ATA 24

ELECTRICAL POWER

Jazz Aviation LP, 2011. All rights reserved. No part of these materials may be reproduced, stored in any material
form (including photocopying or storing on any medium by electronic means) without the prior written permission of the
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 ATA 24 - ELECTRICAL POWER
Table of Contents
EPGDS . . . . . . . . . . . . . . . . . . . . . . . . 6
Description. . . . . . . . . . . . . . . . . . . . . 6
BATTERY SYSTEM. . . . . . . . . . . . . . . . . . 8
Description. . . . . . . . . . . . . . . . . . . . . 8
Main and Auxiliary Batteries. . . . . . . . . . . 10
Battery Containment Vessel. . . . . . . . . . . 12
Standby Battery. . . . . . . . . . . . . . . . . 14
Controls and Indications. . . . . . . . . . . . . 16
Battery Load Indication. . . . . . . . . . . . 16
Battery Temperature Indication. . . . . . . . 16
STBY BATTERY, AUX BATTERY,
MAIN BATTERY Caution Lights. . . . . . . 18
STBY BATT HOT, AUX BATT HOT,
MAIN BATT HOT Warning Lights: . . . . . . 18
MAIN 28 VDC GENERATION SYSTEM. . . . . . . 20
Description. . . . . . . . . . . . . . . . . . . . 20
DC Starter/Generator . . . . . . . . . . . . . . 22
DC Generator Control Units (GCU). . . . . . . 24
Electrical Power Control Unit (EPCU) . . . . . . 26
DC Control Panel . . . . . . . . . . . . . . . . 28
DC Transformer Rectifier Units (TRU). . . . . . 30
DC Contactor Box . . . . . . . . . . . . . . . . 32
Standby Contactor Box . . . . . . . . . . . . . 36
Controls and Indications. . . . . . . . . . . . . 38
Caution Lights. . . . . . . . . . . . . . . . 40
APU 28VDC GENERATION SYSTEM . . . . . . . 42
Description. . . . . . . . . . . . . . . . . . . . 42
APU DC Generator . . . . . . . . . . . . . . . 44
Controls and Indications. . . . . . . . . . . . . 46
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DC EXTERNAL POWER SYSTEM . . . . . . . . . 48
Description. . . . . . . . . . . . . . . . . . . . 48
DC External Power Receptacle. . . . . . . . . 50
Controls and Indications. . . . . . . . . . . . . 50
EIS DC External Power Indications. . . . . . . 52
DC ELECTRICAL LOAD DISTRIBUTION. . . . . . 54
Description. . . . . . . . . . . . . . . . . . . . 54
28 VDC Circuit Breaker Panels. . . . . . . . . 56
28 VDC Avionics Circuit Breaker Panel . . . . . 58
AC VARIABLE FREQUENCY SYSTEM. . . . . . . 60
Description. . . . . . . . . . . . . . . . . . . . 60
AC Generators. . . . . . . . . . . . . . . . . . 64
AC Generator Adapter Plate . . . . . . . . . 66
AC Generator Control Units (GCU). . . . . . . 66
Voltage Regulation. . . . . . . . . . . . . . 66
Control Of The AC Generator
Line Contactor . . . . . . . . . . . . . . . . 66
Protection. . . . . . . . . . . . . . . . . . .68
AC Control Panel . . . . . . . . . . . . . . . . 70
AC Contactor Boxes. . . . . . . . . . . . . . . 72
AC Contactor Box Contactors . . . . . . . . . . 74
AC Generator Line Contactors. . . . . . . . 74
External Power Contactors. . . . . . . . . . 74
Galley Load Shed Contactors. . . . . . . . 74
Controls And Indication . . . . . . . . . . . . . 76
AC Voltage. . . . . . . . . . . . . . . . . . 76
AC Load. . . . . . . . . . . . . . . . . . . 76
AC GEN Caution Lights . . . . . . . . . . . 76
AC BUS Caution Lights . . . . . . . . . . . 78
AC GEN HOT Caution Lights . . . . . . . . 78
External Power Receptacle. . . . . . . . . . . 80
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External AC Power Protection Unit . . . . . . . 80
Controls And Indications. . . . . . . . . . . . . 82
ELECTRICAL LOAD DISTRIBUTION. . . . . . . . 84
Description. . . . . . . . . . . . . . . . . . . . 84
115 VAC Variable Frequency
Circuit Breaker Panel. . . . . . . . . . . . . 84
Operation . . . . . . . . . . . . . . . . . . . . 84

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List of Figures
EPGDS
Figure 1 EPGDS Block Diagram. . . . . . . . . 7
BATTERY SYSTEM
Figure 2 Battery System . . . . . . . . . . . . 9
Figure 3 Main and Aux Batteries. . . . . . . . 11
Figure 4 Battery Containment Vessel. . . . . 13
Figure 5 Standby Battery . . . . . . . . . . . 15
Figure 6 Controls and Indications . . . . . . . 17
Figure 7 Caution & Warning Lights - Batteries. 19
MAIN 28 VDC GENERATION SYSTEM
Figure 8 Main DC Generation System. . . . . 21
Figure 9 DC Starter Generator. . . . . . . . . 23
Figure 10 DC Generator Control Unit (GCU) . 25
Figure 11 Electrical Power
Control Unit (EPCU). . . . . . . . . . . . . . . 27
Figure 12 DC Control Panel . . . . . . . . . . 29
Figure 13 Transformer Rectifier Unit (TRU) . . 31
Figure 14 DC Contactor Box. . . . . . . . . . 33
Figure 15 DC Contactors . . . . . . . . . . . 35
Figure 16 STBY Contactor Box. . . . . . . . 37
Figure 17 Controls and Indications . . . . . . 39
Figure 18 Caution Lights. . . . . . . . . . . . 41
APU 28VDC GENERATION SYSTEM
Figure 19 APU Operation . . . . . . . . . . . 43
Figure 20 APU Starter/Generator. . . . . . . 45
Figure 21 Controls and Indications . . . . . . 47
DC EXTERNAL POWER SYSTEM
Figure 22 DC External - Schematic. . . . . . 49
Jazz Aviation LP
Rev. 1.0 - Jan/2011
Figure 23 DC EXT. Power -
Control & Receptacle . . . . . . . . . . . . . . 51
Figure 24 EIS Indication - DC External Power. 53
DC ELECTRICAL LOAD DISTRIBUTION
Figure 25 DC Electrical Load Distribution . . . 55
Figure 26 Left & Right DC Circuit
Breaker Panels. . . . . . . . . . . . . . . . . .57
Figure 27 28 VDC Avionics C/B Panel. . . . . 59
AC VARIABLE FREQUENCY SYSTEM
Figure 28 AC Variable Frequency System . . 61
Figure 29 AC Generation - Normal Operation. 63
Figure 30 AC Generator . . . . . . . . . . . . 65
Figure 31 AC GCU Location. . . . . . . . . . 67
Figure 32 AC GCU. . . . . . . . . . . . . . . 69
Figure 33 AC Control Panel . . . . . . . . . . 71
Figure 34 AC Contactor Box (ACCB) . . . . . 73
Figure 35 ACCB Contactors. . . . . . . . . . 75
Figure 36 AC Control and Indications . . . . . 77
Figure 37 Caution Lights. . . . . . . . . . . . 79
Figure 38 AC External Power
Receptacle and EPPU. . . . . . . . . . . . . . 81
Figure 39 AC External Power - Controls and
Indications . . . . . . . . . . . . . . . . . . . . 83
ELECTRICAL LOAD DISTRIBUTION
Figure 40 AC Distribution . . . . . . . . . . . 85
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EPGDS The AC variable frequency generators make 115 VAC

three phase electrical power for AC systems that are
The Electrical Power Generation and Distribution System not frequency sensitive, such as deicing heaters,
(EPGDS) supplies electrical energy to all electrical fuel auxiliary pumps, the Standby Power Unit (SPU)
equipment through an AC Variable Frequency System hydraulic pump and the galleys. They also energize the
and Main 28 Vdc Generation System. Transformer Rectifier Units (TRU), which are part of the
The EPGDS does energy conversion, distribution, Main 28 Vdc Generation System to supply 28 Vdc.
storage, control, protection, monitoring, and indication. The Main 28 Vdc Generation System is energized by
Description theses sources:
Two engine driven starter/generators
The EPGDS has these sub-systems:
Two Transformer Rectifier Units (TRU)
Alternating current variable frequency
Three NiCad batteries
Main 28 VDC generation
Auxiliary Power Unit (APU).
Battery
Auxiliary Power Unit (APU) 28 Vdc
External AC ground power
External DC ground power
AC electrical load distribution
DC electrical load distribution.
The EPGDS has connections AC for and DC external
power while on the ground.
Note: The AC external power source does not supply
electrical power for engine starting.
The power is distributed by an electrical bus system.
It reconfigures when an electrical power source or bus
malfunction, by the automatic closing and opening of bus
tie contactors.

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Jazz Aviation LP Figure 1 EPGDS Block Diagram Page 7

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BATTERY SYSTEM
The battery system supplies aircraft engine start power,
emergency 28 Vdc electrical power to the aircraft DC
essential buses and to the No. 3 Standby Hydraulic
Pump.
Description
The battery power system of the aircraft has three
batteries and switching devices to supply electrical power
to the essential buses during emergency flight conditions.
The main, auxiliary, and standby batteries are connected
to the main feeder buses to receive a charging current.
The main and the auxiliary batteries also connected
to the main feeder buses to supply electrical power to
start the engines. During an engine start condition, the
standby battery is isolated from the main feeder bus,
but stays connected to the essential buses to maintain a
minimum voltage level on the essential bus.
The standby battery has a related battery power bus in
the right DC circuit breaker panel that is energized at all
times. The auxiliary and main batteries have a related
battery power bus in the left DC circuit breaker panel that
is energized when the AUX BATT or MAIN BATT toggle
switch is set to on.
The Engine and System Integrated Display (ESID)
system shows main 28 Vdc generation system electrical
indications
Jazz Aviation LP
Rev. 1.0 - Jan/2011
The Battery system has these components:
Battery and Box, Main
Vent and Drains, Main Battery
Battery and Box, Auxiliary
Vent and Drains; Auxiliary Battery
Battery and Box, Standby
Vent and Drains, Standby Battery.
The contactors to connect the main and auxiliary
batteries are located in the DC Contactor Box (DCCB)
and the contactors that control the standby battery
operation are located in the Standby Battery Contactor
Box (SBCB)
The Multi-Function Display (MFD) electrical system page
and the caution and warning lights system show battery
system indications.
The Electrical Power Control Unit (EPCU) supplies
indication data through the two Input/Output Processors
(IOP1, IOP2) located in the Integrated Flight Cabinets
(IFC) to the Electronic Instruments System (EIS).
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Jazz Aviation LP Figure 2 Battery System Page 9

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Main and Auxiliary Batteries
The 40 A hour batteries have a rated discharge of 40
A for one hour. The discharge rate is not linear. The
capacity is usually less than the rated value when the
discharge current is more than the nominal value.
The left lower nose compartment door must be opened to
access the main and auxiliary batteries. The main battery
is located forward of the auxiliary battery. The batteries
are secured to the airframe in the nose compartment with
tabs that are part of the battery case cover. The case is
a steel box with a removable cover to give access for
inspection.
It also has a vent port that attaches to a tube that routes
the gas overboard through a containment vessel.
The main and auxiliary batteries are 40 A hour batteries
with an assembly of individual cells contained in a steel
case. Each cell is connected in series to make 24 Vdc at
the terminals. Solid copper bus bars are used to connect
the cells. They weigh 76.51b (34.7 kg) and are 10.25 in.
(260.4 mm) wide, 10.5 in. (266.7 mm) long and 9.7 in.
(246.4 mm) high.
The main and auxiliary batteries are self contained power
sources that operate in the charge and discharge modes.
The main 28 Vdc generation system supplies electrical
power to the battery during the charge mode. The
amount of charge current is determined by the state of
charge and the internal resistance of the battery.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
After a long discharge period, the initial charge current
can peak at 200 A. The current rapidly decreases as the
battery starts to charge.
During the discharge mode, the battery supplies electrical
power. The battery output voltage decreases as the
current load increases.
Note: The voltage at the battery terminals cannot be
used as an indication of the battery state of
charge.
The battery has nickel and cadmium (NiCad) plates with
potassium hydroxide electrolyte. The NiCad battery has
relatively constant voltage for most of the discharge
condition.
A main power positive and negative electrical connection
to the battery terminals is made with a power plug
connector attached to the case. The batteries have
two independent internal sensors that sense battery
temperature. A Resistive Temperature Device (RTD)
thermal sensor is used to measure the battery
temperature for an EIS indication and a bimetallic
temperature switch is used to sense a temperature
exceedance for a warning indication. The internal sensor
wires are routed through a circular connector attached to
the battery case.
The left lower nose compartment door must be opened
to access the main and auxiliary batteries. The auxiliary
battery is located aft of the main battery. It is secured to
the airframe in the nose compartment with tabs that are
part of the battery case cover.
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Jazz Aviation LP Figure 3 Main and Aux Batteries Page 11

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Battery Containment Vessel

The left lower nose compartment door must be opened
to access the containment system. It is secured to the
battery shelf with three mounting screws.
The overflow containment system protects the aircraft
structure and other parts from the corrosive battery
gases and fluid.
Each battery has a vent port that attaches to a tube to
route its gases through a containment vessel overboard.
The electrolyte in the battery is potassium hydroxide and
water. The containment system has a bottle with a boric
acid and water wetted sponge to neutralize the battery
electrolyte.

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Jazz Aviation LP Figure 4 Battery Containment Vessel Page 13

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Standby Battery
The left upper nose compartment door must be opened
to access the standby battery. The battery is secured to
the airframe in the nose compartment with tabs that are
part of the battery case cover. The case is a steel box
with a removable cover to give access for inspection.
It also has a vent port that attaches to a tube that routes
the gases overboard through a containment vessel. The
battery is a 17 or 40 A hour battery with an assembly
of individual cells contained in a steel case. Each cell
is connected in series to make 24 Vdc at the terminals.
Solid copper bus bars are used to connect the cells.
The 17 ampere hour standby battery weighs 38.5 Ib
(17.46 kg). It is 7.7 in. (195.6 mm) wide, 8.5 in. (215.9
mm) long and 9.75 in. (247.7 mm) high.
The Standby Battery is a self contained power source
that operates in the charge and discharge modes. The
main 28 Vdc generation system supplies electrical power
to the battery during the charge mode. The amount of
charge current is determined by the state of charge
and the internal resistance of the battery. After a long
discharge period, the initial charge current can peak at
200 A. The current rapidly decreases as the battery starts
to charge.
During the discharge mode, the battery supplies electrical
power. The battery output voltage decreases as the
current load increases. The 17 A hour batteries have
a rated discharge of 17 A for one hour. The discharge
rate is not linear. The capacity is usually less than the
Jazz Aviation LP
Rev. 1.0 - Jan/2011
rated value when the discharge current is more than the
nominal value.
Note: The voltage at the battery terminals cannot be
used as an indication of the battery state of
charge.
The battery has nickel and cadmium (NiCad) plates with
potassium hydroxide electrolyte. The NiCad battery has
relatively constant voltage for most of the discharge
condition.
A main power positive and negative electrical
connection to the battery terminals is made with a
power plug connector attached to the case. The battery
has two independent internal sensors that sense
battery temperature. A Resistive Temperature Device
(RTD) thermal sensor is used to measure the battery
temperature for an EIS indication and a bimetallic
temperature switch is used to sense a temperature
exceedance for a warning indication. The internal sensor
wires are routed through a circular connector attached to
the battery case.
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Jazz Aviation LP Figure 5 Standby Battery Page 15

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Controls and Indications symbol before the numbers is used to show an overload
condition of the battery. The symbol is out of view
The battery toggle switch located on the DC control panel
when the load is less than 100 0/0. A - symbol shows a
is set to BATTERY MASTER position to let the standby,
discharge condition.
auxiliary and main batteries energize the essential buses
if no other DC power source is available. Battery Temperature Indication
The battery toggle switches are set to STBY BATT, AUX The battery temperature indication shows the battery
BATT, and MAIN BATT positions to let the standby, temperature in degrees Celsius in white numbers. The
auxiliary and main batteries connect to the main feeder indication changes to yellow when temperature is more
buses to receive a charging current. than 50 and less than 65C. If the temperature is more
than 65 c, the indication will change to red.
Note: The BATTERY MASTER, AUX BATT, or MAIN
BATT toggle switch is set to on to energize the Note: The Resistive Thermal Device (RTD) supplies
battery power bus in the left DC circuit breaker temperature data through the EPCU and
panel. FDPS to the EIS.
The MFD1 and MFD2 reversion switches located on Note: When the voltage or load data malfunctions, the
the ESID Control Panel (ESCP) are used to select the digits are replaced by white dashes
electrical page on the multi-functional displays.
The Multi-Function Display (MFD) electrical system page
shows these battery system indications:
Load
Temperature.
The battery indication has a BATT title in white letters.
The indication has MAIN, AUX and STBY titles in white
fonts to show the load and temperature of the main,
auxiliary and standby batteries.
Battery Load Indication
The battery load indication shows the battery load in
white numbers. The numbers show the battery output
load as a percentage of the total rated output. A +
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Jazz Aviation LP Figure 6 Controls and Indications Page 17

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The battery system malfunctions are shown with these
caution lights:
STBY BATTERY
AUX BATTERY
MAIN BATTERY.
STBY BATTERY, AUX BATTERY, MAIN BATTERY
Caution Lights
The STBY BATTERY, AUX BATTERY or MAIN BATTERY
caution lights come on to show that the battery is not
connected to its main feeder bus for charging.
The caution lights receive their signals from the related
contactor K25, K7 and K8.
The battery system malfunctions are shown with these
warning lights:
STBY BATT HOT
AUX BATT HOT
MAIN BATT HOT.
STBY BATT HOT, AUX BATT HOT, MAIN BATT HOT
Warning Lights:
The STBY BATT HOT, AUX BATT HOT or MAIN BATT
HOT warning lights come on to show that the battery
temperature is more than 71 c. It goes out when the
temperature is less than 63C.
The inputs to these warning lights come directly from the
bi-metal temperature switch located in each battery.

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Jazz Aviation LP Figure 7 Caution & Warning Lights - Batteries Page 19

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MAIN 28 VDC GENERATION SYSTEM DCCB Contactors
The main 28 Vdc generation system makes and supplies Standby Battery Contactor Box (8BCB)
28 Vdc electrical power to the aircraft DC buses. DC Current Transformers (DC CT)
Description Current shunts.

The main 28 Vdc generation system has two DC starter/ The Multi-Function Display (MFD) electrical system page
generators, one on each engine, and two Transformer and the caution and warning lights system show main 28
Rectifier Units (TRU) to supply electrical power Vdc generation system indications.
independently to the left and right DC bus systems. The direct current (DC) system operates in these modes:
When a DC starter/generator or TRU malfunctions, the Normal
main 28 Vdc generation system automatically connects Protection
its bus to another serviceable electrical source for Fault Tolerant
continuous operation.
Emergency
A DC external power receptacle and control circuitry Diagnostics and Monitoring.
allows the system to be powered from an external power
source while the aircraft is on the ground.
Toggle switches located on the DC control panel in
the flight compartment give manual control of the main
28 Vdc generation system. The Engine and System
Integrated Display (ESID) system shows main 28 Vdc
generation system electrical indications.
The Main 28 Vdc Generation System has these units:
DC Starter/Generators (GEN)
DC Generator Control Units (DC GCU)
Electrical Power Control Units (EPCU)
DC control panel
DC Transformer Rectifier Units (TRU)
DC Contactor Boxes (DCCB)
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Jazz Aviation LP Figure 8 Main DC Generation System Page 21

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DC Starter/Generator
The DC starter/generator attaches to the accessory
gearbox with a Quick-Attach/Detach (QAD) adapter that,
once installed, stays attached to the gearbox when DC
starter/generator is removed. The DC starter/generator
connects to the QAD with a V band clamp to secure the
assembly. The QAD has an opening that connects to an
airframe duct to exhaust cooling air outside of the engine
nacelle.
The torque force is transmitted to the DC starter/
generator through a splined shaft that connects to the
engine accessory gearbox. The DC starter/generators
drive shaft has a shear section that breaks to protect the
accessory gear box drive train from damage when too
much torque is supplied.
The DC starter/generator is an electromagnetic machine.
When it rotates, it will change engine input mechanical
torque to output DC electrical power. In the starter mode,
it changes input electrical DC electrical power into a
mechanical output torque. The DC starter/generator
operation is controlled and monitored by the DC
Generator Control Unit (GCU).
The DC starter/generator is a four-pole, shunt connected,
fully compensated DC generator with interpole windings,
brush commutation, and an internal cooling fan. It is
attached to the aircraft accessory gearbox.
The DC starter/generator has a permanent magnet
so that it can make output voltage without an external
excitation source. The output from the DC starter/
generator is sent to the DC GCU. The DC GCU supplies
Jazz Aviation LP
Rev. 1.0 - Jan/2011
the DC starter/generator with its output voltage until the
DC GCU starts regulation. When regulating, the DC GCU
supplies a modulated current to the DC starter/generator
to maintain a 28.5 Vdc output. The DC starter/generator
has stator and rotor assemblies contained in a cylindrical
shaped housing. The housing is made of a high iron
content material. It is part of the magnetic circuit for the
starter assembly.
The rotor assembly has a rotor winding that connects to
the fixed input terminals on the machine housing through
a brush/commutator assembly. The machine housing
has 4 poles with a four brush block assembly to switch
the input or output current to the correct rotor winding.
The rotor is held at each end by ball bearings that are
mounted in the housing. The ball bearings are pre
lubricated with grease when installed and service is not
necessary until overhaul.
The DC starter/generator has a fan to supply a forced
air flow axially through it to cool the rotor and starter
windings, the commutator assembly, and the bearings.
Air is drawn from outside the nacelle through NACA vents
to keep the operating temperatures satisfactory. The
brushes that are used in the DC starter/generator have
optimum life when blast cooling is supplied by propeller
thrust to lower their temperature.
The DC starter/generator electrical power circuit has a
4 pole shunt that operates at 12,000 rpm. The electrical
circuit of the DC starter/generator has interpole windings
to help the flux path between the stator and rotor to
increase generator efficiency. The DC GCU supplies
a control current to the shunt field winding of the DC
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Jazz Aviation LP Figure 9 DC Starter Generator Page 23

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starter/generator to control its output voltage. The voltage to maintain a constant voltage at the Point of
shunt field winding current is amplified by the rotational Regulation (POR) under different load conditions. The DC
energy of the engine to make the rated output of 400 A starter/generator speed and voltage will increase when
at 30 Vdc. The DC starter/generator terminal voltage is the engine is operating. When the output voltage is more
monitored by the EPCU for CBIT functions. than 1 Vdc of the bus voltage, the DC GCU will cause
the bus contactor to connect the DC starter/generator to
Inputs and outputs of the stator windings are given by its main feeder bus.
connections on the body of the DC starter/generator. Low
current connections are made with a circular connector When the two main feeder buses are connected together
and high power output connections are made to studs through K21 by a MAIN BUS TIE toggle switch selection
mounted on a terminal block. A bonding stud on the or EPCU reconfiguration, a signal is sent to each DC
housing of the DC starter/generator is used to connect it GCU to make the DC starter/generators load share.
to the airframe ground potential. The DC GCU regulates the DC starter/generators output
The DC starter/generator has a temperature switch that and gives these protective functions:
closes a set of contacts when the temperature of the DC
Parameter Value
starter/generator is excessive. It gives continuity through
two pins on the DC starter/generator connector to make Over voltage 32.5
the DC GEN HOT indication come on in the caution and Differential Feeder Fault 75 A 25 A
warning lighting panel. Detection
Bus Fault Detection 800 A
DC Generator Control Units (GCU) Parallel Load Sharing 10% rated current
The DC GCU controls the DC starter/generator start and
regulation modes. The DC GCU senses the DC starter/
generator speed and it stops the start mode when the
speed of the engine is more than 50%) NH. At the end of
the start mode, the DC GCU opens the bus contactor and
de-energizes the DC starter-generator.
When the DC GCU senses a voltage output from the
DC starter/generator, a field control contactor in the DC
GCU switches from the field build up circuits to a voltage
regulator circuit. The voltage regulator is a closed loop
control circuit. It adjusts the duty cycle of the exciter field
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Jazz Aviation LP Figure 10 DC Generator Control Unit (GCU) Page 25

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The DC Generator Control Unit (GCU) contains the
voltage regulation and protection circuits for the DC
starter/generator. Printed circuit cards, discrete power
semiconductors, and electromechanical contactors are
put in an aluminum box without the need for convection
cooling through the box.
The DC GCU is cooled by conduction through the
chassis mounting locations and by convection of air over
the surface of the box. Power dissipating components
in the DC GCU are attached to chassis heat sinks to
transfer heat to it. Electrical connections are made with
a single connector that is attached to the end of the DC
GCU enclosure.
Electrical Power Control Unit (EPCU)
The EPCU manually or automatically controls the
operation of some contactors in the main 28 Vdc
generation system. It manually controls contactors by
flight compartment toggle switch selections.
For example, a manual external DC power selection
causes the EPCU to close the external power contactor.
Automatic functions are used to reduce pilot work load
and to start protective functions that cannot tolerate the
time delay associated with a pilot selection. For example,
the EPCU automatically causes the external power
contactor to open when an over voltage condition is
sensed. Digital logic control is used as the primary control
of the main 28 Vdc generation system. Analogue to
digital circuits in the EPCU changes the analogue inputs
to digital format to control the system. The output signals
Jazz Aviation LP
Rev. 1.0 - Jan/2011
are supplied through output drives that use current
limiting for isolation.
The critical aircraft operating functions use circuits with
usually closed contactors to let the flight compartment
toggle switches control the main 28 Vdc generation
system when the EPCU is de-energized.
The voltage and current data is supplied to the Electronic
Instruments System (EIS) through the Integrated Flight
Cabinets (IFC1, IFC2) for indication. The data supplied
for indication is not used for the control functions.
The EPCU has daughter printed circuit card assemblies
and a mother board contained in an aluminum enclosure.
The daughter printed circuit card assemblies connect to
a mother board that connects to interface connectors.
The daughter circuit card assemblies connect to the
motherboard using thermal card guides for support and
thermal dissipation.
The EPCU is cooled by conduction through the mounting
feet of the unit to the airframe and by natural convection
through cooling holes near high power dissipation
devices. The high power devices are attached to heat
sinks on the circuit card assemblies that contact the
thermal card guides when it is installed.
The box enclosure has three connectors that connect
to the remaining part of the system. One connector is
used for the APU interface functions. A carrying handle
is provided for transporting the EPCU. The EPCU has
hard mounting points as an alternative to rack mounting.
The EPCU has an interface panel with two push-button
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Jazz Aviation LP Figure 11 Electrical Power Control Unit (EPCU) Page 27

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double throw switch. The toggle lever is connected to
switches and a digital display on its front face to access
a mechanism located in the body of the switch that
fault codes.
moves in the opposite direction as the toggle lever. The
The Electrical Power Control Unit (EPCU) records main wires from the receptacle connector are connected to
28 Vdc generation system fault conditions. It has an the switch terminals with lugs except the bus fault reset
interface panel on its front face to look at the fault codes toggle switch that has solder wire connections. The
toggle switches are attached to the backing panel with
DC Control Panel mounting nuts and lock washers.
The DC control panel is attached to the overhead console
using four DZUS fasteners. The fasteners and a bonding
wire are directly connected to the chassis to make a
ground continuity connection between the backing panel
and the aircraft structure.
The DC control panel gives manual control of the main
28 Vdc generation system. It has these toggle switches
to control the systems:
Batteries
DC starter/generators
External DC power
Main feeder bus tie
Bus fault reset.
The DC starter/generator, standby, auxiliary, and main
battery toggle switches are positive break, two pole,
double throw, toggle switches. The battery master toggle
switch is a four pole, double throw switch.
The main bus tie and DC external power toggle switches
are positive break, single pole, double throw toggle
switches and the main bus tie toggle switch has a
locking mechanism that locks the selection to the set
position. The bus fault reset toggle switch is a four pole,
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Jazz Aviation LP Figure 12 DC Control Panel Page 29

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DC Transformer Rectifier Units (TRU) a maximum of 10 seconds. The AC generator output
voltage is reduced proportionally with the frequency to
The TRU are located in the nose of the aircraft. They are prevent damage to the TRU.
accessed by opening the upper right nose compartment
door. The TRU enclosure has a rectangular shape, with No active control to connect or disconnect the TRU from
the cooling air flow driven from the front face along the the AC generator is necessary. A short circuit in the TRU
length of the enclosure to the rear face, where provision or related aircraft wiring will open its 3 phase AC circuit
is included to attach ducting for routing of the hot exhaust breaker.
air. The cooling air is forced through the unit using a fan The TRU has a thermal sensor to automatically control
mounted in the TRU at the front face. This fan is powered the cooling fan. The cooling fan draws in ambient air and
from within the TRU without the need for external exhausts it outside the aircraft through a flange on the
activation and is thermostatically controlled so as to TRU attached to an airframe duct. If the TRU overheats,
only be operational when the unit requires cooling. The the thermal sensor supplies a signal to the caution and
enclosure provides for mounting by incorporating four warning lights system.
hard mounting feet that bolt to the aircraft structure.
The Transformer Rectifier Unit (TRU) is a self contained,
solid state power conversion device that changes 115
VAC variable frequency AC electrical power to 28 Vdc
electrical power.
The TRU receives three phase 115 VAC power through
a circular connector on the front face of the enclosure.
The output 28 Vdc power is available through positive
and negative studs also located on the front face of the
enclosure.
The TRU supplies an indication of its status for indication
in the flight compartment through the EPCU.
The TRU stays energized during AC generator under
frequency and under voltage condition. When the
frequency and voltage are decreased because of AC
generator under speed operation during propeller
feathering, the TRU stays connected to the load for
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Jazz Aviation LP Figure 13 Transformer Rectifier Unit (TRU) Page 31

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DC Contactor Box
The DC Contactor Box (DCCB) is installed in the nose
compartment and is secured to the airframe with six
mounting bolts. It weighs 76 Ib (34.47 kg) and it is 47.5
in. (1.2 m) long, 9.2 in. (233.7 mm) high and 16 in. (406.4
mm) wide.
The DCCB is not a Line Replaceable Unit (LRU). It
does not require replacement unless it is damaged. The
components in the DCCB are easily accessed when its
covers are removed. The components in the DCCB give
control and distribution of the DC power source from the
two DC starter/generators transformer rectifier units, main
and auxiliary batteries, or DC external power source.
The DC Contactor Box (DCCB) assembly is used to
distribute and control the main 28 Vdc electrical power.
The DCCB contains monitor and protection components
in a protected environment. The box has covers to allow
access to the internal Line Replaceable Units (LRU). The
electrical power connections between contactors in the
DCCB is made with bus bars. They are attached by a
mounting plate assembly that secures the bus bars in the
DCCB. Standard cable is used to make the connections
between the mounting plate assembly and the box
connectors. The DCCB has circuit breakers to protect
the feeder cables that are routed directly to the aircraft
equipment or to the circuit breaker panels in the flight
compartment. The DCCB cover must be removed to get
access to the circuit breakers.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
The DCCB contains these components:
Diodes
Current transformers
DC circuit breakers
Protective fuses
DC starter/generator bus tie contactors, K1 and K2
Main feeder bus tie contactor, K21
Secondary feeder bus tie contactor, K22
Secondary/main feeder bus tie contactors, K5 and K6
DC external power contactor, Kg
Battery bus tie contactor, K7 and K8.
Diodes
Diodes are electronic devices that are used to isolate the
direct current power sources.
Current Transformers
Two current transformers, identified CT1 and CT3,
located in the DCCB, are used to sense the current
flow in the main feeder buses. The main feeder current
transformers supply current data to the EPCU differential
current sense circuits. Each current transformer
assembly is a toroidal (ring-type) current transformers.
The cable from each phase of the system is passed
through a toroid. A multi-pin connector is used to make
electrical connections between the toroids and the other
components. The toroidal current transformers are
contained in an aluminum case and have mounting holes
that are not symmetrical to prevent improper installation.
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Jazz Aviation LP Figure 14 DC Contactor Box Page 33

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DC Circuit Breakers
The circuit breakers are installed in the DCCB to protect
the feeder cables that are routed to the circuit breaker
panel in the flight compartment. Protective Fuses: Two
fuses are installed in the DCCB to protect the feeder
cables that go to the loads. A 100 A fuse protects the
ECS recirculation fan and a 150 A fuse protects the TRU
and the secondary feeder bus tie contactor, K22.
DC Contactors
The contactors are attached to the bus bars with
mounting screws and to a connector with two mounting
screws.
Each contactor has 400 A single pole, single throw
contact arrangement with 2 sets of 5 A auxiliary contacts.
Coil windings are used to move the contact arms.
The DC contactors in the DC contactor box connect the
DC electrical sources to the main and secondary feeder
buses.

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Jazz Aviation LP Figure 15 DC Contactors Page 35

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Standby Contactor Box
The Standby Contactor Box (SBCB) is installed in the
nose compartment or aft fuselage compartment and
is secured to the airframe with four mounting bolts. It
weighs 14 Ib (6.35 kg) and it is 12.1 in. (307.3 mm) long,
5.9 in. (150 mm) high and 12.03 in. (305.56 mm) wide.
The Standby Contactor Box (SBCB) energizes the No.
3 hydraulic system DC Motor Pump (DCMP) and battery
buses in the flight compartment. The SBCB has monitor
and protection components in a protected environment.
The box has a cover to allow access to the internal Line
Replaceable Units (LRU).
The electrical power connections between contactors in
the SBCB is made with bus bars. They are attached by a
mounting plate assembly that secures the bus bars in the
SBCB. Standard cable is used to make the connections
between the mounting plate assembly and the box
connectors. The SBCB uses three circular connectors to
interface with the other aircraft system components in the
main 28 Vdc generation system. The SBCB has circuit
breakers to protect the feeder cables that are routed
directly to the aircraft equipment or to the circuit breaker
panels in the flight compartment. The SBCB cover must
be removed to get access to the circuit breakers.
The SBCB is not a Line Replaceable Units (LRU). It
does not require replacement unless it is damaged. The
components in the SBCB are easily accessed when its
covers are removed. The components in the SBCB gives
control and distribution of the DC power source from the
standby battery.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
The SBCB contains these components:
Diode, CR 6, CR7, CR8
Circuit Breakers
DCMP power contactor, K23
Main Bus contactor, K25
Essential Bus contactor, K24.
Diodes
Diodes are electronic devices that are used to isolate the
direct current power sources. A 100 A diode is located in
the SBCB. It is connected between the standby battery
and the left essential distribution bus. The diode allows
power to reach the essential bus but prevents the left
essential bus from being the source of power.
DC Circuit Breakers
The circuit breakers are installed in the DCCB to protect
the feeder cables that are routed to the hydraulic DCMP
and circuit breaker panel in the flight compartment.
DC Contactors
The contactors are attached to the bus bars with
mounting screws and to a connector with two mounting
screws. Each contactor has 400 A single pole, single
throw contact arrangement with 2 sets of 5 A auxiliary
contacts. Coil windings are used to move the contact
arms. The DC contactors in the standby contactor box
connect the standby battery to the hydraulic DCMP and
battery buses in the flight compartment.
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Jazz Aviation LP Figure 16 STBY Contactor Box Page 37

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Controls and Indications DC Voltage Indication
When the aircraft engines are operating with no external The DC voltage indication shows the DC essential, main,
AC and DC power connected, and the DC starter/ and secondary bus voltage in white numbers.
generator toggle switches located on the DC control DC Starter/Generator and TRU Load Indication
panel are set to GEN 1 and GEN 2, the DC starter/
generators are connected to their related DC main feeder The DC starter/generator load indication shows the DC
buses for operation. starter/generator output load. The numbers show the DC
starter/generator output load as a percentage of the total
The DC starter/generator toggle switches are set to the rated output. A 1.00 indication is used to show 1000/0.
OFF position to de-energize the DC generators and reset
latched functions in the DC GCU. The bus fault toggle A + symbol before the numbers shows an overload
switch is set to BUS FAULT RESET position to reset condition of the DC starter/generator or TRU. The +
latched functions in the EPCU. symbol is out of view when the load is less than 100%
The MFD1 and MFD2 reversion switches located on NOTE: When the voltage or load data malfunctions,
the ESID Control Panel (ESCP) are used to select the the digits are replaced by white dashes.
electrical page on the multi-functional displays.
The electrical page shows these DC starter/generator
indications:
Essential, main, and secondary bus voltages
DC starter/generator loads
TRU loads.
The DC voltage indication has a DC BUS L and DC BUS
R title in white fonts to show the voltage of the essential,
main, and secondary buses. The DC load indication has
a DC GEN1 and DC GEN2 title in white fonts to show the
load of the DC starter/generators and it has a TRU1 and
TRU2 title in white fonts to show the load of the TRU.

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Jazz Aviation LP Figure 17 Controls and Indications Page 39

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Caution Lights DC BUS Caution Light
The main 28 Vdc generation system malfunctions are The DC BUS caution light comes on to show that the
shown with these caution lights: EPCU has reconfigured the main 28 Vdc generation
#1 DC GEN system because of a source or bus fault condition. If the
bus fault is reset, the indication will go out. The caution
#2 DC GEN
light receives its input from the EPCU.
L TRU
#1 DC GEN HOT, #2 DC GEN HOT Caution Light
R TRU
DC BUS The #1 DC GEN HOT or #2 DC GEN HOT caution light
comes on to show that the generator temperature is more
#1 DC GEN HOT
than 160 of (71.1 C) and goes out when the temperature
#2 DC GEN HOT is less than 155 of (68C). The two caution lights receive
L TRU HOT their inputs directly from the bimetal thermal sensor in
R TRU HOT. each starter/generator.

#1 DC GEN, #2 DC GEN Caution Light: L TRU HOT, R TRU HOT Caution Light

The #1 DC GEN or #2 DC GEN caution light comes on The L TRU HOT or R TRU HOT caution light comes on
to show that the generator is not connected to its bus to show that the TRU has overheated. The two caution
because of a source fault condition, the DC starter/ lights receive their inputs directly from the TRU.
generator toggle switches are set to the OFF position, or
external DC power is energizing the left and right main
feeder buses. The caution lights receive their inputs from
the left GCU and right GCU.
L TRU, R TRU Caution Light
The L TRU or R TRU caution light comes on to show
that the a secondary feeder bus is not energized by its
related TRU because of a source fault condition or the
AC generator toggle switches are set to the OFF position.
The caution lights receive their inputs from the EPCU.

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Jazz Aviation LP Figure 18 Caution Lights Page 41

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APU 28VDC GENERATION SYSTEM
The APU 28 Vdc generation system makes and supplies
28 Vdc electrical power to the aircraft 28 Vdc buses.
The APU supplies 28 Vdc to the main, essential and
secondary DC buses while the aircraft is on the ground.
The annunciator switches located on the APU control
panel in the flight compartment give manual control of the
APU 28 Vdc generation system.
The Engine and System Integrated Display (ESID)
system shows 28 Vdc generation system electrical
indications. After the APU is started, the APU DC
generator is available to supply power in parallel with
the batteries to assist start the aircraft engines. The APU
generator is connected to the right main feeder bus and
automatically cross ties to the left main feeder bus to
supply 28 Vdc electrical power to the DC buses.
The APU 28 Vdc electrical power system has these
components:
Generator, APU DC
Unit, APU DC Generator Control
Transformers, DC Current
Shunt, Current.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
Description
The APU 28 Vdc generation system supplies 28 Vdc
electrical power from a APU DC generator to these
buses:
Left and right main feeder buses
Left and right secondary feeder buses
Left and right main distribution buses
Left and right secondary distribution buses
Left and right essential buses.
if there is an overload condition the EPCU will open the
APU contactor K26.
The APU 28 Vdc generation system is continuously
monitored by the EPCU. When a malfunction is sensed, it
disconnects the APU power from the aircraft buses.
The APU 28 Vdc generation system has passive and
active protection. The APU 28 Vdc generation system
uses circuit breakers and fuses for passive protection
so that a malfunction condition will not cause damage
to the aircraft wiring. The circuit breakers and fuses are
protection devices that open the circuit during excessive
current flow conditions.
Unlike fuses, circuit breakers can be reset without having
to be replaced. The APU 28 Vdc generation system uses
the EPCU and GCU to automatically control the APU
contactor for active protection so that a fault condition will
not cause damage to the aircraft wiring. The automatic
functions do not need a manual selection from the flight
compartment.
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Jazz Aviation LP Figure 19 APU Operation Page 43

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APU DC Generator
The APU DC generator is attached to the APU gearbox
and has a fan to supply a forced air flow axially through
it to cool the rotor and starter windings, the commutator
assembly, and the bearings. Air is drawn from outside
the APU bay through NACA vents to keep the operating
temperatures satisfactory.
The APU DC generator is an electromagnetic machine.
When it rotates, it will change engine input mechanical
torque to output DC electrical power. In the starter mode,
it changes electrical input power into a mechanical output
torque. The APU DC generator operation is controlled
and monitored by the APU DC Generator Control Unit
(GCU).
The APU DC GCU supplies the APU DC generator with
its output voltage until the APU DC GCU starts regulation.
When regulating, the APU DC GCU supplies a modulated
current to the APU DC generator to maintain a 28.5 Vdc
output. The APU DC generator supplies information
to the APU DC GCU for system protection through
tapping of the interpole winding voltage. This voltage
is proportional to generator current and is continuously
monitored by the APU DC GCU to sense unusual current
levels.

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Jazz Aviation LP Figure 20 APU Starter/Generator Page 45

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Controls and Indications
The APU CONTROL panel has the GEN control for
the APU 28 VDC generation system. The APU starter/
generator is connected to the DC buses when the
conditions are as follows:
APU is operating
EXT PWR toggle switch power is not set
GEN switchlight is pushed.
The GEN switchlight is set to the off position to reset the
related APU DC GCU.
The GEN ON light on the APU CONTROL panel
illuminates when the generator is connected to the right
main feeder bus. The APU contactor K26 has connected
the APU generator to the right main feeder bus.
The WARN caution light in the APU control panel
illuminates when contactor K26 does not connect the
generator to the right main feeder bus. The WARN
caution light will also come for conditions that are not
malfunctions as follows:
The ON/WARN switchlight is not set
External DC power is energizing the right main feeder
bus.
NOTE: The WARN caution light will not illuminate
if the PWR switch is not set. The GEN
OHT caution light on the APU control panel
illuminates when the APU DC starter/generator
temperature is more than 166C (330F).
Jazz Aviation LP
Rev. 1.0 - Jan/2011
The PWR FAIL caution light on the APU CONTROL panel
and the APU caution light on the CAWP also illuminates,
and the APU shuts down.
NOTE: The FAIL caution light on the APU CONTROL
panel and the APU caution light on the CAWP
will not illuminate if the PWR push-button is
not set, except when the fire protection control
amplifier has calculated an APU shutdown.
The MFD ELECTRICAL system page has a digital display
of the APU load. The digital display of the APU load in a
white box gives an accurate APU generator load value.
An APU GEN label, in white identifies the APU generator
load indicator. A LOAD unit is also shown in blue with the
indication.
The numbers for the digital display of the APU generator
load change from .00 to +1.99 in 0.01 power unit
increments. A + symbol before the numbers shows an
overload condition. The numbers relate to the APU
generator load as a percentage of the maximum rate.
If there is an open or short circuit between the APU
current shunt and the EPCU, the digital display of the
APU generator load indicator will show .00.
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Jazz Aviation LP Figure 21 Controls and Indications Page 47

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 ATA 24 - ELECTRICAL POWER

DC EXTERNAL POWER SYSTEM The DC external system has protective functions to

prevent damage to the system The DC external power is
The DC external power system supplies 28 VDC continuously monitored for the fault conditions that follow:
electrical power to the main 28 VDC generation system.
Correct polarity
28 VDC electrical power is supplied through a DC
external power receptacle to let an external power source Over voltage
energize the main 28 VDC generation system when Under voltage.
the aircraft is on the ground and the engines are not
The faults are isolated to give continued operation.
operating.
DC external power supplies 28 VDC electrical power
through a line contactor to the left DC electrical load
distribution systems. The EPCU controls the line
contactor. The toggle switches on the DC CONTROL
panel give manual control of the DC external power
system.

Description
The DC external power operates when the conditions are
as follows:
BATTERY MASTER toggle switch is set to energize
the EPCU
DC external power is set.
External power contactor Kg is energized by the EPCU
and DC starter/generator contactors K1 and K2 are
prevented from operating as well as APU contactor K26.

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Jazz Aviation LP Figure 22 DC External - Schematic Page 49

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 ATA 24 - ELECTRICAL POWER
DC External Power Receptacle
The DC external power receptacle is located in the left
nose fuselage. The DC external power receptacle is a
high power electrical connector. The unit has two large
gauge pins to carry the DC current and one smaller pin
for interface control.

Controls and Indications

The DC CONTROL panel has the EXT PWR control for
the DC external power system. OVERHEAD CONSOLE
The DC external power is connected to the DC buses
when:
Good external DC power is connected to the aircraft
The BATTERY MASTER toggle switch on the DC
CONTROL panel is set
The EXT PWR toggle switch on the DC CONTROL
panel is set.

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Jazz Aviation LP Figure 23 DC EXT. Power - Control & Receptacle Page 51

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 ATA 24 - ELECTRICAL POWER
EIS DC External Power Indications
The MFD ELECTRICAL system page has a DC external
power message. The EIS ELECTRICAL systems page
shows a DC EXT PWR ON message when the:
DC external power voltage is more than 22 VDC and
less than 31 VDC
DC EXT PWR toggle switch is set
DC external power is energizing the left and right
buses.

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Jazz Aviation LP Figure 24 EIS Indication - DC External Power Page 53

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DC ELECTRICAL LOAD DISTRIBUTION

28 VDC electrical power is distributed through the circuit
breaker panels in the flight compartment to services.
Some distribution is done at the standby battery and DC
contactor boxes.

Description
28 VDC electrical power is supplied through circuit
breakers in the DC contactor box to the left and right 28
VDC circuit breaker panels.
The left and right 28 VDC circuit breaker panels supply
power to the avionics circuit breaker panel. 28 VDC
electrical power is supplied through circuit breakers in
the standby contactor box to the left and right 28 VDC
circuit breaker panel and main hydraulic system NO.3.
The DC electrical load distribution system are the:
28 VDC circuit breaker panels
28 VDC avionics circuit breaker panel.

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Jazz Aviation LP Figure 25 DC Electrical Load Distribution Page 55

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28 VDC Circuit Breaker Panels
The left and right 28 VDC circuit breaker panel is installed
in the flight compartment on the left and right side of the
pilots and copilots seats.
CAUTION: DO NOT LET THE CIRCUIT BREAKER
PANEL TOUCH THE ADJACENT SIDE
WINDOW. WHEN YOU INSTALL THE
CIRCUIT BREAKER PANEL, IT IS EASY
TO PUT A SCRATCH IN THE SIDE
WINDOW. THIS WILL CAUSE DAMAGE
TO THE SIDE WINDOW.

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Jazz Aviation LP Figure 26 Left & Right DC Circuit Breaker Panels Page 57
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28 VDC Avionics Circuit Breaker Panel
The DC avionics circuit break r panel is installed in the
flight compartment above and aft of the left 28 VDC
circuit breaker panel.
CAUTION: DO NOT LET THE CIRCUIT BREAKER
PANEL TOUCH THE ADJACENT SIDE
WINDOW. WHEN YOU INSTALL THE
CIRCUIT BREAKER PANEL, IT IS EASY
TO PUT A SCRATCH IN THE SIDE
WINDOW. THIS WILL CAUSE DAMAGE
TO THE SIDE WINDOW.
The DC avionics circuit breaker panel gives distribution
for the main 28 VDC generation system.

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Jazz Aviation LP Figure 27 28 VDC Avionics C/B Panel Page 59

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AC VARIABLE FREQUENCY SYSTEM
The AC variable frequency system supplies 115 VAC
three-phase electrical power to the AC electrical load
distribution system.
The AC variable frequency system supplies electrical
power to AC systems that are not frequency sensitive,
such as:
De-icing (heaters)
Fuel (auxiliary pumps)
Hydraulic (standby power unit)
Galleys.
The AC variable frequency system also interfaces with
the Main 28 VDC generation system to supply electrical
power to the transformer rectifier units (TRUs) that are
additional sources of DC electrical power.
Description
The AC variable frequency system has a left and right
system with cross-tie capabilities. Two engine driven AC
generators supply 115 VAC three-phase electrical power
through AC generator line contactors to the left and right
AC electrical load distribution systems.
It is not possible to connect the two AC generators
in parallel. The AC generator line contactors have a
centre off position to make sure that the AC generator
is disconnected before it is connected to the opposite
side (break before make). This is necessary because
variable frequency AC generators are used. The AC
GCUs regulate its related AC generators output voltage
Jazz Aviation LP
Rev. 1.0 - Jan/2011
and controls the AC generator line contactors. The AC
variable frequency system also has current transformers
in the AC contactor boxes and AC generators to measure
A, B, and C phase current.
The toggle switches on the AC CONTROL panel give
manual control of the AC variable frequency system.
NOTE: 115 VAC three-phase electrical power is
also supplied through an AC external power
receptacle to let an external power source
energise the AC variable frequency system
when the aircraft is on the ground and the
engines are not operating
The AC variable frequency system units are the:
AC generators
AC generator adapter plate
AC GCU
AC CONTROL panel
AC contactor boxes
AC contactor box contactors.
The MFD, ELECTRICAL system page and the CAWP
show AC variable frequency system indications.
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Jazz Aviation LP Figure 28 AC Variable Frequency System Page 61

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The alternating current variable frequency system modes active protection. Circuit breakers and fuses are used for
of operation are: passive protection.
Airborne (normal) The AC GCUs are used to control the AC generator
External AC power. line contactors for active protection. The AC variable
frequency system uses the EPCU for CBIT. The AC
The AC variable frequency system operates in the
variable frequency system also uses AC GCUs for
normal mode when:
initiated built in test.
Two engines are operating and the propeller is not
feathered During the normal mode of operation, the AC GCU
controls the related AC generator line contactor to
External AC power is not set
connect the AC generator to the related AC bus.
GEN 1 and GEN 2 toggle switches on the AC
CONTROL panel are set. NOTE: The two AC GCUs monitor the condition of
the opposite AC GCU. When an AC GCU
The AC generators are by monitored by the AC GCUs to senses that the opposite AC generator is not
automatically control the operation of the AC generator serviceable, it then controls the AC generator
line contactors. If a fault is sensed, the AC generator line contactor to connect the bus to the
line contactors are opened or closed to automatically serviceable AC generator.
reconfigure the system. The fault is isolated from the
remaining part of the AC variable frequency system to The galley load shed contactors are controlled by
give continued operation. auxiliary contacts in the AC generator line contactors.
The two galley load shed contactors are automatically
The AC variable frequency system has protective closed when the AC buses are energized by the two AC
functions to prevent damage to the AC generators generators or external power.
when there is a fault. The AC variable frequency system
continuously monitors for the following fault conditions:
Source
Bus.
The source and bus faults are isolated and the part of
the system that continues to operate is automatically
reconfigured to give continued operation. The AC
variable frequency system has passive protection and

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Jazz Aviation LP Figure 29 AC Generation - Normal Operation Page 63

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AC Generators
The AC generators are attached to the propeller
reduction gearboxes of the engines with V-clamps around
the quick attach/detach (QAD) adapter plates and the
AC generator mounting flanges. The QAD adapters stay
attached to the reduction gearboxes.
CAUTION: YOU MUST CORRECTLY ALIGN THE
FLANGE OF THE AC GENERATOR WITH
THE QAD ADAPTER PLATE. IF YOU DO
NOT DO THIS, YOU CANNOT INSTALL
THE V BAND CLAMP AND YOU CAN
CAUSE DAMAGE TO THE EQUIPMENT.
The generator receives a supply of pressurized oil from
the reduction gearbox to cool and lubricate the internal
components. Oil is transferred from the gearbox, through
the QAD adapter, to the generator using transfer tubes.
These tubes are sealed with O-rings at each end to
prevent oil leakage. Oil enters the shaft and is sprayed
outward to cool the windings and lubricate the bearings.
The used cooling oil then goes under gravity to the
bottom of the generator where it is collected in the sump.
A scavenge port is located in the sump. The engine
scavenge pump extracts the oil and returns it to the
engine.
The generator is a three-stage machine, with
electromagnetic coupling between stages. (It does not
have slip rings and brushes). Each stage in the machine
has of a rotor and stator segment along its length. The
rotor is supported in the machine by ball bearings at
both ends. The bearings are lubricated and cooled by
Jazz Aviation LP
Rev. 1.0 - Jan/2011
the generator cooling oil. Inputs and outputs of the stator
windings are supplied through interface connections
on the body of the AC generator. The low current
connections are made with a circular connector and the
high power three-phase output connections are made
with studs attached to a terminal block.
A bonding stud is also attached to housing of the
AC generator. The generator also has a bimetallic
temperature sensor that closes a set of contacts and
gives continuity through two pins on the interface
connector when the temperature of the machine is too
much.
A three-phase current transformer is attached in the
neutral lines of the windings to give current data to the
AC GCU.
NOTE: The AC generators output rating is 45 KVA.
The first stage of the AC generator is a Permanent
Magnet Generator (PMG). It has a magnet to make
output power without the need for an external excitation
sources. The three-phase output from the PMG is
supplied through the AC GCU to the second stage field.
The second stage is the exciter.
NOTE The generator also has a generator positive
voltage output signal so that the terminal
voltage of each phase at the generator can be
monitored by the EPCU for CBIT functions.
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Jazz Aviation LP Figure 30 AC Generator Page 65

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AC Generator Adapter Plate
There are two quick attach/detach QAD adapter plates
installed on the aircraft, one for each AC generator. The
QAD adapter plate is not removed when an AC generator
is removed.
The QAD adapter plate has two transfer tubes to supply
engine oil to the AC generator. The QAD adapter plate
has an O-ring and the transfer tubes also have O-rings
and retaining clips. The QAD adapter plate gives an
interface between the AC generators and the reduction
gearbox of the engines.
AC Generator Control Units (GCU)
The two AC GCUs are installed under the fuselage
floor in the centre of the aircraft. The AC GCU is a fully
enclosed, non-hermetically sealed unit. A connector
is attached to one end of the AC GCU enclosure to
interface with the electrical power generation and
distribution system (EPGDS).
The AC GCU has an Initiated Built In Test (lBIT) function
to check the status of the unit. The unit is cooled by
conduction through the chassis and support bracket and
by convection air over the surface of the box. Power
dissipating components in the unit are attached to
chassis heat sinks to minimize the thermal resistance
of the cooling circuit and give correct operating
temperatures.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
The AC GCUs give the functions that follow:
Voltage regulation
Control of the AC generator line contactors
Protection
Control of the AC generator and AC bus caution lights
CBIT.
Voltage Regulation
The AC GCU supplies power through a voltage regulator
circuit to the exciter windings of the AC generator to start
generator output when the conditions are as follows:
The related GEN 1 or GEN 2 toggle switch on the AC
CONTROL panel is set
AC GCU senses that the AC generator is at the
correct operating speed.
The voltage regulator gives a constant voltage at the
POR under different load and speed conditions. An
average of the individual three-phase outputs are
used for regulation. The AC GCU also uses current
transformers in the system to continuously monitor the
AC generator current and limit the current if the output is
more than the permitted limits.
Control Of The AC Generator Line Contactor
When a stable output is sensed by the AC GCU, it closes
the related AC generator line contactor to connect the AC
generator to the related AC bus.
It closes the opposite AC generator line contactor to
connect the AC generator to the opposite AC bus if the
opposite AC GCU or AC generator is not operating.
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Jazz Aviation LP Figure 31 AC GCU Location Page 67

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NOTE: If an undervoltage and bus fault condition
The operating AC GCU senses this condition through a
is sensed at the same time, the overcurrent
TRANSFER REQUEST [TR] signal. This signal is active
protection function will occur.
when there is no need for transfer and is removed when
there is a need. Differential Current
If AC external power is supplied to the aircraft, a signal The AC generator is de-energized and the related AC
is supplied to the AC GCU to energize the Y coil of the generator line contactor is opened by the AC GCU when
AC generator line contactor to give external AC power the differential current on any phase is more than 20 A.
system operation.
Underfrequency
Protection
The AC generator is de-energized and the related AC
To prevent damage to the AC generators, the AC GCUs generator line contactor is opened by the AC GCU when
have the protective functions that follow: the AC generator frequency is less than 300 Hz. It will
Overvoltage automatically reconnect the AC generator when the
frequency is more than 320 Hz.
Undervoltage
Differential current This will occur only if the system was not previously
disconnected by a different protective function. As the
Underfrequency
AC generator frequency goes below 340 Hz, the output
Bus fault. voltage decreases relative to the frequency until the AC
Overvoltage generator is disconnected at 300 Hz

The AC generator is de-energized and the related line NOTE: When the condition lever is set to START &
contactor is opened by the AC GCU before the voltage FEATHER, the AC generator is de-energized
is more than approximately 125 VAC. This protective and disconnected from the bus because the
function is sensed in a period of time that is inversely AC generator speed to too low for operation.
proportional to the size of the sensed overvoltage The AC generator will automatically reconnect.
condition.
Undervoltage
The AC generator is de-energized and the related line
contactor is opened by the AC GCU before the voltage is
less than approximately 100 VAC.
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Jazz Aviation LP Figure 32 AC GCU Page 69

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AC Control Panel
The AC CONTROL panel is attached to the overhead
console with four DZUS fasteners.
The toggle switches are identified as:
GEN 1
GEN 2
EXT POWER.
The three switches have an OFF label to show their off
position. The AC CONTROL panel gives manual control
of the AC variable frequency system.

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Jazz Aviation LP Figure 33 AC Control Panel Page 71

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AC Contactor Boxes output current of the AC generators to the EPCU for AC
electrical load indications in the electronic instrument
K1 and K3 are installed in the left-hand side ACCB, and
system (EIS).
K2 and K4 are installed in the right-hand side ACCB.
Also, when installed, K5 is in the left ACCB and K6 is in Two current transformers, identified as CT2 and
the right ACCB. CT5, supply total generator output current of the AC
generators to the AC GCUs for differential current
CT1, CT3, and CT5 are installed in the left-hand side
sensing (protection). When an AC bus is energized by the
ACCB, and CT2, CT4, and CT6 are installed in the
opposite AC generator, CT3 or CT6 is also used.
right-hand side ACCB. Connectors are attached to the
enclosure to interface with the EPGDS.
There are two ACCBs installed on the aircraft. The units
have additional components:
AC generator line contactors, K1 and K2
External power contactors, K3 and K4
Galley load shed contactors, K5 and K6 (optional)
Stand by power unit (SPU) contactor, installed in the
right hand side ACCB
Internal cable assemblies and rigid bus bars
Circuit breakers and fuses for output protection
Circuit breakers for heaters in the propellers anti-icing
system
Current transformers, CT1, CT2, CT3, CT4, CT5,
CT6.
External Power Protection Unit (EPPU), installed in
the right-hand side ACCB
The current transformers in the ACCBs monitor the
current for phase A, B, and C of the AC generator for
indication and protection. Two current transformers,
identified as CT1 and CT4, supply total generator
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Jazz Aviation LP Figure 34 AC Contactor Box (ACCB) Page 73

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AC Contactor Box Contactors They also have auxiliary contacts to control the galley
load shed contactors, K5 and K6.
The contactors in the left-hand side and right-hand side
ACCBs attach directly to rigid bus bars. Galley Load Shed Contactors
AC Generator Line Contactors The galley load shed contactors, K5 and K6, are
50A Three-Pole Single Throw (3PST), normally open
The AC generator line contactors, K1 and K2, are 150A
contactors.
Three-Pole Double Throw (3PDT), centre off contactors.
They have two coil windings, identified as X and Y, to They have one coil winding to move the contact arms to
move the contact arms to connect the AC buses to connect the galley buses to the AC buses.
the related or the opposite AC generator. They also
The galley load shed contactors are only energized
have auxiliary contacts to control the galley load shed
when:
contactors, K5 and K6.
The two AC buses are energized by the two AC
NOTE: The contactor arms also move to the Y generators
position when the external AC power is used.
The two AC buses are energized by the external AC
NOTE: The X position of the bus contactor is power.
controlled by the related AC GCU and the Y
position is controlled by the opposite AC GCU.
External Power Contactors
The external power contactor, K3 and K4, are 100A
3PDT, contactors. They have one coil winding to move
the contact arms to connect the AC buses to the AC
external power receptacle.
The external power contactors are only energized when
the conditions are as follows:
Good external AC power is supplied
EXT PWR toggle switches on the AC CONTROL
panel are set

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Jazz Aviation LP Figure 35 ACCB Contactors Page 75

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Controls And Indication
The AC CONTROL panel has the controls for the AC
variable frequency system:
GEN 1 toggle switch
GEN2 toggle switch.
The AC generators are connected to the AC buses when
the:
Two engines are operating and the propeller is not
feathered,
EXT PWR toggle switch power is not set, and
GEN1 and GEN2 toggle switches are set.
The GEN1 and GEN2 toggles switches are set to the
OFF position to reset the related AC GCU.
The MFD ELECTRICAL system page has an AC
generator voltage and load indicator with a digital display
for voltage and load.
AC Voltage
The voltage part of the AC generator voltage and load
indicator shows an indication for the digital display of the
AC generators phase A, B, and C.
If there is an open or short circuit between the AC
generator current transformer and the EPCU, the digital
display of the AC generator load indicator will show .00.
The numbers for the digital display of the AC generator
voltage change from 0 to 249 in 1 volt increments.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
If there is an open or short circuit to ground potential
between the AC bus and the EPCU, the related digital
display of the AC generator voltage will show 0.
AC Load
The load part of the AC generator voltage and load
indicator shows an indication for the digital display of the
AC generators phase A, B, and C.
The numbers for the digital display of the AC generator
load change from .00 to +1.99 in 0.01 power unit
increments. A + symbol before the numbers shows
an overload condition. The numbers relate to the AC
generator load as a percentage of the maximum rate.
AC GEN Caution Lights
The #1 AC GEN or #2 AC GEN caution light illuminates
when the associated generator (GEN1 or GEN2) is not
connected to its bus.
The #1 AC GEN or #2 AC GEN caution light will also
illuminate for conditions that are not malfunctions as
follows:
The AC GEN1 or AC GEN2 toggle switch is set to the
OFF position
External AC power is energizing the Land R AC
buses.
If a source fault is sensed, the AC generator line
contactors K1 and K2 will not connect the AC GEN to the
115 VAC BUS.
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Jazz Aviation LP Figure 36 AC Control and Indications Page 77

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AC BUS Caution Lights
The R AC BUS or L AC BUS caution light illuminates
when there is an overcurrent condition on the 115 VAC
BUS for more than seven seconds.
The caution light will go out if the associated toggle
switch is set to the OFF position.
AC GEN HOT Caution Lights
The #1 AC GEN HOT or #2 AC GEN HOT caution
light in the CAWP illuminates when the AC generator
temperature is more than 166C (330F).

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Jazz Aviation LP Figure 37 Caution Lights Page 79

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External Power Receptacle
The AC external power receptacle is located in the right
nose fuselage. The unit has four large gauge pins to
carry the three-phase AC current and two smaller pins for
interface control.
It gives the interface connection between external AC
power source and the aircraft.

External AC Power Protection Unit

The external AC power protection unit is located in the
right AC contactor box. It is attached with screws. The
AC external power protection unit monitors the quality
of the input power to the AC external power receptacle
and prevents connection of the power to the aircraft
distribution system if the power is not satisfactory.
It monitors the parameters for:
Undervoltage, 106 VAC
Overvoltage, 124 VAC
Underfrequency, 370 Hz
Overfrequency, 450 Hz
Phase Rotation.

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Jazz Aviation LP Figure 38 AC External Power Receptacle and EPPU Page 81

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Controls And Indications
The AC CONTROL panel has the EXT PWR control
for the AC external AC power system. The external AC
power is connected to the AC buses when the:
Good external AC power is connected to the aircraft,
and
BATTERY MASTER toggle switch on the DC
CONTROL panel is set, and
EXT PWR toggle switch on the AC CONTROL panel
is set.
The MFD ELECTRICAL system page has an AC external
power message. The EIS ELECTRICAL systems page
shows an AC EXT PWR ON message when:
AC external power voltage is more than 106 VAC
and less than 124 VAC, frequency is more than 370
Hz and less than 450 Hz, phase rotation is phase
A, phase B, then phase C, and AC EXT PWR toggle
switch is set, and
AC external power is energizing the left and right 115
VAC buses.

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Jazz Aviation LP Figure 39 AC External Power - Controls and Indications Page 83

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ELECTRICAL LOAD DISTRIBUTION
Three-phase, 115 VAC variable frequency electrical
power is distributed through a circuit breaker panel in the
flight compartment to electrical loads. Some distribution
is done at the AC contactor boxes.
Description
Phase A, phase B, and phase C 115 VAC electrical
power is supplied through circuit breakers in the left and
right AC contactor boxes to:
115 VAC variable frequency circuit breaker panel
Propellers anti-icing system
Main hydraulic system No.1.
The AC electrical load distribution has an 115 VAC
variable frequency circuit breaker panel. Circuit breakers
(CB) in the 115 VAC variable frequency circuit breaker
panel and AC contactor box protect the wires in the AC
variable frequency system.
115 VAC Variable Frequency Circuit Breaker Panel
The 115 VAC variable frequency circuit breaker panel is
installed on the rear flight compartment bulkhead above
and aft of the right 28 VDC circuit breaker panel. It has
circuit breakers attached to the panel. Panel markings
identify the buses and circuit breakers.
Jazz Aviation LP
Rev. 1.0 - Jan/2011
CAUTION: DO NOT LET THE CIRCUIT BREAKER
PANEL TOUCH THE ADJACENT SIDE
WINDOW. WHEN YOU INSTALL THE
CIRCUIT BREAKER PANEL, IT IS EASY
TO PUT A SCRATCH IN THE SIDE
WINDOW. THIS WILL CAUSE DAMAGE
TO THE SIDE WINDOW.
Operation
Three-phase, 115 VAC variable frequency electrical
power is supplied through three 50 A circuit breakers on
the Land R AC contactor box to the 115 VAC variable
frequency circuit breaker panel.
Three-phase, 115 VAC variable frequency electrical
power is supplied through three 35 A circuit breakers on
the L and R AC contactor box to the propellers anti-icing
system
Three-phase, 115 VAC variable frequency electrical
power is supplied through three 60 A circuit breakers on
the R AC contactor box to the main hydraulic systems 1
NOTE: The left part of the AC electrical load
distribution is described. The right part is
similar.
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Jazz Aviation LP Figure 40 AC Distribution Page 85

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