1. INTRODUCTION The aircraft uses both 115 Volts AC and 28 volts DC power. AC electrical power is provided by two engine-driven generation systems. Each system includes an integrated drive generator (IDG) and a generator control unit (GCU). An auxiliary power unit (APU) generator is also available as a back AC power source to replace either or both IDGs. In the event of total AC power loss, emergency AC power is available from an in-flight air-driven generator (ADG). The ADG assembly is stowed in a compartment on the right side of the nose section. DC power is supplied by five transformer rectifier units (TRU) which rectifies AC input power into DC output power. Another source of DC power is from a main battery and APU battery. The main and APU batteries are connected into the aircraft DC electrical power system and are charged by their respective battery chargers. Power for starting the APU is provided by the APU battery. Electrical contactors, switches and relays located throughout 13 junction boxes in the aircraft, are used for connecting AC and DC power to the appropriate buses and components. Power connection is dependent on system configuration and health. The following is a list of all the aircraft electrical system buses: AC BUSSES DC BUSSES DC BUS 1 AC BUS 1 DC BUS 2 DC ESSENTIAL BUS AC BUS 1 AC BUS 2 DC ESSENTIAL BUS DC SERVICE BUS AC BUS 2 AC ESSENTIAL BUS DC SERVICE BUS LEFT AND RIGHT BATTERY BUS AC SERVICE BUS LEFT AND RIGHT BATTERY BUS DC EMERGENCY BUS ADG BUS DC EMERGENCY BUS DC UTILITY BUS 1 AC UTILITY BUS 1 DC UTILITY BUS 1 DC UTILITY BUS 2 AC UTILITY BUS 2 DC UTILITY BUS 2 MAIN BATTERY DIRECT BUS MAIN BATTERY DIRECT BUS APU BATTERY DIRECT BUS On the ground, the aircraft can receive external AC power through a receptacle located on the forward right side of the fuselage. The aircraft can also receive external DC through a receptacle located on the aft right side of the fuselage. The electrical power services panel (EPSP) in the flight compartment, and the external service panel on the right forward fuselage, contain the AC and DC system control switches. The switches are used for manual and automatic control of the electrical power generating system and external power operation. Canadair Regional Jet 100/200 - Electrical Page 1
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Transcript
1. INTRODUCTION
The aircraft uses both 115 Volts AC and 28 volts DC power. AC electrical power is providedby two engine-driven generation systems. Each system includes an integrated drivegenerator (IDG) and a generator control unit (GCU). An auxiliary power unit (APU)generator is also available as a back AC power source to replace either or both IDGs.
In the event of total AC power loss, emergency AC power is available from an in-flightair-driven generator (ADG). The ADG assembly is stowed in a compartment on the rightside of the nose section.
DC power is supplied by five transformer rectifier units (TRU) which rectifies AC input powerinto DC output power. Another source of DC power is from a main battery and APU battery.The main and APU batteries are connected into the aircraft DC electrical power system andare charged by their respective battery chargers. Power for starting the APU is provided bythe APU battery.
Electrical contactors, switches and relays located throughout 13 junction boxes in theaircraft, are used for connecting AC and DC power to the appropriate buses andcomponents. Power connection is dependent on system configuration and health. Thefollowing is a list of all the aircraft electrical system buses:
AC BUSSES DC BUSSES
DC BUS 1
AC BUS 1DC BUS 2
DC ESSENTIAL BUSAC BUS 1
AC BUS 2DC ESSENTIAL BUS
DC SERVICE BUSAC BUS 2
AC ESSENTIAL BUSDC SERVICE BUS
LEFT AND RIGHT BATTERY BUSAC SERVICE BUS
LEFT AND RIGHT BATTERY BUS
DC EMERGENCY BUSADG BUS
DC EMERGENCY BUS
DC UTILITY BUS 1AC UTILITY BUS 1
DC UTILITY BUS 1
DC UTILITY BUS 2AC UTILITY BUS 2
DC UTILITY BUS 2
MAIN BATTERY DIRECT BUSMAIN BATTERY DIRECT BUS
APU BATTERY DIRECT BUS
On the ground, the aircraft can receive external AC power through a receptacle located onthe forward right side of the fuselage. The aircraft can also receive external DC through areceptacle located on the aft right side of the fuselage.
The electrical power services panel (EPSP) in the flight compartment, and the externalservice panel on the right forward fuselage, contain the AC and DC system control switches.The switches are used for manual and automatic control of the electrical power generatingsystem and external power operation.
Canadair Regional Jet 100/200 - Electrical
Page 1
Electrical system warnings and cautions are displayed on the EICAS primary page. Statusand advisory messages are displayed on the EICAS status page. General views of theelectrical systems are displayed on the EICAS, AC and DC synoptic pages. The AC and DCsynoptic pages are accessed through the EICAS control panel (ECP). One push of theELEC key on the ECP will display the AC synoptic page. Pushing the ELEC key a secondtime will display the DC synoptic page.
Canadair Regional Jet 100/200 - Electrical
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IDG 1
IDG 2
APU GENERATOR
EXTERNAL DCCONNECTION
APU BATTERY
MAIN BATTERY
TRANSFORMERRECTIFIER
UNITS
EXTERNAL ACCONNECTION AIR DRIVEN
GENERATOR
Canadair Regional Jet 100/200 - Electrical
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Electrical Power PanelOverhead Panel
External Service PanelRight Forward Fuselage
Flight Attendant Panel
Canadair Regional Jet 100/200 - Electrical
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1. AC ELECTRICAL SYSTEM
AC power for the aircraft electrical systems is provided by two engine-driven, integrateddrive generators (IDGs) which supply power to all AC buses during normal operations. AnAPU generator provides a backup AC power source in flight if an IDG is inoperative or whenthe aircraft is on the ground with the engines off. If all AC power is lost in flight, emergencyAC power is provided automatically by a deployable air-driven generator (ADG). The ACdistribution system is controlled by the respective IDG and APU generator control units(GCUs). Each generator is monitored by the GCU’s for voltage, frequency and kilovolt amps(KVA) to provide system fault protective shutdowns. An AC power distribution schematicand system parameters are displayed on the EICAS AC synoptic page.
A. Integrated Drive Generator (IDG)
Each IDG consists of a constant speed drive (CSD) and a generator. The CSD uses aninternal oil system to hydro--mechanically change the variable input speed from theengine accessory gearbox to a constant output speed to the generator to produce115--volts AC and to maintain a constant frequency of 400 Hz. Each generator is ratedat 30 kilovoltamperes (KVA) up to an altitude of 35,000 ft., then 25 KVA to 41,000 ft.
An oil cooler cools the oil used by the IDG. Each IDG is monitored for low oil pressureor high oil temperature. In the event of low oil pressure or high oil temperature, an(amber) FAULT light (cover--guarded) on the EPSP will illuminate. Lifting thecover--guard and pushing the switchlight will manually disconnect the IDG from theengine gearbox.
The IDG will automatically disconnect if a severe oil overtemperature or overtorquecondition occurs. Once disconnected, either manually or automatically, the IDG cannotbe reconnected in flight. If the IDG was disconnected manually, it can only be reset onthe ground, with the engine shutdown. If the IDG was disconnected automatically, itmust be replaced.
Each generator control unit (GCU) controls and monitors the related AC generatorsystem and provides voltage and frequency regulation and fault protection for itsrespective generator. The GCU also protects the electrical system from overcurrentand differential current faults. In the event of a malfunction, the GCU will automaticallydisconnect the faulty generator from the respective AC buses. The generator may bereset when the malfunction is corrected or no longer exists, by selecting the generatorswitch to the OFF/RESET position then back to ON.
B. APU Generator
The APU generator is driven, directly by the APU gearbox, at a constant speed tomaintain a constant frequency output. The generator provides 115--volts, 400 Hz ACpower and is rated at 30 KVA from sea level to 37,000 ft. A GCU, identical to the IDGGCU, provides the same regulation and protection functions as the IDG GCUs.
C. AC Distribution
Two different configurations of AC power distribution are available, Full configurationand Service configuration.
Canadair Regional Jet 100/200 - Electrical
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In Full configuration, all the AC buses are powered using either IDG 1, IDG 2, the APUgenerator or external AC. For normal AC distribution, AC power from IDG 1 and IDG 2is distributed to all the AC buses via GCU controlled contactors in junction box 1 (JB1).There is a priority control of AC power distribution. During normal operation, IDG 1powers AC bus 1 and IDG 2 powers AC bus 2. The failure of a generator, for anyreason other than a fault on its associated bus, will automatically transfer the load fromthe failed IDG to the remaining operative IDG. When the APU generator is available, itcan then be used to replace the failed IDG to power the respective AC bus. On theground, if the aircraft is being powered with external AC power and either the APU oran IDG is brought on line, the external power will be automatically disconnected and therespective APU or IDG generator will power all the AC buses. When external power isnot available, the APU generator provides electrical power to all the AC buses. If anIDG is powering its respective AC bus and the APU generator is powering the other ACbus, when the remaining IDG is brought on line the APU generator will be automaticallytaken off line.
In service configuration, either external AC power or the APU generator is used topower specific buses for general servicing of the aircraft on the ground. Only AC Utilitybus 1, AC Utility bus 2, the AC service bus and the DC service bus are powered.
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Canadair Regional Jet 100/200 - Electrical
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RIGHTENGINE
LEFTENGINE
GCU GEN1
APUGEN
GCU
AC ESS BUS
EXTERNALPOWER
MONITOR
GCU
ADG
APU
EXTERNALAC
CSD
GCU GEN2
CSD
ADG BUS
AC BUS 1
AC UTILBUS 1
AC ESS BUS AC BUS 2
AC SERVBUS
AC UTILBUS 2
Canadair Regional Jet 100/200 - Electrical
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Electrical Power PanelOverhead Panel
AUTO XFERUsed to disable automatictransfer of associated IDG.
OFF (white) light indicatesautotransfer is selected off.FAIL (amber) light indicates afault preventing autotransfer.
ACUsed to select externalAC power.
AVAIL (green) lightindicates externalpower is connectedand is ready to use.IN USE (white) lightindicates that theexternal AC power unitis supplying theelectrical system.
External Service PanelRight Forward Fuselage
GEN 1, 2 and APU GENAUTO -- Connectsgenerator toassociated bus.OFF/RESET --Disconnects generatorfrom associated busand/or resets thegenerator controlcircuit.
EXT AC PUSHUsed to selectexternal AC power.
AVAIL (green) lightindicates externalpower is connectedand is ready to use.IN USE (white) lightindicates that theexternal AC powerunit is supplying theelectrical system.
IDG 1 and 2 DISC(Guarded)Used to disconnectIDG from engine.
DISC (white) lightindicates selecteddisconnect is successful.FAULT (amber) lightindicates a fault withinIDG (low oil pressure orhigh oil temperature).
IDG will automaticallydisconnect, when anovertemperature orovertorque conditionoccurs.
Once disconnected, theIDG cannot be reset withthe engines running.
AC ESS XFERUsed to switch essential bus feedfrom AC bus 1 to AC bus 2.
ALTN (white) light indicatesessential bus is fed from AC bus 2.
External AC Power FeaturesDisplayed when external AC voltage is morethan 10 volts and frequency is more than 50 Hz.
EICASOUTLINE
GREEN WHITE HALF INTENSITYMAGENTA
Invalid dataExternal AC availableor in use
EICAS DIGITALREADOUT
GREEN AMBER WHITEHALF INTENSITY
MAGENTAAMBER DASHES
XX KVA Loaded Overload Not loaded Insufficient data Invalid data
XXX VBetween 106and 124 volts
_Invalid data
Invalid data_
XXX HZBetween 370and 430 Hz
Less than 106 volts ormore than 124 volts
_
_Less than 370 Hz ormore than 430 Hz
External AC not availableand not in use
SERVICE CONFIGURATION (green)The message is displayed:
When external AC power is available and theAVAIL switchlight on the external service panelhas been selected, orWhen APU power is available and the APUSERV BUS switchlight on the forward F/Apanel has been selected.
For either selection, only the AC service bus, ACutility bus 1, AC utility bus 2, and the DC servicebus will be powered.
AC SERV BUS caution (amber)Indicates that AC bus 2 is powered andAC service bus is less than 90 Volts.
AC BUS 1 or 2 caution (amber)Indicates that the associated bus is notpowered.
EMER PWR ONLY warning (red)Indicates that the ADG has deployed.
AC ESS BUS caution (amber)Indicates that AC essential bus isless than 90 Volts.
AC 1 or 2 AUTOXFER caution (amber)Indicates that the corresponding automaticbus transfer has failed.
Primary Page
<0039>
<0039>
AC 1 or 2 AUTOXFER OFF status (white)Indicates that the corresponding automaticbus transfer has been selected off.
AC ESS ALTN status (white)Indicates that AC essential bus isbeing fed from AC bus 2.
AC UTIL 1 or 2 OFF status (white)Indicates that corresponding ACutility bus is not powered.
Status Page
Canadair Regional Jet 100/200 - Electrical
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TRU Load ReadoutsDisplays, in incrementsof 1 amp, the load onthe rectifier.
EICASOUTLINE
GREEN AMBERWHITEHALF--INTENSITY
MAGENTA
Invalid data
Invalid data
Less than 18 VDCLoad less than2 amp
Invalid data
18 VDC or greater Invalid data
Invalid data
18 VDC or greaterLoad more than2 amp
Less than 18 VDC
TRU failure
TRU failure18 VDC or greaterLoad more than3 amp
18 VDC or greaterLoad more than3 amp
18 VDC or greater
Less than 18 VDC
Less than 18 VDCLoad less than3 amp
Less than 18 VDCLoad less than3 amp
TRU1
TRU 2
ServiceTRU
EssentialTRU 2
EssentialTRU 1
EssTRU 1
VA
EssTRU 2
VA
SERVTRU 2
V
A
VA
TRU 2
V
A
TRU 1
TRU Voltage ReadoutsDisplays, in incrementsof 1 VDC, the rectifier’svoltage level.
DC ELEC PageEICAS Secondary DisplayCenter Instrument Panel
EICAS DIGITALREADOUT
GREEN WHITE AMBER DASHES
xx V Between 22 and 29 VDC Invalid data
Invalid dataBetween 3 and 99 amp
Less than 22 VDC ormore than 29 VDC
xx ALess than 3 amp ormore than 99 amp
_
_
_
AC BUS to TRU FlowLines
Green -- RespectiveAC bus is poweringTRU.
TRU Output FlowLines
Green -- RespectiveTRU is on--line andoutput is 18 VDC orgreater.
Canadair Regional Jet 100/200 - Electrical
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The AC essential bus is normally powered by AC bus 1. &- -��� �1���� �� � ��� �2��� (�/ ���� ���"������ ����-�� ��� $���� ��$$���� �� ��� � �������� ���2 -��" ���� � �� � ��� �3 The crew can also manually transfer the � �������� ��� ��$$��$����2 -��" � ��� � �� � ��� �2 ����� ��� � �!! 4��. ����������� �� ��� ���������$���. In flight, the AC service bus is normally powered from AC bus 2. On the ground,it can be powered from the APU generator or from external AC power.
The AC service bus supplies power to those circuits necessary for ground--servicingoperations, without having to power the entire electrical system.
The AC utility buses are normally powered (in full configuration) by their respective ACbus. In flight, the AC utility buses are automatically SHED if only one generator isoperational. In service configuration, the AC utility buses are powered from either theAPU generator or from external AC power.
D. AC Loads Distribution
AC BUS 1 AC BUS 2 AC ESSENTIAL
Hydraulic Pumps 2B and 3B
Left Windshield Heater
Probe Heaters (R) (AOA andPitot) and TAT
Left --Navigation, Landing andTaxi Lights
Ground Proximity WarningSystem (GPWS)
Enhanced Ground ProximityWarning System (EGPWS)<0040>
Flight Recorder Power
Hydraulic System Fan
Display Cooling Fan (R)
Exhaust and Cockpit Fan
Flap Power Drive Unit (1)
Engine Vibration Monitor
ADG Deploy Sensor
TRU 1, DC essential bus
HSTA (Ch--1)
Hydraulic Pumps 3A and 1B
Right Windshield Heaters
Right Window Heater
Ice Detector 2
Instrument Lights (copilot andoverhead), Landing and TaxiLights (R)
Inertial Reference System (2)<0025>
ARINC Display Fan, Galleyand Cabin Fan
Flap Power Drive Unit (2)
ADG Deploy Sensor
TRU 2, DC Essential bus
HSTA (Ch--2)
Bleed Leak Controllers (L / R)
Left Window Heater
Probe Heaters (L) (AOA andPitot)
Ice Detector 1
Engine Ignition A
Instrument Lights (Pilot’s andCenter)
CB Panel Integral Lights
Inertial Reference System (1)<0025>
Head--up Guidance System<0026>
Traffic Alert and CollisionAvoidance (TCAS)
ARINC Chassis and DisplayCooling Fans (L)
Essential TRU 1
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Canadair Regional Jet 100/200 - Electrical
Page 15
E. Air Driven Generator (ADG)
In the event of a complete AC power failure in flight, the ADG will automatically deployand supply 115--volts, 400 Hz AC emergency power to the ADG bus. The ADGgenerator is rated at 15 KVA. The ADG bus will then supply emergency power to theAC essential bus and the 3B hydraulic pump. The AC essential bus will then poweressential TRU 1, which will power the DC essential bus.
If the automatic deploy function fails, the ADG can be deployed manually by pulling theADG manual release handle on the ADG CONTROL control panel at the rear of thecenter console.
If either main generator is restored, the crew can override the ADG by pressing thePWR TXFR OVERRIDE button on the ADG control panel. This will reconnect therestored IDG to power AC bus 1, AC bus 2 and the AC essential bus. The ADG willcontinue to power the critical flight controls and the ADG bus. The flaps will move athalf speed when powered from the ADG bus.
The ADG generator, voltage, frequency and ADG bus indications on the EICAS, ACELECTRICAL synoptic page are only displayed when the ADG bus is powered.
The ADG will continue to operate and supply power to the ADG bus until the airspeeddecreases below approximately100 kts. At that point, if the APU generator or IDG hasnot been restored, the only power available will be from the batteries.
The ADG cannot be restowed in flight. It is restowed manually, on the ground, bymaintenance personnel.
NOTE
After ADG deployment or APU generator switching,intermittent failure of the pilot’s and copilot’s air datasystems may occur. These failures may result inuncommanded changes to the pilot’s or copilot’s flightinstruments. The barometric altimeter setting, altitudepreselector, V--speeds and speed bug settings shouldbe checked and reset as required.
Automatic deployment of the ADG is inhibited, on the ground, when the parking brakeis set.
The ADG system circuits can be checked through a LAMP/UNIT test switch on the ADGcontrol panel. When the switch is set to LAMP, a ground is supplied to check that thegreen TEST light illuminates. The UNIT test has two modes, Pre--takeoff and Inflight:
� Pre--takeoff,When the test switch is set to UNIT the ADG system circuits are checked and theTEST light will illuminate within 1 second and remain ON for 2 seconds.
� Inflight,When the test switch is set to UNIT the ADG system circuits are checked and theTEST light will illuminate after 5 seconds and remain ON for 2 seconds.
Canadair Regional Jet 100/200 - Electrical
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ADG Manual Deploy Handleand Auto--Deploy Panel
Center Pedestal
TEST Light (green)Comes on after successfulcompletion of auto--deploysystem test.
LAMP/UNIT SwitchUsed to test auto--deploy system.Test can only be accomplished withtwo generators selected ON andboth main AC busses powered.
ADG Manual Deploy HandleUsed to manually deploy the ADG.
PWR TXFR OVERRIDEUsed to transfer ACessential bus power sourcefrom the ADG bus back tothe main AC bus.
Canadair Regional Jet 100/200 - Electrical
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F. System Circuit Breakers
SYSTEM SUB--SYSTEM
CB NAME BUS BAR CBPANEL
CBLOCATION
NOTES
GeneratorsIDG 1 DISC P9
GeneratorsIDG 2 DISC
DC BATTERYP10
G tGCU 1 DC BATTERY
BUS1 Q10
GeneratorControl
GCU 2BUS
Q11Control
GCU 3 Q12
ACADG AUTO APU BATTERY
5B10
ACElectrical
ADG MANAPU BATTERYDIRECT BUS
5B11
ElectricalPower
ADGD l
ADG DEPLOYAUTO DC BATTERY
2 N6
Deploy ADG DEPLOYMAN
DC BATTERYBUS
2 N7
ADG DEPLOYSENS
AC BUS 1 1 C10
STBY PWRCONT
MAIN BATTERYDIRECT BUS
5 A7
AC ESS FEED ADG BUS 3 A8
ACAC ESS FEED AC BUS 1 1 C2
ACEssentialBus
ESS PWR CONTAPU BATTERYDIRECT BUS
5 B13Bus
ESS AC XFRCONT
DC BATTERYBUS
Q9
AC Utilit
AC UTLY BUSFEED AC UTILITY 1 1
E2
ACAC UtilityBus 1
PWR SENSAC UTILITY 1 1
E7ACDistribution
Bus 1AC UTLY BUSCONT
DC BUS 2 J4
AC UTLY BUSFEED
E2
AC UtilityBus 2
AC UTLY BUSSENS
AC UTILITY 2
2
E7
AC UTLY BUSCONT
DC BUS 1
2
J4
AC ServiceBus
AC SERV BUSFEED
AC SERV R2
Canadair Regional Jet 100/200 - Electrical
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1. DC ELECTRICAL SYSTEM
Five transformer rectifier units (TRU’s) and two batteries (Main and APU) provide the aircraftwith DC electrical power. DC power is also available through an external DC receptacle onthe right aft fuselage.
A. Transformer Rectifier Units (TRU)
There are five TRU’s located in the nose avionics compartment. Each TRU converts115 VAC input power to 28 VDC output power for powering the aircraft DC buses. TheTRU’s are rated at 100 amps. Normal distribution of the TRU outputs is shown in thefollowing table:
The main and APU nickel-cadmium batteries and their battery chargers are located inthe aft equipment compartment. The batteries provide DC power to their respective DCbattery direct buses.
The 17 AMP./HR, 24, volt main battery provides backup power to the attitude headingreference system (AHRS), proximity sensing electronic unit (PSEU), data concentratorunits (DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The mainbattery also provides power to the flight compartment lighting system.
The 17 AMP./HR, 24 volt, main battery provides backup power to the inertial referencesystem (IRS), proximity sensing electronic unit (PSEU), data concentrator units(DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The main batteryalso provides power to the flight compartment lighting system. <0025>
The 43 AMP./HR, 24 volt, APU battery provides the cranking power for starting theAPU.
Canadair Regional Jet 100/200 - Electrical
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Battery chargers maintain the batteries at full charge. The main battery charger ispowered from AC Utility bus 1 and the APU battery charger is powered from the ACUtility bus 2. Battery charging is controlled automatically. Each charger monitors thebattery voltage and temperature to control the battery charge rate. If a battery reachesthe overtemperature set point (as sensed by the charger), the charging will stop toprevent overheating (thermal runaway).
Effectivity:
� Airplanes 7001 to 7220
NOTE
In flight, both chargers will be shed during singlegenerator operations. On the ground, both chargers areshed if external AC power is connected and the flaps areout of the 0 detent, and the passenger door is closed.
Effectivity:
� Aircraft 7221 and subsequent
NOTE
In flight, both chargers will be shed during singlegenerator operations. On the ground, both chargers areshed if external AC power is connected, the flaps are outof the 0 detent, and the passenger and service doors areclosed.
Canadair Regional Jet 100/200 - Electrical
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Canadair Regional Jet 100/200 - Electrical
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DC SERVICEUsed to connect the DCservice bus to the APUbattery direct bus.
Electrical Power PanelOverhead Panel
Essential Bus TieSwitch/Light
CLOSED -- Whenpressed in, comeson white to indicatethat ESS Bus hasbeen manually tiedto the service TRUduring a DCessential TRU failure.
BUS TIE 1 or 2Switch/Lights
CLOSED -- Come onwhite to indicate thatthe corresponding DCbus has beenautomatically tied tothe service TRU duringan abnormalcondition, or has beenpressed in, to manuallytie corresponding busto the service TRU.
CLOSED light (white)comes on.
Corresponding utilitybus is shed whenswitch/light indicatesCLOSED.
ESS TIE switch/lightcan only be selectedmanually.
BATTERY MASTERUsed to connect the APUand main battery directbusses to the battery bus.
NOTE
Battery master shouldalways be in the ONposition in flight.
Canadair Regional Jet 100/200 - Electrical
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The aircraft can be connected to 28 volts DC from an external receptacle located on theright aft fuselage below No. 2 engine. External DC is used for ground operations tosave battery power and can be used to start the APU. When external DC is connectedto the aircraft, an external DC contactor is energized to provide power to the APU startcontactor. At the same time, the AVAIL lamp in the DC switchlight illuminates. Pressingthe switchlight closes two contactors to connect the external DC to the Main and APUbattery direct buses and the IN USE lamp in the switchlight illuminates.
D. DC Distribution
DC power is distributed to the DC system by five TRU’s. DC bus 1 and DC Utility bus 1are powered from TRU 1. DC bus 2 and DC Utility bus 2 are powered from TRU 2.The DC essential bus and battery buses are normally powered from the essentialTRUs. The emergency bus is powered from the battery bus and the APU battery directbus. The service TRU powers the DC service bus. In the event that an essential TRUfails, the DC essential bus and battery bus will remain powered from the operatingessential TRU. If both essential TRU’s fail, the essential DC bus and battery bus maystill be powered from the service TRU by selecting the ESS TIE switchlight on theelectrical panel. In the event that a main TRU fails, the respective DC tie will close tomaintain power to the respective DC bus 1/2 from the service TRU. At the same timethe corresponding utility bus will be SHED.
The Main battery direct bus, APU battery direct bus, and the emergency bus are all hotbuses (they are continuously powered at all times from the batteries). When theBATTERY MASTER switch is selected ON, an input signal is supplied to the two powercontrollers (PC). The power controllers monitor for AC power, and if AC power is notavailable then the controllers will connect their respective batteries to the battery bus.When AC power is available, for the TRU’s to power the DC system, the powercontrollers will disconnect the batteries from the battery bus. Each battery direct buscan power the DC battery bus. Both the battery bus and the APU battery direct buspower the DC emergency bus. The DC service bus is normally powered from theservice TRU. If the DC SERVICE switch on the electrical panel is selected ON, the DCservice bus will be powered from the APU battery direct bus.
NOTE
Although there is only one battery bus, it is splitbetween circuit breaker panel 1 and 2 and is referredto as the left and right battery bus.
In flight, if the power controllers sense a complete loss of AC power, they will reconnectthe batteries to the battery bus and at the same time the DC emergency ties will closeto connect the battery bus to the DC essential bus. Once the ADG bus is online topower essential TRU 1 and the DC essential bus, the batteries will act as a backuppower source to the DC essential bus.
Canadair Regional Jet 100/200 - Electrical
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Status Page
<0039> <0006>
<0039>
<0039>
Primary Page
Canadair Regional Jet 100/200 - Electrical
Page 24
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DC ELEC PageEICAS Display
Center Instrument Panel
During normal operation,when the DC emergencybus is powered by both thebattery bus and the APUbattery direct bus, the DCemergency bus outline andrespective flow lines are notdisplayed.
NOTE
EICAS BUS BAROUTLINE GREEN AMBER WHITE HALF--INTENSITY
MAGENTA
Invalid data
Invalid data
SERV BUS _ Invalid data
ESS BUS
_ Invalid dataBATT BUS
_ Invalid data
Invalid data
Bus not powered
_ Invalid dataBus not powered
Bus powered
Bus powered
Bus powered
Bus powered
Bus powered
_
Bus not powered
Bus not powered
Bus not powered
_
_Battery lessthan 18 VDC
Battery lessthan 18 VDC
Battery 18 VDCor greater
Battery 18 VDCor greater
UTIL BUS 1
UTIL BUS 2
BUS 2
EICAS BUS BAROUTLINE
GREEN AMBERWHITE HALF--INTENSITYMAGENTA
_
Invalid dataExternal dc in use
_
APUBATT
MAINBATT
APU BATTDIR BUS
MAIN BATTDIR BUS
BUS 1
Battery lessthan 18 VDC
Less that 18V orgreater than 32V.
Always displayedbetween 18V & 32V.
Battery 18 VDCor greater
DC Emergency Bus FlowLines
Green -- DC emergencybus is powered throughthe respective flow lineonly, or the respectivefeeder bus is availableto feed the failed DCemergency bus.White -- DC emergencybus is not poweredthrough the respectiveflow line.
DC Emergency BusOutline
Green -- DC emergencybus is powered by onlyone of the following:
Battery bus or,APU battery direct bus.
Amber -- DC emergencybus is not powered
CHARGER (Amber)Indicates that thecorresponding chargeris not charging.
<0039>CHARGER (White)
VA
Canadair Regional Jet 100/200 - Electrical
Page 25
�1����� #� ���� ��������� �����%����+
External DC Flow LineDisplayed when externalDC power is connected.Corresponds to DCAVAIL/IN USEswitch/light.
DC ELEC PageEICAS Secondary DisplayCenter Instrument Panel
SERVICE CONFIGURATION (Amber)Indicates that the DC SERVICE switchhas been selected ON. Only the DCservice bus will be powered.
SERVICE BUS(Service Configuration)
Displayed when theDC Service switchis selected ON.
Either the battery masterswitch or external DC mustbe selected ON.
NOTE
Canadair Regional Jet 100/200 - Electrical
Page 26
E. DC Loads Distribution
DC BUS 1 (CBP--1)
Spoiler Electronic Unit
Spoiler Electronic ControlSystem (PWR 1)
Heaters, Static (R) and ADSController (R)
Cockpit Temperature Control
Left Windshield Heat Controller
14th--Stage Bleed Air Isolationand Shutoff Valve (L)
10th--Stage Bleed Air Isolationand Shutoff Valve (L)
DC UTILITY BUS 1 (CBP--1) DC UTILITY BUS 2 (CBP--2) DC SERVICE BUS (CBP--2)
Left Cabin Reading Lights
Power sensing
Right Cabin Reading Lights
Power sensing
Lights (navigation, toilet andgalley dome)
Cabin Lighting, Upward andDownward (L and R)
Service Bus Feed from CBP--5
Power Sensing (service bus andTRU)
Canadair Regional Jet 100/200 - Electrical
Page 29
F. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CBPANEL
CBLOCATION
NOTES
TRU 1 AC BUS 1 B2
FEED E12
DC Bus 1 DC 1 PWRSENS
DC BUS 1 1 E14
TRU 1 PWRSENS
E15
TRU 2 AC BUS 2 B2
FEED E12
DC Bus 2 DC 2 PWRSENS
DC BUS 2
2 E14
TRU 2 PWRSENS
DC BUS 2
E15
DC PowerDistribution DC TIE
CONTACTS
DC TIECONTROL
DC BUS 1 1 E11
CONTACTSTIE AND UTLY DC BUS 2 2 E11--E13
ESS TRU 1 AC ESS 3 A2
FEED 1 DCFEED 1 DCESS
DC BAT2
M6
DC Essential
FEED 2 DCESS
DC BAT2
M8DC EssentialBus ESS TRU 1
PWR SENSM3
ESS TRU 2PWR SENS
DCESSENTIAL
2 M4
28 VDC ESSSENS
4 B3
Canadair Regional Jet 100/200 - Electrical
Page 30
SYSTEM SUB--SYSTEM CB NAME BUS BAR CBPANEL
CBLOCATION
NOTES
FEED 1 BATTBUS
DC BAT
M5
Battery BusFEED 2 BATTBUS
DC BAT
2 M7
BAT BUS PWRSENS
M9--M10
DC Utility
B 1
UTLY BUS 1FEED
DC BUS 11
E13
Bus 1PWR SENS DC UTIL 1
1L10
DC Utility
B 2
UTLY BUS 2FEED
DC BUS 22
E13
Bus 2PWR SENS DC UTIL 2
2L10
DC PowerDistribution
SERVICE BUSFEED
APU BATTDIRECT BUS
5 B3Distribution
BUS FEEDDC SERVICEBUS
1
T5
DC ServiceSERVICE TRU
AC SERVICEBUS
1R5
Bus PWRSENS/SERVBUS DC SERVICE 2
T6
PWRSENS/SERV
DC SERVICEBUS
T7SENS/SERVTRU
T7
DCEmergencyBus
APU BATTDIRECT FEED
DC EMERBUS
1 S6
APU BATTCONT
APU BAT DIR 5
B2
Main and
EMER BUSFEED
APU BAT DIR 5B4
Main andAPU Batteries
APU Battery RCCBCONT/APUBATT
BATT &28VDC ESSCONT 2
M12
APUCHARGER
AC UTIL 2
2
E5
Canadair Regional Jet 100/200 - Electrical
Page 31
SYSTEM NOTESCBLOCATION
CBPANEL
BUS BARCB NAMESUB--SYSTEM
MAIN BATTCONT
MAINBATTERYDIRECT BUS
5 C5
Main andAPU Batteries
Main BatteryRCCBCONT/MAINBATT
BATT &28VDC ESSCONT
2 M11
MAIN BATTCHARGER
AC UTIL 1 1 E5
Canadair Regional Jet 100/200 - Electrical
Page 32
1. ������� ����#�� ������
There are six circuit breaker panels (CBP’s) located in the aircraft. Four CBP’s (numbered 1to 4) are located in the flight compartment. One CBP is located in the aft equipmentcompartment (number 5) and one CBP is located on the galley control panel.
The circuit breakers are clearly identified. For circuit breaker referencing, each circuitbreaker panel is laid out in an alphanumeric grid with letters running down the side of thepanel and numbers running across each row. For example, the location of a circuit breakeron circuit breaker panel 1, in the 3rd row, column 2, would be identified as CBP1--C2. In thisinstance, C2 is the circuit breaker for the AC ESS FEED.