Av-20-02 (Plan-08)

ATITA ELECTRICAL/INSTRUMENT/RADIO/RADAR STUDY PLAN-8
MODUL AV-20-02 REVISION: 00
BOOKLET: 01
CONTENTS
Objectives/Advice 2
Introduction 2
Fuse Terminology 2
Activity 1 5
Fast Operating Air fuse 6
High Rupture Capacity (HRC) Fuses 7
Slow Operating Air fuse or Limiter 8
Activity 2 9
Fuse Testing Facilities 10
Servicing 11
Activity 3 12
Relative Merits of Fuses 13
Self Assessment 14
Self Assessment Review 15
Summary 15
Recommended Reading 15
Suggested Practical Activities 15
Page 1 of 66
OBJECTIVES/ADVICE
When you have completed this booklet you should be able to:-
 Define specific terms associated with fuses.

 Explain how a fuse operates.
 Describe the characteristics of:
- Fast operating air fuses.

- High rupture capacity fuses?
- Air fuses or limiters.
 State the methods of functionally testing fuses.

 State the limitations for restoring power after a fuse has blown.
 State the legislation with regard to spare fuses.
 State the advantages of fuses as a method of circuit protection.
The study time for this booklet is about one hour.
INTRODUCTION
Modern aircraft have numerous electrical circuits each of which has

to be protected.
Fuses and circuit breakers are devices which protect both the circuit
and the power supply in the event of fault causing excessive current
flow. They are placed in series with the load to take all the load
current.
In this booklet we'll look at fuses only, circuit breakers will be

covered in Booklet No. 2 of this Study Plan.
Let's look first at the terminology associated with fuses.
FUSE TERMINOLOGY
The term 'fuse' is used generally either for the wire element itself or
for the complete unit. Various expressions are used for ratings or
capacities.
Page 2 of 66
Fuse
A device for protecting electrical apparatus against the effect of

excess current; it consists of a piece of fusible metal which is
connected in the circuit to be protected and which melts to interrupt
the circuit when an excess current flows. The term fuse also includes
the necessary mounting and cover (if any).
Fuse Element
The essential part of a fusible cut-out. The part which is designed to

melt and thus open the circuit.
Fuse Carrier or Fuse Holder
A carrier for holding a fuse-link, arranged to be easily inserted

between fixed contacts. A cartridge or other container of a fuse
element may form a fuse carrier or part of a fuse carrier.
Current Rating
A current, less than the minimum fusing current, stated by the

manufacturer as the current that the fuse will carry continuously
without deterioration.
Minimum Fusinq-current
The minimum current at which a fuse element in a fuse will melt. In

general, prolonged use near the minimum fusing current causes
'ageing' and the fuse will eventually operate, whereas occasional
moderate overloads may be expected to have little effect. Ageing
may be minimized by using anti-oxidizing elements such as silver
plated copper or tin, and by designing for low working temperatures.
Rupturing Capacity
This is the maximum current which a fuse may be expected to

operate without explosion or shattering, and is usually specified in
conjunction with a maximum circuit voltage. Some aircraft fuses
have breaking capacities up to 30,000 amps at voltages
substantially higher than the highest system voltages. There are
termed high rupturing capacity (HRC) fuses.
Voltage Rating
A voltage stated by the manufacturer’s as the highest declared

voltage that may be normally associated with the fuse.
Page 3 of 66
The voltage rating of each fuse in a circuit (which may consist of only
some of the conductors in a system) should not be less than the
highest voltage (rms a.c. or d.c.) between conductors in that circuit.
Page 4 of 66
A fuse suitable for a.c. 50 cycle circuits may not be suitable for a.c.
circuits at other frequencies, i.e., 400 cycles, or for d.c. circuits.
Similarly a fuse proved suitable for d.c. circuits may not do for a.c.
circuits.
Generally speaking a low rating fuse will take two or three times as
high a voltage on commercial 50 cycle a.c. as on d.c.; the difference
being less on high currents.
ACTIVITY 1 5 Minutes
Define in your own words the following terms associated with

fuses.
(a) Fuse element.

(b) Current rating.
(c) Rupturing capacity.
(a)
(b)
(c)
Page 5 of 66
COMMENTS ON ACTIVITY 1
I am sure you had no difficulty with these. Go back to the previous

text to check how well you did.
Let's continue now by looking at some fuses in current use.
FAST OPERATING AIRFUSE
FUSE
FUSE HOLDER
.
Fig. 1 FAST OPERATING AIRFUSE AND HOLDER
The fast operating air fuse (Fig. 1) consists of a glass cylinder with
two brass end caps connected by a tinned copper element. The fuse
is normally installed in spring-clip fuse carriers. The maximum rating
of these fuses is 100 A, however, they are now only normally used in
lower ratings up to 20 A.
The fast operating air fuse does have disadvantages, they include:
 Lower ratings have a high failure rate due to the effects of

vibration.
 The larger ratings served as a protection reasonably well on

resistive loads but were inadequate on motorized circuits,
where they were rapidly aged by the high starting current. An
increase in rating to overcome this problem rendered then
useless as a protection against anything less than a 'clamp
down' short circuit, and they also exceeded the maximum safe
rating of the circuit cable,.
 The rupturing capacity is low because of the glass envelope.
Page 6 of 66
HIGH RUPTURE CAPACITY (HRC) FUSES

HRC fuses are commonly used in aircraft electrical systems and
range from 1 amp to 500 amp ratings. They comprise ceramic
tubular bodies cemented to metal end caps which are connected
together by a fusible element, or· elements in parallel, embedded in
quartz dust. The quartz dust quenches the arcs which occur when the
fuse operates and gives this device a high breaking capacity (in the
order of 30,000 A).
Shown below are small type (Fig.2) and larger type (Fig. 3) HRC
fuses.
TEST PROD
HOLE
SPRING PLATE
B.C. PINS
7 AMP FUSE
BODY
FIXING NUT
SCREW-IN PATTERN TERMINAL
B.C. PATTERN
Fig. 2 HRC FUSE AND HOLDERS
Page 7 of 66
SLOW OPERATING AIRPUSE OR LIMITER
Fig. 4 SLOW OPERATING AIRFUSE OR LIMITER
Limiters are capable of handling short circuit currents of about 5000

amps at 28 volts without structural failure of the ceramic housing.
They are designed to isolate any portion of an electrical distribution
system which may be drawing fault current, quickly enough to
prevent voltage collapse or damage to the generator system. They
do however operate slowly enough to be useful in circuits carrying
occasional current surges, such as motor starting currents.
The fusible element is a single strip of tinned copper drilled and

shaped at each end to form lug connections. The centre is waisted to
the required width to form the fusing area and is enclosed in a
rectangular ceramic housing, one side of, which has a window to
show the state of the fuse.
Shown in Fig. 5 on the next page is a group of characteristics for

limiters between 35 and 500 amps.
Page 8 of 66
Fig. 5 LIMITER CHARACTERISTICS - 35 A TO 500 A
(a) Give some thought as to how to test the serviceability of

fuses.
(b) Are there any limitations to the test you've thought of?
(a)
(b)
Page 9 of 66
(a) About the only thing that you can do practically, is to continuity
check each fuse. Aircraft that carry fuses normally include a
continuity test features close to the fuse panels.
(b) The limitation of this is that you're not actually checking that
the fuse will operate at the required level. In fact you have to
depend on the manufacturer's quality control.
Let's now look at a typical fuse testing facility.
FUSE TESTING FACILITIES
Fuse test facilities may be found in various parts of an aircraft, e.g.

the flight deck, the electrical equipment bay, etc. The actual location
depends on the aircraft type.
Testing is carried out by inserting the fuse together with the fuse cap
into the test holder. Illumination of the panel light will confirm
serviceability.
A typical fuse panel and test facility is shown in Fig. 6.

PANEL LIGHT
TEST HOLDER
TYPICAL FUSE
SPARE TEST FACILITY
FUSES
FUSES AND
BREAKER
PANEL
D.C. DISTRIBUTION SUB-PANEL
Fig. 6 TYPICAL FUSE PANEL AND TEST FACILITY
Page 10 of 66
SERVICING
The blowing of a fuse indicates that it has been carrying excessive

current, i.e., that a fault possibly exists in the circuit. A replacement
fuse should never be fitted until the reason for the blowing of the
previous fuse has been ascertained, and if necessary, corrective
action has been taken to prevent a further occurrence of the same
nature.
Replacement fuses should always be of the correct rating for the

circuit. Do not be misled by the rating of the blown fuse removed, it
is sometimes safer to check the Maintenance Manual. The practice of
replacing a repeatedly blowing fuse by one of a higher rating is
strictly forbidden.
Fuses which carry continuous current whose value may be near to

the fuse rating tending to deteriorate, and will eventually rupture
without the rated current being exceeded. It is therefore necessary to
inspect all fuses periodically; any which show signs of sagging or
discolored elements should be immediately replaced. Spare fuses
should also be inspected and any showing signs of cracks, end-caps
loose or other damage (due mainly to vibration) must be replaced,
particularly if they are spares for emergency circuits.
Page 11 of 66
What are the relative merits of the fuse as a form of circuit

protection?
Page 12 of 66
I hope you came up with the main points brought out below:
RELATTVE MERITS OF FUSES
Fuses have the merit that they are mechanically simple, light in
weight and occupy little space. However, their low weight is often
offset by the fact that an associated switch is necessary whereas a
circuit breaker (manual type) generally combines the function of both
switch and interrupting element. One disadvantage of the fuse is that
it takes longer to replace than to reset a breaker: spares must be
carried (of each rating, 3 or 10% of the total number in use,
whichever is the greater). Compared with the circuit breaker, a fuse
can in some cases rupture too rapidly and does not allow full
advantage to be taken of the thermal capacity of short-rated
apparatus it may be employed to protect.
A fuse has an inverse time/current characteristic, i.e., its fusing time

is an inverse function of the current responsible for its rupture. The
fact that it has the property of acting faster as the fault current is
increased is for some purposes an advantage, e.g., Burndy limiters
and the air fuse.
Page 13 of 66
SELF ASSESSMENT
1. Define current rating as applied to fuses.
2. Describe the construction of a fast operating air fuse.
3. Define the term rupturing capacity.
4. What would you expect to find inside an HRC fuse?
5. How are fuses tested on an aircraft?
6. State the precautions to be taken before replacing a fuse.
Page 14 of 66
SELF ASSESSMENT REVIEW
Your answers should read something like those below. If they contain
the main points brought out in this review, then you've understood
the major part of the information presented in this booklet.
1. The maximum current a fuse will carry continuously without

deteriorating. This value will be below the minimum fusing
current.
2. Glass tube with brass end caps connected by a tinned copper

element.
3. The maximum current a fuse will carry without shattering.
4. A powder of mica, asbestos, gypsum, quartz or sand.
5. By carrying out a continuity test. The test facilities are often

found in the flight deck.
6. Correct the cause of the blown fuse. Always use the correct
rating for replacement.
SUMMARY
In this booklet we have looked at the types of fuse fitted to aircraft

systems. The type of fuse design is related to its current carrying
capacity. The booklet gave some definitions related to fuses and
covered a number of maintenance aspects.
RECOMMENDED READING
CAIPs EEL/1-9
SUGGESTED PRACTICAL ACTIVITIES
Take a good look at the following on an aircraft that you might have
access to:-
(a) Fuses and fuse panels in the flight deck.

(b) Fuse test facilities.
(c) Heavy duty HRC fuses on the electrical bay distribution panel.
If possible carry out tests on fuses using the on-board facility.
Page 15 of 66
BOOKLET: 02
CONTENTS
Objectives/Advice 17
Introduction 17
Thermal Circuit Breakers 17
Push Type Circuit Breakers 18
Activity 1. 19
Activity 2. 21
Push/Pull Type Circuit Breakers 23
The Remote Controlled Circuit Breaker 23
Activity 3. 25
Testing 26
Self Assessment 28
Summary 29
Recommended Reading 29
Page 16 of 66
OBJECTIVES/ADVICE
When you have completed this booklet I expect you to be able to

fulfill the following objectives:-
 Explain the basic operation of a circuit breaker.

 Identify the main parts of a circuit breaker.
 Define the term trip free with respect to circuit breakers.
 State the function of a remote controlled circuit breaker
(RCCB).
 Explain the basic operation of RCCBs.
 Describe how basic testing of circuit breakers is carried out.
INTRODUCTION
The expression circuit breaker or CB can be used to include any type

of switch or device that will open an electrical circuit. Within this
category are a number of items called relays, solenoids, contactors,
etc., most of which can be quoted as being within the
electromagnetic switch range. However, 'circuit breaker' in the
aircraft industry is synonymous with the popular thermally operated
circuit protective device used as an alternative to the fuse.
THERMAL CIRCUIT BREAKERS
Thermal circuit breakers are essentially circuit breakers in which the

trip mechanism is actuated by heating a bi-metallic element, either
directly through the passage of current through the element or
indirectly by radiation from an adjacent element which carries the
current.
A change in curvature of the bi-metal strip, caused by the difference

in the coefficients of expansion of the materials, operates the trip
mechanism (some type of spring loaded dolly and toggle
mechanism).
For general safety, the trip free circuit breaker is the only acceptable
standard. It must be impossible for the contacts to be held closed
under overload conditions. Earlier, the possibility of holding an
important circuit manually during a fault condition had been
envisaged. This was not an acceptable practice and it is now a
requirement of Airworthiness Authorities that trip free breakers must
always be used.
Page 17 of 66
Thermal circuit breakers have now been developed to a degree of

reliability to compete strongly with the fuse as a method of circuit
protection. They are attractive in that they can be quickly and easily
reset by the flight crew, and they are capable of replacing two
components, i.e., the fuse and the switch. Circuit breakers also
compete with fuses in that development has resulted in their size and
weight being reduced.
A circuit breaker must be capable of carrying the normal current

indefinitely without deterioration and open in the event of excessive
current due to fault conditions.
On present day aircraft they can be found grouped on control panels

in positions where they are under flight crew supervision.
There are two main types in current use:-
 Push type.
 Push/pull type.
Push Type
The push types have push-buttons on the face. One of these is for
closing the breaker, the amount by which the button projects from
the face giving an indication of open or closed condition. The second
is a 'manual trip' button, sometimes recessed into the face to avoid
accidental tripping, but requiring deliberate attention (by ball point or
match stick) to manually trip.
Push/Pull Type
The push/pull type are different in that they have only one button on
the face which is pushed to close with just sufficient of the button
protruding to allow it to by be gripped the fingers and pulled out to
open the breaker.
Let's look more closely now at the push type of circuit breaker.
PUSH TYPE CIRCUIT BREAKERS
The push type circuit breaker (Fig. 1) is trip free and has two
buttons, a close button and a trip button.
The circuit is made when the close button is pushed in. The circuit
can be broken either by manual operation of the trip button or when
the bi-metal element trips the mechanism in an overload condition.
Page 18 of 66
CLOSE
TRIP
Fig. 1 PUSH TYPE CIRCUIT BREAKER
ACTIVITY 1 1 Minute
What happens to the time it takes for a circuit breaker to trip

as the overload current increases?
Page 19 of 66
The time as I'm sure you've realized will decrease. To illustrate this
I've included in Table 1 the tripping times of a typical group of push
type circuit breakers. Notice that the CB requires 100% overload to
trip in under a minute.
RATING TIME AT 40% OVERLOAD 100% OVERLOAD
5 amps 1 to 5 minutes 16 to 19 second s

TABLE 1
Let's continue with another activity.
Page 20 of 66
Included in Fig. 2 is an illustration of a sectioned push type circuit

breaker. See if you can match the names to the parts numbered.
Fig. 2 PUSH TYPE CRICUIT BREAKER - SECTIONED
(a) Close button •••••••

(b) Bi-metal strip •••••••
(c) Trip Button •••••••
(d) Contacts •••••••
Page 21 of 66
I'm sure you managed to match the items as I've shown below:-
(a) 2.
(b) 4.
(c) 3.
(d) 1.
Let's look more closely at this circuit breaker and how it operates.
Fig. 2 shows the circuit breaker with the contacts closed. If circuit
current increases sufficiently (overload) the bi-metal strip bends
upwards so that it’s setting screw contacts the sprung lever assembly
causing the contacts to open as shown in Fig. 3. Operating the trip
button would have the same effect.
The contacts can be reset after approximately 20 seconds but will

trip again if the fault still exists. The CB is therefore trip free, i.e., the
contacts cannot be held 'closed' during a fault condition.
Fig. 3 PUSH TYPE CIRCUIT BREAKER - CONTACTS OPEN
Page 22 of 66
Let's now move on to look at the push/pull type of circuit breaker.
PUSH/PULL TYPE CIRCUIT BREAKERS
Take a look at Fig. 4 to familiarize yourself with the main parts of a

push/pull circuit breaker.
INSULATING BLOCK BI-METAL ASSEMBLY
Fig. 4 PUSH/PULL TYPE CIRCUIT BREAKER
When the button is pushed in, the fixed and moving contacts are
held closed by the bi-metal assembly dropping into a latch.
The CB can be tripped by the bi-metal element in an overload

condition or by pulling the actuating button.
When the white collar is in view it indicates that the CB is tripped.
The figure on the button indicates the current rating of the CB.
Let's now continue by looking at another type of thermally operated

circuit breaker; the remote controlled circuit breaker or RCCB (Fig. 5
on the next page).
THE REMOTE CONTROLLED CIRCUIT BREAKER
The RCCB, unlike the circuit breakers we’ve looked at so far is not
located in the flight deck, is normally located in the electrical bay,
close to the bus bars, but can be controlled remotely from the flight
deck.
Page 23 of 66
The remote controlled circuit breaker functions as a power contactor

and a thermal circuit breaker and consists of two basic operating
devices, a solenoid operated contactor/circuit breaker and an
electronic logic module.
An RCCB system consists of the RCCB, a flight deck circuit breaker

and, in some cases, a control switch.
The device will close when power is applied if the control switch is ON
and the flight deck circuit breaker is closed. Opening the switch or
tripping the flight deck circuit breaker will trip the RCCB.
If the RCCB is overloaded a thermal device will operate and trip the
device. A controlled overload will simultaneously trip the flight station
circuit breaker.
Some types of RCCB also have manual buttons fitted. Pulling the
button will trip the RCCB manually and also cause the flight deck
circuit breaker to trip.
RCCBs are available in a number of ratings, d.c. types, single phase

a.c. and three phase a.c. types. Shown in Fig. 5 is a three phase a.c.
RCCB rated at 50 amps.
Fig. 5 3 PHASE RCCB
Page 24 of 66
RCCBs with manual operating buttons have an ON flag (Fig. 6)

adjacent to the button to indicate the status of the device.
Fig. 6 RCCB MANUAL OPERATING BUTTON
You've just read about the qualities and features of RCCBs,

what sort of applications can they be put to? (List four).
(a)
(b)
(c)
(d)
Page 25 of 66
I'm sure that you've come up with some of the following applications
or at least something similar.
RCCBs are typically used for switching power to:-
(a) Fuel pump motors.

(b) Windshield heaters.
(c) Fans.
(d) Electrically operated hydraulic motors.
and other similar devices. They are also used for interconnecting bus
bars, for instance a main busber to a subsidiary busbar.
TESTING
Circuit breakers require testing after manufacture and overhaul. The

tests are detailed in the Overhaul Manual and take two basic forms:-
 Operational tests to check that they operate at the required

current value within a prescribed time.
 Mill volt drop tests across the contacts.
Operational Test
The operational test would first check that the circuit breaker could
take the rated current without being tripped. The operational test
would then continue using the figures shown in Table 1.
Milli volt Tests
Milli volt drop tests basically invoice measuring the voltage dropped
across the circuit breaker's contacts while a set amount of current
flows. Typical figures are shown in Table 2.
MAXIMUM VOLTAGE DROP ACROSS TERMINALS AT

NORMAL RATED CURRENT
RATING (amp) 6 12 18 24 35
VOLTAGE DROP (mV) 215 170 170 140 95
TABLE 2
Page 26 of 66
The same kind of test in conducted across the contracts of relays and
contractors. You’ll learn more about this in the next booklets.
Page 27 of 66
SELF ASSESSMENT
1. What is the basic sensing element in a thermal circuit breaker?
2. What does the term trip free mean with regard to circuit
breakers?
3. How can you visually check that:-
(a) A push circuit breaker is closed?

(b) A push/pull circuit breaker is closed?
(a)
(b)
4. What is the function of a remote controlled circuit breaker?
5. What two types of test would be carried out on a circuit

breaker after overhaul?
(a)
(b)
Page 28 of 66
the major points brought out in this review then you've understood
the major part of the information presented in this booklet.
1. Bi-metal strip.
2. A circuit breaker whose contacts cannot be held closed with

fault current flowing.
3. (a) Push circuit, breakers have the close button almost flush
with the CB face.
(b) Push/pull circuit breakers have the white collar obscured.
4. A remote controlled circuit breaker combines the functions of a

thermal circuit breaker with those of a contactor.
5. (a) Tripping tests.
(b) Milli volt drop tests.
SUMMARY
This booklet has covered the types of circuit breaker that you are
most likely to see on aircraft.
The various tests that are necessary have also been dealt with.
RECOMMENDED READING
CAIPs EEL/1-9.
Page 29 of 66
BOOKLET: 03
CONTENTS
Introduction 31
Typical Relay (Hinged Armature) 32
Activity 1. 34
Typical D.C. Contactor 35
Activity 2. 37
Typical A.C. Contactor 38
Typical A.C. Changeover Contactor 39
Slugged Relays 40
Polarized Relays 40
Mechanically Latched Relay 41
Activity 3. 43
Activity 4. 45
Testing/Overhaul 46
Self Assessment 48
Page 30 of 66
OBJECTIVES/ADVICE
I have assumed that you have already studied and fulfilled the
objectives of Study Plan No. 4 of this Module. Now work through the
booklet carrying out the activities and answering the questions in the
Self Assessment. You should also answer the Typical Examination
Questions at the end of the booklet.

 State the general operating principle of relays and contactors,
 Explain the specific operating principles of the following:-
(a) Hinged armature relays.

(b) Typical d.c. contractor.
(c) Typical a.c.
(d) Typical a.c. change over contactors.
(e) Slugged relays.
(f) Polarized relay.
(g) Mechanically Latched relay.
 Describe the basic overhaul and testing procedures for relays

and contactors.
 Draw a typical simplified test circuit for relays and contactors.
The study time for this booklet is about one hour.
INTRODUCTION
Relays and contactors are used to control the switching of power to

components from a remote position. In this way long runs of heavy
duty cables are avoided.
The difference between a relay and a contact is largely a matter of

application. Relays are normally used for a low electrical load
whereas contactors are normally used for heavy electrical loads.
There are numerous types of relay and contactor available. We'll

examine the various types in detail later. All relays and contactors
operate on the same basic principle, i.e., when a solenoid is
energized it causes some contacts to changeover.
Page 31 of 66
Relays and contactors will be classified according to the following:-
 Type and voltage of the energizing supply.
 Current carrying capacity in amps.
 Number of contacts.
 Whether normally 'closed' or ‘open’ when de-energized.
 Whether they are sealed or unsealed.
Let's now look at our first relay.
TYPICAL RELAY (HINGED ARMATURE)
This is a 28 V d.c. relay, designed to carry a current of 30 A. It has

one set of contacts and electrical contact is only made when the relay
is energized. This is referred to as single pole single throw relay.
Let's take a closer look at its construction in Fig. 1.
ARMATURE
CONTACTS
SOLENOID
RETURN SPRING
LIMIT STOP
Fig. 1 RELAY CONSTRUCTION - TYPICAL
Page 32 of 66
When the solenoid is energized its pole piece is magnetized causing

the armature to be drawn towards it by the force of the attraction. In
doing so the contacts meet, allowing current to flow to the
component being controlled.
As soon as power is removed from the solenoid it de-magnetizes,

allowing the return spring to restore the 'moving' contact to its
original position. The limit stop limits travel in the open direction.
Fig. 2 shows how the relay in question would be represented on a

circuit diagram.
Fig. 2 HINGED ARMATURE RELAY - CIRCUIT DIAGRAM REPRESENTATION
Page 33 of 66
See if you can remember the names of the various parts of the
hinged armature relay by labeling Fig. 3.
Fig. 3
Page 34 of 66
Check back to Fig. 1 to see how well you did.
TYPICAL D.C. CONTACTOR
Take a good look at Fig. 4, pay particular attention to the main

contacts, auxiliary contacts and the coil assembly.
TAPPED INSERT FOR

MAIN COVER SCREW
MAIN CONTACTS
THROWN OFF RING
CABLE ENTRY TO COIL ASSEMBLY

AUXILIARY TERMINAL
Fig. 4 TYPICAL D.C. CONTACTOR
The coil assembly contains a soft iron armature which you cannot see
in the diagram. This armature is linked to the main and auxiliary
contacts. When the coil is energized the armature is pulled into the
coil causing the contracts to close.
When the coil is de-energized a throw off spring will return the
armature, together with the contacts to the normal state.
Page 35 of 66
Fig. 5 D.C. CONTACTOR - CIRCUIT DIAGRAM REPRESENTATION
Fig. 5 shows a circuit representation of the contactor. Energizing

power would be connected to terminal 3, terminal 4 would be
connected to earth. Auxiliary contacts are included for various
switching functions such as indicator lights, electrical interlocks, etc.
Notice the diode connected across the coil. Diodes are often fitted
like this to short out the self induced emf resulting from the
collapsing field when the relay is de-energized. This prevents spikes
being felt elsewhere in the system.
Page 36 of 66
Consider Fig. 5; what is the purpose of the economy contact?
Page 37 of 66
You should have the following points:-
When power is first applied to the coil it draws high current to create
a strong magnetic field to operate the contacts. As soon as the
contacts change over, the part of the coil that was initially shorted
out is now introduced. This reduces the current required to hold in
the contacts and ensures that excessive heat is not produced when
the coil is energized.
Many relays and contactors employ this economy feature.
We shall now move on to consider an a.c. contactor.
TYPICAL A. C. CONTACTOR
These devices work in a similar way to the d.c. contactor you have
just studied. The main difference is that they are used for switching
a.c. power as opposed to d.c.
The example shown in Fig. 6 is a 3 phase a.c. contactor. It would
typically be used for switching on a fan, fuel pump or hydraulic
pump.
A diode is used in the coil circuit to half wave rectify the 115 V a.c.
supply.
Take some time to study the constructional details and circuit
representation of this component depicted in Fig. 6.
CONTACT CARRIER
AUXILIARY CONTACTS
MOUNTING
SCREW HOLE
MAIN
CONTACTS
CAPACITOR
COVER
AUXILIARY
TERMINALS TERMINAL
COVERS
COIL
ASSEMBLY
Fig. 6 TYPICAL A.C. CONTACTOR - CONSTRUCTION DETAILS
Page 38 of 66
TYPICAL A. C. CHANGEOVER CONTACTOR
This type of contactor is illustrated in Fig. 7, it is extensively used

where it is required to change the phase of a three phase a.c. supply
to a device. A typical example would be to change the direction of
rotation of the motor of an a.c. actuator. The coils would usually be
controlled by a 28 volt d.c. supply.
Fig. 7 TYPICAL A.C. CHANGEOVER CONTACTOR
When either coil is energized its armature is drawn into its core. The
associated main circuit will close and the interlock will prevent the
armature of the energized coil from moving.
Auxiliary contacts open-circuit the winding of the un-energized coil to

prevent it being energized.
NOTE: the main contacts would be triplicate for a three phase device.
Only one set of contacts for each side is shown for simplicity.
Page 39 of 66
SLUGGED RELAYS
A time delay can be incorporated into relays by modifying the coil

circuit. A typical arrangement is shown in Fig. 8.
Fig. B SLUGGED RELAY
A large current flow through the capacitor when power is first applied
causing a large volts drop across the resistance. This effectively
deprives the coil of voltage until the capacitor is fully charged.
When the coil circuit is broken, the capacitor will discharge through
the coil, maintaining the relay energized capacitor is discharged
completely.
POLARISED RELAYS
These are extensively used in d.c. generator systems. They decide

when the main contactor should open and close. The series or
polarizing coil is connected between the generator and the busbar. It
therefore senses the difference in voltage between the generator and
the busbar and also which is highest.
Take a good look at Fig. 9 on the next page to familiarize yourself

with the parts.
Note, the diagram is only a simplified schematic just used for

explanation purposes.
Page 40 of 66
Fig. 9 POLARISED RELAY SCHEMATIC
The polarity of the magnetic field in the armature is determined by

the direction of the current through the series coil. The polarity of the
armature interacts with the permanent magnet poles to swing the
armature in the appropriate direction. This of course will determine
whether the contacts open or close.
The system is arranged so that when the generator voltage is above

the busbar voltage the polarized relay will close its contacts. There
by energizing the solenoid of the main contactor, to bring the
generator on line. This would be the series of events for start up of
the system.
When the generator voltage drops significantly below that of the

busbar, the polarized relay would open its contacts and remove the
generator from the busbar.
MECHANICALLY LATCHEI) RELAY
Latched contactors or relays are ones which only require power on

the close· coil momentarily. After this momentary application of
power the device will remain latched in this state until power is
applied to the trip coil to remove the latch. A manual trip feature is
sometimes included on the device itself.
Mechanically latched contactors are often used as main generator

contactors or bus tie contactors. Fig. 10 on the next page shows a
simplified schematic of a typical mechanically latched relay.
Page 41 of 66
Fig. 10 MECHANICALLY LATCHED RELAY - SCHEMATIC
Page 42 of 66
Take a good look at Fig. 10 and explain how it operates for both
closing and tripping.
Page 43 of 66
Your brief description should cover the main points that I've provided
below.
When the close coil is energized the contacts are closed and held in
place by the latch.
When the trip coil is energized the trip mechanism is drawn into the
trip coil to release the latch. The spring will then cause the contacts
to open. Manual tripping of course does the same thing.
You have seen a representative selection of relays and contactors in

the foregoing pages, what I would like you to do now is give some
thought to some typical points to look for when overhauling a typical
contactor or relay.
Page 44 of 66
List in the space provided some aspects of overhaul and tests for
relays and contactors.
Page 45 of 66
This was a particularly demanding exercise, so I don't expect you to

have thought of all the points I've brought out below. I expect
though that you have identified quite a few.
TESTING/OVERHAUL
For full information on overhaul and testing of a particular device you

should refer to the manufacturer's overhaul manual. What follows is
a general guide.
 Ensure all parts are clean and free from foreign matter.
 Check contacts for pitting and damage.
 Check contact gap in open position.
 Check for freedom of movement of all mechanical parts.
 Check coil resistance.
 Check pull in voltage.
 Check drop out voltage. This is normally about 60% of the pull
in voltage.
 Check milli volt drop across the closed contacts with full rated
current flowing.
An approximate guide is 5 mV/10 A.
 Using a Megger, insulation test:-
(a) Across contacts with coil de-energized.

(b) Between contacts and frame.
(c) Between coil terminals and frame.
Fig. 11 on the next page shows a typical test circuit for a contactor or
relay. Spend some time looking at the circuit and try to relate it to
the tests that you have just read.
Page 46 of 66
Fig. 11 TEST CIRCUIT - TYPICAL
Page 47 of 66
SELF ASSESSMENT
Give yourself about ten minutes to answer the following questions in

the space provided. Be as brief and concise as you can.
1. Explain the purpose of an economy coil on a relay or contactor.
2. Why do some relay coils have a diode connected across them?
3. What would an a.c. changeover contactor be used for?
4. Draw a circuit diagram of a slugged relay.
5. Give one example of the use to which you could put a polarized
relay.
6. How many coils would you expect to find on a mechanically

latched relay?
Page 48 of 66
Your answers should read something like these below. If contain the
major points brought out in this review then have understood the
major part of the information presented this booklet.
1. An economy coil or winding limits hold in current once the

device is energized.
2. To prevent voltage spikes produced by self induced emfs

caused by the relay de-energizing.
3. Changing the phase of a three phase supply to a motor

operated device.
4. See Fig. 8.
5. For controlling the main contactor in a d.c. generator system.
Page 49 of 66
BOOKLET: 04
CONTENTS
Introduction 51
Magnetic Indicators 52
Activity 1 53
Magnetic Prismatic Displays 55
Activity 2. 56
Failure Annunciator Panels 57
Activity 3. 59
Switch lights 60
Cathode Ray Tube Indicating Systems 63
Self Assessment 65
Suggested Practical Activities 66
Page 50 of 66
OBJECTIVES/ADVICE
I have assumed that you have already studied and fulfilled the
objectives of Study Plans Nos. 4 and 5 of this Module.

 List the types of indicator used to monitor devices in aircraft

systems.
 Identify by name and state the function of the following:-
- Magnetic indicators.
- Magnetic prismatic displays.
- Failure annunciator panels.
- Switch lights.
- Cathode ray tube indicating systems.
 Explain typical applications for the items listed above.
This booklet will take you about one hour to study.
INTRODUCTION
The control of the various electrical pneumatic, hydraulic, fuel and

other systems in modern aircraft is achieved by using valves,
actuators, contactors and other devices.
Such devices are, in the' majority of cases, electrically operated and

controlled by switches on the appropriate systems panel, and to
confirm the completion of movement of the device an indicating
system is necessary.
The system might include lights, magnetic indicators, miniature

mechanical indicators or even nowadays symbols on a cathode ray
tube synoptic diagram.
Page 51 of 66
MAGNETIC INDICATORS
ARMATURE
RETURN SPRING
BALANCE WEIGHT
SPINDLE
PLASTIC BALL MAGNET ASSEMBLY
COIL
TERMINAL
Fig. 1 MAGNETIC INDICATOR
In its simplest form (Fig. 1), a normal type magnetic indicator is of

the two position type comprising a ball pivoted on its axis and spring-
returned to the OFF position. A ferrous armature, embedded in the
ball, is attracted by the electromagnet when energized, and rotates
the ball through 1500 to present a different picture in the window.
The picture can be either of the line diagram type, representing the
flow of fluid in a system (see Fig. 2 on the next page) or of the
instructive type presenting such legends as OFF, ON, OPEN, CLOSE.
Page 52 of 66
Fig. 2 FUEL SYSTEM CONTROL PANEL
Take a good look at the diagram of a fuel system control panel

shown in Fig. 2. Identify the three devices which are monitored by
magnetic indicators.
(a)
(b)
(c)
Page 53 of 66
You have probably come up with the following:
(a) Left LP valve.
(b) Cross feed valve.
(c) Right LP valve.
You will have noticed that the magnetic indicators are situated
adjacent to the appropriate toggle switch.
I suppose you have guessed that in the diagram the valves being
monitored are depicted in the open position.
In the panel shown in Fig. 2, the flow lines are shown in black. In
reality the flow lines would probably be white on a darker
background such as grey, green of even brown.
The lines are normally back lit by integral panel lighting. This lighting
can normally be dimmed.
Fig. 3 below shows another example of how magnetic indicators are

used to indicate the state of various devices. This time it is an
electrical panel.
Fig. 3 ELECTRICAL PANEL
Page 54 of 66
MAGNETIC PRISMATIC DISPLAYS
Another type of magnetic indicator uses two solenoids which operate

a three sided mechanical indicator or prism via a miniature linkage.
With both solenoids de-energized, the blank side of the prism is
exposed. When one of the solenoids is energized, one of the
messages will be displayed. When the other solenoid is energized the
message on the other side of the prism will be displayed. Electrical
circuitry outside the indicator will normally allocate a priority to one
of the solenoids to prevent a conflict.
In the instrument shown in Fig. 4 below there are multiple indicators

housed within a single case. The instrument is used in an automatic
flight control system (AFCS) to annunciate which modes within the
system are currently either armed or active.
PRISM
Fig. 4 TYPICAL PRISMATIC ELECTROMECHANICAL ANNUNCIATOR
Instruments like these normally have a test facility to check the

operation of the indicator prisms. Pressing the TEST 1 button in this
case checks all the upper messages. TEST 2 checks all the lower
prisms. Bear in mind tests like these only check the indicators, not
the logic of the circuitry which controls them.
Page 55 of 66
Give another application for magnetic indicators. To give you a hint,

may be they could be used for maintenance purpose of some kind.
Page 56 of 66
It's quite likely that you have thought of using magnetic indicators to
indicate the failure status of various systems.
Let's investigate this further.
FAILURE ANNUNCIATOR PANELS
Magnetic indicators are frequently used to indicate the' failure status

of a particular aircraft system. These panels are normally positioned
in an under floor compartment remote from the cockpit. The example
shown in Fig. 5 below is for a generator system.
The generator system failure annunciator panel consists of fault

indicators (annunciators) and pushbutton switches mounted on a
panel box. The electromechanical indicators change color to indicate
a failure of certain major components of the generation system.
Fig. 5 FAILURE ANNUNCIATOR PANEL - GENERATOR SYSTEM
Page 57 of 66
Each indicator consists of a magnetic ball mounted under a

transparent plastic hemisphere and backed by two electromagnets.
The magnets are wound in opposite polarities. Energizing either
electromagnet causes the ball to rotate to one of two positions. The
magnetism in the ball holds it in the last position until the opposite
coil is energized. The half of the ball showing in the normal condition
is black, and the other half is yellow. Thus, any indicator showing
yellow indicates that a fault has been detected since the last reset.
During normal operation of the generator system failures of the
generator, the feeders or the generator control unit (GCU) normal
control circuit are sensed by the GCU sensing circuits and are
indicated immediately.
The 'self test' button is used to check the GCU circuits which are not
normally monitored during normal operation of the system, i.e. the
protection circuits.
Pressing the 'panel test' button trips all indicators to verify their
operational condition. The 'panel reset' button switch resets all
tripped indicators.
Fig. 6 below shows another example of a failure annunciator panel.

This one operates in a similar way to the one you've just seen. In
this case it constantly monitors items within the automatic flight
control system during normal operation. This panel does not have
the same test facilities though.
Fig. 6 FAILURE ANNUNCIATOR PANEL - AUTOMATIC FLIGHT CONTROL SYSTEM
Page 58 of 66
Take a look at Figs. 2 and 3 and notice that toggle switches and their
associated magnetic indicators is separate device. Suggest an
improvement.
Page 59 of 66
The two devices could be combined. You might even have seen
devices which do this; they are commonly known as switch lights.
SWITCHLIGHTS
One type of improved design switch found on the control panels of

modern aircraft is the lighted pushbutton switch indicator, called a
switch light. Switch lights have the features of controlling the system
as well as showing a system message.
There are two types of switch light:-
 Alternate action.
 Momentary action.
Alternate Action
An alternate action switch when pushed, activities the associated

component and the switch contacts remain engaged. When pushed
again, the contacts disengage and the controlled component returns
to its de-activated state.
Alternate action switch lights are divided into halves. One half uses a
mechanical display to show the commanded switch position. The
display is a descriptive word, symbol or combination of the two, such
as a main tank fuel pump switches which displays ON and a bar. As
the switch is pushed in, a mechanical shutter retracts, exposing the
word/symbol behind it. The shutter closes when the switch is de-
activated.
The other half of the alternate action switch light has an indicator
light that illuminates to indicate system response to switch
movement, or a system message as appropriate. In the example
shown in Fig. 7 on the next page, the amber PRESS light indicates
fuel pump output pressure is low.
Page 60 of 66
SWITCH DEACTIVATED
- MECHANICAL SHUTTER IS CLOSED

- WORD, SYMBOL OR COMBINATION IS COVERED
SWITCH IS ACTIVATED
- MECHANICAL SHUTTER IS RETRACTED
- WORD, SYMBOL OR COMBINATION IS VISIBLE
INDICATOR LIGHT
ILLUMINATED - ALERTS CREW TO SYSTEM

RESPONSE TO SWITCH MOVEMENT, OR A
SYSTEM MESSAGE, AS APPROPRIATE
Fig. 7 SWITCHLIGHTS
Momentary Action
A momentary action switch is a control whose contacts are only

momentarily engaged, while the switch is actuated. When released,
the switch contacts disengage.
Momentary action switch lights are also divided into halves. Both
halves may contain indicator lights that can illuminate to indicate a
system message.
Filaments are changed by pulling out the lens cap assembly with
finger nails, then removing the suspect filaments from the back (see
Fig. 8 on the next page).
In some instances it is essential, for reasons for safety possible

damage to systems, that the relevant circuit breaker be pulled prior
to filament changing.
Page 61 of 66
LAMP (4)
BACK OF PANEL
Fig. 8 MOMENTARY ACTION SWITCH - REMOVAL OF FILAMENTS
Fig. 9 below shows how switch lights are incorporated into an aircraft
system panel. The panel shown is of course an electrical systems
panel. Notice how flow lines are used in a similar way to those shown
in Figs. 2 and 3. It's interesting to note how much neater a panel
with switch lights is compared with one which uses lights, toggle
switches and magnetic indicators.
Fig. 9 ELECTRICAL SYSTEMS PANEL USING SWITCHLIGHTS
Page 62 of 66
CATHODE RAY TUBE INDICATING SYSTEMS
A number of the new technology aircraft make extensive use of

cathode ray tubes (CRTs) to present information. In a booklet like
this it is not possible to go into fine detail as to how these systems
operate, but it at least provides an introduction.
One such system is known as EICAS, that is, engine indicating and
crew alerting system. This system has two color CRTs, which indicate
all the necessary engine parameters. One part of a CRT is dedicated
to providing alert messages. Take a good look at the CRT displays
shown below in Fig. 10.
WARNING MESSAGES (RED)
- CONDITIONS THAT REQUIRE

PROMP CORRECTIVE ACTION
CAUTION MESSAGES (AMBER)

TIMELY CORRECTIVE ACTION
ADVISORY MESSAGE (AMBER)

TIME AVAILABLE CORRECTIVE ACTION
Fig. 10 CRT DISPLAY - EICAS
Page 63 of 66
In a system such as this, the information is fed to the CRTs via a

device known as a symbol generator. In the event of a failure of this
symbol generator, a second one, normally on standby, would
automatically take over.
Other CRT indication systems are even more sophisticated. One

known as ECAM or electronic centralized aircraft monitoring provides
synoptic displays of the various aircraft systems on automatic or
manual selection. If for instance a fault developed in the electrical
system, a CRT would automatically display a diagram of the electrical
system showing the exact status of all of the major components. At
the same time another CRT would use words to advise the crew as to
what action to take.
Page 64 of 66
SELF ASSESSMENT
1. Describe how a magnetic indicator works.
2. Give typical applications for magnetic indicators.
3. How many solenoids are there in an individual magnetic

prismatic indicator?
4. Where would you expect to find a failure annunciator panel on

an aircraft?
5. Give a brief description of a switch light.
Page 65 of 66
most of the points brought out in this review, then you have
understood the major part of the information presented in this
booklet.
1. A magnetic indicator has a small magnetic ball which changes

over to expose another face when a solenoid is energized.
2. They are used extensively on system control panels to indicate

the state of various components. A flow bar or flow line can, for
example, indicate the position of a valve.
3. Two.
4. Normally in a position remote from the cockpit for use by

maintenance staff only.
5. A combination of switch and indicator. The switch controls a

particular component; the indicator part can indicate the status
of both the switch and the device being controlled.
SUGGESTED PRACTICAL ACTIVITIES
On the next aircraft you work on, see if you can locate as many of
the devices described in this booklet as possible. When you have,
refer to the Maintenance Manual to check on the maintenance
practices associated with them.
Page 66 of 66

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ATITA ELECTRICAL/INSTRUMENT/RADIO/RADAR STUDY PLAN-8

MODUL AV-20-02 REVISION: 00

Fast Operating Air fuse 6

High Rupture Capacity (HRC) Fuses 7

Slow Operating Air fuse or Limiter 8

Fuse Testing Facilities 10

Relative Merits of Fuses 13

Self Assessment Review 15

Suggested Practical Activities 15

 Define specific terms associated with fuses.

- Fast operating air fuses.

 State the methods of functionally testing fuses.

The study time for this booklet is about one hour.

Modern aircraft have numerous electrical circuits each of which has

In this booklet we'll look at fuses only, circuit breakers will be

Let's look first at the terminology associated with fuses.

A device for protecting electrical apparatus against the effect of

The essential part of a fusible cut-out. The part which is designed to

Fuse Carrier or Fuse Holder

A carrier for holding a fuse-link, arranged to be easily inserted

A current, less than the minimum fusing current, stated by the

The minimum current at which a fuse element in a fuse will melt. In

This is the maximum current which a fuse may be expected to

A voltage stated by the manufacturer’s as the highest declared

Define in your own words the following terms associated with

(a) Fuse element.

I am sure you had no difficulty with these. Go back to the previous

Let's continue now by looking at some fuses in current use.

FAST OPERATING AIRFUSE

 Lower ratings have a high failure rate due to the effects of

 The larger ratings served as a protection reasonably well on

 The rupturing capacity is low because of the glass envelope.

HIGH RUPTURE CAPACITY (HRC) FUSES

SCREW-IN PATTERN TERMINAL

Fig. 2 HRC FUSE AND HOLDERS

SLOW OPERATING AIRPUSE OR LIMITER

Fig. 4 SLOW OPERATING AIRFUSE OR LIMITER

Limiters are capable of handling short circuit currents of about 5000

The fusible element is a single strip of tinned copper drilled and

Shown in Fig. 5 on the next page is a group of characteristics for

Fig. 5 LIMITER CHARACTERISTICS - 35 A TO 500 A

(a) Give some thought as to how to test the serviceability of

Let's now look at a typical fuse testing facility.

FUSE TESTING FACILITIES

Fuse test facilities may be found in various parts of an aircraft, e.g.

A typical fuse panel and test facility is shown in Fig. 6.

D.C. DISTRIBUTION SUB-PANEL

Fig. 6 TYPICAL FUSE PANEL AND TEST FACILITY

The blowing of a fuse indicates that it has been carrying excessive

Replacement fuses should always be of the correct rating for the

Fuses which carry continuous current whose value may be near to

What are the relative merits of the fuse as a form of circuit

RELATTVE MERITS OF FUSES

A fuse has an inverse time/current characteristic, i.e., its fusing time

1. Define current rating as applied to fuses.

2. Describe the construction of a fast operating air fuse.

3. Define the term rupturing capacity.

4. What would you expect to find inside an HRC fuse?

5. How are fuses tested on an aircraft?

6. State the precautions to be taken before replacing a fuse.

SELF ASSESSMENT REVIEW

1. The maximum current a fuse will carry continuously without