AIRBUS

A330/A340
ATA 24
Electrical Power

ATA Spec 104 Level 3

A330/340 24 L3 E

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ATA 24

ELECTRICAL POWER

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ELECTRICAL POWER

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ELECTRICAL POWER SYSTEM PRESENTATION
ELECTRICAL GENERATION
The AC main power sources are:
 the two Integrated Drive Generator (IDGs)(A330),
 the four Integrated Drive Generator (IDGs)(A340),
 the APU generator,
 and 2 EXTernal PoWeR sources.
The AC emergency power sources are:
 the EMERgency GENerator,
 and the STATic INVerter supplied by the DC system.
The DC main power sources are the 3 Transformer Rectifiers (TRs) supplied
by the AC system.
The DC emergency power sources are the 2 batteries.
A third APU BATtery associated with the APU T.R. is only used to start the
APU.

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GENERAL

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only
A340
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System Presentation
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GENERAL

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AC MAIN GENERATION
The main generators supply the network trough a Generator Line Contactor
(GLC).
The APU generator delivers power trough an APU Generator Line Contactor
(AGLC).
Each external power are connected trough External Power Contactor (EPC).
AC TRANSFER
The transfer circuit comprises two Bus Tie Contactors (BTCs) and a System
Isolation Contactor (SIC). These contactors operate automatically in order to
feed the main busbars in different configurations following the entry source.
AC EMERGENCY GENERATION
The EMERgency GENerator, also called Constant Speed Motor/Generator
(CSM/G) is used in emergency configuration; when the main generators and
the APU are lost for example. It operates from the green hydraulic system.
The STATic INVerter is supplied from battery 1 and 2, and automatically supplies the AC ESSential BUS if no other sources is available.

For Training Purposes Only

AC ESSENTIAL SUPPLY
AC ESS buses supply logic
The AC ESS network supplies the most important and safety critical circuits of
the A/C. In normal configuration, the ESS bus is supplied from AC BUS 1. If
AC BUS 1 fails, there is an automatic switching of the supply to AC BUS 2. The
pilot can also perform this switching manually. Other possible sources of supply
for the AC ESS buses are the EMER GEN, or the STAT INV (only for AC ESS
bus).
AC GENERATION PROPERTIES
GEN, APU GEN, EXT PWR, EMER GEN, STAT INV properties
This table gives the properties of the different AC power sources.
Note that the static inverter is a single phase power source.

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GENERAL

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AC Main Generation
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AC MAIN GENERATION
The AC main system is composed of 4 buses.
The main generators supply the network trough a Generator Line Contactor
(GLC).
The APU generator delivers power trough an APU Generator Line Contactor
(AGLC).
Each external power are connected trough External Power Contactor (EPC).
AC TRANSFER
The transfer circuit comprises four Bus Tie Contactors (BTCs) and a System
Isolation Contactor (SIC). These contactors operate automatically in order to
feed the main busbars in different configurations following the entry source.

For Training Purposes Only

AC EMERGENCY GENERATION
The EMERgency GENerator, also called Constant Speed Motor/Generator
(CSM/G) is used in emergency configuration; when the main generators and
the APU are lost for example. It operates from the green hydraulic system.
The STATic INVerter is supplied from battery 1 and 2, and automatically supplies the AC ESSential BUS if no other sources is available.
AC ESSENTIAL SUPPLY
AC ESS buses supply logic
The AC ESS network supplies the most important and safety critical circuits of
the A/C. In normal configuration, the ESS bus is supplied from AC BUS 11. If
AC BUS 11 fails, there is an automatic switching of the supply to AC BUS
24. The pilot can also perform this switching manually. Other possible sources
of supply for the AC ESS buses are the EMER GEN, or the STAT INV (only for
AC ESS bus).
AC GENERATION PROPERTIES
GEN, APU GEN, EXT PWR, EMER GEN, STAT INV properties
This table gives the properties of the different AC power sources.
Note that the static inverter is a single phase power source.

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DC MAIN GENERATION
The DC main system is composed of 3 buses:
 DC BUS 1 supplied from AC BUS 1 via TR 1,
 DC BUS 2 supplied from AC BUS 2 via TR 2,
 DC BAT BUS, normally supplied from DC BUS 1.
If the AC BUS 1 is no longer supplied, AC BUS 2 supplies the DC BAT BUS
from DC BUS 2.
The DC ESSential BUS is normally supplied from AC BUS1 via the ESSential
TR.
If AC BUS 1 is not supplied, AC BUS 2 will supply the DC ESS BUS.
If no other source is available, BATtery 1 and 2 supply the DC ESSential BUS.
Notice that the HOT BUSes are always supplied from the BATteries.
All 4 TRs are the same and deliver 28 VDC.
TR 1 and TR 2 are rated at 200 A.
ESSential TR and APU TR are rated at 100 A.
All BATteries are 24 V, 40 Ah.

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DC Generation
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DC MAIN GENERATION
The DC main system is composed of 3 buses:
 DC BUS 1 supplied from AC BUS 12 via TR 1,
 DC BUS 2 supplied from AC BUS 23 via TR 2,
 DC BAT BUS, normally supplied from DC BUS 1.
If the AC BUS 12 is no longer supplied, AC BUS 23 supplies the DC BAT
BUS from DC BUS 2.
The DC ESSential BUS is normally supplied from AC BUS11 via the ESSential TR.
If AC BUS 11 is not supplied, AC BUS 24 will supply the DC ESS BUS.
If no other source is available, BATtery 1 and 2 supply the DC ESSential BUS.
Notice that the HOT BUSes are always supplied from the BATteries.
All 4 TRs are the same and deliver 28 VDC.
TR 1 and TR 2 are rated at 200 A.
ESSential TR and APU TR are rated at 100 A.
All BATteries are 24 V, 40 Ah (A340200/300)
All BATteries are 24 V, 50 Ah (A340500/600)

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DC Generation
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CONTROL AND MANAGEMENT
In order to control, protect and manage all power sources and the electrical
network, several computers are involved in the electrical system.
GENERATOR CONTROL UNIT (GCU)
Two identical Generator Control Units (GCUs) control and protect the engine
generators.
GROUND AND AUXILIARY POWER CONTROL UNIT (GAPCU)
The Ground and Auxiliary Power Control Unit (GAPCU) is in charge of controlling and protecting the two external power sources A and B and the APU Generator. It is also an interface for the GCUs BITE and a frequency reference for
the NBPT.
ELECTRICAL CONTACTOR MANAGEMENT UNIT (ECMU)
Two Electrical Contactor Management Units (ECMUs) control the main AC and
DC electrical power contactors, giving priorities and enabling reconfiguration of
the main power supply sources. The ECMUs also control and monitor the galley shedding configuration, and enable NBPT function between the available
sources.
ELECTRICAL LOAD MANAGEMENT UNIT (ELMU) (A340500/600 ONLY)
One Electrical Load Management Unit (ELMU) enables reduction of
the aircraft power consumption by shedding momentarily certain less
important power users; for example, the Cabin loads.

For Training Purposes Only

CONSTANT SPEED MOTOR / GENERATOR GCU (CSM/G GCU)

One CSM/G GCU (CSM/G GCU)controls the CSM/G also called EMER GEN.
BATTERY CHARGE LIMITER (BCL)
Three identical and interchangeable Battery Charge Limiters (BCLs) control
and protect the batteries
CIRCUIT BREAKER MONITORING UNIT (CBMU)
One Circuit Breaker Monitoring Unit (CBMU) is installed in order to give the
status of the Circuit breakers on the ECAM.

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GENERAL

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A340 SHOWN
Figure 6
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System Computers
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AC GENERATION

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MAIN AC GENERATION DESCRIPTION
ELECTRICAL PANEL
The overhead ELEC panel is used to control and monitor several functions.
There are several P/Bs which will be explained in this module such as:
 The Integrated Drive Generator (IDG) P/B, for IDG disconnection,
 The GEN P/B, for connection or disconnection of generator and resetting of
the Generator Control Unit (GCU),
 The BUS TIE P/B, for isolation of the network.

IDG operation is not possible with a faulty GCU.

The GCU fulfills the following main functions:
 control and protection
 regulation of the generator voltage
 regulation of the generator frequency
 No Break Power Transfer (NBPT) in conjunction with the Electrical Contactor Management Unit (ECMU)
 interface with the System Data Acquisition Concentrators (SDACs)
 interface with the Full Authority digital Engine Control (FADEC) for engine
speed
 interface with the Central Maintenance System (CMS) via the Ground and
Auxiliary Power Control Unit (GAPCU)
A special pin programming provides the GCU with the following information:
 the aircraft type
 the GCU identification/installation position
 the current limit for voltage regulation
During normal operation, each GCU allows IDG parameters, such as voltage
and frequency, to be regulated. It also monitors the main generation system
and provides operational information to the cockpit crew. The GCU also protects the IDG against abnormal conditions.

For Training Purposes Only

INTEGRATED DRIVE GENERATOR

Identical IDGs are used to supply the main AC network.
Each IDG is a two pole high speed (24000 RPM) brushless spray oil cooled
unit.
It comprises, in a common housing:
 The drive part, with the monitoring and control items,
 The generator part, which consists of a Permanent Magnetic
Generator (PMG), an exciter generator with rotating diodes and a main generator.
The Constant Speed Drive (CSD) of the IDG converts the variable input speed
(4900 to 9120 RPM), provided by the engine gearbox, into the constant output
speed (24000 RPM).

GENERATOR CONTROL UNIT

Each IDG is controlled and monitored by its own GCU. All the GCUs are fully
identical and interchangeable.

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AC GENERATION

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AC Main Generation
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AC GENERATION

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DESCRIPTION (CONT.)
GENERATOR LINE CONTACTOR
The Generator Line Contactors (GLCs) allows connection of the generator to
the corresponding AC BUSbar.
Each GLC is controlled and monitored by the associated GCU and ECMU.
FEEDER LINE
A special 3 phase generator feeder cable and neutral (part of the engine) connects the generator terminal block to a terminal block located on the upper engine structure (disconnection for engine change). The neutral line is also connected to the engine structure.
Another terminal block, located in the pylon, splits each phase into two feeder
cables, sent through the wing leading edges and the cargo compartment to
rack 710 VU in the avionics compartment. They are connected to the GLC after
having passed through a 6hole Current Transformer (CT).
The Feeder line and the generator are protected by the differential and open
cable protection circuits.

ECMU
The GLCs are under control of the related GCU and ECMU. If all parameters
are correct, the GLC connects the generator to its own busbar.
The BTCs and the SIC are automatically controlled by the ECMUs, enabling
the whole electrical network to be supplied.
The ECMUs receive relative IDG information via the GCUs.
Each ECMU monitors the status of its own side contactors (ECMU 1 for right
hand side and ECMU 2 for left hand side) and ensures the opening or closing
according to the priority logic and the NBPT operation (on ground only).

For Training Purposes Only

TRANSFER CIRCUIT
The transfer circuit consists of the transfer line, the Bus Tie Contactors (BTCs)
and the System Isolation Contactor (SIC). This circuit enables the power
sources (GENs, APU GEN and the 2 external powers) to supply the entire or
half of the network according to the priority logic and the NBPT rules.

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AC GENERATION

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AC Main Generation
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AC GENERATION

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INTEGRATED DRIVE GENERATOR OPERATION
IDG CONTROL P/B
The IDG can be manually disconnected with the IDG P/B, located on the overhead ELEC panel.
When the engine is running, above the set point value (4900 RPM), action on
this P/B immediately disconnects the IDG.
With engine stopped, the IDG cannot be manually disconnected. An underspeed condition generated by the GCU inhibits the disconnection.

For Training Purposes Only

GEN CONTROL P/B

The GEN P/B on the overhead ELEC panel is used to connect or disconnect
the generator and to reset the GCU. When the P/B is released out (off position), the OFF/R legend appears, the generator field is deenergized and the
line contactor is open.
When the P/B is pressed in (on position), the generator is put on line as soon
as the electrical parameters are within the limits.
The FAULT legend comes on (in on position only) in the following cases:
 The related engine is shutdown
 During operation with any incorrect parameter
 With correct parameters but the GLC stays open due to failure.
The FAULT information is sent to ECAM.
After fault detection, setting the GEN P/B to off and then to on resets the GCU.

GENERATOR SPEED CONTROL

The generator speed is controlled by a system composed of a servovalve in
the IDG and an electronic control circuit in the GCU
The electronic control circuit controls the servovalve, which in turn controls
the CSD speed variation to keep the generator at a constant frequency.
The GCU performs the outspeed control of the IDG whenever several conditions are met:
 The GCU is powered up,
 Engine input speed to the IDG is between 4900 and 9120 RPM,
 No failure is present to trip the servo valve control circuit.

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IDG Operation
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AC GENERATION

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IDG OIL SYSTEM
The IDG oil is used for IDG cooling, lubrication and to operate the CSD.
The IDG oil system also cools and lubricates the CSD and the generator parts
of the IDG.
IDG OIL PRESSURE
The oil pressure is monitored by a Low Oil Pressure (LOP) switch located in
the IDG charge oil circuit.
The LOP switch provides a signal to the GCU when IDG charge oil pressure is
less than 140 PSI.
In LOP condition, not caused by underspeed, the IDG P/B FAULT legend
comes on amber and an ECAM warning is triggered.
The Differential Pressure Indicator (DPI) indicates a clogged filter condition. An
associated popout indicator located on the IDG filter housing shows when the
filter element requires replacement
The IDG scavenge oil filter is fitted with a DPI. The switch is located across the
scavenge filter
In the case of a clogged filter, the DPI sends a signal to the GCU, which, in
turn, sends a status message to the ECAM.
A visual check of the popout is required.
If the DPI is popped out, both filters (inlet and outlet) and oil must be replaced
according to AMM procedures.
The DPI device is automatically inhibited during cold oil running conditions (underspeed), due to high oil viscosity.
IDG OIL LEVEL
The GCU includes a Remote Oil Level Sensor (ROLS) function which enables
low IDG oil level to be detected.
The ROLS sensor is located in the IDG.
Six to eight minutes after engine shutdown, the GCU supplies the sensor for 30
seconds for an oil interrogation sequence.
In the case of oil low level detection, the GCU sends a status message to the
ECAM.
A visual check of the oil level sight glass is required.
If the oil level is high in the yellow or in the red area, oil servicing must be performed.

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IDG OIL TEMPERATURE

There are two oil temperature sensors in the IDG:
 One sensor on the IDG oil inlet port,
 One sensor on the IDG oil outlet port.
These sensors allow the IDG oil temperature to be monitored.
The GCU transmits the oil outlet temperature to the System Display (SD) electrical page enabling high oil temperature detection. The SD also indicates the
IDG oil differential temperature (rise temperature).
When the outlet oil temperature reaches 152C, an advisory mode is sent to
the ECAM.
If oil overheat detection is detected (Temperature > 185C), the warnings are
provided to the ECAM and call for IDG manual disconnection (BITE message:
OIL OVHT).
There is no automatic thermal disconnection mechanism is fitted to the IDG
(A330200/300 only).
An automatic thermal disconnection mechanism is fitted to the IDG
(A340500/600 only).
If an IDG manual disconnection is not performed and the oil temperature
reaches 200C, the automatic thermal disconnection takes place. A BITE message (THERMAL DISCONNECT) is sent to ECAM.
Over 200C and IDG not disconnected by the thermal disconnection, the BITE
message (THERMAL DISCONNECT FAILURE) is sent to ECAM.
The engine must then be shutdown.
If the IDG oil temperature is above 200C and no thermal disconnection occurs, a thermal disconnection fault message will be displayed.
In the EEPGS, failure of the IDG oilout temperature sensor is a class 3 fault,
and no flight deck effects are presented. The GCU will automatically provide
the IDG oilin temperature (plus a nominal temperature offset) and display this
calculated temperature value as the oilout temperature on the ECAM AC
ELEC page.
Recognition of an IDG cooler fault and IDG high delta temperature fault is inhibited if the oilout temperature bulb has failed. IDG oil overtemperature
protection will continue to be active (using the calculated oilout
temperature as the monitored parameter).

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IDG Operation
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AC GENERATION

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IDG DISCONNECTION MECHANISM
SPEED CONTROL LOOP
The loop is composed of a servovalve in the IDG and an electronic control
circuit in the GCU which includes the ServoValve Relay (SVR).
The electronic control circuit monitors the generator PMG frequency and
compares it with a GCU internal frequency reference.
The difference between these two frequencies creates an error signal. This signal is used to control the servovalve oil via the SVR to regulate the output
speed.
The servovalve maintains the desired generator frequency (400 Hz) by sending more or less oil to a variable hydraulic unit according to the error signal.
The variable hydraulic unit acts on a rotary part allowing the output speed of
the CSD to be adjusted.
Notice that during NBPT condition, the PMG frequency is compared with the
relative frequency of the source connected in parallel.

The EEPGS IDG does not incorporate an integral switch in the disconnect solenoid to provide IDG disconnect status information to the flight deck but the
EEPGS GCU does not interface electrically with the disconnect status switch.
The EEPGS GCU senses IDG disconnect status by monitoring IDG disconnect
switch action, and the IDG PMG frequency. The IDG disconnect status is
determined in GCU software, and an NVM latch is set in the GCU to illuminate
the OFF lamp in the IDG disconnect control switch on panel 235VU
NOTE: The IDG OFF lamp and the DISC icon on the ECAM AC ELEC page
will only go off after the GCU senses that IDG input speed is above 2000 rpm
at the next engine start.

IDG DISCONNECTION MECHANISM

When the engine is running (input speed above 4900 RPM), the FAULT legend
of the P/B comes on if the IDG oil pressure is less than 140 PSI or if the IDG
oil outlet temperature is above 185 C.
In both cases, the IDG must immediately be disconnected via the IDG P/B.
When the IDG P/B is pressed, the solenoid control relay is energized and connects the 28 VDC to the disconnection solenoid which will open the clutch.
The IDG P/B OFF legend comes on and the FAULT legend goes off. The OFF
legend remains on until the clutch is reset and the engine is running.
IDG reset can only be performed on ground with engine shutdown, by pulling
the reset ring mounted on the IDG casing.
In underspeed condition (input speed below 4900 RPM) it is not possible to
disconnect the IDG.
Note that a detected underspeed inhibits the speed related protection circuits
(underfrequency and undervoltage).
In case of the oil temperature exceeding 200C, an automatic thermal disconnection mechanism disconnects the IDG from the engine gearbox
(A340500/600 only).
After a thermal disconnection, the IDG must be changed.

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IDG Cooling and Disconnect System

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IDG OIL COOLING SYSTEM
OIL COOLING
Three types of oil cooling system exist:
Oil cooling via Air Cooled / Oil Cooler (ACOC) system,
Oil cooling via Engine Fuel / Oil cooler system and Air / Oil heat Exchanger
(AOHE),
RR Engines Oil cooling via Engine Fuel / Oil cooler only.
System available for A340500/600 (RR engines) and A330 (RR engines).
The ACOC system is available for A/C equipped with Rolls Royce engines. The
ACOC is composed of a heat exchanger matrix and a duct.
Oil lines connection
The heat exchanger is connected to the IDG oil system by two oil connections
(in and out). The oil flows through the matrix and distributes the heat to the matrix fins.
If the oil is cold and does not flow easily through the matrix, a Pressure Relief
Valve (PRV) will open. This will let the oil flow directly from the inlet connection
to the outlet connection and back to the source.
When the oil temperature increases, the PRV closes and the oil flows again
through the matrix.
On A340500/600 only:
To control the airflow through the heat exchanger the EEC receives the IDG oil
temperature via a dedicated thermocouple. This information is used to control a
pneumatic actuator which drives a butterfly valve to regulate the flow of cold air
through the heat exchanger. The actuator uses HP3 air.

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AC GENERATION

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PW & GE Engines Fuel / Oil Cooler and Air / Oil Heat Exchanger
System available for:
A330 (PW & GE engines).
A330 A/C equipped with Pratt & Whitney or General Electrics use an AOHE
and an Engine Fuel / Oil Cooler for IDG oil cooling.
Directly by Fan air (during high eng. power time: takeoff, climb, cruise), or by
2.5 bleed cooling air (during low eng. power time: gnd idle, taxi, idle descent)
IDG oil T < 105 C
The IDG oil outlet is cooled via the AOHE by fan air during hign engine power
time (takeoff, climb, cruise) or by 2.5 bleed cooling air during low engine
power time (ground idle, taxi, idle descent).
AOHE
The AOHE valve, regulted by the Electronic Engine Control (EEC), maintains
an IDG oil temperature less than 105 C.
Engine Fuel / Oil Cooler
Then IDG oil flows in the Engine Fuel / Oil Cooler to keep an IDG oil inlet temperature between 70C and 105C. Notice that the AOHE valve is spring
loaded in case of no information from ECC to allow the oil cooling.
CFM Engines Fuel / Oil Cooler
System available for:
A340 with CFM engines.
A340 equipped with CFM engines use only an Engine Fuel / Oil Cooler for IDG
oil cooling. The IDG outlet oil flows directly in Engine Fuel / Oil Cooler to keep
an IDG inlet oil temperature between 70 C and 105 C.

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TO EEC
(A340500/600 only)

Figure 12
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IDG Cooling System

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AC GENERATION

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MAIN AC ELECTRICAL SYSTEM OPERATION
CONTROL AND PROTECTION
The GCU controls the connection and disconnection of the IDG to and from the
aircraft electrical system.
These controls are mainly performed by means of 3 internal relays:
 the Generator Control Relay (GCR) controls the generator excitation,
 the Power Ready Relay (PRR) controls the GLC and the NBPT
 the SVR controls the generator rotor speed by means of the servovalve.
If a protection function is triggered, the GCR, the PRR and, in some cases, the
SVR are deenergized.

OVERVOLTAGE
Typically, the GCU performs an overvoltage protection function if the highest
individual phase at POR reaches 130 +/ 1.5 VAC.
Then, the PRR and the GCR are tripped to protect the whole network.
Notice that the higher the overvoltage, the faster the relays are tripped (inverted time delay).
OVERFREQUENCY
The GCU starts to perform overfrequency protections if the PMG frequency is
above 435 Hz, for at least 4 seconds, the GCU trips the PRR, GCR and SVR.

For Training Purposes Only

VOLTAGE REGULATION
The GCU monitors the Point Of Regulation (POR) in order to keep the voltage
at nominal value (115 VAC) at this point.
The POR is located at the end of the generator feeder, upstream of the GLC.
The voltage regulation is achieved by regulating the current through the exciter
field.
The output from the PMG is connected via the GCR to the excitation and regulation control module, where it is converted into DC voltage and applied to the
exciter field.
The voltage frequency regulation module senses the average of the three
phases at the POR and compares it against a reference voltage.
If a difference exists, the voltage regulator adjusts the exciter field current as
needed to keep a constant voltage at the POR.

UNDERSPEED
The Engine Interface and Vibration Monitoring Unit (EIVMU) provides engine
speed information to the GCU for underspeed setpoint, control and protection
and BITE functions. The EIVMU is a part of the FADEC
When the engine speed falls below the underspeed threshold (4900RPM), the
PRR trips and the excitation is biased off due to underfrequency at PMG output
(<335Hz).
If underspeed is detected, no reset action via the GEN P/B is required.
If engine speed data is not available, the GCU refers to the PMG frequency
(1681.3 Hz).
If engine speed data is below the setpoint(<300Hz Output Freq. <1620Hz PMG
Freq. <4680RPM Gearbox) , IDG disconnection is inhibited.

FRA US/T-2 ToR

Feb 05

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AC GENERATION

Figure 13
FRA US/T-2 ToR

Feb 05

Control and Protection

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AC GENERATION

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ENHANCED

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DIFFERENTIAL PROTECTION
The Differential Protection (DP) is based on the comparison of each phase of
the 6 hole CTs (on line) and the 3 CTs windings in the IDG.
If the difference of current is above 50 +/ 10 A for at least 60 milliseconds, the
PRR and GCR are tripped.
The DP circuit reset is done via the GEN P/B and this protection can be reset
twice.
After 2 reset attempts, the GCU must be powered down (cold start) to reset the
protection latchin software.
OVERLOAD AND OVERCURRENT
The IDG CTs provide current sensing information to the GCU. In case of overload or overcurrent, the corresponding GCU protection circuits are triggered.
If the overload is still present 10 seconds after this initialization, the GCU only
sends a signal to the ECMU to shed the corresponding galley.
No tripping occurs.
If the auto shedding is performed, no warning is triggered.
If the shedding is not effective, the ECAM is triggered and the FAULT legend
on the GALLEY P/B comes on.
The crew has to press the GALLEY P/B to reduce generator load.
If an overcurrent is detected and, after the inverted protection time delay, the
BTC is locked in OPEN position.
If the fault persists, the generator is deenergized (via the GCR) and the GLC
is opened (via the PRR)
The ELMU is connected to the GCUs.
Data from the GCUs is used by the ELMU to get the configuration of the electrical network.

FRA US/T-2 ToR

Feb 05

INADVERTENT PARALLEL TRIP

The power supply logic to each AC main bus bar is established through the
ECMU control system.
Furthermore, the NBPT allows two AC sources to be connected during the
transfer phase.
After transfer completion, a special protection in the ECMU and GCU (lock out
circuit) avoids an Inadvertent Paralleling Trip (IPT) condition.
FIRE PROTECTION
In case of engine fire, if the related fire switch is released out, a 28 VDC signal
is sent to the corresponding GCU which shuts down its IDG. This signal is not
latched, thus no reset is required.

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AC GENERATION

Figure 14
FRA US/T-2 ToR

Feb 05

Control and Protection

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AUXILARY / EXTERNAL POWER

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GROUND AND AUXILIARY POWER CONTROL UNIT (GAPCU) DESCRIPTION
The GAPCU controls both the APU generator channel and external power A
and B system contactors and relays.
These contactors and relays (AGLC, EPCs, System Isolation Contactor (SIC),
Power Ready Relay (PRR), External Power Ready Relay (EPRR) can only be
closed when the correct conditions exist. They are opened manually or automatically (control and protection).
In addition, the GAPCU performs:
 A backup control for external power A only,
 BITE analysis,
 communication functions between GCUs, ECMUs, ECB, Centralized Maintenance Computers (CMCs), Landing Gear Control and Interface Unit 1
(LGCIU 1),
 interface with ECAM (via the System Data Acquisition Concentrators
(SDACs), APU, AGLC.
POWER SUPPLY
In normal operation, the GAPCU internal power supply module can be supplied
by:
 The APU Permanent Magnetic Generator (PMG) via the APU (Transformer
Rectifier) TR,
 the EXT PWR A and B via the TRs 1and 2.
If a total power supply failure occurs (loss of APU GEN and EXT PWR A and
B), the Battery Bus bar 301 PP (DC BAT BUS) supplies the GAPCU via circuit
breaker 204XG. This safety is the GAPCU backup supply.

For Training Purposes Only

A330-200/300 A340-200/300 A340-500/600

COMMON FUNCTION
The GAPCU communicates with the GCUs , and the CMCs.
The GAPCU communicates with each of the GCUs via MIL 1553 links.
The GAPCU always initiates the transfer of information from the GCUs, and
communicates during 2 transmission modes: normal and interactive mode.
In normal mode (FLIGHT), the GAPCU periodically interrogates each GCU for
channel and fault status.
The GAPCU also receives the GCU Line Replaceable Unit (LRU) identification
and pin programming information (A/C and engine types).

FRA US/T-2 ToR

Feb 05

In interactive mode (only on ground when requested from CMCs), the normal
mode may be interrupted. The GAPCU will request a selftest of each of the
GCUs and will perform its own.
The GAPCU is a type 1 computer. It communicates with the two CMCs via two
ARINC 429 links.
During the normal mode of transmission, the GAPCU will continually send its
own fault data and that of the four GCUs to the CMCs.
Access to the interactive menu is gained through the Electrical Power Generation System (EPGS) system page, displayed on the Multipurpose Control and
Display Unit (MCDU) System/Report page.
Upon request from the CMC, the GAPCU stops the normal mode of transmission and enters the interactive mode to follow CMC commands.
Then, the GAPCU transmits the EPGS main menu.
The GAPCU interfaces with two SDACs via an ARINC 429 link.
During all operation modes, the GAPCU will continually transmit data to the
SDACs. The SDACs will use this data to provide information and warnings to
the ECAM.
The GAPCU receives an air/ground mode signal from LGCIU1. It is used for
the ground/flight status.
Due to NBPT reasons, when the aircraft is on ground, the APU GEN has priority over the EXT PWR B. Once the APU generator is connected, phase A is
sent to the Frequency Reference Unit (FRU).
The FRU signal is sent to other GCUs and serves as a reference for further
NBPTs.
If the APU GEN is in overload condition, the GAPCU informs the ECMU which
sheds the GALLEY and relays the information to the cockpit.

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AUXILARY / EXTERNAL POWER

Figure 15
FRA US/T-2 ToR

Feb 05

GAPCU
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ELECTRICAL POWER
AUXILARY / EXTERNAL POWER

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APU GEN CONTROL FUNCTIONS
The GAPCU also controls, monitors and protects the APU generator supply to
the network.
It ensures the following main functions:
 Control of the field excitation through the Generator Control Relay (GCR),
 Voltage regulation
 Control of the AGLC through the PRR in conjunction with the ECMU1,
 Control and protection of the APU generator and the network
APU ECB ensures the speed regulation. At 95 % RPM, the ECB provides an
APU ready signal to the control part of the GAPCU.
AGLC CONTROL AND MONITORING
The AGLC connects the APU GEN to the Transfer Circuit.
It is controlled and monitored by the GAPCU and the ECMU 1.
The position of the AGLC is monitored by the FAULT legend on the APU GEN
P/B switch.
EXT PWR CONTROL FUNCTIONS
The GAPCU controls and monitors EXT PWR contactors and relays. When
EXT PWR A and/or B are connected, the GAPCU performs the following functions:
 Monitoring,
 interlock function,
 EPC control,
 protection function,
 FRU function for NBPT,
 BITE function,
 communication and interface.
The diagram shows the connection for External Power B. MONITORING
The GAPCU permanently monitors the quality of the delivered ground power.
At least one faulty parameter automatically disconnects the ground power from
the transfer line (EPRR and EPC open).
The interlock system is also activated (Interlock Monitoring Relay (IMR) open)
and the GPU shuts down. The IMR enables a holding supply to be connected
to the GPU line contactor.

FRA US/T-2 ToR

Feb 05

It is not possible to connect a faulty power source to the network.

INTERLOCK
The conditions for the IMR to be closed are:
 The 28 VDC control voltage from the GPU is within accepted limits (<42
VDC and <13 VAC),
 the delivered power quality, sensed at a Point Of Regulation (POR), is accepted by the Control and Protection Module
The closed IMR connects 28 VDC via pin F to the GCU.
This interlock voltage acts as a holding supply for the GPU output contactor.
If the control voltage is not within the limits, the IMR opens to switch off the
GPU and sends a signal to the valid external power interlock module to open
the EPRR (EPC will open).
The closed IMR status is also sent to the valid external power (Valid EP) interlock circuit which will close the EPRR, provided the quality of the power voltage
is accepted by the control and protection module.
EXTERNAL POWER CONTACTOR CONTROL
The closed EPRR provides 28 VDC to the solenoid of the EPC.
As soon as the external power pushbutton switch is pressed, the ECMUs are
notified that an external power is ready to be involved in an NBPT.
For external power B, the blue legend AUTO comes on.

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AUXILARY / EXTERNAL POWER

Figure 16
FRA US/T-2 ToR

Feb 05

GAPCU
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AUXILARY / EXTERNAL POWER

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PROTECTION
The GAPCU has to be permanently powered to allow APU or EXTERNAL
POWER sources to be connected to the aircraft electrical network.
The BATTERY HOT BUS will ensure the necessary supply to the GAPCU,
should a total GAPCU power supply failure occur.
OVERVOLTAGE:
Overvoltage (OV) protection is accomplished by monitoring the highest phase
at POR.
An OV condition exists when the highest phase voltage exceeds 130+/1,5
VAC for at least 50 ms.
After an inverse time delay, the IMR and EPRR are tripped.
UNDERVOLTAGE:
Undervoltage (UV) is sensed in the same way as overvoltage.
An undervoltage condition exists when the lowest phase voltage is less than
101.5+/1,5 VAC.
After a 4,5 second time delay max, the EPRR and the IMR are tripped.

For Training Purposes Only

A330-200/300 A340-200/300 A340-500/600

OVERLOAD:
The internal CT senses the overload.
An Overload condition exists when the current is greater than 260+ 15 A on
any phase for 10 seconds max.
The galleyshed relay sends a signal to the ECMUs,the ELMUs and to the galley pushbutton switch.
The ECMUs and/or ELMUs reply by shedding loads, depending on the supply
configuration faults.
If the overload condition persists for an additional 2 seconds, after the load
shedding action by the ECMUs/ELMUs (galley switch FAULT legend on), the
ECAM warnings are triggered and the message EXT PWR A (or B) OVERLOAD appears.
All galley loads must be shed by setting the galley P/B to OFF. The
message GALLEY OFF appears.
If after galley shedding an overload is still detected, the overcurrent protection
will be triggered after an inverse time delay: the IMR and EPRR are tripped.

FRA US/T-2 ToR

Feb 05

OVERCURRENT:
This protection function is only available for EXT PWR A.
The internal CT senses the overcurrent (OC).
An overcurrent condition exists when the current on any one phase exceeds
277 A.
Once an overcurrent situation is sensed, the GAPCU relays the information to
the ECMU as network status information.
BACK-UP FUNCTION
The GAPCU has a BACK UP module which contain a simplify software. In the
case of the GAPCU main operating software fails, BACK UP module operates
on the EXT PWR A board in order to get EXT PWR A available. The BACK UP
module is, in this case, supplied by the HOT BUS.
LGCIU1 indicates to the GAPCU that the aircraft is on ground and the shock
absorbers are compressed.
Backup supply through EPA in case of GAPCU microprocessor failure.
In case of microprocessor failure, the GAPCU is still able to control a ground
cart connected to the External Power A receptacle.
In this case the protections insured by the GAPCU are:
 PHASE SEQUENCE
 OVERVOLTAGE
 UNDERVOLTAGE
 OVERFREQUENCY
 UNDERFREQUENCY
 OVERCURRENT
The galley shed is commanded. All the indicators are working except the display on the ECAM.
BITE is not operative.

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AUXILARY / EXTERNAL POWER

Figure 17
FRA US/T-2 ToR

Feb 05

GAPCU
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ELECTRICAL POWER
EXTERNAL POWER

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ENHANCED

2440
EXTERNAL POWER
NORMAL OPERATION
The GAPCU controls the electrical connection or disconnection of the external
A and B GPU.
This control is provided by two internal relays:
 The IMR,
 the EPRR.
The IMR, when energized, connects a holding supply to the GPU:
 When the external DC input voltage is lower than 42 VDC,
 and either the external power A (B) channel fault signal is absent,
 or the Analog/Digital (A/D) fault signal is present.
The EPRR is energized when the GPU is properly connected and all parameters are correct (no protection functions triggered).
As soon as the ground power unit A (B) is connected, the GAPCU analyzes the
voltage delivered to the external power receptacle. If all parameters are correct, the GAPCU triggers the following:
 Illumination of the green AVAIL legend of the EXT A (B) pushbutton
switches, located in the overhead ELEC panel,
 illumination of the amber EXT PWR A (B) AVAIL indicator and
the white EXT PWR A (B) NOT IN USE indicator, located in the external
power receptacle housing, as long as no EXT PWR is connected to the aircraft network (EXT PWR available but not in use).
A light test function on the EXT PWR receptacle panel is used to test the EXT
PWR A (B) AVAIL and the EXT PWR A (B) NOT IN USE indicator.
The closed EPRR connects power from the TR via the Positive Temperature
Circuit (PTC) to the busbar 104XG in order to supply the following items:
 to the solenoid of EPC A,
 to the EXT PWR A NOT IN USE light via contactor 6XX (maintenance bus
switch off),
 to the EXT PWR A AVAIL light,
 to the solenoids of relays 25XG and 9XG for external power switch light and
status message to ECMUs.

FRA US/T-2 ToR

Feb 05

When no anomaly is detected, relay 25XG closes and controls the 5 VAC supply for the AVAIL legend from the internal power supply module
When the EXT PWR P/B switch is pressed, the flipflop device provides the D
signal to both ECMUs for NBPT function, and a ground signal to the solenoid of
relay 9XG.The closed relay 9XG cuts the supply for the AVAIL legend and
lights the ON (AUTO) legend via 1LP2.
Then ECMU2 provides a ground signal to close the EPC A, provided the S1
signal for NBPT function is valid.
The GPU output is now connected to the transfer circuit.
The EXT PWR NOT IN USE light goes off.
The connection of the ground power to the busbars depends on the supply and
transfer logic.
ABNORMAL OPERATION
An internal feature called Positive Temperature Circuit (PTC) protects bus bar
104XG.
This PTC will act as a protective circuit, reacting by heat dissipation to any
sensed overcurrent.
In case of protection activation (overcurrent detection), the PTC activates the
PTC LED (EXT PWR A only) and deenergizes busbar 104XG. The function is
selfreset when the over current condition no longer exists.
In the event of total GAPCU internal failure, with total loss of the control and
protections, a backup control module ensures the following basic functions,
while the aircraft is on ground and EXT PWR A is connected:
 Cabin lighting operation for the passenger disembarking,
 Ground service systems availability (eg: cargo loading system,...)
The BACK UP module enables the GAPCU to operate in downgraded operating mode.
The BACK UP mode is only valid for EXT PWR A.

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EXTERNAL POWER

Figure 18
FRA US/T-2 ToR

Feb 05

External Power
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ELECTRICAL POWER SYSTEM TEST
GENERAL
ELEC AC GENERAL
From the SYSTEM REPORT TEST page, selection of the ELEC: AC
GENERATION main menu allows access to the following
subsystems:
 ECMU1/2 (1L/1R)
 EPGS (2L)
 GCU EMER (3L)
 CBMU (4L)
 ELMU (5L) (A340500/600 only)

For Training Purposes Only

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ELECTRICAL POWER
TEST

FRA US/T-2 ToR

Jan 04

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TEST

A330-200/300 A340-200/300 A340-500/600

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EPGS

SYSTEM REPORT/TEST 1/1

EPGS

SYSTEM TEST

ELEC:AC

<EPGS

<REPORT

FAULTS>

<REPORT

TEST>

PREVIOUS LEGS

ELEC CNTOR MGT UNIT

ELEC PWR GENERATION SYS

SYSTEM

<LRU IDENT

<GCU EMR
<CBMU

CLASS 3

LAST LEG

ECMU2>

<ECMU1

CONFIRM APU AND ENGINES

ARE NOT RUNNING

GEN CTL UNIT EMER

GROUND

TROUBLE SHOOT

CKT BRKR MONG UNIT

<ELMU
ELEC
<RETURN

<DATA

LOAD MGT UNIT

REPORT>

SPECIFIC

<RETURN

DATA>

<START TEST
<RETURN

PRINT*

A340500/600 only

EPGS

EPGS

SYSTEM TEST

GCU3

SYSTEM TEST

IN PROGRESS 60S

SYSTEM TEST

GAPCU TEST PASSED

ATA

GCU 1 TEST NOT RUN

242234

GCU3 (1XU3)

For Training Purposes Only

GCU 2 COMMS FAILED

1>

<GCU 3 TEST FAILED

GCU 4 TEST PASSED
<RETURN

<RETURN

PRINT*

PRINT*

<RETURN

PRINT*

A340500/600 only

Figure 19
FRA US/T-2 ToR

Jan 04

System Report Test AC Generation

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ELECTRICAL LOAD MANAGEMENT SYSTEM (ELMS)
GENERAL
The Electrical Load Management System (ELMS) uses a computer, called
Electrical Load Management Unit (ELMU), which monitors the output from
each AC power source (Intedrated Drive Generator (IDGs), APU GEN, Ground
Power Unit (GPU)). This function is inhibited if the ELMU P/B (235 VU) is set to
OFF.
When the ELMU P/B is set to AUTO and the electrical system is supplied, the
ELMS is passive as long as not required for operation.
As soon as an overload is detected, on any of the AC and DC main bus bars,
the ELMU automatically sheds some loads according to the demand.
These loads will be automatically restored to normal operation as soon as the
overload condition has disappeared.The ELMU ensures an optimum use of the
power sources and an optimum availability of the cabin electrical loads.
The ELMU sheds galley and busbars at Remote Control Circuit Breaker
(RCCB) level, like the Electrical Contactor Management Unit 1 and 2 (ECMU 1
and 2), but also sheds some loads via relays when connected to the busbars.
The ECMUs will be used as a backup in the case of ELMU failure, but withdowngraded capacity.
The No Break Power Transfer (NBPT) function connects two power sources in
parallel to create a transfer phase without cutoff on the busbars on ground only.

For Training Purposes Only

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ELECTRICAL POWER
EXTERNAL POWER

FRA US/T-2 ToR

Feb 05

DESCRIPTION
The AC main busbars can be supplied:
 either by the corresponding generator,
 or by another main generator, or the APU generator, or a ground power unit,
using the transfer circuit.
In addition to the 115 VAC/400 Hz the busbar 1XP2 and 2XP3 deliver
26VAC/400 Hz power through a 115/26 VAC transformer (131XPA and
232XPA).
Part of the busbars 1XP1 (subbusbars 111XP, 113XP, 115XP), 1XP2 (sub
busbar 107XP, 109XP), 2XP3 (subbusbar 208XP, 218XP, 212XP ) and 2XP4
(subbusbars 210XP, 214XP) are respectively supplied through the Remote
Control Circuit Breakers RCCBs 7XN1, 53XN, 51XN, 59XN, 5XN, 58XN, 60XN,
6XN2, 7XN2.
The RCCBs and contactors of the 115XP, 109XP , 107XP, 210XP, 111XP,
113XP, 212XP, 208XP, 214XP, 218XP are controlled by the ECMU.
The logic of the ECMUs takes into account the status of the COMMERCIAL
pushbutton switch.
The ELMU manages the loads connected on these busbars.
As soon as the ELMU is available, the ECMU does not shed these busbars.
The RCCBs of 107XP, 208XP, 218XP are controlled by the ECMUs, the ELMU
and the IFE main switch.
Moreover the subbusbars 111XP, 113XP, 115XP, 212XP, 214XP and 216XP
can be supplied directly from the ground power unit in ground service configuration. The 111XP, 113XP, 115XP, 212XP and 214XP are controlled by the ECMUs.

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EXTERNAL POWER

Figure 20
FRA US/T-2 ToR

Feb 05

Load Management Overview

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AC DISTRIBUTION

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CONTACTOR MANAGEMENT DESCRIPTION
Both ECMUs are physically identical and interchangeable. A pin programming
identifies:
 equipment installed on side 1 and on side 2,
 installation of options,
 type of aircraft.
The ECMUs ensure sub busbars and galley line control according to galley line
and commercial sub busbar control logics, in order to cope with the ELMU operation.
The ECMU is a type 2 system computer. It operates as soon as its powered.
POWER SUPPLY
The ECMU power supply depends on the position of the computer in
the avionics bay. The ECMU 1 is supplied by the BAT BUS 301PP, the DC ESS
BUS 401PP and the Tie bus 115 VAC. The ECMU 2 is supplied by the BAT
BUS 303PP, the DC ESS BUS 403PP and the Tie bus 115 VAC.
BAT HOT BUS 701PP and 702PP supply ECMU1 and 2 respectively in the
case of main DC failure and only when the batteries are connected to the aircraft electrical network.

For Training Purposes Only

A340-500/600

GROUND CONTROL LOGIC

The ECMUs interface with Air Data/ Inertial Reference Unit 1 (ADIRU 1) and 3,
and Landing Gear Control and Interface Unit 1 (LGCIU 1).
LGCIU 1 provides the ground/flight information to both ECMUs.
ADIRU 1 provides the less than 50 Kts speed signal to ECMU1 while ADIRU
3 provides the same signal to ECMU 2. This information serves for the NBPT
function when the aircraft is on ground.
BITE
ARINC 429 data buses are connected to the System Data Acquisition Concentrators (SDACs) for information display on the ECAM, and to the Central Maintenance Computer (CMC) for BITE information purposes.
Each ECMU continually monitors its inputs, outputs and internal functions to
determine if a failure condition exists. Failure information will be stored in the
internal NonVolatile Memory (NVM) and also sent to the CMCs.

FRA US/T-2 ToR

Mar 05

A self test of the ECMU is automatically performed upon power up and also
upon request via the Central Maintenance System (CMS). Based on the analysis of the ECMU functions, each ECMU provides data to the SDAC to display
the condition of the power supply and the GALLEY SHED, GALLEY PART
SHED or COMMERCIAL OFF messages on the ELEC ECAM page.
AC CONTACTOR CONTROL
The AC BUS supply is controlled by the ECMUs according the priority supply
logic. They will close or open the various contactors and assign a specific
power source to each AC bus bar.
To control these contactors, the ECMU 1 receives voltage from AC BUS 11
and 12, and the ECMU 2 receives voltage from AC BUS 2 3 and 24. Each
ECMU also receives the following information:
 the NBPT signals (S1 and D signals) and the Power Ready (PR) status
from all GCUs,
 all AC contactors and BUS TIE P/B status.
NOTE:

NOTE THAT WHEN THE BUS TIE P/B IS IN THE OFF POSITION,
THE BUS TIE CONTACTORS (BTCS) AND THE SYSTEM ISOLATION CONTACTOR (SIC) ARE PERMANENTLY OPEN.

DC CONTACTOR CONTROL
Both ECMUs receive the contactor status data. This is to ensure a correct supply of the various DC bus bars when an AC generation connection occurs, according to power supply logic.
ECMU 1 receives:
 Status of Transformer Rectifier 2 (TR 2) for fault and Over current detection,
 28 VDC from TR 1 to supply the DC BUS 1 and 2 (1PC1 and 1PC2) control
logic,
 voltage from 101PP (subbusbar of the DC BUS 1).
ECMU 2 receives:
 status of TR 1 for fault and Over current detection,
 28 VDC from TR 2 to supply 1PC1 and 1PC2 control logic,
 voltage from 206PP (subbusbar of the DC BUS 2).
A loss of one ECMU does not affect the supply of the main DC buses.

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AC DISTRIBUTION

Figure 21
FRA US/T-2 ToR

Mar 05

Contactor Management Overview

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REMOTE CONTROL CIRCUIT BREAKER (RCCB)
The RCCB controls and protects the feeder lines.
The RCCB is used to fulfill the following functions:
 electrical line protection (tripping function)
 electrical load switching (switching function)
The status of the main contacts can be known by visual state indications
(OPEN or CLOSE) on the front face of the RCCB and at the level of the computers (ELMU and/or ECMUs) by the two internal auxiliary reversing switches.
In the case of tripping (overload or manual trip), a trip signal is transmitted to
the associated ECMU.
The RESET P/B has two stable positions:
 When pressed in, electrical control is authorized. On the front face of the
RCCB, the visual indication shows the OPEN or CLOSE message in function of the main contact status.
 The RESET P/B is released out if there is an overload on the main circuit. In
this case, the RCCB cannot be electrically controlled. The main contacts are
locked in the OPEN status. The TRIP signal switches from the OPEN to the
CLOSE status and a signal is sent to the Circuit Breaker Monitoring Unit
(CBMU) for monitoring purposes. On the front face of the RCCB, the visual
indication shows the OPEN message. The RESET P/B must be pushed to
reactivate the RCCB control.

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RCCB
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GALLEY AND COMMERCIAL LOAD CONTROL
The GALLEY and COMMERCIAL load control consists in controlling the
RCCBs which shed the galley supply according to the electrical sources available and overloads sensed by the ELMU.
Each ECMU determines the electrical configuration of the aircraft according to
the status data from the ELMU (overload) and the two control switches.
The two main relays 2XA1 and 2XA2 are supplied from busbar 601PP, via the
two control switches in series, and from the corresponding ECMU. These two
main relays control the power to all corresponding RCCBs.
Individual opening or closing of the RCCBs is controlled from the control logic
module of each ECMU. If one RCCB is open, due to generator overload, the
message GALLEY PART SHED is displayed on the ECAM.
When the GALLEY control P/B is in the OFF position:
 the OFF legend comes on,
 both main relays are deenergized,
 all galleys are OFF,
 the ECAM message GALLEY SHED is displayed,
 the control logic is reset.
When the COMMERCIAL control P/B is in the OFF position:
 the OFF legend comes on,
 all galleys are OFF,
 all service buses are OFF.
The ECAM message COMMERCIAL OFF is displayed.

OPERATION
In case of ELMU set in OFF position or ELMU failure, overload protections
and shedding are still available from the ECMUs.
In this case the automatic shedding occurs according to the aircraft configuration (normal, failed Integrated Drive Generator (IDG), with the APU, etc)
The ECMUs manage the validity of the logics controlling the opening or closure
of each RCCB supplying the galleys:
ECMU 1 (and 2 when 1 fails or inoperative) manage RCCB 1, 2, 3 and 7 via
the relay 2XA1 and RCCB 9, 11 and 12 via the relay 6XA1.
ECMU 2 (and 1 when 2 fails or inoperative) manage RCCB 4, 5, 6 and 8 via
the relay 2XA2 and RCCB 10 via the relay 6XA2.

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Figure 23
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Galley and Commercial Load Control

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SERVICE BUS CONTROL
External power A supplies AC and DC service buses.
The ECMUs sense the aircraft power supply via the status of the MAINTENANCE SERVICE BUS P/B position.
Once EXT A is available, ECMUs 1 and 2 will control the associated RCCBs
and will allow the service buses to be supplied.
ECMU 1 monitors and controls 7XN1, 53XN and 57XN.
ECMU 2 monitors:
 The RCCBs 6XN2 and 7XN2.
 TR 2 supply contactor 2PU (TR supply from AC BUS 23)
 The position of the MAINT BUS P/B.
ECMU 2 controls the RCCBs 6XN2, 7XN2, 2XX, 3XX, 4XX, 6XX, 23XX and
27XX.
These relays will be energized to close when no anomaly is detected and when
the COMMERCIAL P/B is in the AUTO position.
If the COMMERCIAL P/B is set to OFF, the COMMERCIAL OFF legend is displayed on the ECAM, all RCCBs open and the SERVICE BUS is no longer supplied. Thus, all commercial equipment and galleys are no longer supplied.

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Service Bus Control

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LOAD MANAGEMENT DESCRIPTION
SYSTEM MANAGEMENT
The ELMU is equipped with a pin programming which indicates the type of aircraft and the various options installed.
The ELMU manages the electrical loads of several aircraft systems and components. This enables a normal load consumption to be restored in the electrical network and to avoid any overloads.
These systems and components consist of:
 The Air flow management and the Ventilation, the ELMU controls the fans
via the Ventilation Controller (VC)
 The passenger In Flight Entertainment System (IFES)
 Water ice protection (Ice Protection Control Units (IPCU) and Potable Water
Control Units (PWCU))
 Heating (Lower Deck Mobile Crew Rest (LDMCR))
 Galleys
The ELMU is a GO item. In case of aircraft dispatch with a faulty ELMU, the
ELMU P/B on the 235VU must be set to OFF.
When the ELMU is deselected, all managed systems are still available, and the
ECMUs and GCUs control the AC and DC busbar overloads.
HEAVY CONSUMER MONITORING
The Hydraulic System Monitoring Unit (HSMU) is monitored by the ELMU to
inform the start of one or several pumps in the hydraulic system.
The fuel jettison system is monitored to inform the ELMU when a large number
of fuel pumps start to operate at the same time.
This monitoring enables these heavy consumers to be anticipated and manage
loads with maximum efficiency.
ELECTRICAL SYSTEMS
The ELMU is connected to computers in the electrical generation system in
order to obtain the configuration of the electrical network.
These computers are the 4 GCUs, which are connected to the GAPCU, and
the Electrical Contactor Management Units (ECMU) 1 and 2.

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DATA LOADING
The software on a disk governs the shedding priorities.
The Multipurpose Disk Drive Unit (MDDU) is used to upload the ELMU managed load database from the disk.
This software mainly contains, for each managed load:
 a priority
 the power supply busbar
 the limit of power consumption
The MDDU also enables the previously uploaded database to be retrieved.
The operational program of the ELMU consists of:
 the operational program (electrical load management, data storing, BITE)
 the characteristics of the electrical network
 the characteristics of the electrical power sources (IDGs, APU GEN, GPU)
 the characteristics of the heavy consumers (hydraulic system electric
pumps, jettison system)
It is possible to download data stored in the ELMU, which contains data related
to the power sources, the electrical network configuration and the managed
loads.
POWER SUPPLY
The ELMU is supplied by two main DC power sources, which are:
 The DC BAT BUS (301 PP), which is the ELMU normal 1 supply
 The DC BUS 2 (206 PP), which is the ELMU normal 2 supply
The HOT BUS 1 (701 PP) supplies the ELMU as a backup power supply.
This supply is automatically connected for 30 seconds if its two main DC power
supplies are lost.

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ELMU Interface
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LOAD MANAGEMENT INTERFACES
The ELMS consists of these components:
 the ELMU
 a disk that contains the ELMU operational program
 a disk that contains the ELMU managed load database
 an ELMU P/B (235VU) on the cockpit overhead panel (ELEC panel)
INTERFACE
The ELMU is connected to several computers, systems and components to
know their status.
There is an interface between the ELMU and:
 the managed systems (ventilation, galleys...)
From the ELMU to the Ventilation Controller (VC), data and status control
signals from these components:
recirculation fans 1, 2 and 3
galley and lavatory extraction fan
cabin air extraction fan (if installed)
Data to inform the ELMU if the LDMCR option is installed on the aircraft.
The ELMU has also interfaces with the RCCBs, which include a circuit breaker
and a current transformer in the same unit.
The ELMU measures the current intensity through the RCCBs and controls
them for supply of the managed loads at the same time.
 the heavy consumers (HSMU, fuel jettison system)
From the HSMU to the ELMU (discretes):
signal related to starting and shutdown of the Green, Blue and Yellow
hydraulic system electric pumps.
From the jettison system to the ELMU (discretes):
signal related to starting of the jettison system.
 the electrical systems
Data is exchanged between the ELMU and these components/system:
Electrical Contactor Management Units (ECMU) 1 and 2

 Generator Line Contactors (GLC) 1 thru 4

 External Power Contactors (EPC) A and B
 APU GLC
 System Isolation Contactor (SIC)
 Bus Tie Contactor (BTC) 1 thru 4.
 From the ELMU to the ECMUs (discretes), ELMU FAULT data.
Generator Control Units (GCU) 1, 2, 3 and 4
From each GCU to the ELMU (on ARINC 429 buses), data related to the
status of these contactors:
 Generator Line Contactor (GLC) 1, 2, 3 or 4
 External Power Contactors (EPC) A and B
 APU GLC
 System Isolation Contactor (SIC)
 Bus Tie Contactor (BTC) 1, 2, 3 or 4.
and data related to the current delivered by:
 generator 1, 2, 3 or 4 (overload, current/phase, trip)
 external power A and B (overload, connection request, current/phase)
 APU (overload, ready, trip, current/phase).
Data related to the status of the contactors and to the current consumed
by the APU generator and the external power A and B is acquired by the
Ground and Auxiliary Power Control Unit (GAPCU). The GAPCU sends
this data simultaneously to the four GCUs that are connected to the
ELMU.

From the ECMUs to the ELMU, data related to the status of these contactors:
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ELMU Interface
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INTERFACE (contd)
 SDACs 1 & 2
From the ELMU to the SDACs (by ARINC 429 bus):
ELMU FAULT data (for ECAM WARNING)
ELMU class 2 failure for INOP
messages related to the shed systems (GALLEY SHED, GALLEY PARTIALLY SHED, COMMERCIAL PARTIALLY SHED, COMMERCIAL
OFF).
From the ELMU to the SDACs (discretes), ELMU FAULT data (for ECAM
WARNING)
 CMCs 1 & 2
From the ELMU to the CMCs:
ELMU FAULT data
the LRU identification
the BITE maintenance messages
data for the interactive BITE functions
From CMC1 to the ELMU:
data related to the current flight number, the time, date and the aircraft
identification.
data for the interactive BITE functions.

 Other Interfaces
Interface with relay 8HK
If the LDMCR is installed, the ELMU controls relay 8HK for management
of the LDMCR heating loads.
Interface with relay 402MK
The auxiliary contact of relay 402MK tells the ELMU if the passenger entertainment system is connected to the aircraft electrical network.

 Cabin Intercommunication Data Systems (CIDSs) 1 & 2

From the ELMU to the FAP via the CIDS Directors (by ARINC 429 buses),
status of the shedding for:
cabin ventilation
passenger entertainment system
galleys
water ice protection system.
From the CIDS director 1 (2) to the ELMU, data related to the load status of
the groups that include the five IPCUs and the PWCU.
 the MDDU for uploading and downloading of ELMU operational program
disk and ELMU managed load database disk.

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ELMU Interface
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ELMU OPERATION
LOAD SHEDDING
The managed systems are split into groups/blocks with individual control from
the ELMU:
 Quantity per aircraft: 25
 Power quantity per group per block: Up to 15 kVA
 Total power on aircraft: 250 kVA.
They also classified according to priority levels:
Priority 1: At worst, small impact for cabin crew (workload, comfort) and on
passenger comfort
Priority 2: Significant impact for cabin crew and, at worst, small perceptible impact on passenger comfort
Priority 3: Substantial impact on passenger comfort
The equipment and components are automatically shed when required. This
shedding is ensured by:
 Either by control of their RCCB, when they have a substantial load during
operation (30A or 50 A current, 115VAC).
 Or by direct control on their power relay.
The overload situation may results from Engine/IDG loss, connection of too
many consumers in degraded configurations or heavy load demand.
In overload condition, the ELMU identifies the configuration of the electrical network (via the electrical system) in order to determine the supply of each item.
The ELMU will calculate the current value of the overloaded electrical source
for the shedding.
From the overloaded source, the ELMU identifies the consumers that can be
shed, regarding their status, their consumption and their level of priority.
The ELMU then sends shedding commands to the selected consumers in order
to restore a normal consumption on the source.
Operating principle when shedding is necessary:
 Identification of the overloaded power source and of the overload value
 Identification of managed loads connected to the concerned Power source
 Identification of the loads to be switched off (based on consumption and
priority criteria)
 Load shedding
FRA US/T-2 ToR

Mar 05

Operating principle when reconnection is possible:

 Identification of the available power on the concerned source
 Identification of managed loads for reconnection
 Identification of the load to be reconnected first (based on consumption and
priority criteria)
 Load reconnection
RESTORATION OF LOADS
The ELMU restores the power supply to electrical consumers when the related
power source is in underload condition.
The underload condition appears if the related source delivers a current of 50
amperes below the nominal value of the source.
This condition occurs if there are few consumers or if an additional electrical
power source is available (change of electrical network configuration) or if the
overload condition on the AC bus bar has disappeared.
To achieve the load restoration, the ELMU has to perform several operations
such as:
 identification of the electrical network configuration
 calculation of the current consumption that can be added to the power
source
 selection of the consumers which can be restored without exceeding the
nominal current value
The consumers are selected according to their level of priority and their consumption.
Notice that the level of priority and the priority logic are preprogrammed via the
MDDU.
MANAGED CONSUMERS
The ELMU sheds or restores consumers according to their managed system.
There are three different manners to control those actions:
 directly by controlling the RCCBs or relays
 or indirectly by sending shedding commands to the computers
 or by controlling the busbar RCCB which is connected to the loads

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ELMU Operation
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INDICATING
According to the load shed, the ELMU transmits four different messages to the
SDACs by ARINC 429 buses (cockpit indicating).
These messages are shown on the ELEC AC page according to the aircraft
configuration.
Each of these four messages means a shed configuration:
 If part of the galley loads are shed and no other system is shed, the GALLEY PARTIALLY SHED message is displayed
 If all galley loads are shed, the GALLEY SHED message is displayed
 The COMMERCIAL PARTIALLY SHED message is displayed if part of a
system other than the galley is shed
 If all the managed loads are shed, the COMMERCIAL OFF message is displayed
For the cabin indicating, the ELMU transmits data related to shedding of the
managed systems to the CIDS directors in order to display the relevant messages on the Flight Attendant Panel (FAP). There is one message for each managed system. Each message is displayed as soon as part of the system load
is shed.

BACK UP MODE AND DEGRADED CONFIGURATION:

The back up mode is activated when the ELMU has failed or when the ELMU
P/B is switched OFF.
In this case the software is no longer active, all outputs are set by hardware in
predefined positions which imply that all managed systems are available.
The ELMU FAULT signals are set (P/B, FWC, ECMUs). Load management is
performed by ECMUs and GCUs as on the A340200/ 300.
In case of undetected failure of the ELMU, ECMU and GCU ensure power
source protection against overload.
The ECMUs perform global load shedding when information of a power source
overload is sent by the GCU.

For Training Purposes Only

ELMU FAILURE
If a class 2 fault is detected by the ELMU, the fault status is transmitted to the
SDACs. The cockpit crew is informed of this fault after request on the STATUS
page.
In the case of total failure of the ELMU, the ELMU FAULT message is displayed on the Engine/Warning Display and the FAULT message on the ELMU
P/B appears.

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ELMU Operation
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TEST

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ELMU TEST
ELEC AC GENERAL
From the SYSTEM REPORT TEST page, selection of the ELEC: AC
GENERATION main menu allows access to the following
subsystems:
 ECMU1/2 (1L/1R)
 EPGS (2L)
 GCU EMER (3L)
 CBMU (4L)
 ELMU (5L) (A340500/600 only)
ELMU BITE Description
The BITE is used to:
 monitor the condition of the ELMU and associated inputs
 analyze and confirm the faults.
The ELMU is a type 1 computer. The BITE of the ELMU has these functions:
 it acquires discrete and analog input signals
 it communicates with the Central Maintenance Computer (CMC)
 it memorizes faults in a nonvolatile memory (EEPROM)
 it activates tests and outputs.
Communication with the CMC
The ELMU has one ARINC 429 output data link which sends:
 monitoring data to the SDACs 1 and 2
 BITE data to the CMCs 1 and 2.
The ELMU communicates with the CMC in two modes: normal and interactive.
In normal mode, all fault messages are directly transmitted to the CMC by the
ELMU. The principle of dialog with the CMC is the same as for all the type 1
computers.

FRA US/T-2 ToR

Mar 05

ELMU MCDU MENU

In the interactive mode, an operator uses the Multipurpose Control and Display
Unit (MCDU) to dialog with the ELMU via the main menu of the Electrical
Power Generation System (EPGS). This menu has these eight functions:
 LAST LEG REPORT
 PREVIOUS LEGS REPORT
 LRU IDENTIFICATION
With the LRU identification function, the operator can interrogate the MCDU
to find the identification of the uploaded softwares and database, the Part
Number and Serial Number of the ELMU.
 TROUBLE SHOOTING DATA
 CLASS 3 FAULTS
 SYSTEM TEST
With the SYSTEM TEST function, the operator can start the test of the
ELMU from the MCDU.
 GROUND REPORT
 OUTPUTS ACTIVATION
With the OUTPUTS ACTIVATION function, the operator can check from the
MCDU that the ELMU control of each output operates correctly.
Overload treatment during the test on the MCDU:
If there is an overload on the electrical network during interrogation of the
ELMU menu from the MCDU, the ELMU:
 exits the interactive mode in less than 200 ms
 restores the outputs to their initial status if the operator used the OUTPUTS
ACTIVATION function
 clears the overload.
However,THIS SUBMENU IS INTERRUPTED FOR OVERLOAD TREATMENT message stays in view on the MCDU for three seconds.
The ELMU will go back to the interactive mode only upon request from the operator.

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ELMU

SYSTEM REPORT/TEST 1/1

1/2

ELMU

ELEC:AC

<EPGS

LAST LEG

ECMU2>

<ECMU1

INTERACTIVE MODE IS
INTERRUPTED IF AN
ELECTRICAL OVERLOAD
OCCURS IN ANY OF
THE FOLLOWING
SUB-MENUS

ELEC CNTOR MGT UNIT

ELEC PWR GENERATION SYS

<GCU EMR
<CBMU

GEN CTL UNIT EMER

CKT BRKR MONG UNIT

<ELMU
ELEC
<RETURN

<RETURN

CLASS 3

<REPORT

FAULTS>

<REPORT

TEST>

PREVIOUS LEGS

SYSTEM

<LRU IDENT
TROUBLE SHOOT

<DATA

LOAD MGT UNIT

2/2

<RETURN

GROUND

REPORT>
OUTPUTS

ACTIVATION>

A340500 / 600 only

ELMU

ELMU

SYSTEM TEST

SYSTEM TEST

IN PROGRESS 18S
For Training Purposes Only

TEST OK

<RETURN

<RETURN

PRINT*

Figure 30
FRA US/T-2 ToR

Mar 05

PRINT*

System Report Test / ELMU System Test

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ELMU

SYSTEM REPORT/TEST 1/1

1/2

ELMU

ELEC:AC

ECMU2>

<ECMU1
<EPGS

ELEC CNTOR MGT UNIT

ELEC PWR GENERATION SYS

<GCU EMR
<CBMU

GEN CTL UNIT EMER

CKT BRKR MONG UNIT

<ELMU
ELEC
<RETURN

CLASS 3

LAST LEG

INTERACTIVE MODE IS
INTERRUPTED IF AN
ELECTRICAL OVERLOAD
OCCURS IN ANY OF
THE FOLLOWING
SUB-MENUS

<REPORT

FAULTS>

<REPORT

TEST>

PREVIOUS LEGS

SYSTEM

<LRU IDENT
GROUND

TROUBLE SHOOT

REPORT>

<DATA

LOAD MGT UNIT

2/2

<RETURN

OUTPUTS

<RETURN

ACTIVATION>

A340500 / 600 only

1/2

ELMU
OUTPUTS

ACTIVATION

<ATA 21

For Training Purposes Only

MAKE SURE THAT GALLEY

AND COMMERCIAL P/B ARE
IN ON POSITION

GALLEY

<ATA 24

ICE PROT

WATER / WASTE

ATA 38>

VC (280HN) / RECIRC FAN 1

<ACTIVATION

VC (280HN) / RECIRC FAN 2

VC (280HN) / RECIRC FAN 3

<ACTIVATION

PRINT*

Mar 05

PES

ATA 23>

<ACTIVATION

Figure 31
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ELMU
OUTPUTS ACTIVATION
AIR COND ATA 21

ACTIVATION

<ATA 30

TEST IS INTERRUPTED IF
AN ELECTRICAL OVERLOAD
OCCURS DURING THE TEST
<RETURN

2/2

ELMU
OUTPUTS
AIR COND

<RETURN

PRINT*

<RETURN

PRINT*

System Report Test / ELMU Outputs Activation 1

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ELMU

ELMU

AIR COND ATA 21

VC (280HN) / RECIRC FAN 1

OFF
IN

PROGRESS

ELMU

AIR COND ATA 21

VC (280HN) / RECIRC FAN 1

AIR COND ATA 21

VC (280HN) / RECIRC FAN 1

STATUS BEFORE:
10 S

OUTPUT

<OFF
<RETURN

PRINT*

<RETURN

ON

CONTROL : ON OR OFF
CURRENT : 18 A OR 0 A

IN

PRINT*

<RETURN

ELMU

ELMU

For Training Purposes Only

ON
STATUS AFTER:

CONTROL : OFF
CURRENT : 0 A

OUTPUT

PRINT*

Figure 32
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PRINT*

AIR COND ATA 21

VC (280HN) / RECIRC FAN 1

OFF
STATUS AFTER:

<RETURN

10 S

ON>

AIR COND ATA 21

VC (280HN) / RECIRC FAN 1

OUTPUT

PROGRESS

<RETURN

CONTROL : ON
CURRENT : 18 A

PRINT*

System Report Test / ELMU Outputs Activation 2

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A330/340 24 L3 E

TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . . .
ELECTRICAL POWER SYSTEM PRESENTATION . . . . . . . . . . . . . . .
AC MAIN GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC MAIN GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTROL AND MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN AC GENERATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
INTEGRATED DRIVE GENERATOR OPERATION . . . . . . . . . . . . . . .
IDG DISCONNECTION MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG OIL COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN AC ELECTRICAL SYSTEM OPERATION . . . . . . . . . . . . . . . . . .
GROUND AND AUXILIARY POWER CONTROL UNIT (GAPCU) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRICAL POWER SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRICAL LOAD MANAGEMENT SYSTEM (ELMS) . . . . . . . . . . .
CONTACTOR MANAGEMENT DESCRIPTION . . . . . . . . . . . . . . . . . . .
LOAD MANAGEMENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
LOAD MANAGEMENT INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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MAR 2005

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A330/340 24 L3 E

TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32

System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Main Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Main Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Main Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Main Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Cooling and Disconnect System . . . . . . . . . . . . . . . .
IDG Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GAPCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GAPCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GAPCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Report Test AC Generation . . . . . . . . . . . . . . . . .
Load Management Overview . . . . . . . . . . . . . . . . . . . . . .
Contactor Management Overview . . . . . . . . . . . . . . . . . .
RCCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Galley and Commercial Load Control . . . . . . . . . . . . . . .
Service Bus Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELMU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Report Test / ELMU System Test . . . . . . . . . . . .
System Report Test / ELMU Outputs Activation 1 . . . . .
System Report Test / ELMU Outputs Activation 2 . . . . .

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