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IFE/PASS SEAT
115V AC audio IFE
115V AC video IFE
28V DC video IFE
Introduction
Each engine has an AC generator. The constant-speed
Shaver outlets
drive unit (or other system) is the link between the
generator and the engine. The drive unit has its own oil
Logo lights
system for cooling and lubrication and should be
checked in the sight glass before flight. This oil system is
independent of the engine oil system.
Potable water comp
To correctly check the oil level the CSD/VSCF/IDG must first be vented for 15 seconds to release pressure.
emit from the vent during this process. The vent on the IDG is at the top of the s
The purists may like to know that the DC voltages are measured at the following points:
DC Selector
switch
STBY PWR
BAT BUS
BATT
TR1
TR2
TR3
TEST
24-30
24-30
22-30*
24-30
24-30
24-30
See table
N/A
N/A
0
20-25
20-25
10-15
See table
Do not leave the DC meter selector at BAT on a dead aircraft, because indicating draws some current and will
TR's
The TR's convert AC into DC. The check for TR serviceability is current, not voltage, because the TR voltage
associated DC busses (for TR's 1 & 2). TR's should always be checked before commencing an autoland becau
cross bus tie relay opens at glideslope capture and this will leave DC Bus 1 unpowered if TR1 had previously
light which illuminates if either TR1 or TR2 and TR3 fail in flight or if any TR's fail on the ground. The TR's
rated to 50 Amps.
Limitations:
TR voltage range:
Battery voltage range:
24-30V
22-30V (May be up to 33V during pulse mode charging)
The TEST positions are used in conjunction with the Power System Test panel (1-500 see below). This test in
within the metering panel on the NG.
LOW OIL PRESSURE and HIGH OIL TEMP cautions are replaced by a single DRIVE caption on the NG. T
IDG low oil pressure, since the IDG's will auto disconnect for a high oil temperature. They will also illuminat
A higher than normal rise (ie above 20C) indicates excessive generator load or poor condition of drive. These
deemed to be redundant and have been removed from the NG.
Limitations:
Max gen drive rise:
20C
Max gen drive oil temp:
157C
If aircraft is fitted with a VSCF, must operate within 45mins of a suitable aerodrome.
For more details about the different types of generators (CSD, VSCF, IDG) fitted click here.
The amber SOURCE OFF light (NG's) indicates that the respective AC transfer bus is not energized by the so
The engine and APU generator OFF BUS lights illuminate when the respective generator is running and of th
The blue GND POWER AVAILABLE light on classics only means that the GPU is physically plugged in to th
indication about the quality of the power. You may not be able to connect the ground power to the busses even
NG's the quality is checked and the light will only illuminate when external AC power is connected and the q
2. The source of AC power being connected to a generator bus takes priority and automatically disconnects th
3. A source of AC power does not enter the system automatically (when it reaches proper voltage & freq). It m
Busses
AC Busses - NG's
Transfer Busses - Point of connection for the
power sources (engines/APU/GPU).
AC Busses - Classics
Used for heavy, essential loads eg hydraulic
Gen busses Point of connection for the power sources
(engines/APU/GPU). Used for heavy, important loads eg pumps.
hydraulic pumps. Effectively now renamed transfer
Main Busses - Fed from respective transfer bus.
busses on the NG
Main busses Fed from the respective gen bus. Used for Used for non-essential loads eg recirc fans.
heavy non-essential loads eg fuel boost pumps.
The main busses are next to be load shed after the
Transfer busses Normally powered by respective gen
bus. If these fail, will feed from other gen bus if BUS
galley busses
TXFR switch is in AUTO. Used for essential loads eg
trim.
Galley Busses - First in line to be load shed.
AC standby bus Powered by transfer bus 1 or the
AC standby bus Powered by transfer bus 1 or
battery via an inverter. Used for essential loads eg ATC 1
the battery via an inverter. Used for essential
loads eg ATC 1
DC Busses
DC busses Powered by the respective transfer busses via a TRU.
DC standby bus Powered by DC bus 1 (Classics) / TRs (NGs) or battery bus (Classics) / battery (NGs).
Battery bus Normally powered by TR3, alt power is battery. Powered when the battery switch is ON or the
Hot battery bus Always live, used for fire extinguishing & Captains clock.
Switched hot battery bus - Only powered when the battery switch is on.
Standby Busses
Are for essential AC & DC loads and are guaranteed for 30mins from the battery.
SBY AC bus Is powered from AC transfer bus 1 or the battery via an inverter.
SBY DC bus Is powered from DC bus 1 or the battery via the battery bus.
Bus transfer switch - when off will completely isolate left & right sides of the electrics.
See also Generators
Batteries
Battery - Is a 36 ampere-hour, 24 volt, 20 cell, Nickel-cadmium battery and should provide 30 minutes (20 m
if all other generators fail.
APU Battery - This is a customer option that I have only seen on Series 500 aircraft. It is primarily used for st
in parallel with the main battery to provide 45mins of standby power. One of its best applications is that powe
EFIS with the loss of all generators, similar to latest build classics.
Aux Battery - This is a reserve battery on the NG which is normally isolated unless the main battery is power
operates in parallel with the main battery. The aux battery combined with the main battery will provide 60 mi
The NG also has 2 extra dedicated batteries for the engine and APU fuel shut off valves and the ISFD (150mi
BAT OVHT & APU BAT OVHT lights are a customer option on classics. They are located on the aft overhea
required if they should illuminate.
Circuit Breakers
From the QRH CI.2.3 March 29, 2004
"Flight crew reset of a tripped circuit breaker is flight is
not recommended. Unless specifically directed to do so
in a non-normal checklist. However, a tripped circuit
breaker may be reset once, after a short cooling period
(approximately 2 minutes), if in the judgement of the
Captain, the situation resulting from the circuit breaker
trip has a significant adverse effect on safety. A ground
reset of a tripped circuit breaker by the flight crew
should only be accomplished after maintenance has
determined it is safe to reset the circuit breaker.
Flight crew cycling (pulling and resetting) of circuit
breakers to clear non-normal conditions is not
recommended."
According to Boeing there is 40.6 miles of wire on the
737-300 but only 36.6 miles on the 737-700 !
P
panel
hotograph of the P6
Just to prove that electrics is not the exact science that engineers would have you believe, check out this story
Boeing flight test pilot for 18 years: Systems that seem fine alone can interfere with one another, she recalled
switched the power on, she heard the toilet in the lavatory flush. After confirming that no one was in the lavat
on again. This time, all the toilets on board flushed. The reason: interference between electrical systems.
The last 6 lights on the top 2 rows will illuminate immediately when a fault occurs on either engine o
If any lights are illuminated not covered by the shield, something may be wrong, make a note of the
engineer. If the fault is on either Gen 1 or 2 and you have VSCF's fitted you can confirm the fault by
unit. A list of malfunction lights and their possible causes is given below.
Possible causes of Generator Diagnostic Panel lights are as follows:
Possible Cause
Defective CT.
Defective GCU.
B (Default posn)
Phase A
Phase B
Phase C
Phase A
Phase B
Phase
No1 T
#C
No1 GCU DC
No2 GCU DC
APU GCU DC
Phase A
Phase B
Phase C
Phase A
Phase B
Phase
No2 T
#C
Phase A
Phase B
Phase C
Phase A
Phase B
Phase
Ext P
Phase A
Phase B
Phase
Phase A
Phase B
Phase
Phase A
Phase B
Phase
4
Phase A
5
7
8
Phase B
Phase C
EPC 1 Close coil
Phase A
Phase B
Phase C
EPC 2 Close coil
Phase A
Phase B
Phase C
APU 95% switch
Phase A
Phase B
Phase C
Phase A
Phase B
Phase
Phase A
Phase B
Phase C
Phase A
Phase B
Phase
Note: S2 (Left switch) is normally left in position B. This connects all 3 generator ammeters to phase B and le
relaxed.
NG Series Differences
Electrical Schematics
The following electrical schematics are included to give the reader an overview of the basic electrical configu
737. Please note that although these contain slightly more information than FCOM Vol 2, they are still a great
system (particularly in the way I have represented the standby power switch relays). Furthermore there have b
configurations over the years for different customers, so please do not assume that your particular aircraft ma