
Power Panels (various)
Equipment Racks
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 6
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
The guarded Battery Switch controls connection of the battery bus to the left DC
Bus or Hot Battery Bus. The ON legend indicates switch position and is not
visible when the switch is unlatched. An amber OFF light illuminates when the
battery switch is in the unlatched position during normal flight and ground
operations and the Left DC Bus is powered. An amber DISCH light illuminates if
the battery is discharging greater than 4 amps. Standby Power mode of
operation is controlled by the Standby Power Selector Switch. The switch is
rotary and has three positions: OFF, AUTO and BAT. An amber standby power
bus OFF light will illuminate when the AC or DC Standby Bus is unpowered.
Auxiliary Electrical System Control Panel (P61)
The momentary Generator Field Manual Reset Switch will open or close the
Generator Field Control Relay (GCR) if the Generator Control Switch (P5) is
unlatched. A white FIELD OFF light illuminates when the Generator Control
Relay (GCR) field is open.
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 8
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Center Buses
The Center Buses supply both AC and DC power to the center channel
equipment of the autoland system. During category III autoland operation, the
buses are supplied from sources isolated from the main buses.
Transfer Bus
The Left and Right Transfer Bus is considered part of the Main AC bus for most
operations. The items on the Transfer Buses were moved from the Main Bus to
allow the HMG (when operating) to power them independently.
Flight Instrument Transfer Bus
The flight instrument transfer buses supply power to selected captain and first
officer flight instruments and allows automatic transfer to an alternate power
source in case of primary source failure. Bus transfer between the primary and
alternate power sources is controlled by the Instrument Bus Voltage Sensing
Unit.
28 Volt AC Buses
The Ground Service Bus supplies both in-flight and ground loads that include
Interior Lights, Battery Chargers and Cooling Fans. The Ground Service
Extension Bus is sheddable in-flight to reduce electrical load during single
engine operation.
The airplane is provided with 28 volt AC buses which supply various lights,
instruments and other loads requiring 28 volt AC power. Each bus is supplied
through a separate Auto-Transformer.
28 Volt DC Buses
The Ground Handling Buses are powered only on the ground from APU or
External Power through the Ground Handling Relay. The Ground Handling Bus
supplies loads such as cargo handling equipment and refueling that are used
only during ground operations.
The Left and Right Main DC buses supply power to those loads requiring DC
power. Each main DC bus is divided into two independent sections. A tie bus
interconnects the Main Buses under certain conditions. The DC Standby Bus
supplies power to certain essential airplane loads and will transfer sources in
case of primary source load failure. The Battery Buses are powered from either
a Battery Charger or Nickel-Cadmium Battery.
AC Standby Bus
The AC Standby Bus supplies single phase power to essential flight loads and
will automatically transfer power sources in case of primary source loss.
ATA 24-00
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 10
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 12
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
IDG SERVICING
Oil Level Check
CAUTION: IF IDG WAS DISCONNECTED DURING LAST ENGINE RUN, OR
ENGINE HAS BEEN SHUTDOWN FOR OVER 90 MINUTES,
FALSE OIL LEVEL READING WILL OCCUR. INCORRECT OIL
QUANTITY IN IDG MAY DAMAGE IDG.
An oil level check should follow any maintenance action that results in loss of
oil. If the IDG to be checked has been disconnected or the engine has been
shut down longer than 90 minutes, then run the engine until IDG outlet oil
temperature reaches 80C or after 3 minute stabilization time. Check the oil
level by servicing the IDG.
IDG Oil Replenishment
CAUTION: DO NOT INTERCHANGE THE PRESSURE FILL ELBOW
COUPLING WITH THE OVERFLOW DRAIN COUPLING. THE
IDG WILL BE DAMAGED DUE TO OVER-FILLING IF OIL IS
PUMPED IN THROUGH THE OVERFLOW DRAIN.
For pressure fill servicing a cart capable of pumping oil at 5 to 15 psi with a
quick disconnect coupling on the fill hose and a drain hose is required.
Remove the protective cover from the pressure fill valve and connect the
pressure fill hose. Remove the protective cover from the overflow drain valve
and connect the drain hose.
CAUTION: WHEN REPLENISHING, DO NOT MIX TYPES OR BRANDS.
Note:
Pump oil into the IDG under 5 to 15 psi pressure. Immediately remove the
pressure fill hose from fill valve when oil flows from overflow drain. When oil
from overflow slows to a pencil lead-thick stream (approaching a drip condition),
or oil has drained for 60 seconds, remove drain hose and install protective cover
on the overflow drain valve. Install protective cover on the pressure fill valve.
CAUTION: THE IDG OIL MUST BE DRAINED IF MAINTENANCE ACTION
RESULTED IN AN OIL LOSS EXCEEDING APPROXIMATELY 1/2
PINT, OR IF REPLENISHMENT CANNOT BE PERFORMED
WITHIN 3 HOURS OF ENGINE RUN TO 80OC MINIMUM IDG
OUTLET OIL TEMPERATURE.
IDG SERVICING
B767-3S2F
Page - 13
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 14
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 16
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 18
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
The GCU turns on the drive light and sends a signal to EICAS to show the C
level message GEN DRIVE when any of these conditions occur:
PMG frequency more than 440 HZ
Oil in and oil out sensors failed
Oil in and oil out temperature bulbs sense high oil temperature (oil in
>176.6C and oil out >185C)
GCB trip caused by a frequency fault, reset, and trips again for a frequency
fault within 2 seconds of the reset
Low oil pressure for longer than 1.8 seconds in any 10-second period.
The maintenance message L(R) IDG OIL LEVEL shows when there is low oil
pressure for longer than 0.15 seconds but less than 1.8 seconds in any 10second period.
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 20
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-10
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 22
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
AC POWER SYSTEM
Power Sources
There are two Integrated Drive Generators (IDG) mounted to and driven by the
Engine Accessory Gearboxes.
The Auxiliary Generator is mounted to and driven by the APU.
External power is supplied through the External Power Receptacle, P30,
located on the lower right side of the fuselage just aft of the Nose Gear.
All sources produce 90kva, 115/200 volt AC, 3 phase, 400hz power.
Generator Control Unit (GCU)
The three GCU's, Left IDG, Right IDG, and APU are mounted in the Main
Electrical Equipment Center on the E1 and 2 Racks. Each GCU provides
Generator Field excitation, voltage regulation and controls the associated
Generator Circuit Breaker (GCB) and Bus Tie Breaker (BTB). All protection
functions for the generating channel are contained in the GCU. A receiver and
transmitter sends system status information over the serial data link.
Bus Power Control Unit (BPCU)
One BPCU controls the External Power Contactor (EPC), the Ground Handling
and Ground Service Relays, provides external power monitoring, and protection
functions. The BPCU also controls electrical system load shedding of Utility
and Galley buses, BITE, and fault isolation controls for the electrical system.
The BPCU receives and transmits system status information over the serial data
link.
AC POWER SYSTEM
B767-3S2F
Page - 23
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 24
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
The Generator Control Unit (GCU) used in the electrical system provides;
Communication between the GCU and the BPCU is initiated by the BPCU.
generator excitation
voltage regulation
manual and automatic control
indication
protective functions for each generating channel
The same control units are used for the IDGS and the APU generator. The
GCU maintains direct control of the GCR, GCB, and BTB closing and tripping in
response to Point Of Regulation (POR) power, quality, source availability,
automatic protective functions, and manual commands.
Physical Characteristics
Each unit is packaged in an ARINC 600 3 MCU case and weighs 7.5 lbs. The
GCU's are rack mounted in the main equipment center on ARINC 600 trays in
the E1 and E2 equipment racks, held in with an extractor front hold down
assembly. Forced air cooling is provided through the racks.
The power required to operate internal GCU circuits and external GCB and BTB
contactors is derived from the IDG Permanent Magnet Generator (PMG) source
with back-up from the airplane 28 volt DC system. Two circuit breakers are
provided on the GCU to protect external circuits.
Input/output
All input signals are run through input conditioning circuits to provide;
signal shaping
peak holding
averaging
discrete signal levels for sensed inputs
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 26
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 28
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 30
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
CURRENT SENSING
General
A single-type of Current Transformer Assembly (CTA) is used in various
locations of the electrical power system. They operate in conjunction with the
IDG's, auxiliary generator, GCU's, and BPCU to provide the required primary
current sensing.
Function
The CTA's provide load current sensing to the GCU's. They are used in open
phase, load monitoring, overload protection circuits, and in conjunction with
similar current transformers integral to the IDG and auxiliary generator. The
BPCU uses CTA current sensing for Tie Bus Differential Protection (DP),
external power overload, and external power load monitoring circuits.
Mechanical and electrical construction
The CT assembly comprises three (3) toroidal current transformer sections in a
single package. They are rated at 250 amperes primary current, and have a
primary to secondary current ratio of 1000:1. Each transformer consists of 1000
turns of number 28 wire wound on a toroidal core. The CT's are capable of
operating over a frequency range from 350 to 440hz.
CURRENT SENSING
B767-3S2F
Page - 31
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 32
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
BITE DISPLAYS
Maintenance BITE
General
BITE diagnoses failures in the GCU and BPCU circuitry and associated LRUs
which include:
This performs a limited end-to-end check of GCUs and BPCU. The BPCU
contains a 24-character alphanumeric light emitting diode (LED) display.
BIT switch
IDG's
APU Generator
GCUs
BPCU
GCBs
BTBs
APB
EPC
The GCU's and BPCU each contain BITE circuitry and nonvolatile memories for
the associated generating channel. GCUs communicate system faults and
status to the BPCU through the serial data link. BITE for both the GCU and
BPCU can be divided into two functional areas:
operational bite
maintenance bite
Operational BITE
Made up by event driven functions such as protection trips or commands to
operate breakers and status monitors which check the BPCU or GCU for known
regions of correct operation.
For protection trips operational BITE identifies what trip has occurred and
attempts to isolate what Line Replaceable Unit (LRU) causes the trip. If an LRU
can not be identified, a message which points to an area of the system will aid in
determining what caused the trip. For the breaker commands operational BITE
looks for a cause and effect relationship. The status monitors look at the circuits
within the GCUs and BPCU to insure operation within a known band, if the
operation falls outside the band an isolation procedure is started to identify the
problem.
The BIT switch retrieves the fault messages stored in NVM that are the result of
protection trips. The fault message identifies what protection trip occurred, it
then identifies the failed LRU or circuit. If there is no fault data stored for a flight,
the message OK will be displayed. BITE displays external power system faults
followed by LEFT, RIGHT and APU power system faults. BITE system will
pause momentarily between display of each fault.
Fault data for previous flight cycles can be retrieved by pushing the BIT switch
within a certain time period after the END OF DATA message. Previous flight
data can be retrieved for up to seven (7) flight cycles.
RESET Switch (guarded)
Inhibits interrogation of stored memory by erasing all BITE NVM.
PERIODIC TEST Switch (guarded)
The PERIODIC TEST switch initiates the MAINTENANCE BITE test of the
GCUs and the BPCU. The results are stored in NVM. Contents of the NVM are
displayed for that flight after test completion. The NVM contents are the
maintenance test results, fault isolation data, messages generated by breaker
commands, and messages that are the result of the operational status routines.
Note:
BITE DISPLAYS
B767-3S2F
Page - 33
ATA 24-20
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 34
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
LOAD SHEDDING
Purpose
The primary purpose of AC load shedding is to protect an electrical power
source (generator or external power) from an existing overload or from an
anticipated overload. An overload is anticipated, for example, when a source is
lost during operations that would normally use two sources. Another purpose of
load shedding is to maximize the pneumatic output of the APU for engine
starting when the APU is also being used to supply electrical power to the
airplane.
Load shedding is accomplished automatically using relays, power breaker and
switch position and load shed logic in the BPCU. Electrical power is selectively
removed from non-essential loads, such as those powered from the utility buses
and galleys.
Load Shedding Controlled by the Bus Power Control Unit (BPCU)
Certain load sheds are completely controlled by load shed logic in the BPCU. If
a generator is lost in the air mode, the BPCU automatically trips Utility Bus
Relays (UBR's) and Electrical Load Control Units (ELCU's) to remove
non-essential utility bus and galley loads. The purpose of this load shed is to
prevent an overload of the remaining generator. In the ground mode, loss of a
generator does not automatically cause a load shed. In this mode, one source
operation is normal.
Another example of load shedding controlled completely by the BPCU is a
generator overload not caused by the operation of electric hydraulic pumps.
The BPCU automatically removes power to non-essential loads powered by the
overloaded source by tripping the appropriate Utility Breakers (UBRs) and
Electrical Load Control Units (ELCUs).
Load Shedding Controlled by Relays
Some load shedding is automatically controlled by relays, using switch and
breaker positions (APB and GCBs). An example is the engine start load shed.
If the APU is being used for both electrical power and pneumatics, an engine
start automatically causes load shedding of any utility bus and galley loads
powered by the APU generator.
Another example of load shedding controlled by relays, and using switch and
breaker positions, is the fuel jettison load shed. If the fuel jettison switch is ON,
and only one source is available, then the closed position of both BTB's and
load shed relays are used to remove power to additional (other than utility bus
and galley loads) non-essential loads.
If an Engine is shut down in the air mode, and the Right Utility Bus Relay is
open, a Load Shed Relay is energized to remove power from the Ground
Service Extension Bus. This is another example of a load shed controlled by
relays and, in this case, engine speed cards.
Load Shedding Controlled by Relays and the Bus Power Control Unit (BPCU)
There is a load shed which is controlled by both the BPCU and relays. On the
ground with the APU or external power supplying electrical power to the
airplane, if any electric hydraulic pump (other than the right pump) is operating
and the source becomes overloaded, then galley loads are automatically shed.
This is accomplished using relays and pump switches to sense pump operation.
In addition, the BPCU, senses the overload condition.
Load Shed Reset
In most cases, a load shed is reset automatically when the condition causing
the load shed goes away. The exception is a load shed caused by a source
overload. This requires a manual reset and is usually accomplished by cycling
Utility Bus Switches corresponding to the shed utility bus and galley loads.
There are six different ways load shedding can occur.
LOAD SHEDDING
B767-3S2F
Page - 35
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 36
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 38
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 40
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 42
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
OV protection determines if the highest phase of the three phase voltages at the
EPC terminals has exceeded limits. UV protection senses the average of the
three phase voltages at the EPC terminals.
Inputs
The BPCU receives three phase AC power through circuit breaker C320 EXT
PWR BPCU to perform voltage, frequency, and phase sequence protective
functions. Current transformer assemblies T112 L BUS TIE DPCT, T113 R BUS
TIE DPCT, T115 APU TIE BUS DPCT, and T116 EXT PWR TIE BUS DPCT
monitor current flow information for tie bus differential fault protection sensing.
The T122 GND PWR CURRENT XFMR supplies current flow data for detecting
open phase, overcurrent, and overload faults.
Protective Functions
The phase sequence protection prevents EPC closure if the voltage phase
sequence at the receptacle side of the EPC is not A-B-C. Phase A and B
voltages are sensed.
Tie bus differential protection isolates any short circuit fault on the external
power feeder or tie bus with a minimum interruption of power. The tie bus
differential protection trip times are carefully coordinated with the differential
protection time delays in the generating channel.
Overfrequency (OF) and Underfrequency (UF) protection information is sensed
on phase A at the External Power (EP) receptacle side of EPC.
Overcurrent (OC) protection operates in conjunction with a current transformer
located on the EP receptacle side of the EPC.
The BPCU monitors external power overload current via the ground power
current transformer. In the event of an external power source overload the
appropriate Electrical Load Control Units (ELCU) and Utility Bus Relays (UBR)
are shed in sequence and after the time delays shown in load shedding section.
ATA 24-40
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 44
ATA 24-50
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
To apply APU power to the GSB the Ground Service Select Relay (GSSR) must
also be energized. To accomplish this the BPCU checks for external power not
being available.
APU Power
APU available comes to the BPCU over a digital bus from the APU GCU. It
indicates that the voltage is correct and APU speed is greater than 95%. When
these conditions are met the BPCU energizes the GSTR allowing the APU
generator to power the GSB. With the GSSR and GSTR energized (APU
powering the GSB) a new external power available signal is locked out and APU
power is maintained on the GSB.
ATA 24-50
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 46
ATA 24-50
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-50
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 48
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
DC POWER GENERATION
Purpose
The DC power system is provided on the 767 airplane to supply loads requiring
DC power.
System Description
The main DC system is a 2-wire system using the airframe structure as the
ground return circuit. Two main distribution buses, located in the P6 panel,
supply essential and non-essential loads. Transformer Rectifier Units (TRU),
energized by the main AC buses, separately power each Main DC bus.
The battery/battery charger systems consist of a 24 volt vented nickel-cadmium
battery and a separate dedicated battery charger to recharge and maintain the
battery at its full state of charge.
A standby power system is provided to supply 28 volt DC and single phase 115
volt AC power to essential instrument, communication, and navigation
equipment in the event of complete loss of primary AC power. The standby
system also serves as an independent source for the autoland system center
channel.
General Component Locations
The TRU's, Main Battery/Battery Charger system, and Static Inverter are
located in the Main Equipment Center, E 3 rack. A second separate Battery/
Battery Charger system is located in the aft equipment center, E6.
General Subsystem Features
The TRU's normally operate isolated to supply there respective load buses. In
addition, under normal system operation, the Battery Bus, DC Standby Bus, and
the Center DC Bus are supplied from the left 28 volt DC Bus.
A DC Tie Bus and automatic operating DC Tie Control Unit allows a single TRU
to supply both Main DC Buses.
Battery charging is constant current and temperature compensated to prevent
thermal runaway. A temperature sensing device and a thermal switch, both
DC POWER GENERATION
B767-3S2F
Page - 49
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 50
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Autoland
If either the captain's or first officer's Flight Instrument Transfer Bus switches to
its alternate power source during autoland, then a ground signal is applied from
either instrument bus voltage sensing unit (M1217 or M1079) through K123
center bus isolation relay to energize K108.
Note:
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 52
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Location
A Main Battery Shunt is connected on the ground side of the Main Battery. An
APU battery shunt is connected on the ground side of the APU Battery Charger.
The Main Battery Current Monitor is mounted in the Main Equipment Center.
Battery
Physical Description/Features
The Shunts are calibrated resistance elements rated at 150 amp/50 MV. The
Main Battery Current flow is sensed by routing the ground side of the Battery
Feeder through a hole in the Battery Current Monitor.
Battery Charger
The Battery Charger uses nominal 115 volt AC, 3 phase, 400hz power as an
input. The Battery Charger has three distinct modes of operation. The charge
mode (constant current region) will supply 38 +/-2amps at 20 to 36 volts DC.
The Charge Mode, constant voltage region, will supply 0 to 38 +/-2amps at
27.75 volts DC and the TR mode, main charger only, will supply 0 to 64 +/1amps at 27.75 volts DC.
The Battery Charger is packaged in a 6 MCU case and weighs 21 lbs. A 12 pin
male connector is used for AC input power, control, and sensing. The DC
power output connection is a 5/16" negative terminal and a 3/8" positive
terminal. The case has convection orifices and both sides are externally finned
heat sinks. Both forced air and convection cooling is available. The APU and
Main Battery chargers are identical and interchangeable, even though their
operation differs.
BATTERY SHUNTS AND CURRENT MONITOR
The DC Current Shunts input a voltage to EICAS proportional to sensed current
flow.
The Battery Current Monitor senses current flow into and out of the Battery.
Operation
The Battery Current Monitor is energized by the Battery Bus during normal flight
operation. During autoland operation the Battery Current Monitor is
de-energized. When the Main Battery is discharging greater than 6 amperes a
ground signal is provided to illuminate the discharge DISCH light. The signal
also activates the MAIN BAT DISCH advisory level EICAS message.
Dispatch Deviation
APU Battery or Charger may be INOP or removed providing the APU is not
needed.
Transformer Rectifier (TRU)
The Left and Right Transformer Rectifier Units are on the E3 rack. They weigh
23 pounds.
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 54
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
The Main Battery Shunt provides DC current inputs to the EICAS computers for
ELEC/HYD maintenance page displays. It is a calibrated magnate alloy
resistance element rated at 150 amp/50 mv.
Charge Cycle Initiation Conditions
The battery charger will initiate a new charge cycle when one of the following
occurs:
AC input power is applied or interrupted and then reapplied
Sensed battery voltage drops below 23 volts DC
The charger is switched from the T-R mode to the charge mode
Charger Shut-Down Conditions
The battery charger will shut-down under the following conditions:
Input voltage is under 94 volts AC or over 134 volts AC
The battery sense and control cable is not connected (battery interlock)
The battery power connector is disconnected when the charger is
energized
Or the battery temperature exceeds 155F (68C), or an internally caused
overcurrent condition occurs
When a battery interlock or battery overtemperature shut-down occurs an open
signal is provided to the EICAS computers and a status and maintenance
message MAIN BAT CHGR will be displayed.
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 56
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
DC standby bus
Battery bus
Hot battery bus
AC standby bus.
Standby power comes from the hydraulic motor generator or the main battery.
Standby power comes from the main battery and the APU battery.
Main Battery
The main battery supplies 28v dc power to the standby system if the left AC bus
does not.
To supply power to the standby system, the main battery supplies power to the
hot battery bus. The hot battery bus supplies power to the battery bus.
The battery bus supplies power to the static inverter, so that the AC standby bus
has power.
Operation
The standby power switch on the P61 overhead maintenance panel has three
positions:
OFF
AUTO
BAT
The standby power switch lets you do these functions only on the ground:
De-energize the AC standby bus (OFF position)
Arm the standby system for automatic operation (AUTO position)
Energize the standby buses when AC power is not available (BAT
position, when the battery switch is in the ON position)
Start a self-check of the DC/standby system (BAT position, when AC power is
available).
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 58
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
STATIC INVERTER
General
The Static Inverter converts nominal 28 volt DC power to nominal 115 volt,
400hz, single phase AC power. The Inverter supplies selected equipment
during normal ground operations, and powers flight critical AC loads during a
loss of all other AC power.
Physical Characteristics
The Static Inverter is located in the Main Equipment Center on E3-2 shelf. The
inverter is packaged in a 6 MCU enclosure and weighs 22.5 lbs. Normally the
inverter is forced air cooled. During automatic standby operation the unit is
cooled by natural convection.
All electrical connections are made on the front of the unit. The DC input power
connections consist of stud terminals on a terminal block and the AC output
power connections are through a 4-pin connector.
Electrical characteristics
The static inverter is rated at 1000 va (1 kva) for an input voltage range of 18 to
29.5 volts DC. The output is 115 +/-5 volts AC at 400 +/-0.1hz for the entire load
range. The inverter will supply 100% of the rated load for 30 minutes and 150%
of the rated load for 5 minutes when forced air cooled. The Inverter is capable
of supplying full rated load for 30 minutes with natural convection cooling only.
STATIC INVERTER
B767-3S2F
Page - 59
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 60
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
relays are energized. The AC Standby Bus is powered from the L 115 volt AC
Bus. K106 MAIN BAT XFR Relay energizes and the K104 MAIN BAT Relay is
de-energized. The Static Inverter is powered from the L 28 volt DC Bus, but has
no load. With loss of power to the L 115 volt AC bus and to the L AC Transfer
Bus, HMG not operating, the AC Standby Power Relay, K105 relaxes and the
Static Inverter supplies the 115 volt AC Standby Bus. With no power on the L 28
volt DC Bus the Undervoltage Sense Relay, K113 and the Main Battery Transfer
Relay, K106, are de-energized. The Main Battery Relay, K104 is energized and
the Battery supplies the Static Inverter and the DC Standby Bus. The DISCH
light illuminates and MAIN BAT DISCH EICAS advisory message is displayed.
BAT Switch OFF
When the BAT switch is OFF, released to out position, and the Left Main DC
Bus is energized, powering the MASTER DIM & TEST system, the amber OFF
light in the Battery Switch is illuminated and the BATTERY OFF EICAS advisory
message is displayed.
CAT III Autoland Power
During autoland the AC and DC Center Bus power sources are transferred
when K123 CTR BUS ISOL Relay is energized. The energizing of K123 causes
K105 and K106 to relax. The Static Inverter supplies the 115 volt AC Standby
Bus while the DC Standby Bus is powered from the Hot Battery Bus.
Static Inverter Failure
If the Static Inverter output voltage is less than 106 volt AC or greater than
124VAC with the Battery Switch latched ON, then EICAS displays the latched
status and maintenance message STBY INVERTER.
ATA 24-30
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 62
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Release of the switch shuts down the HMG system. Loads are transferred back
to normal sources and EICAS messages HYD GEN ON and HYD GEN VAL are
removed from display.
System Description
The following loads can get power from the Hydraulic Motor Generator:
The Hydraulic Motor Generator (HMG) is located in the left wheel well. The
Generator is driven by a Hydraulic Motor supplied from the Center Hydraulic
System. An Air-Driven Hydraulic Pump (ADP), supplied by left or right engine
bleed air, can pressurize the Center Hydraulic System. A Motor Driven
Hydraulic Shutoff Valve provides ON/OFF control for the HMG. Automatic
activation of the HMG System occurs with loss of power to both Main AC Buses.
A Flow Limiter regulates hydraulic flow to the Trailing Edge Flaps and Leading
Edge Slats during HMG operation. Control and protection functions are
performed by the Generator Control Unit located in the P65 panel. A
momentary test switch on the P61 panel, is provided for system checkout. The
HMG System operational status and electrical parameters are monitored by
EICAS.
Fire Warning
RAT Control
Equipment Cooling
Hyd. Pump Control
Master Warning
ADIRU
Standby Power Control Spoilers
Capt./FO Instruments Flight/Cabin Interphone
VOR
C/L MMR
Standby Engine Ind.
Engine Start & Ignition
EFIS Symbol Gen.
Captains/FO
FMCS
Captains VSI
Auto Pressurization
L Radio Altimeter
Man. Pressurization
Fuel Crossfeed
Outflow Valve
Fuel Shutoff
Capt. & Aux Pitot Heat Capt. Panel Flood Lights
AOA Probe Heat
Wing Anti-ice
Eng Tt2 Probe Heat
Bleed Valves
Cargo Heat Control
Rudder Trim
HF Communications
Probe Heat Indication
Flap Position Ind.
Eng EEC Discretes
Capt. Altimeter
Aisle Stand Flood Light
Ovhd Pnl/Aisle Stand Lights
Operational Checkout
A momentary toggle switch (EQUIP COOL/HYD GEN) on the P61 right side
panel initiates system checkout. A complete checkout is accomplished with
main buses energized, EICAS operating, pneumatic power available to operate
Air Driven Pump and the C1 and C2 AC Electrically Driven Hydraulic Pumps
(ACMP) activated. When toggled to the HYD GEN position, the test switch
opens the sensing leads to the L and R AC bus off sensing relays to simulate
bus loss, and provides a signal to start-up the HMG system. The test switch
also deactivates the main battery charger during the test.
After the HMG is started and the Captain's Instrument Transfer Bus Relay
transfers, a HYD GEN ON (C,S) is displayed on EICAS. If the hydraulic shutoff
valve is not fully closed, a HYD GEN VAL (C,S) message appears after a 5
second time delay. The EICAS ELEC/HYD maintenance page displays the AC
and DC output voltage and the AC frequency during the checkout test.
Stall Warning
Standby Instruments
Clocks
YSM
RDMI
Defueling Valves
APU Start
EADICapt/FO EHSI
L DME
Atl Gear Extend
Gear Indication
Antiskid
Thrust Reverser
VHF Communications
Packs Control
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 64
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 66
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Voltage Regulation
Control Field Excitation
Undervoltage
Underfrequency Protection
Application, removal and lockout of the power ready signal to External
Bus Transfer Relays
An electrical speed control signal to the Electrohydraulic Servo Valve in
response to deviations in generator output frequency
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 68
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Torque Motor
Jet Pipe
Slide Valve
Feedback Spring (not shown)
A change in generator load causes a speed change. The speed control module
supplies servo power and completes the circuit to either increase or decrease
speed coil. Motor displacement increases or decreases causing an increase of
decrease in motor speed. When the slide valve feedback spring torque equals
the Torque Motor torque, the jet pipe returns to center position stopping flow to
the Slide Valve.
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 70
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
AC Bus Transfer Relays connect the Left and Right AC Transfer buses and the
Captain's Flight Instrument Transfer Bus to the HMG AC output.
Two 115/28 volt AC single phase Auto Transformers supply 28 volt AC loads
from the Left and Right AC Transfer Buses. A DC contactor connects the HMG
DC output to the Hot Battery Bus.
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F
Page - 72
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ATA 24-25
7/17/13
EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY