AIRCRAFT

ELECTRICAL
SYSTEM
ELECTRICAL POWER CONSUMERS IN
AIRCRAFT
SYSTEM EXAMPLES
COMMUNICATION SYSTEM RADIO
NAVIGATION SYSTEM ADF,DME
FLIGHT CONTROL SYSTEM ELE. ACTUATORS & SENSORS
INSTRUMENTS ELECTRICAL INSTRUMENTS

UTILITY SYSTEM HYDRAULIC, FUEL MANAGEMENT

LIGHTING EXTERNAL & INTERNAL

 NAVIGATION LIGHTS
 FORMATION LIGHTS
 ANTI-COLLOISION LIGHTS
 TAXI/LANDING LIGHTS

 RADAR
WEAPON & THEIR ELECTRONICS &
SENSORS  BOMBS
 ROCKETS
 GUN
 ELECTRICAL POWER GENERATION SYSTEM
DESIGN CRITERIA

FACTORS TO BE CONSIDERED
- FUNCTIONAL REQUIREMENTS
- REQUIREMENTS OF VARIOUS ELECTRICAL LOADS
* POWER CONSUMPTION,VOLTAGE, OPERATING TIME,
OPERATING CONDITION, CRITICALITY, ESSENTIALITY
- FAILURE MODE OPERATION & RECONFIGURATION OF SYSTEM
- EXTENT OF POWER CONVERSION REQUIRED
- CONTROL, PROTECTION AND REGULATION
- DRIVES AVAILABLE FOR GENERATORS
* SPEED RANGE, ENVELOPE AVAILABILITY
* POWER EXTRACTION LIMITS
- MAINTAINABILITY, RELIABILITY, EFFICIENCY
- WEIGHT, VOLUME, INSTALLATION FEASIBILITY, COOLING
- GROWTH POTENTIAL
- ENVIRONMENTAL TEST LEVELS
 ELECTRICAL POWER SOURCES
SELECTION & INTEGRATION

• ELECTRICAL POWER SOURCES MUST FUNCTION PROPERLY IN COMBINATION or

INDEPENDENTLY

• FAILURE OF ANY ELECTRICAL POWER SOURCES SHOULD NOT IMPAIR THE ABILITY
OF REMAINING SOURCES OF SUPPLY

• EACH EPS CONTROL MUST ALLOW INDEPENDENT OPERATION IN RESPECT OF

REGULATION AND PROTECTION

• ATLEAST ONE SOURCE FOR SUPPLYING CIRCUITS THAT ARE ESSENTIAL FOR SAFE
OPERATION OF AIRCRAFT

• EACH EPS SHOULD BE ABLE TO SUPPLY FULL RATED POWER

• EPS HEALTH SHOULD BE MONITORED AND FAILURE OF SOURCE TO BE INDICATED

• PROVISION SHOULD BE MADE FOR POWERING UP ALL THE AIRCRAFT SYSTEMS

FROM EXTERNAL POWER
 STANDARDS

AC
 115/200V , 400Hz

DC
 28V
 POWER SOURCES

 GENERATORS

 BATTERIES

 POWER CONVERSION EQUIPMENTS

(TRUs, INVERTERS ETC.,)

 AUXILIARY POWER UNITS

 GENERATORS
DC GENERATOR

AC GENERATOR
 VARIABLE FREQUENCY
 CONSTANT FREQUENCY

COOLING
 AIR COOLED
 OIL COOLED

BRUSHLESS GENERATORS
 GENERATORS
DC GENERATOR
IN AIRCRAFT DC POWER SUPPLY SYSTEMS – SELF EXCITED SHUNT
WOUND GENERATORS ARE USUALLY EMPLOYED.

AC GENERATOR

 VARIABLE FREQUENCY

ALTERNATORS DRIVEN AT A VARIABLE SPEED THE OUTPUT OF WHICH

WILL BE AT A VARIABLE FREQUENCY BUT CONSTANT VOLTAGE.
 CONSTANT FREQUENCY
ALTERNATORS DRIVEN THROUGH A CONSTANT SPEED UNIT AND CAN
BE SYNCHRONISED AND OPERATED IN PARALLEL.
 BRUSHLESS GENERATOR SCHEMATIC
MAIN
GENERATOR
EXCITER

PMG

12000RPM

OUTPUT

GENERATOR CONTROL UNIT

 PMG generates 3 phase AC voltage  3phase rotating rectifier assembly converts it to DC

 Generator control unit converts it to controlled DC  Rectified DC is applied to rotating main generator field
 This DC voltage is supplied to stationary Exciter field  Main generator develops 3phase output at its stator
 Rotating exciter armature develops 3phase AC voltage
GENERATOR CONTROL AND PROTECTION
CONTROL FUNCTIONS 
 VOLTAGE REGULATION
 FREQUENCY CONTROL(FOR A.C. GENs)
 CONTROL OF OUTPUT CONTACTOR

 PROTECTION FUNCTIONS 
 OVER CURRENT
 OVER VOLTAGE
 UNDER VOLTAGE
 FEEDER FAULTS

 TYPES 
 ELECTROMECHANICAL
 ELECTRONIC
GENERATOR CONTROL AND PROTECTION

CONTROL FUNCTIONS 
 VOLTAGE REGULATION
GENERATOR VOLTAGE AT THE DISTRIBUTION BUSBAR SYSTEM
SHOULD BE MAINTAINED CONSTANT UNDER ALL CONDITIONS OF
LOAD AND AT VARYING SPEEDS WITHIN LIMITS OF A PRESCRIBED
RANGE.
 FREQUENCY CONTROL(FOR A.C. GENs)
THE SPEED OF A DIRECTLY DRIVEN ALTERNATOR WILL VARY WITH
ENGINE SPEED. TO ACHIEVE CONSTANT FREQUENCY WITH VARIABLE
ENGINE SPEED IT IS REQUIRED TO INTERPOSE BETWEEN THE ENGINE
AND ALTERNATOR A UNIT WHICH ACCEPTS VARIABLE SPEED INPUT
AND DELIVERS A CONSTANT SPEED OUTPUT.
GENERATOR CONTROL AND PROTECTION

 PROTECTION FUNCTIONS 
 OVER CURRENT
DESIGNED TO ISOLATE THE GENERATOR WHEN THE ELECTRICAL
LOAD INCREASES BEYOND A SPECIFIED DESIGN VALUE.
 OVER VOLTAGE
DISCONNECTS THE GENRATOR FROM THE BUS WHENEVER THE
GENRATOR VOLTAGE REACHES AND HOLDS THE RATED VOLTAGE.
 UNDER VOLTAGE
WHEN THE GENERATOR VOLTAGE DROPS BELOW THE BATTERY
VOLTAGE REVERSE CURRENT FROM THE BATTERY OPENS A
DIFFERENTIAL RELAY AND DISCONNECTS THE GENRATOR FROM THE
BUS SYSTEM.
 SELECTION FACTORS

 Volume
 Weight
 Efficiency
 Heat management
 BATTERIES

 ACCUMULATORS OF ELECTRICAL ENERGY

 EMERGENCY POWER SOURCE
 KEPT FLOAT CHARGED WHEN MAIN POWER SOURCES ARE ON

Types :
Nickel Cadmium
 POWER CONVERSION EQUIPMENTS

INVERTERS :
CONVERT 28V DC TO 115/200V 400Hz AC

Types :
ROTARY
STATIC (ELECTRONIC) INVERTERS

TRANSFORMER RECTIFIER UNIT :

CONVERT 115V 400Hz AC TO 28V DC SUPPLY
 POWER CONVERSION EQUIPMENTS

ROTARY INVERTERS
THIS IS A DC TO AC TYPE OF ROTARY INVERTER HAVING SEPARATE DC
ARMATURE AND AC ROTOR WINDINGS. LOCATED IN THE SAME SLOTS
AND SHARING THE SAME FIELD SYSTEM. THE AC OUTPUT IS DERIVED
FROM THE ROTOR VIA SLIP RINGS.
STATIC (ELECTRONIC) INVERTERS

THESE INVERTERS PERFORM THE SAME CONVERSION FUNCTION AS

ABOVE BUT BY MEANS OF SOLID STATE OR STATIC CIRCUIT
PRINCIPLES. THEY ARE EMPLOYED IN A NUMBER OF TYPES OF
AIRCRAFT TO PROVIDE EMERGENCY AC POWERTO CERTAIN
ESSENTIAL SYSTEMS.
 POWER CONVERSION EQUIPMENTS

TRANSFORMER RECTIFIER UNIT :

CONVERT 115V 400Hz AC TO 28V DC SUPPLY

THEY ARE COMBINATIONS OF STATIC TRANSFORMERS AND

RECTIFIERS AND ARE UTILISED IN SOME AC SYSTEMS AS SECONDARY
SUPPLY UITS AND ALSO AS MAIN CONVERSION UNITS IN AIRCRAFT
HAVING RECTIFIED AC POWER SYSTEMS.
 AUXILIARY POWER UNITS (APU)

Independent prime movers to run standby generators

Come into operation when main engine power is not available

These are :
 HYDRAULIC CONSTANT SPEED ENGINE DRIVES

 RAM AIR TURBINE

 AUXILIARY POWER UNITS (APU)

 HYDRAULIC CONSTANT SPEED ENGINE DRIVES

THE SPEED OF A DIRECTLY DRIVEN ALTERNATOR WILL VARY WITH

ENGINE SPEED. TO ACHIEVE CONSTANT FREQUENCY WITH VARIABLE
ENGINE SPEED IT IS REQUIRED TO INTERPOSE BETWEEN THE ENGINE
AND THE ALTERNATOR A UNIT WHICH ACCEPTS VARIABLE SPEED
INPUT AND DELIVERS A CONSTANT SPEED OUTPUT. THE DRIVE
SYSTEMS USE A FORM OF VARIABLE STROKE HYDRAULIC PUMP AND A
HYDRAULIC NMOTOR IN THE SAME CASING.
 AUXILIARY POWER UNITS (APU)

 RAM AIR TURBINES

USED IN AIRCRAFTS WITH AC SYSTEMS TOPROVIDE EMERGENCY
POWER.
CONSISTS OF A UNI WHICH PROJECTS INTO THE AIR STREAM BEING
EITHER PERMANENTLY EXTENDED OR HINGED FOR EXTENSION AT
WILL AND COMPRISES A SELF EXCITED ALTERNATOR DRIVEN BY A
FAN OF SPECIAL DESIGN ROTATED BY THE AIRSTREAM UNDER THE
INFLUENCE OF THE AIRCRAFT’S FORWARD SPEED.
 PROTECTIVE DEVICES USED IN ELECTRICAL
DISTRIBUTION SYSTEM

SHORT CIRCUIT or OVER LOAD CAN LEAD TO FIRE HARZARD AND

DESTRUCTION OF ELECTRICAL WIRING

FOLLOWING PROTECTIVE DEVICES ARE USED

 FUSES

 CIRCUIT BREAKERS

 OVER LOAD CONTACTORS

 INBUILT PROTECTION CIRCUITS IN POWER SOURCES

PROTECTIVE DEVICES USED IN ELECTRICAL
DISTRIBUTION SYSTEM

 FUSES

THERMAL DEVICES DESIGNED TO PROTECT THE CABLES OF A CIRCUIT

AGAINST FLOW OF SHORT CIRCUIT AND OVERLOAD CURRENTS.A FUSE
CONSISTS OF A LOW MELTING POINT FUSIBLE ELEMENT ENCLOSED IN
A GLASS OF CERAMIC CASING.
PROTECTIVE DEVICES USED IN ELECTRICAL
DISTRIBUTION SYSTEM

 CIRCUIT BREAKER

ISOLATE FAULTED CIRCUITS AND EQUIPMENT BY MEANS OF A

MECHANICAL TRIP DEVICE ACTUATED BY THE HEATING OF A BI-
METALLIC ELEMENT THROUGH WHICH CURRENT PASSES TO A SWITCH
UNIT.IT IS A COMBINED FUSE AND SWITCH UNIT.
IT CAN BE RESET AFTER THE CLEARANCE OF A FAULT.THE
MECHANISM IS OF A TRIP FREE TYPE IE IT WILL NOT ALLOW THE
CONTACTS OF A SWITCH UNIT TO BE HELD CLOSED WHILE A FAULT
CURRENT EXISTS IN THE CIRCUIT.
PROTECTIVE DEVICES USED IN ELECTRICAL
DISTRIBUTION SYSTEM

 OVERLOAD CONTACTORS

DESIGNED TO LIMIT THE CURRENT TO SOME PRE-DETERMINED

AMPERAGE VALUE. THEY ARE THERMAL DEVICES WHICH HAVE A HIGH
MELTING POINT. THIS PERMITS THEM TO CARRY A CONSIDERABLE
OVERLOAD CURRENT BEFORE RUPTURING. THEY ARE CONFINED TO
PROTECTION OF HEAVY DUTY POWER DISTRIBUTION CIRCUITS.
PROTECTIVE DEVICES USED IN ELECTRICAL
DISTRIBUTION SYSTEM

 INBUILT PROTECTION CIRCUITS IN POWER SOURCES

EXAMPLE:
REVERSE CURRENT CUT-OUT RELAY
USED PRINCIPALLY IN A DC GENERATING SYSTEM.WHENEVER THE
GENERATOR VOLTAGE DROPS BELOW THE BATTERY VOLTAGE THE
REVERSE CURRENT FROM THE BATTERY OPENS A DIFFERENTIAL
(UNDERVOLTAGE) RELAY AND DISCONNECTS THE GENERATOR FROM
THE BUS.
ELECTRICAL POWER GENERATION SYSTEM SOP
STARTER GENERATOR 9KW,28VDC THALES
GCPU FOR STARTER GENERATOR THALES
MAIN BATTERY 43Ah SAFT
STANDBY BATTERY 43Ah SAFT
GROUND POWER RECEPTACLE FRAMATOME
DC MASTER BOX HAL LD
DC DISTRIBUTION BOXES 1,2,3 ARDC
VOLTMETER 2 NOS BRION
LEROUX
FRANCE
• ELECTRICAL SYSTEM DESCRIPTION
 STARTER GENERATOR
 LOCATION : MOUNTED ON THE ENGINE ACCESSORIES GEAR
BOX
• THE STARTER GENERATOR OF 9KW CAPACITY PROVIDES
TORQUE
• FOR ENGINE STARTING AND SUBSEQUENTLY GENERATES
• ELECTRICAL POWER AT 28VDC.
 GCPU FOR STARTER GENERATOR
 LOCATION : REAR FUSELAGE
• THE GCPU OF THE STARTER GENERATOR CONTROLS AND
• MONITORS THE QUALITY OF DC POWER OUTPUT PRIOR TO
FEEDING
• TO THE ELECTRICAL MASTER BOX.
 ELECTRICAL SYSTEM DESCRIPTION
 NI-CD MAIN BATTERY 43 AH CAPACITY (BATT1)
 LOCATION : ELECTRICAL BAY
THE MAIN BATTERY IS A 43 AH NI-CD BATTERY - USED FOR
INTERNAL STARTING AS WELL AS TO POWER THE DC
EMERGENCY BUS .
 NI-CD STANDBY BATTERY 43AH CAPACITY (BATT2)
THIS BATTERY IS ONLY USED IN THE EVENT OF FAILURE OF
OTHER ELECTRICAL POWER SOURCES IN THE AIRCRAFT.
 GROUND POWER RECEPTACLE
IT IS MOUNTED ON THE CENTER FUSELAGE PORT SIDE OF THE
AIRCRAFT. IT PROVIDES THE INTERFACE TO SUPPLY POWER
FROM THE EXTERNAL GROUND POWER UNIT TO THE
AIRCRAFT ON GROUND.
 ELECTRICAL SYSTEM DESCRIPTION
 VOLTMETER
IT READS THE SYSTEM VOLTAGE.
IT IS LOCATED IN THE CENTRE CONSOLE OF THE FRONT AND
REAR COCKPIT.
 ELECTRICAL POWER GENERATION OPERATION
 STARTER GENERATOR
STARTER MODE: ENABLES THE ENGINE TO REACH SELF
SUSTAINING SPEED.
GENERATOR MODE:SUPPLIES ELECTRICAL POWER TO ALL THE
ELECTRICAL LOADS CONNECTED TO DC MAIN BUS, DC
EMERGENCY 1 BUS AND DC EMERGENCY 2 BUS.
 MAIN BATTERY:
CAN BE USED FOR INTERNAL STARTING.
SUPPLIES ELECTRICAL POWER TO LOADS CONNECTED TO
DC EMERGENCY 1 BUS AND DC EMERGENCY 2 BUS IN CASE OF
GENERATOR FAILURE.
 STANDBY BATTERY
SUPPLIES ELECTRICAL POWER TO LOADS CONNECTED TO DC
EMERGENCY 2 BUS IN CASE OF GENERATOR AND MAIN BATTERY
FAILURE.
• ELECTRICAL POWER GENERATION OPERATION
 GROUND POWER RECEPTACLE
IT PROVIDES THE INTERFACE TO SUPPLY POWER FROM THE
EXTERNAL GROUND POWER UNIT TO THE AIRCRAFT ON
GROUND.
IT IS MAINLY USED FOR GROUND START OF THE AIRCRAFT.
LOADS CONNECTED TO DC MAIN BUS

ELECTRICAL
1. TAXIING LIGHTS FILAMENT
2. LANDING LIGHT FILAMENT
FLIGHT CONTROLS
3. RUDDER TRIM ACTUATOR
4. AILERON TRIM ACTUATOR
ENVIRONMENTAL CONTROL SYSTEMS
5. EJECTOR SOV
6. DEMIST VALVE
7. RAM AIR VALVE
8. SEAL INFLATION DEFLATION VALVE
HYDRAULICS
9. SOLENOID VALVE
LOADS CONNECTED TO DC MAIN BUS

LANDING GEAR
10. ANTISKID SYSTEM
MISCELLANEOUS
11. CLOCK -FRONT COCKPIT
12. CLOCK -REAR COCKPIT
13. PITOT PROBE HEATER
AVIONICS
14. ATTITUDE & HEADING REFERENCE SYSTEM
15. ADC
16. A D I – FRONT COCKPIT
17. A D I – REAR COCKPIT
18. H S I – FRONT COCKPIT
19. H S I – REAR COCKPIT
20. A S I – FRONT COCKPIT
21. A S I – REAR COCKPIT
LOADS CONNECTED TO DC MAIN BUS

22. ALTIMETER -FRONT COCKPIT

23. ALTIMETER – REAR COCKPIT
24. V S I – FRONT COCKPIT
25. V S I – REAR COCKPIT
26. AMLCD CONTROL PANEL – FRONT COCKPIT
27. AMLCD CONTROL PANEL – REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY1 BUS

ELECTRICAL
1. GCPU FOR GENERATOR
2. ANTI-COLLISION LIGHT ENERGY BOX
COMMUNICATION
3. V/UHF1 TRANSRECEIVER
FLIGHT CONTROLS
4. AOA PROBE HEATER
5. AIR BRAKE POSITION INDICATOR - FRONT COCKPIT
6. AIR BRAKE POSITION INDICATOR - REAR COCKPIT
7. RUDDER PEDAL ADJUSTMENT ACTUATOR – FRONT COCKPIT
8. RUDDER PEDAL ADJUSTMENT ACTUATOR – REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY1 BUS

ENVIRONMENTAL CONTROL SYSTEMS

9. PRESSURE REDUCING SOV
10. TEMPERATURE CONTROL VALVE
11. AUTOMATIC TEMPERATURE CONTROLLER
HYDRAULICS
12. HYDRAULIC PRESSURE INDICATOR - FRONT COCKPIT
13. HYDRAULIC PRESSURE INDICATOR - REAR COCKPIT
14. AIR BRAKE ELECTRO-SELECTOR
15. UNDERCARRIAGE SELECTOR
LANDING GEAR
16. BRAKE PRESSURE INDICATOR - FRONT COCKPIT
17. BRAKE PRESSURE INDICATOR - REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY1 BUS

POWER PLANT
18. ENGINE IGNITION LH
19. ENGINE IGNITION RH
20. BOOSTER PUMP
SEAT
21. SEAT ADJUST ACTUATOR - FRONT COCKPIT
22. SEAT ADJUST ACTUATOR - REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY2 BUS
ELECTRICAL
1. LH WING TIP NAVIGATION LIGHT
2. RH WING TIP NAVIGATION LIGHT
3. TAIL NAVIGATION LIGHT
COMMUNICATION & NAVIGATION
4. V/UHF2 TRANSRECEIVER
5. INTERCOM
6. GLOBAL POSITION SYSTEM
FLIGHT CONTROLS
7. TAILPLANE TRIM ACTUATOR
8. FLAP ACTUATOR
9. AOA INDICATOR FRONT COCKPIT
10. AOA INDICATOR REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY2 BUS
11. SIDE AIR DATA PROBE
12. ACTUATOR DISPLAY INTERFACE UNIT (ADIU)
ENVIRONMENTAL CONTROL SYSTEMS
13. O2 BLINKER - FRONT COCKPIT
14. O2 BLINKER - REAR COCKPIT
15. O2 BLINKER AMPLIFIER - FRONT COCKPIT
16. O2 BLINKER AMPLIFIER - REAR COCKPIT
POWER PLANT
17. FUEL GAUGING ELECTRONIC UNIT
18. FUEL TRANSFER INDICATOR - FRONT COCKPIT RHDT
19. FUEL TRANSFER INDICATOR - FRONT COCKPIT LHDT
20. FUEL TRANSFER INDICATOR - FRONT COCKPIT RHWT
21. FUEL TRANSFER INDICATOR - FRONT COCKPIT LHWT
22. FUEL TRANSFER INDICATOR - REAR COCKPIT RHDT
23. FUEL TRANSFER INDICATOR - REAR COCKPIT LHDT
24. FUEL TRANSFER INDICATOR - REAR COCKPIT RHWT
LOADS CONNECTED TO DC EMERGENCY2 BUS
25 FUEL TRANSFER INDICATOR - REAR COCKPIT LHWT
26. LP COCK
27. ECU
FIRE DETECTION
28. FIRE EXTINGUISHER
29. FIRE SENSOR ENGINE BAY SHROUD
30. FIRE SENSOR ENGINE BAY DOOR
CVR/FDR
31. SCR.300J (CVR/FDR)
CENTRALISED WARNING SYSTEM
32. CW ELECTRONIC UNIT
INSTRUMENT
33. ISIS -FRONT COCKPIT
34. ISIS - REAR COCKPIT
LOADS CONNECTED TO DC EMERGENCY2 BUS

35.FLIGHT TESTINSTRUMENTATION
CONTROLS IN COCKPIT
ELECTRICAL CONTROL PANEL FRONT COCKPIT
FAILURES AND WARNINGS

FAILURE WARNINGS ON CWP

1. BATT RED
2. GEN RED
3. INV AMBER
MECHANICAL SYSTEMS
 AIRCRAFT ENGINE
SIDE SIDE

COCKPIT
INDICATIONS

ENGINE AND
EMERG-1 ENGINE RELAY
FUEL CONTROL
BUS PANEL
PANEL

THROTTLE POSITION DC MASTER BOX

MICRO SWITCH

ENGINE CONTROL
ENGINE AND FUEL SYSTEM
ENGINE AND FUEL SYSTEM
LP COCK
SELECTING THE LP COCK SWITCH TO OPEN POSITION OPENS THE LP COCK.
SELECTING THE LP COCK SWITCH TO CLOSE POSITION CLOSES THE LP
COCK.

 BOOSTER PUMP
 SELECTING THE BP SWITCH TO ON POSITION ENERGISES THE BOOSTER
PUMP.
 SELECTING THE BP SWITCH TO OFF POSITION DE-ENERGISES THE BOOSTER
PUMP.

POWERING THE ECU

• SELECTING THE ECU SWITCH ON POWERS THE ECU.
CRANK MODE
 CRANKING THE ENGINE IS POSSIBLE ONLY FROM
FRONT COCKPIT.

 DURING ENGINE CRANKING ONLY START LAMP IS LIT.

 THE TIME DURATION FOR ENGINE CRANKING IS

LIMITED TO 40S BY THE TIMER OR CAN BE ABORTED BY
THE PILOT WHICHEVER IS EARLIER.
 IGNITION MODE
 IGNITION OF THE ENGINE ON GROUND IS POSSIBLE
ONLY FROM THE FRONT COCKPIT.

 PRESSING THE START BUTTON SWITCH (LOCATED ON

RH CONSOLE OF FRONT COCKPIT) OR RELIGHT SWITCH
IN THE THROTTLE OF FRONT COCKPIT ROTATES THE
ENGINE WITHOUT POWERING THE IGNITERS.

 WHEN THE ENGINE STARTS ROTATING AND REACHES A

SPEED OF ABOUT 10% N2 RPM, MOVING THE THROTTLE
TO IGN POSITION POWERS THE IGNITERS AND
COMBUSTION TAKES PLACE.

 THE STARTER ASSISTANCE IS PROVIDED TO THE ENGINE

TILL THE ENGINE ATTAINS 45% OF ITS RATED SPEED
AFTER WHICH IT IS DEACTIVATED.

 DURING THE ENGINE STARTING BOTH THE IGN AND ST

LAMPS ON MIP ARE LIT.
RELIGHT IN FLIGHT
RELIGHTING THE ENGINE FROM FRONT COCKPIT

 WHENEVER THE ENGINE FLAME-OUT OCCURS DURING

FLIGHT
 KEEPING THE ENGINE MODE SELECTOR TO IGN
POSITION.
 THE PILOT CAN BRING THE THROTTLE TO STOP
POSITION AND PRESS EITHER THE START PUSH BUTTON
OR RELIGHT SWITCH ON THE THROTTLE

RELIGHTING THE ENGINE FROM REAR COCKPIT

 WHENEVER THE ENGINE FLAME-OUT OCCURS DURING
FLIGHT, THE PILOT CAN BRING THE THROTTLE TO
STOP POSITION AND PRESS THE RELIGHT SWITCH ON
THE THROTTLE.
 THE RELIGHTING OF ENGINE FROM THE REAR
COCKPIT IS INDEPENDENT OF THE FRONT COCKPIT
SELECTIONS.

NOTE: LP COCK AND BP SWITCH ON THE FRONT COCKPIT RH

CONSOLE NEEDS TO BE KEPT ON.
INDICATIONS DURING RELIGHT
CASE-1: T<190C
WHEN RELIGHT SWITCH IS PRESSED
 INITIALLY IGN LAMP IS ON AND ST LAMP IS OFF.
 WHEN TEMPERATURE BECOMES GREATER THAN 190C
BOTH IGN AND ST LAMPS WILL BE ON.

CASE-2: T>190C
WHEN RELIGHT SWITCH IS PRESSED
 BOTH IGN AND ST LAMP WILL BE ON.

BLEED VALVE INDICATION

WHENEVER THE BLEED VALVE IS OPEN, THE BV INDICATION
COMES ON.

NOTE: NORMALLY THE BLEED VALVE CLOSES AT 80% OF N2

RPM.
 FIRE AND OVERHEAT DETECTION SYSTEM

• ENGINE SHROUD SENSOR - PNEUMATIC TUBE + PRESSURE SWITCH

• DOOR SENSOR - PNEUMATIC TUBE + PRESSURE SWITCH
• FIRE RELAY PANEL
• TEST SWITCH
• FAIL/BIT INDICATOR
• FIRE ALARM INDICATOR / SWITCH
 FIRE SHROUD SENSOR FIRE
TEST EMERG-2
FAIL/BIT RELAY WARNING
SWITCH BUS
INDICATOR PANEL DOOR SENSOR INDICATOR

FIRE & OVERHEAT DETECTION SYSTEM

FIRE AND OVERHEAT DETECTION SYSTEM
FIRE AND OVERHEAT DETECTION

 IN CASE THERE IS A FIRE OR OVERHEAT OCCURRENCE

THEN THE SAME IS INDICATED BY THE FIRE ALARM
LAMP COMING ON IN THE MIP AND RED AUDIO TONE IS
HEARD ON THE HEADSET.

FIRE AND OVERHEAT PROTECTION

 WHEN THERE IS A FIRE OR OVERHEAT WARNING THE

PILOT CAN INITIATE THE FIRE EXTINGUISHER BY
PRESSING THE FIRE WARNING LAMP/INDICATOR.
 FIRE DETECTION SYSTEM HJT 36

FIRE DETECTION SYSTEM OPERATION

THE FIRE SENSING AND DETECTION SCHEME THAT IS PRESENT IS
PRINCIPALLY A OVERHEAT DETECTION SYSTEM MAKING USE OF A
CONTINUOUS WIRE TYPE SENSING ELEMENT.
THE SENSING ELEMENT IS A THIN STAINLESS STEEL TUBE PACKED
WITH A MATERIAL WHOSE CHEMICAL OR ELECTRICAL PROPERTIES
IS AFFECTED ON EXPOSURE TO HIGH TEMPERATURE. THIS CHANGE
IN PROPERTY IS SUITABLY CONDITIONED THROUGH A CONTROL
UNIT TO EFFECT A CHANGE IN STATE OF A SWITCH WHEN THE SET
TEMPERATURE LIMIT IS REACHED. THE SET TEMPERATURE
REQUIRED IS 200 C
SENSOR HEALTH MONITORING

 OPERATING THE FIRE TEST SWITCH IN ANY OF THE

COCKPITS MAKES THE “BIT” OF FAIL/BIT INDICATOR
TO COME ON IF BOTH THE SENSORS AND THE SYSTEM
ARE HEALTHY.

 IN CASE THE BIT IS NOT LIT WHEN THE FIRE TEST

SWITCH IS ON, IT MAY BE CONCLUDED THAT THERE IS
A FAULT IN THE SYSTEM.

SENSOR FAILURE

 IN CASE THERE IS A FAILURE OF ANY OF THE SENSORS

THE SAME IS INDICATED BY THE “FAIL” ON THE
FAIL/BIT INDICATOR COMING ON.
 UNDERCARRIAGE
NORMAL U/C OPERATION
 SELECTING U/C SELECTOR* IN EITHER OF THE COCKPIT TO
UP POSITION RETRACTS THE LANDING GEARS AND THE
DOORS.
 THE CORRESPONDING MOVEMENT OF THE LANDING GEAR
AND THE DOORS ARE INDICATED BY THE 3 RED LIGHTS
(ONE FOR LH, RH AND NOSE U/C) ON THE U/C SELECTOR.
 WHEN ALL THE LANDING GEARS AND DOORS ARE
UPLOCKED THE RED LIGHTS ARE OFF.
 SELECTING THE U/C SELECTOR * IN EITHER OF THE
COCKPIT TO DOWN POSITION OPENS THE DOORS AND
EXTENDS THE LANDING GEARS.
 AGAIN THE CORRESPONDING MOVEMENT OF THE DOORS
AND THE LANDING GEARS ARE INDICATED BY THE RED
LIGHTS.
 WHEN THE LANDING GEAR IS DOWNLOCKED THE
CORRESPONDING RED LIGHT GOES OFF AND 3 GREEN
LIGHTS (ONE FOR LH, RH AND NOSE) ARE LIT.

*OVERRIDING THE FRONT COCKPIT SELECTION

 U/C OPERATION FROM THE REAR COCKPIT IS POSSIBLE

ONLY AFTER SELECTING ON THE OVERRIDE SWITCH.
 SELECTING THE U/C OVERRIDE SWITCH DISABLES THE
FRONT COCKPIT NORMAL U/C SELECTIONS
 ANTISKID SYSTEM

OPERATION
 SELECTING THE ANTI-SKID SWITCH TO AUTO IN BOTH
THE COCKPITS ENABLES THE ANTI-SKID OPERATION.

 SELECTING THE ANTI-SKID SWITCH TO MANUAL

POSITION IN ANY OF THE COCKPIT DISABLES THE ANTI-
SKID SYSTEM AND ENABLES MANUAL MODE OF
BRAKING.
 ENVIRONMENTAL CONTROL SYSTEM

ECS CONTROLS ARE PROVIDED ONLY IN THE FRONT

COCKPIT.

1. DEMIST

 WHEN DEMIST SWITCH IS SELECTED ON, DEMIST VALVE

IS ENERGIZED AND BLOWS HOT AIR ON THE CANOPY.
 DEMIST VALVE IS DE-ENERGIZED WHEN DEMIST
SWITCH IS SELECTED OFF.

2. RAM-AIR

 WHEN RAM-AIR SWITCH IS SELECTED TO OPEN

POSITION,.RAM-AIR VALVE IS ENERGISED TO OPEN TO
VENTILATE THE COCKPIT.
 WHEN RAM-AIR SWITCH IS SELECTED TO CLOSE
POSITION, RAM-AIR VALVE IS ENERGISED TO CLOSE.
 ENVIRONMENTAL CONTROL SYSTEM

4. ATC

 ATC CONTROLS THE OPERATION OF TCV TO REGULATE

THE TEMPERATURE WITHIN THE COCKPITS.

5. PRSOV

 PRSOV IS ENERGISED TO CLOSE WHEN THE AIR

PRESSURISATION SWITCH IS SELECTED TO OFF POSITION.
 PRSOV IS DE-ENERGISED TO OPEN WHEN THE AIR
PRESSURISATION SWITCH IS SELECTED TO AUTO POSITION.

6. SIDV

 THE SIDV IS ENERGISED TO DEFLATE WHEN CANOPY LEVER

IS UNLOCKED (CANOPY IS OPEN).
 THE SIDV IS DE-ENERGISED TO INFLATE WHEN CANOPY
LEVER IS LOCKED (CANOPY IS CLOSED).
FUEL GAUGING SYSTEM
FUEL GAUGING SYSTEM SOP FOR PT1/PT2

FUEL GUAGING ELECTRONIC UNIT 1 NO. HAL-LD

FUEL GUAGING PROBE FUSELAGE TANK 1 NO. HAL-LD
FUEL GUAGING PROBE LH WING TANK 1 NO. HAL-LD
FUEL GUAGING PROBE RH WING TANK 1 NO. HAL-LD
FUEL QUANTITY INDICATOR FRONT COCKPIT 1 NO. HAL-LD
FUEL QUANTITY INDICATOR REAR COCKPIT 1 NO. HAL-LD
FUEL GAUGING SYSTEM DESCRIPTION
FUEL GAUGING ELECTRONIC UNIT
LOCATION : ELECTRICAL BAY
CONNECTED TO DC EMERGENCY2 BUS.
FUNCTIONS:
 THE UNIT SUPPLIES POWER TO THE FUEL TANK PROBES.
 RECEIVES FREQUENCY INPUTS FROM THE FUEL TANK PROBES.
 PROVIDES VARIABLE VOLTAGE OUTPUTS TO THE FUEL QUANTITY
INDICATORS LOCATED IN THE FRONT AND REAR COCKPIT.
FUSELAGE TANK PROBE
LOCATION : FUSELAGE TANK
FUNCTIONS:
GAUGES THE AMOUNT OF FUEL IN THE FUSELAGE TANK.
SENSES THE “LOW LEVEL”AMOUNT OF FUEL IN THE AIRCRAFT .
FUEL GAUGING PROBE LH/RH WING TANKS

LOCATION: LH/RH WING TANKS

FUNCTION:

GAUGES THE AMOUNT OF FUEL IN THE WING TANK.

SENSES THE HIGH LEVEL OF FUEL IN THE WING TANK.

SENSES THE LOW LEVEL OF FUEL IN THE WING TANK.

FUEL GUAGING SYSTEM OPERATION
FUEL GUAGING ELECTRONIC UNIT
AS FUEL IS BEING CONSUMED BY THE AIRCRAFT THE FGEU CONTINUOUSLY
RECEIVES FREQUENCY INPUTS FROM THE THREE FUEL GAUGING PROBES.
THESE INPUTS ARE CONVERTED INTO VOLTAGES WHICH ARE SUMMED
AND THE VARIABLE VOLTAGE OUTPUT DRIVES THE FUEL QUANTITY
INDICATORS LOCATED IN THE FRONT AND REAR COCKPITS.
FUEL TANK PROBES
THE FUEL GAUGING PROBES CONTINUOUSLY GAUGES THE LEVEL OF FUEL
IN THE FUSELAGE TANK, LH WING TANK AND RH WING TANK AND SENDS
THE VARIABLE FREQUENCY OUTPUTS TO THE FGEU FOR FURTHER
PROCESSING.
AS THE FUEL LEVEL IN THE FUSELAGE TANK REDUCES TO LESS THAN
300KGS A LOW LEVEL WARNING IS GENERATED FROM THE LOW LEVEL
SWITCH WHICH ACTIVATES THE FUEL WARNING IN CWS THEREBY
ALERTING THE PILOT.
FUEL GUAGING SYSTEM OPERATION
FUEL QUANTITY INDICATOR (FRONT AND REAR COCKPIT)
THE VARIABLE VOLTAGE OUTPUT FROM THE FGEU DRIVES THE FUEL
QUANTITY INDICATORS AND SHOWS THE AMOUNT OF FUEL IN KGS.

FUEL TRANSFER INDICATORS (FRONT AND REAR COCKPIT)

INDICATES FULL CONDITION IN LH/RH WING TANKS

INDICATES EMPTY CONDITION IN LH/RH WING TANKS

INDICATES TRANSFER OF FUEL FROM LH/RH WING TANKS TO

FUSELAGE TANKS.
FUEL GAUGING SYSTEM SCHEMATIC
CENTRALISED WARNING
SYSTEM
CENTRALISED WARNING SYSTEM SOP

CENTRALISED WARNING ELECTRONIC UNIT FTC

CWS DISPLAY UNIT FRONT COCKPIT FTC
CWS DISPLAY UNIT REAR COCKPIT FTC
GENERAL DESCRIPTION:
The Centralised Warning System (CWS) indicates the occurrence of a
warning condition and alerts the pilot through visual and audio means. The CWS
provides specific and distinct warning indications in front and rear cockpits to
help the pilots take appropriate actions.
The system consists of
1.Electronic unit-1 No. (Avionics Bay)
2.Control Display Units – 2 No.s ( RH Quarter Panel of Front & Rear Cockpits)
 12 Red warning indicators
 12 Amber caution indicators
 MUTE/ON/TEST Switch
 Dedicated DAY position with a dimming facility for night mode
3.Flasher Units-2 No.s (Flasher with an acknowledge switch in front and rear
cockpits)
INTERFACE REQUIREMENTS:
The Centralised Warning System interfaces with the following aircraft
LRUs.
 Sensors
 Switches
Audio Management Unit
External Lamps
Flasher (Master Alarm Lamp)
Flashers (Angle Of Attack)
Flashers (Radalt warning System)
Fire Warning System
INTERFACE REQUIREMENTS:
The Centralised Warning System has a facility to test the RED and AMBER
indicators along with the following external lamps in front and rear cockpit.

LIST OF INDICATORS THAT ARE TESTED WITH CWP TEST SWITCH

No.Of Indicators Front Cockpit Rear Cockpit
Coaming
Fire Warning Indicator 1 YES YES
AOA Flasher1 1 YES YES
AOA Flasher2 1 YES YES
LH Quarter Panel No.Of Indicators Front Cockpit Rear Cockpit
Landing Gear 6 YES YES
Selection switch
lamp Indicator
FAILURES AND
WARNINGS
RED WARNINGS:

1. BATT WARNING CAPTION: BATT

This warning will come ON when
i) BATT/OFF/GPU switch is selected to GPU/OFF position.
ii) When BATT1 gets over heated.
2. GENERATOR WARNING CAPTION: GEN
This warning will come ON when GLC1 contactor in DC Master Box is
de-energized.
3. OIL WARNING CAPTION: OIL
This warning comes ON when the Engine OIL pressure falls below 0.8 psi.
RED WARNINGS contd…:
4. HYD WARNING CAPTION : HYD
This warning comes ON When the hydraulic pressure in the Main hydraulic
line falls below 120 bars.

5. LP WARNING CAPTION: LP
This warning comes ON When the fuel pressure is less than 350 mbar absolute.

6. FUEL WARNING CAPTION: FUEL

This warning comes ON when the fuel level in the Aircraft falls below 300Kgs.

7. CANOPY WARNING CAPTION: CNPY

This warning comes ON when the canopy lever is selected to UNLOCK position.
RED WARNINGS contd…:
8. CABIN PRESSURE WARNING CAPTION:CAB
This warning comes ON when the cabin altitude is above 7.6 km.

9. ECU FAILURE WARNING CAPTION: ECU

This warning will come ON when there is an ECU failure OR when there the
ECU switch is selected to OFF position.

10. OXYGEN LOW WARNING CAPTION: OXY

This warning comes ON when the oxygen pressure falls to less than 210 PSI.
AMBER WARNINGS :

1. BP WARNING CAPTION: BP
This warning comes ON when the pressure in the fuel feed line to Engine falls
below 35 KPa. This may be either due to Booster pump failure or Booster pump
not being switched ON.
2. INVERTER WARNING CAPTION: INV
This warning has been disabled as static inverter has not been installed on
HJT-36 (PT2)
3. PARK WARNING CAPTION: PARK
This warning comes ON whenever the parking brake is applied.
AMBER WARNINGS contd..:
4. ANTISKID WARNING CAPTION: ASKD
This warning comes ON when the Antiskid Controller fails .
5. AP SYSTEM WARNING CAPTION: AP
This warning comes ON whenever the PRSOV switch in ECS Control Panel is
selected to OFF condition.
6. PITOT WARNING CAPTION: PTOT
This warning comes ON when the pitot switch located in RH Quarter
Panel of Front Cockpit is selected to OFF position.
AMBER WARNINGS contd..:

7. ADC FAILURE WARNING CAPTION: ADC

This warning is displayed when there is an ADC failure.
8. AHRS FAILURE WARNING CAPTION: AHRS
This warning is displayed when there is an AHRS failure.
9. RADALT FAILURE WARNING CAPTION: RALT
This warning is displayed when there is a Radio Altimeter failure.
10. GPS FAILURE WARNING CAPTION: GPS
This warning is displayed when there is a GPS failure.
 Whenever a RED or a AMBER warning occurs the Master Alarm Lamp
( Flasher unit) will start flashing.

 The Flasher unit contains a switch integral with the Master Alarm Lamp
to acknowledge the warning.

 The flasher operation of the front and rear cockpits are interlinked.

 When the flasher switch in front cockpit is pressed the flash and audio
tones in both the cockpits will be switched OFF and vice versa.
EXTERNAL LIGHTING SYSTEM
EXTERNAL LIGHTING SYSTEM SOP

LIGHTING BOX 1 NO. HAL-LD

WING TIP NAVIGATION LIGHT GREEN 1 NO. JSLI
WING TIP NAVIGATION LIGHT RED 1 NO. JSLI
TAIL NAVIGATION LIGHT 1 NO. JSLI
ANTICOLLISION LIGHTS 2 NOS HELLA
ANTICOLLISION LIGHT POWER SUPPLY 1 NO. HELLA
LANDING/TAXIING LIGHT 1 NO. JSLI
LIGHTING SYSTEM DESCRIPTION
NAVIGATION LIGHTS
WINGTIP NAVIGATION LIGHTS
THESE LIGHTS ARE INSTALLED ON THE LH AND RH WING TIP OF THE

AIRCRAFT.
TAIL NAVIGATION LIGHT
THIS LIGHT IS INSTALLED ON THE TAIL OF THE AIRCRAFT.
ANTICOLLISION LIGHTS
THE ANTI-COLLISION LIGHTS ARE INSTALLED ON THE SPINE AND
THE BELLY OF THE AIRCRAFT.
ANTICOLLISION LIGHT ENERGY BOX
THE ENERGY BOX DERIVES ITS INPUT FROM THE AIRCRAFT DC
POWER SOURCE AND SUPPLIES THE ANTI-COLLISION LIGHTS WITH
THE PULSED POWER.
 LANDING AND TAXIING LIGHTS
THE TAXI AND LANDING LIGHTS ARE INSTALLED ON THE NOSE
UNDERCARRIAGE.
LIGHTING SYSTEM OPERATION
 NAVIGATION LIGHTS .
THESE LIGHTS ARE CONTROLLED FROM THE FRONT COCKPIT.
THE INTENSITY OF THESE LIGHTS CAN BE CONTROLLED TO
EITHER BRIGHT OR DIM LEVELS FROM THE NAVIGATION LIGHTS
CONTROL SWITCH IN THE FRONT COCKPIT.
 ANTICOLLISION LIGHT SYSTEM
THE ANTI-COLLISION LIGHTS ARE CONTROLLED FROM THE
FRONT COCKPIT.
THESE LIGHTS DERIVE THEIR POWER FROM THE ENERGY BOX.
THEY HAVE A FLASH RATE OF 60 FLASHES PER MINUTE.
THE ENERGY BOX DERIVES ITS INPUT FROM THE AIRCRAFT DC
POWER SOURCE AND SUPPLIES IT TO ANTI-COLLISION LIGHTS
WITH THE PULSED POWER.
LIGHTING SYSTEM OPERATION

 LANDING AND TAXIING LIGHTS

THE TAXIING AND LANDING LIGHTS CAN BE CONTROLLED FROM BOTH.

THE COCKPITS AND CAN BE TURNED ‘ON’ ONLY WHEN THE UNDERCARRIAGE
UPLOCK MICRO-SWITCHES ARE UNLOCKED I.E., WHEN THE UNDER-CARRIAGE
IS NOT IN UPLOCKED CONDITION
LIGHTING SYSTEM SWITCHES FRONT COCKPIT

ANTICOLLISION LIGHT SWITCH

NAVIGATION LIGHTS SWITCH
LIGHTING SYSTEM SWITCHES FRONT COCKPIT

LANDING/TAXI SWITCH
LIGHTING SYSTEM SWITCH REAR COCKPIT

LANDING/TAXI SWITCH
FLIGHT TEST MONITORING PARAMETERS

1. STARTER VOLTAGE
2. GENERATOR VOLTAGE
3. MAIN BATTERY VOLTAGE
4. STANDBY BATTERY VOLTAGE
 GROUNDING

GENERATOR GENERATOR

LOAD LOAD LOAD LOAD

AIRCRAFT STRUCTURE USED AS RETURN AIRCRAFT STRUCTURE USED ONLY AS

PATH FOR CURRENT REFERENCE GROUND
 GROUNDING

A GROUND PLANE OR THE ENTIRE

AIRFRAME OF AN AIRCRAFT IS USED
AS GROUND REFERENCE PLANE
AND INDIVIDUAL RETURN WIRES
GENERATOR FROM VARIOUS CIRCUITS TO A
SINGLE POINT ARE NOT USED.
ADVANTAGEOUS IN REDUCING EMI
AT HIGH FREQUENCIES.

LOAD LOAD

AIRCRAFT STRUCTURE USED AS RETURN

PATH FOR CURRENT
 GROUNDING

A SINGLE PHYSICAL POINT IN

THE CIRCUITRY IS
DESIGNATED AS GROUND
REFERENCE POINT.ALL
GROUND CONNECTIONS ARE GENERATOR
MADE TO THIS POINT.
ADVANTAGE: COMMON
MODE COUPLING DUE TO
GROUND CURRENTS ARE
ELIMINATED.

LOAD LOAD

AIRCRAFT STRUCTURE USED ONLY AS

REFERENCE GROUND
 ELECTRICAL BONDING

PURPOSE
• PROVIDES A CONDUCTING CIRCUIT BY WHICH ELECTRICAL ENERGY
CAN PASS BETWEEN AIRCRAFT STRUCTURES,COMPONENTS AND
EQUIPMENT DURING CERTAIN FAULT CONDITIONS.
• NOT INTENDED TO FORM PART OF CURRENT PATH FOR NORMAL
SUPPLY OF POWER.
NECESSITY
• PROTECTION OF AIRCRAFT STRUCTURES AGAINST LIGHTNING
STRIKES.
• TO MINIMISE THE POSSIBILITY OF ELECTRIC SHOCK FROM ELECTRIC
SUPPLY AND DISTRIBUTION SYSTEM.
• TO PROVIDE AN ADEQUATE ELECTRICAL RETURN PATH UNDER FAULT
CONDITIONS.
 AIRCRAFT ELECTRICAL INTEGRATION

WIRING DIAGRAMS

 THEORETICAL WIRING DIAGRAMS

 ROUTING WIRING DIAGRAMS

 PANEL WIRING DIAGRAMS

 LOOM DIAGRAMS

 HARNESS DRAWINGS
 AIRCRAFT ELECTRICAL INTEGRATION
WIRING DIAGRAMS
 THEORETICAL WIRING DIAGRAMS
THE MAIN FUNCTION OF THESE DRAWINGS ARE TO HELP
UNDERSTAND THE FUNCTIONING OF THE SYSTEM.
 ROUTING WIRING DIAGRAMS
THE MAIN FUNCTION OF THESE DRAWINGS ARE TO IDENTIFY
ALL WIRES AND COMPONENTS OF A SYSTEM.
 PANEL WIRING DIAGRAMS
THE MAIN FUNCTION OF THESE DRAWINGS ARE TO HELP WIRE
THE COMPONENTS IN A PANEL.
 LOOM DIAGRAMS
THE MAIN FUNCTION OF THESE DRAWINGS ARE TO FABRICATE
WIRING ASSEMBLIES IN LOOM SHOPS.
 AIRCRAFT ELECTRICAL INTEGRATION
HARNESS DIAGRAMS
THE FUNCTION OF THIS DRAWING IS TO IDENTIFY AND CALL FOR
ALL WIRING MATERIALS IN A PANEL OR ZONE.