Gulfstream GV Electrical Power Systems Guide

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OPERATING MANUAL
ELECTRICAL POWER
2A-24-10: General
1. Purpose:
The purpose of the electrical power system is to provide Alternating Current (AC)
and Direct Current (DC) power, and a means of control, protection and distribution
of electrical power required for ground and flight operations of the aircraft.
2. General Description:
NOTE:
Detailed descriptions of the AC POWER and DC

POWER synoptic pages can be found in Section
2B-03-30: Crew Alerting System Description.
A. AC Electrical Power System:
The primary source of electrical power for the Gulfstream V is the AC
electrical power system. AC electrical power can be provided to the aircraft
under normal conditions in the following manner:
• Internally by two (2) engine-driven Integrated Drive Generators
(IDGs), one mounted on each engine-driven gearbox.
• Internally through the use of a generator mounted on the Auxiliary
Power Unit (APU). Normally used for ground operations, the APU
generator can also serve as an alternate source of power in flight if
one or both IDGs fail.
• Externally through use of an external AC power supply.
B. DC Electrical Power System:
DC electrical power can be provided to the aircraft under normal conditions
in the following manner:
• Internally by five (5) Transformer Rectifier Units (TRUs): Left / Right
Main, Left / Right Essential and Auxiliary. Fixed frequency AC power
is rectified by the TRUs to provide a 28V DC nominal output.
• Internally by two (2) nickel cadmium batteries which are provided to
start the APU, run the Auxiliary Hydraulic system (AUX) pump, and
to supply power to the Essential DC Buses when they are not
powered by their TRUs. Each battery has a dedicated battery
charger to provide battery charging.
• Externally through use of an external DC power supply.
C. Other Power Systems:
(1) Ground Service Bus:
The Ground Service bus is provided to permit operation of selected
equipment (primarily for servicing) without having to needlessly
power avionics equipment. Power for the Ground Service bus can
be received from the Right Main DC Bus, an external DC power
supply, or from the Right Main Aircraft Battery.
(2) 60 Hz Power System:
A 60 Hz power system is installed on the GV to provide 115V AC, 60
PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

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OPERATING MANUAL
Hz power for outfitter-installed equipment. On the ground, power for
the 60 Hz system can be obtained from an external power source
using the external 60 Hz power receptacle. For other operating
conditions, power is obtained from a dedicated 60 Hz converter.
(3) Emergency Inverter:
When properly configured, an Emergency Inverter (referred to as
the E-Inverter, and abbreviated as E-INV) can receive power from
either the Left or Right Essential (L ESS or R ESS) DC bus to
automatically provide power to the Essential AC (ESS AC) bus.
(4) Standby Electrical Power System:
In the event that normal electrical power or the APU generator is not
available, the aircraft is equipped with a standby electrical power
system. A Hydraulic Motor Generator (HMG), operated by Left
Hydraulic System (L SYS) or Power Transfer Unit (PTU) pressure,
provides AC power to the Left and Right Standby (L / R STBY) AC
buses, and to the Auxiliary (AUX) TRU. The AC power is then
rectified to DC for use by the L ESS and R ESS DC buses.
(5) Emergency Power Battery Packs:
If all sources of power should be lost, two (2) Emergency Power
Battery Packs (EPBPs) provide electrical power to the Left and
Right Emergency (L / R EMER) DC buses, Essential Flight
Instruments (ESS FLT INST) bus, and Inertial Reference Units
(IRUs) to support equipment essential for safety of flight.
D. Electrical Power System Control and Indication:
Normal control of the electrical power system is accomplished through the
use of switches located on the Cockpit Overhead Panel (COP). Provisions
for isolating individual electrical buses, and for switching the power source
inputs to the main TRUs, are provided through switches also located on the
COP. Two Bus Power Control Units (BPCUs) are incorporated for
protection and control of the AC and DC buses.
The Crew Alerting System (CAS) supplies warning, caution and advisory
messages to alert the crew to abnormal conditions. Synoptic pages for the
electrical power system, accessed using the Display Controller through the
SYSTEMS pages, provide a concise configuration display of the system.
3. Subsystems of the Electrical Power System:
The electrical power system is divided into the following subsystems:
• 2A-24-20: AC Electrical Power System
• 2A-24-30: DC Electrical Power System
2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

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OPERATING MANUAL
Electrical Power System

Component Locations
Figure 1
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Electrical Power System

Simplified Block Diagram
Figure 2
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2A-24-20: AC Electrical Power System
The AC electrical power system supplies power to the AC electrical buses for
distribution to AC systems and equipment. It is the primary source of electrical
power for the Gulfstream V electrical power system. The AC electrical power
system also supplies power to be converted to DC electrical power by the
Transformer-Rectifier Units (TRUs).
The AC electrical power system is composed of the following units and
components:
• Integrated Drive Generators
• APU Generator
• Generator Control Units
• Bus Power Control Units
• Emergency Inverter (E-Inverter)
• Hydraulic Motor Generator (HMG)
• Electrical Power Distribution Buses
• 60 Hz Converter
2. Description of Subsystems, Units and Components:
A. Integrated Drive Generators:
An Integrated Drive Generator (IDG) is mounted on, and driven by, each
engine’s gearbox. They are referred to as the Left and Right Generators (L
GEN and R GEN). Each IDG consists of a hydro-mechanical Constant
Speed Drive (CSD) and an oil-cooled generator. The CSD portion of the
IDG converts variable input speed from the engine-driven gearbox to a
constant speed to drive the generator portion of the IDG. Each generator is
controlled by a dedicated Generator Control Unit (GCU). The generator is
rated at up to 40kVA and outputs 3-phase, 400 Cycles-Per-Second (Hz),
115 Volts (V) AC power.
B. APU Generator:
The APU generator (APU GEN), mounted on the APU, is usable on the
ground, or in flight. It produces 3-phase, 400 Hz, 115V AC power.
C. Generator Control Units:
Three (3) Generator Control Units (GCUs) are incorporated to provide
control, protection, test and indication functions for the AC electrical power
system. They are identical, interchangeable, and designated as the Left
GCU, Right GCU and the APU GCU.
The GCUs function independently and fail safe. The control, protection,
test and indication functions of the remaining operative GCU(s) are not
affected, in any combination of up to two GCU failures. A GCU can be reset
by removing power from the GCU, or cycling the associated generator
control switch (L GEN, R GEN or APU GEN) to OFF and then ON. Either
action causes the software to re-initialize. If the conditions causing failure
are still detected, the GCU will again fail safe.
The GCUs monitor the voltage, frequency and current output of the
generators. If the output is outside established parameters, the GCU will
take the generator off line.

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Built-In Test (BIT) functions performed by the GCUs include:
• Continuous BIT
• Fault Isolation Tests
• Power-Up Tests
• Ground Self-Tests
The GCUs provide data concerning faults or failures to the Bus Power
Control Units (BPCUs), which transmit the data for display to the flight crew
as synoptic page display data and/or Crew Alerting System (CAS)
messages. The “AC” legend of the AC / DC RESET switchlight, located on
the Cockpit Overhead Panel (COP), is also controlled by the GCUs.
D. Bus Power Control Units:
There are two (2) Bus Power Control Units (BPCUs), designated as the
Left BPCU and Right BPCU, located in the Left Electronic Equipment Rack
(LEER) and Right Electronic Equipment Rack (REER), respectively. They
are identical and interchangeable. The BPCUs monitor and protect the
external power sources and provide undervoltage protection for the
Essential AC bus, and Left and Right Main DC buses. They also interface
with the Crew Alerting System (CAS) for Built-In Test functions and system
status data.
The left BPCU governs the No Break Power Transfer (NBPT) function. All
non-failure AC power transfers are NBPTs, except between external AC
power and Auxiliary Power Unit (APU) power sources. A NBPT can occur
both on the ground and in the air. Any faults or failures detected during a
NBPT are prompted for display on CAS.
Typical NBPT logic is as follows:
(1) An AC power source is operating, such as the Right IDG.
(2) Another AC power source becomes available, such as the Left IDG,
and sends a NBPT request to the Left BPCU.
(3) The Left BPCU verifies a signal confirming that the generator
outputs are synchronized is present.
(4) The Left AC bus contactors close.
(5) The Left and Right AC cross-tie contactors open. The NBPT is
complete.
External power parameters including voltage, frequency and current are
monitored by the BPCUs. They also have the capability to remove external
power in the event of a system fault or failure, in order to protect equipment
receiving power from the associated bus. The Left BPCU controls external
AC power and the Right BPCU controls external DC power.
The BPCUs receive the following data for system control, protection and
BIT coordination:
• Weight-On-Wheels (WOW) mode (AIR or GROUND): Left BPCU
only.
• Landing Gear Position: Right BPCU only.
The BPCUs also provide protection, power and operational logic to the
following controls and indicators:
(6) AC RESET Switch:

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The “AC” legend of the AC / DC RESET switchlight can be activated
by a fault in the Main AC bus or Essential AC, a logic fault within a
BPCU, or by a relay or component failure. It does not mean that a
loss of bus power has occurred, rather it indicates that a loss of
automatic redundancy has occurred and the Main AC bus or
Essential AC bus contactors have been locked out. Lockouts occur
for the purpose of clearing a fault. Depressing the RESET switch
resets the lockout and allows the tripped contactors to close if the
fault no longer exists.
(7) External Power On / Available Switchlight:
This switchlight is located on the COP and labeled EXT PWR ON /
AVAIL. If AC or DC external power is available but not selected ON,
the AVAIL legend will illuminate. Power and logic for the switchlight
is provided by the BPCUs.
Depressing the switchlight closes the external power contactor.
Priority for external power application is AC, then DC. If both are
connected and available, only AC is allowed on board and the DC
buses will be powered by their respective TRUs. Once the aircraft’s
DC contactor closes, the AVAIL legend extinguishes and the ON
legend illuminates.
The BPCUs perform the following BIT functions:
• Continuous BIT
• AC Fault Isolation Tests
• Power-Up Tests
Data concerning BPCU faults or failures is transmitted for display to the
flight crew as synoptic page display data and/or CAS messages.
E. Emergency Inverter:
An Emergency Inverter, referred to as the E-Inverter is capable of receiving
power from either the Left or Right Essential (L ESS or R ESS) DC bus
when properly configured. The power is output to the Essential AC (ESS
AC) bus.
During normal operation, the Essential AC bus receives power from the
Left Main AC bus. If the Left Main AC bus should fail, power is supplied by
the Right Main AC bus. If the Right Main AC bus should fail, and the
Emergency Inverter is armed, power will be supplied by the Emergency
Inverter to Phase A of the Essential AC bus.
F. Hydraulic Motor Generator:
In the event that normal electrical power or the APU generator is not
available, the Gulfstream V is equipped with a standby electrical power
system. This system incorporates a Hydraulic Motor Generator (HMG),
operated by Left Hydraulic System (L SYS) or Power Transfer Unit (PTU)
pressure, to provide AC power to the Left and Right Standby AC buses,
and to the Auxiliary TRU. The AC power is then rectified to DC for the L
ESS and R ESS DC buses.
The HMG is rated at up to 10kVA and provides 3-phase, 400 Hz, 115V AC
power. It is controlled by a dedicated Generator Control Unit (GCU) not
interchangeable with the other GCUs. Voltage, frequency and load are

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OPERATING MANUAL
monitored by the GCU. If any of these parameters exceed normal limits,
the GCU opens the generator contactor. The GCU will close the contactor
in ten seconds if the fault no longer exists.
NOTE:
An HMG overload requires a manual reset, cycling the

STANDY ELECTRICAL POWER MASTER switch
OFF, then ON.
G. Electrical Power Distribution Buses:
Distribution of AC power is accomplished using five (5) AC buses. Three (3)
are classified as major AC buses: Left Main (L MN), Right Main (R MN) and
Essential (ESS). Two (2) are classified as standby AC buses: Left Standby
(L STBY) and Right Standby (R STBY).
The Left Main AC bus and Essential AC bus are located in the Left Power
Distribution Box (PDB). The Right Main AC bus is located in the Right PDB.
H. 60 Hz Converter:
A 60 Hz power system is installed on the GV to provide 115V AC, 60 Hz
power for outfitter-installed equipment. When the aircraft’s main power
system is in operation, a 400 Hz to 60 Hz frequency converter takes
3-phase, 400 Hz, 115V AC power from the Right Main AC bus and converts
it to single-phase, 60 Hz, 115V AC power, the same power commonly used
in most households. The 60 HZ converter is selected on any time the
CABIN MASTER or GALLEY MASTER switches, located on the COP, are
selected on. The converter is protected by a circuit breaker. Failure of the
converter sends a discrete signal to display a failure message on CAS.
Provisions exist for installation of an additional converter during outfitting. If
aircraft Weight-On-Wheels (WOW) is in the AIR mode, 60 Hz GALLEY
power will be automatically shed when the aircraft is reduced to a single
source of generated AC power (i.e., one IDG). When at least one additional
generator returns on-line, 60 Hz GALLEY power will be automatically
restored. 60 Hz CABIN power is not controlled as a function of WOW, nor
is it affected by automatic load-shedding. Therefore, if at least one
generator is operative, 60 Hz CABIN power will be available.
When on the ground and the aircraft’s main power system is not available,
external 115V AC, 60 Hz power can be connected. This is accomplished
through the use of a receptacle located on the Electrical Ground Service
Panel in the aft equipment (tail) compartment. Protection is provided by a
Ground Fault Circuit Interrupter, and a circuit breaker.
3. Controls and Indications:
(See Figure 3 through Figure 12.)
NOTE:
For a detailed description of the AC POWER and
SUMMARY synoptic pages, see Section 2B-03-30:
Crew Alerting System Description.
A. Circuit Breakers:
The AC electrical power system is protected by the following CBs:

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OPERATING MANUAL
(1) Essential AC Bus CBs:
Circuit Breaker Name: CB Panel: Location (PDB Section):

# 1 26VAC XFMR LEER H-18
# 2 26VAC XFMR REER D-25
ACCESSORY PH A LPDB (ESS AC)
ACCESSORY PH B LPDB (ESS AC)
ACCESSORY PH C LPDB (ESS AC)
COPILOT PH A LPDB (ESS AC)
COPILOT PH B LPDB (ESS AC)
COPILOT PH C LPDB (ESS AC)
ESS AC φ A LEER H-17
ESS AC φ B LEER H-16
ESS AC φ C LEER H-15
PILOT PH A LPDB (ESS AC)
PILOT PH B LPDB (ESS AC)
PILOT PH C LPDB (ESS AC)
R BPCU LPDB (ESS AC)
(2) Left Main AC Bus CBs:

ACCESSORY LPDB (LEFT MAIN AC)
AUX TRU L SENSE RPDB (CONTROL)
AUX TRU-LAC LPDB (LEFT MAIN AC)
AUX TRU-RAC RPDB (RIGHT MAIN AC)
CABIN AC LPDB (LEFT MAIN AC)
ESS AC-LAC LPDB (LEFT MAIN AC)
L BATT CHGR LPDB (LEFT MAIN AC)
L ESS TRU LPDB (LEFT MAIN AC)
L FREQ CONV LPDB (LEFT MAIN AC)
L MAIN AC PHASE A LEER H-14
L MAIN AC PHASE B LEER H-13
L MAIN AC PHASE C LEER H-12
L MAIN TRU LPDB (LEFT MAIN AC)
L MAIN TRU-RAC RPDB (RIGHT MAIN AC)
L STBY AC LEER J-16
PILOT 1 LPDB (LEFT MAIN AC)
R MAIN TRU-LAC LPDB (LEFT MAIN AC)
L E-BATT CHGR LEER K-17
(3) Right Main AC Bus CBs:

ACCESSORY RPDB (RIGHT MAIN AC)

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OPERATING MANUAL

AUX TRU R SENSE RPDB (CONTROL)
COPILOT 1 RPDB (RIGHT MAIN AC)
ESS AC-RAC RPDB (RIGHT MAIN AC)
GALLEY AC RPDB (RIGHT MAIN AC)
R BATT CHGR RPDB (RIGHT MAIN AC)
R ESS TRU RPDB (RIGHT MAIN AC)
R FREQ CONV RPDB (RIGHT MAIN AC)
R MAIN AC φ A REER D-29
R MAIN AC φ B REER D-30
R MAIN AC φ C REER D-31
R MAIN TRU RPDB (RIGHT MAIN AC)
R STBY AC REER E-27
R E-BATT CHGR REER F-26
(4) External Power CBs:

115V/60HZ GND PWR RCPT AUX J-BOX N/A
EXT AC SENSE RPDB (CONTROL)
A. Crew Alerting System (CAS) Messages:

CAS messages associated with the AC electrical power system are:
(1) AC Electrical Power (Main):
Area Monitored: CAS Message: Message Color:

L/R BPCU AC RESET Amber
LEER CB Panel, φ A EPS AC BUS FAULT Amber
L/R BPCU EPS AC CONFIG Amber
L/R BPCU EPS NBPT FAIL Amber
LEER CB Panel, φ A ESS AC BUS FAULT Amber
HMG Volts, Freq, Loads HMG FAULT Amber
HMG Loads, Overload Relay HMG OVERLOAD Amber
L/R BPCU L-R AC PWR FAIL Amber
L/R BPCU L-R AC PWR FAULT Amber
L/R BPCU L-R GEN OVERLOAD Amber
RPDB E INV SW OFF Blue
RBPCU, LBPCU ESS AC-E INV Blue
RBPCU ESS AC-RAC Blue
HMG Switch HMG SW ON Blue
LPDB L TRU-RAC Blue
L/R 60 Hz Converter L-R 60 HZ PWR FL Blue
L/R BUS TIE Switches L-R AC ISOLATION Blue
HMG L/R ESS Switch L-R ESS HMG SW ON Blue

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L/R BPCU L-R GCU FAIL Blue
L/R BPCU L-R GEN FAIL Blue
L/R BPCU L-R GEN OFF Blue
RPDB R TRU-LAC Blue
L/R BPCU L-R BPCU FAIL Blue
L/R BPCU L-R EPS MAINT REQD Blue
(2) AC Electrical Power (APU Generator Power):

RBPCU APU GEN OVERLOAD Amber
RBPCU APU PWR FAIL Amber
RBPCU APU PWR FAULT Amber
RBPCU APU GCU FAIL Blue
RBPCU APU GEN FAIL Blue
RBPCU APU GEN MAINT REQD Blue
(3) AC Electrical Power (External Power):

LBPCU EXT AC BUS FAULT Amber
LBPCU EXT AC FAIL Amber
LBPCU EXT AC PWR FAULT Amber
LBPCU EXT ACPWR OVRLOAD Amber
LBPCU EXT AC AVAIL Blue
4. Limitations:
A. Flight Manual Limitations:
(1) Use of Speed Brakes:
When the standby electrical power system is in operation, speed
brakes may be used provided operation is slow (approximately three
(3) seconds for full range movement.)
(2) Operative Items:
When operating on Standby Electrical Power, consult the list of
operative items in Section 05-04-10: Dual Generator Failure.
(3) Use When Normal AC Power Is Available:
Do not operate the standby electrical power system (HMG) when
normal AC power is available, except as provided for in Section
05-04-30, L (or R) ESS DC Bus Failure.

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AC Electrical Power
System Block Diagram
Figure 3
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AC Electrical Power
System Databus
Communication Diagram
Figure 4
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115V / 60 Hz Electrical
Power System Block
Diagram
Figure 5
2A-24-00
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Cabin / Galley Electrical

Power System Block
Diagram
Figure 6
2A-24-00
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Cockpit Overhead Panel: Electrical Power Control Panel

Figure 7

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Electrical Power Control Panel: ELECTRICAL POWER CONTROL Section

Figure 8

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Figure 9

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Figure 10

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Electrical Power Control Panel: STANDBY ELECTRICAL POWER Section

Figure 11

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Electrical Power Control Panel: TRU / MASTERS Section

Figure 12
2A-24-30: DC Electrical Power System

The DC electrical power system provides direct current power to the DC buses for
distribution to using systems and equipment. 115V AC power from the Left and
Right Main AC buses is converted by four Transformer-Rectifier Units (TRUs) to
28V DC power for the four major DC buses. An Auxiliary TRU is maintained in a
standby mode to automatically take over powering a DC bus where the TRU has
failed.
The electrical power system on the GV provides No-Break-Power-Transfer
(NBPT) in order to eliminate power interrupts on the system distribution buses
during normal operation. NBPT is accomplished by momentarily paralleling power

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sources. In the case of the DC electrical power system, minimization of power
interrupts on the DC system is a result of NBPTs occurring on the AC buses when
AC power sources are being switched. In the event of a failure of a TRU, the Left
Essential TRU for example, a break transfer would occur as the DC Bus is
switched to the output of the Auxiliary TRU. In the case of the Left and Right
Essential DC Buses, NBPT is done when transferring from Left and/or Right
Battery power to TRU power. A transfer from TRU to battery power on these
buses will result in a break transfer. A transfer from external DC to TRU power will
also result in a break power transfer.
The DC electrical power system is composed of the following units and
components:
• Electrical Power Distribution Buses
• Transformer-Rectifier Units (TRUs)
• Bus Power Control Units
• Main Aircraft Battery System
• Emergency Power System
• Ground Service Bus
2. Description of Subsystems, Units and Components:
A. Electrical Power Distribution Buses:
Distribution of DC power is accomplished using twelve (12) DC buses.
Four are classified as major DC buses:
• Left Main (L MN)
• Right Main (R MN)
• Left Essential (L ESS)
• Right Essential (R ESS)
In addition to the major DC buses, there are eight minor DC buses:
• Battery Tie Bus
• Left Battery Bus A
• Right Battery Bus A
• Left Battery Bus B
• Right Battery Bus B
• Left Emergency DC Bus
• Right Emergency DC Bus
• Essential Flight Instruments Bus
B. Transformer-Rectifier Units (TRUs):
There are five Transformer-Rectifier Units (TRUs) incorporated into the GV
electrical power system. They are:
• Left Main TRU
• Right Main TRU
• Left Essential TRU
• Right Essential TRU
• Auxiliary TRU
A TRU is dedicated for each of the four major DC buses as noted above.

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Each TRU receives 115V AC, three-phase, 400 Hz power from the
Integrated Drive Generators, APU generators or AC external power. The
power is then converted to 28V DC, 250 ampere power. Should a Main AC
bus fail, the Left and Right Main TRUs have redundancy provided by relays
which, when energized, connect that TRU to the opposite Main AC bus.
The Right Main TRU and Right Essential TRU are located in the Right
Electronic Equipment Rack (REER). The Left Main TRU and Left Essential
TRU are located under the entranceway floor.
An Auxiliary (AUX) TRU, also located under the entranceway floor, is
provided and kept in standby status to automatically provide power to any
one of the four major DC buses if its dedicated TRU fails. The AUX TRU
normally receives power from the Left Main AC bus, but if power is lost on
that bus, automatic switching to the Right Main AC bus will occur.
It should be noted that when the AUX TRU is receiving power from a
source other than the HMG, it can only supply output power to one DC bus
at a time. Priority for this logic is as follows:
• Left Essential DC Bus
• Right Essential DC Bus
• Left Main DC Bus
• Right Main DC Bus
The AUX TRU can be also receive power from the Hydraulic Motor
Generator (HMG) if necessary, and in turn supply power to the Left or Right
or both Essential DC buses through the STANDBY ELECTRICAL POWER
system.
An over temperature warning discrete signal is output from each TRU to
the applicable Data Acquisition Unit (DAU) and displayed as a CAS
message in the event of a sensed over temperature condition or when
there is a detected fan failure.
C. Bus Power Control Units:
There are two Bus Power Control Units (BPCUs), Left and Right, located in
the respective Electronic Equipment Rack (EER). The BPCUs monitor and
protect the DC external power source, control and protect the DC buses,
control the master frequency, controls NBPT, and controls the DC power
transfer. The BPCUs also interface with the Crew Alerting System (CAS)
for Built In Test (BIT) functions and system status information. The BPCUs
supply power and control logic for most of the DC contactors. The input
power sources to each of the BPCUs are as follows:
• Left BPCU: L ESS TRU, R ESS DC Bus, AC External Power
• Right BPCU : R ESS TRU, L ESS DC Bus, ESS AC Bus, DC
External Power
External power parameters including voltage, frequency and current are
monitored by the BPCUs. They also have the capability to remove external
power in the event of a system fault or failure, in order to protect equipment
receiving power from the associated bus.
The BPCUs receive the following data for system control, protection and
BIT coordination:
• Weight-On-Wheels (WOW) mode (AIR or GROUND): Left BPCU
only.

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• Landing Gear Position: Right BPCU only.
The BPCUs also provide protection, power and operational logic to the
following controls and indicators:
(1) DC RESET Switch:
The “DC” legend of the AC / DC RESET switchlight can be activated
by a fault in the Main DC bus or Essential DC bus, a logic fault within
a BPCU, or by a relay or component failure. It does not mean that a
loss of bus power has occurred, rather it indicates that a loss of
automatic redundancy has occurred and the Main DC bus or
Essential DC bus contactors have been locked out. Lockouts occur
for the purpose of clearing a fault. Depressing the RESET switch
resets the lockout and allows the tripped contactors to close.
(2) External Power On / Available Switchlight:
This switchlight is located on the COP and labeled EXT PWR ON /
AVAIL. If AC or DC external power is available but not selected ON,
the AVAIL legend will illuminate. Power and logic for the switchlight
is provided by the BPCUs.
Depressing the switchlight closes the external power contactor.
Priority for external power application is AC, then DC. If both are
connected and available, only AC is allowed on board. Once the
aircraft’s DC contactor closes, the AVAIL legend extinguishes and
the ON legend illuminates.
The BPCUs perform the following BIT functions:
• Continuous BIT
• AC Fault Isolation Tests
• Power-Up Tests
Data concerning BPCU faults or failures is transmitted for display to the
flight crew as synoptic page display data and/or CAS messages.
D. Main Aircraft Battery System:
(1) Main Aircraft Batteries:
There are two 21 cell, 24V DC, 53 amp hour nickel cadmium
batteries installed in the aft equipment (tail) compartment. They
provide basic DC power to perform the following primary functions:
• Start the APU.
• Operate the Auxiliary Hydraulic System (AUX) pump.
• Operate the ESS DC Busses if the MAIN BATTERIES
switches are ON and the ESS DC Busses have no other
power source.
In addition to their primary functions, the main aircraft batteries also
provide power during emergency operation for essential flight
instruments and emergency equipment.
The right main battery has an additional function on the ground. It is
used to power the Ground Service Bus if it is not powered by Right
Main DC bus or external DC power.
(2) Battery Chargers:

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OPERATING MANUAL
Two battery chargers, Left and Right, are located in the tail
compartment just forward of the tail compartment doorway. They
operate on 115V AC, 400 Hz, 3 phase input power. The Left Main
AC bus powers the Left Battery Charger, and the Right Main AC bus
powers the Right Battery Charger.
Each battery charger provides temperature-compensated charging
in the Charge mode, or an output of a constant 28V DC in the
Transformer-Rectifier mode of operation. The two modes of
operation are discussed as follows:
(a) In the Transformer-Rectifier (TR) mode of operation, the
output is 28V DC, at up to 50 Amps. If the Left and Right Main
AC buses are receiving power, and the LEFT and RIGHT
MAIN AIRCRAFT BATTERIES switches are selected ON, the
TR mode is initiated under the following conditions:
• The Left and Right Essential DC buses are receiving
power from the main aircraft batteries.
• The AUX pump is selected ON.
• The APU START switch is selected ON.
NOTE:
The LEFT and RIGHT MAIN AIRCRAFT BATTERIES
switch legends will illuminate ″ON″ when the battery
chargers are in the TR mode.
(b) In the Charge mode, the battery chargers initiate a charge
cycle in a constant current mode. The output voltage will vary
with battery state-of-charge and battery temperature. Initially
it is approximately 28V DC, and the current will be
approximately 38 Amps. As the battery state-of-charge
increases, the output voltage increases to 32 volts, then
drops to 28 volts. After this drop, the charger is in the
constant voltage mode.
The battery chargers will initiate a new charge cycle when
one of the following occurs:
• AC input power is applied, or has been interrupted for
more than ½ second and reapplied.
• Sensed battery voltage drops below 23V DC.
• The battery charger has operated for more than ½
second in the TR mode and is switched to the Charge
mode.
The battery chargers will shut down and a CHGR FAIL
message will be displayed on CAS if any of the following
conditions occur:
• Sense connector to the battery becomes
disconnected:
The system will return to normal operation when the
cable is reconnected. Therefore, no resetting is
necessary unless the battery power connector is also
disconnected.

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OPERATING MANUAL
• Overvoltage (134V AC) or Undervoltage (94V AC):
Although the battery charger will shut down when the
AC input is over or undervoltage, the system will return
to normal operation 10 to 25 seconds after an
overvoltage condition clears. It will return to normal
immediately when an undervoltage condition clears.
• Overcurrent:
Approximately 65 amps will cause the charger to shut
down. The overcurrent shutdown signal has a fixed
time duration, and when cleared, a soft start will be
applied to the charger. The cyclic shutdown/soft start
will repeat as long a an overcurrent condition is
present.
• Overtemperature:
A battery temperature of 145°F or above will cause the
battery charger to shut down. When the battery cools
to below 135°F, the system will return to normal
operation.
• Loss of Input Power:
Loss of 115V AC input power will cause a shutdown,
although no failure may be occurring in the battery or
battery charger system.
NOTE:
A normally discharged battery (above 7V (±1.5) DC)
recharges within approximately 90 minutes. If below
7V DC, the battery chargers will not attempt a charge.
E. Emergency Power System:
The purpose of the Emergency Power System (EPS) is to provide electrical
power to the Left and Right Emergency DC buses, Essential Flight
Instruments bus, and the Inertial Reference Units (IRUs) — all essential to
safety of flight in the event of total loss of generated electrical power.
The Emergency Power System is comprised of two interchangeable
battery packs, referred to as Emergency Power Battery Packs (EPBPs).
They are interchangeable with the two Emergency Lighting Battery Packs
(ELBPs) and both sets are controlled by the same switch panel. (For more
information about the emergency lighting system, see Section 2A-33-60,
Emergency Lighting System.)
Each EPBP consists of a 24V DC, 9 amp-hour battery unit and a separate
charger/controller unit. Each has two output ports for supplying up to 80
watts of electrical power from each port to an IRU. The Left EPBP supplies
power to IRUs #1 and #3. The Right EPBP supplies power to IRU #2. Each
EPBP also provides one 5 amp and one 10 amp current-protected output
to the Essential Flight Instrument Bus for avionics support.
The EPBP charger operates in two modes:
(1) Charger Mode:
In the Charger Mode, the EPBP charger is designed to replace

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OPERATING MANUAL
80-90% of charge in an hour, and full charge in approximately 1½
hours when the EPBP control switches are in the ARM or OFF
modes.
(2) Transformer Rectifier (TR) Mode:
In the Transformer Rectifier (TR) Mode, the EPBP charger will
provide 14 amps at 28V DC to the Emergency Power System in the
event power to the Essential DC Bus is lost and the EPBP still has a
power input to the charger. In this case, the battery gets only a
trickle charge if needed, since most of the 400 watts would be
directed to user loads.
Emergency Power System operation is controlled by three guarded
switches located in the EMERGENCY POWER section of the Cockpit
Overhead Panel (COP). They are labeled ON, ARM, and OFF. Each switch
has a split legend, controlling both Emergency Power System and
Emergency Lighting Systems. The lower legend reads AV PWR and the
upper legend reads LIGHTS. Both are amber in color when illuminated.
Switch functions are as follows:
• ON Switch:
The EPBPs are activated by depressing the ON switch. Illumination
of the ON switch indicates that the EPBP is supplying power to the
Left and Right Emergency DC buses and Essential Flight Instrument
Bus.
• ARM Switch:
The ARM switch arms the EPBP and allows automatic switching to
EPBP power when the Essential DC Bus drops below 20V DC.
Depressing the ARM switch will extinguish the ARM and OFF amber
switch legends.
• OFF Switch:
EPBP power can be selected off by depressing the OFF switch
provided there is more than 20V DC on the Essential DC Bus. When
the off function is activated, the AV PWR legend of the OFF and
ARM switch legends illuminate.
A L/R EMG BATT FAIL CAS message will be displayed when a failure of a
battery, charger, or heater blanket is indicated.
F. Ground Service Bus:
The purpose of the Ground Service Bus (GSB) is to provide DC power to
equipment required to perform minimal servicing of the aircraft while on the
ground. Use of the GSB prevents the unnecessary powering of avionics
equipment.
During normal operation, when aircraft electrical power is supplied from the
engine driven IDGs, or the APU Generator, the GSB receives power from
the Right Main DC Bus. When the aircraft is on the ground and the Right
Main DC bus is not energized, the GSB can receive power from EXT PWR
or the RIGHT battery when selected on through the GSB control switches.
The priority of power sources for the GSB is as follows:
• Right Main DC Bus
• External DC Power

Page 34
January 28/03
OPERATING MANUAL
• Right Main Aircraft Battery
NOTE:
If the Weight-On-Wheels (WOW) system is in the AIR
mode, the GSB cannot receive power from any source
except the Right Main DC Bus.
Selection of the GSB on or off is accomplished through the use of three
switches, in the following locations:
Switch Name: Panel: Location:

GND SVR BUS SW Electrical Ground Service Aft Equipment (Tail)
Panel Compartment
GND SVC BUS SWITCH Forward External Switch Left Side (Exterior) Of
Panel Nose
GND SVC BUS SWITCH System Monitor Test Left Electronic Equipment
Panel Rack
When the Right Main DC Bus is not receiving power, three door interlock
switches are incorporated to automatically de-energize the GSB
(preventing the depletion of the right main battery) when all of the following
doors are closed:
• Aft Equipment (Tail) Compartment Door
• Main Entrance Door
• Forward External Switch Panel Door
GND SVC BUS annunciator lights are located in the ELECTRICAL
POWER CONTROL section of the COP, on the Electrical Ground Service
Panel in the aft equipment compartment, and on the Forward External
Switch Panel. They illuminate when the GSB is powered by external DC
power or the right main battery. The status of the GSB is also displayed on
the DC Power synoptic page.
3. Controls and Indications:
(See Figure 13 through Figure 21.)
NOTE:
For a detailed description of the DC POWER and
SUMMARY synoptic pages, see Section 2B-03-30:
Crew Alerting System Description.
A. Circuit Breakers (CBs):
The DC electrical power system is protected by the following CBs:
(1) Left Main DC Bus CBs:

ACCESSORY LPDB (LEFT MAIN DC)
CABIN DC LPDB (LEFT MAIN DC)
CABIN MASTER LEER K-16
L MAIN DC LEER G-18
L MAIN TRU SENSE LPDB (DC SENSE)

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January 28/03
OPERATING MANUAL

PILOT 1 LPDB (LEFT MAIN DC)
(2) Right Main DC Bus CBs:

ACCESSORY RPDB (RIGHT MAIN DC)
COPILOT 1 RPDB (RIGHT MAIN DC)
GND SRVC BUS 1 RPDB (RIGHT MAIN DC)
GALLEY DC RPDB (RIGHT MAIN DC)
GALLEY MASTER REER F-27
R MAIN DC REER C-25
R MAIN TRU SENSE RPDB (CONTROL)
(3) Left Essential DC Bus CBs:

APU GCU PWR LEER G-11
E - INVERTER LPDB (LEFT ESS DC)
HMG CONT #1 LEER J-12
L BATT CHGR CONT LEER J-14
L BATT METER LEER G-13
L EMG DC BUS LEER G-12
L ESS DC LEER G-17
L ESS DC ACCESSORY LEER J-11
L ESS TRU SENSE/PWR LPDB (DC SENSE)
L GCU PWR LEER G-16
PILOT 1 LPDB (LEFT ESS DC)
R BPCU PWR LEER J-13

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January 28/03
OPERATING MANUAL

TRU / E-INV CONT #1 LEER H-11
(4) Right Essential DC Bus CBs:

ACCESSORY RPDB (RIGHT ESS DC)
COPILOT 1 RPDB (RIGHT ESS DC)
E - INVERTER RPDB (RIGHT ESS DC)
L BPCU PWR REER E-30
R BATT CHGR CONT REER E-29
R BATT METER REER C-30
R EMG DC BUS REER C-31
R ESS DC REER C-26
R ESS TRU SENSE/PWR RPDB (CONTROL)
R GCU PWR REER C-27
TRU / E-INV CONT #2 REER D-32
(5) Battery Bus CBs:

L BATT BUS A AUX J-BOX (Tail Compartment)
L BATT BUS B AUX J-BOX (Tail Compartment)
L BATT CONT LEER G-15
L BATT VOLTS LEER G-14
L ESS DC CONT #1 POP G-7
R ESS DC CONT #2 POP G-8
HMG CONT #2 REER E-31
L ESS DC CONT #2 CPOP G-7
R BATT BUS A AUX J-BOX (Tail Compartment)
R BATT BUS B AUX J-BOX (Tail Compartment)
R BATT CONT REER C-28
R BATT VOLTS REER C-29
R ESS DC CONT #1 CPOP G-8
(6) Ground Service Bus CBs:

GND SRVC BUS 2 RPDB (EXT DC)
GND SRVC CONT RPDB (EXT DC)
GND SRVC CONT - R BATT AUX J-BOX (Tail Compartment)
GND SRVC R BUS AUX J-BOX (Tail Compartment)

Page 37
January 28/03
OPERATING MANUAL
(7) External Power CBs:

EXT DC - L BPCU RPDB (CONTROL)
EXT DC - R BPCU RPDB (CONTROL)
INTERLOCK SENSE RPDB (EXT DC)
A. Crew Alerting System (CAS) Messages:

CAS messages associated with the DC electrical power system are as
follows:
(1) DC Electrical Power (Internal):

L/R BPCU EPS DC CONFIG Amber
TRU Discretes AUX TRU HOT Amber
L BPCU AUX TRU OVERLOAD Amber
L/R BPCU DC RESET Amber
LEER CB Panel φ A EPS DC BUS FAULT Amber
GSB Control Relay GND SRVC BUS SW ON Amber
TRU Discretes L-R ESS TRU HOT Amber
L/R BPCU L-R ESS TRU OVRLD Amber
TRU Discretes L-R MN TRU HOT Amber
L/R BPCU L-R MN TRU OVRLD Amber
L/R BPCU TRU FAULT Amber
L/R BPCU L-R BPCU FAIL Blue
L/R BPCU L-R EPS MAINT REQD Blue
(2) DC Electrical Power (External):

R BPCU EXT DC BUS FAULT Amber
R BPCU EXT DC FAIL Amber
R BPCU EXT DC PWR FAULT Amber
R BPCU EXT DC PWR OVRLOAD Amber
R BPCU EXT DC AVAIL Blue
(3) DC Electrical Power (Battery):

Battery Temp Sensors BATT HOT Red
Battery Temp Sensors BATT WARM Amber
External Battery Switch EXT BATT SW ON Amber
L/R Battery Charger L-R BATT CHGR FAIL Amber
L/R Battery Switch L-R BATT SW OFF Amber
L/R Battery Voltage L-R BATT VOLTS LOW Amber
L/R Battery Voltage L-R ESS DC BATTS Amber

Page 38
January 28/03
OPERATING MANUAL
4. Limitations:
A. Transformer Rectifier Unit (TRU):
When forward cabin temperature is 106°F (41°C), the maximum TRU load
is 50%. The maximum TRU load is 100% when forward cabin temperature
is 95°F (35°C). If only a single air conditioning pack is available, the
maximum TRU load is 50% when forward cabin temperature is 106°F
(41°C) or cooler.

Page 39
January 28/03
OPERATING MANUAL
DC Electrical Power
Figure 13
2A-24-00
Page 41 / 42
January 28/03
OPERATING MANUAL
Left Main Battery System

Block Diagram
Figure 14
2A-24-00
Page 43 / 44
January 28/03
OPERATING MANUAL
Right Main Battery System

Block Diagram
Figure 15
2A-24-00
Page 45 / 46
January 28/03
OPERATING MANUAL
Emergency Battery
Figure 16
2A-24-00
Page 47 / 48
January 28/03
OPERATING MANUAL
Ground Service Bus

Figure 17
2A-24-00
Page 49 / 50
January 28/03
OPERATING MANUAL
Electrical Power Control Panel: MAIN BATTERIES Section

Figure 18

Page 51
January 28/03
OPERATING MANUAL
Electrical Power Control Panel: EMERGENCY POWER Section

Figure 19

Page 52
January 28/03
OPERATING MANUAL
System Monitor / Test Panel: Ground Service Bus Control Switch

Figure 20

Page 53
January 28/03
OPERATING MANUAL
Ground Service Bus / External Battery Control Switches

Figure 21

Page 54
January 28/03

Gulfstream GV Electrical Power Systems Guide

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Title Page Prev Page Next Page TOC

Detailed descriptions of the AC POWER and DC

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Electrical Power System

Electrical Power System

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

An HMG overload requires a manual reset, cycling the

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Circuit Breaker Name: CB Panel: Location (PDB Section):

(2) Left Main AC Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

(3) Right Main AC Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Circuit Breaker Name: CB Panel: Location (PDB Section):

(4) External Power CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

A. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Area Monitored: CAS Message: Message Color:

(2) AC Electrical Power (APU Generator Power):

Area Monitored: CAS Message: Message Color:

(3) AC Electrical Power (External Power):

Area Monitored: CAS Message: Message Color:

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Cabin / Galley Electrical

Cockpit Overhead Panel: Electrical Power Control Panel

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Electrical Power Control Panel: ELECTRICAL POWER CONTROL Section

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Electrical Power Control Panel: ELECTRICAL POWER CONTROL Section

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Electrical Power Control Panel: ELECTRICAL POWER CONTROL Section

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Electrical Power Control Panel: STANDBY ELECTRICAL POWER Section

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Electrical Power Control Panel: TRU / MASTERS Section

2A-24-30: DC Electrical Power System

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Switch Name: Panel: Location:

Circuit Breaker Name: CB Panel: Location (PDB Section):

PRODUCTION AIRCRAFT SYSTEMS 2A-24-00

Circuit Breaker Name: CB Panel: Location (PDB Section):

(2) Right Main DC Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

(3) Left Essential DC Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

2A-24-00 PRODUCTION AIRCRAFT SYSTEMS

Circuit Breaker Name: CB Panel: Location (PDB Section):

(4) Right Essential DC Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):

(5) Battery Bus CBs:

Circuit Breaker Name: CB Panel: Location (PDB Section):