ATA 24.pdf

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ATA 24
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Electrical Power
Electrical Power

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ELECTRICAL POWER -
GENERAL

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A300/A310 IDG System - IDG and GCU - General
DESCRIPTION
Integrated Drive Generators (IDGs)
The IDG connected to each engine consists of a constant speed drive
unit and a generator. The constant speed drive unit converts the variable
engine speed to a constant generator rotation speed. Generator
frequency is maintained at 400 Hz.
The IDG has a self-contained lubrication system. The oil is cooled by an
air-oil and a fuel-oil heat exchanger attached to the engine.
Generator Control Units (GCUs)
Three GCUs are installed, one for each IDG and one for the APU
generator. They provide the following functions:
• Voltage regulation.
• Control protection functions.
- An overvoltage, under-voltage, over-frequency, under frequency
or differential fault de-energizes the generator and opens the
gen-erator line contactor. Same applies when the appropriate
ENG FIRE handle is pulled.
- The phase sequence protection prevents closure of the
generator line contactor in case of an incor-rect phase
sequence.
• Warnings and indications.
GEN 1, GEN 2 and APU GEN are associated with a generator control
unit which provides voltage regulation and protection against the
following faults:
FAULTS EFFECTS
Overvoltage
Undervoltage
Overfrequency
Underfrequency
Differential faults
Line contactor opens
Generator is
de-energized
Incorrect phase sequence Line contactor opens

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Electrical Power - Component Location

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A300/Some A310 AC Power Generation - Power Sources and Controls
Generation
• Generator Drive
The three aircraft generators are driven at constant speed, so that
the distribution network can be supplied with a fixed frequency.
Each engine generator is driven by means of an integrated
hydromechanical speed regulator (IDG: Integrated Drive
Generator).
The auxiliary generator is directly driven at constant speed by the
APU. In the event of mechanical failure, an IDG can be
disconnected by means of a PUSH to DISC IDG pushbutton
protected by a guard and located on ELEC PWR panel on overhead
panel.
It is to be noted that the disconnection mechanism can be reset
only on ground with engine shut down. It cannot be activated with
engine not running.
• Generator and Generator Control Unit
Each generator delivering 3 - phase 115/200 VAC/400 Hz voltage is
controlled by means of the GEN pushbutton switch located on
ELEC PWR panel on flight compartment overhead panel and via a
generator control Unit (GCU).
The GCU main functions are:
- to control the generator voltage by regulating the exitation
current
- to protect the network and the generator by controlling the
associated line contactor and generator energization.
- to control the warnings associated with the corresponding
channel.
Further to triggering of a protection device (except differential
protection) it is possible to reset the system by pressing to release
the GEN pushbutton switch (OFF/R selection).
Each GCU includes an integrated test and self monitoring system
which analyses most of the defects affecting the channel and
memorizes the corresponding data in a non-volatile memory, via the
ground power control unit (GPCU).
• Static inverter
The static inverter transforms the direct current voltage (28VDC)
from the essential bus (DC ESS BUS) into a single phase (115V
400Hz) alternating current.
The static inverter starts automatically in the event of AC essential
bus loss to supply the emergency bus (AC EMER BUS).
• Standby generator and generator control unit (GCU)
The standby generator is driven by a hydraulic motor powered by
the Green hydraulic system, the whole forming a single assembly.
Its nominal alternating current 3-phase power under 115 v is 5 Kva
and direct current power under 28 v is 50A.
The generator is controlled and protected by a generator control
unit (GCU) which provides alternating current and frequency
regulations.
The standby generator starts automatically in the event of loss of
both main generation sources or of the auxiliary generation to
supply the essential buses (AC ESS BUS 3XP-2), the alternating
current emergency bus (AC EMER BUS) and the direct current
essential bus (DC ESS BUS).

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A300/Some A310 AC Power Generation - Power Sources and Controls

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A300/A310 Electrical Power Generation - Transfer Circuit
Transfer Circuit
The transfer circuit enables supply of both or either AC electrical network
(S) from one of the four power sources (GEN 1, GEN 2, APU GEN, EXT
PWR) via the transfer contactors (BTC). The BTC control is entirely
automatic and depends only on the availability of these sources.
The BTC No. 1 closes
• when the generator is not available, in order to supply network 1
from another power source (generator 2, auxiliary generator or
ground power unit).
• to supply network 2 from generator 1, if generator 2, auxiliary
generator and electrical ground power unit are not available.
BTC No.2 control is symmetrical.
Networks 1 and 2 are supplied in priority order:
• by the corresponding generator
• by the electrical ground power unit
• by the auxiliary generator
• or by the other generator.
NOTE: The BTC is locked out when a DP fault exists in zone 2 in order
to isolate the faulty section of the circuit.

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A300/A310 Electrical Power Generation - Transfer Circuit BTC1/2

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Distribution
The alternating current distribution network can be divided into two
independent parts.
Network No. 1 comprises normal bus 1 (AC BUS 1) essential bus (AC
ESS BUS) and emergency bus (AC EMER BUS).
These three busses are supplied in series. The normal 1 and essential
busses are three phase 115 V/400 Hz busses.
The emergency bus is a single phase 115 V/400 Hz bus.
Network No. 2 includes normal bus 2 (AC BUS 2) which is a three phase
115 V/400 Hz bus.
Each above mentioned bus also delivers 26 V/400 Hz power supply
through 115/26 V transformer.
In the event of normal bus 1 loss, the essential bus can be manually
recovered by transfering power supply directly from generator 1 or 2
through the ETC 2 or 3.
Transfer is effected by pressing OVRD SUPPLY 1 or 2 pushbutton
switch under the corresponding guard located on ELEC PWR panel on
overhead panel. It is to be noted that both OVRD SUPPLY pushbutton
switches have a specific function during the smoke emergency
procedure.
NOTE: Part of this network can be supplied independently and directly
via the external ground receptacle to carry out ground service
operations.
A300/Some A310 AC Distribution Network - Network Number 1 and 2

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A300/Some A310 AC Distribution Network - Network Number 1 and 2

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A300/A310 DC Power Generation - Generation Sources
Direct Current Generation and Distribution
Direct current is generated by three identical tranformer rectifiers or by
the AC/DC generator standby or by three identical batteries.
• Transformer rectifier
Each transformer rectifier transforms the three phase alternating
current into direct current.
As soon as it is energized, the transformer rectifier operates and
supplies the direct current network via a contactor controlled by a
current sensor.
This sensor, the function of which is to protect the network and the
TR, controls the contactor opening in the event of:
Ÿ high reverse current (short circuit) in the distribution bus to TR
direction or TR overheat.
In a normal operating DC power system, a wide dispersion between
the transformer rectifiers output currents can be observed, but as
long as no warning is triggered, the system operates within its design
limits.
• Batteries
They are used to:
Ÿ supply the essential network in emergency configuration
Ÿ to start the APU in flight and on ground.
Each battery is controlled from the ELEC PWR panel on flight
compartment overhead panel by BAT pushbutton switch and via a
battery charge controller which enables:
Ÿ battery charge control by coupling the battery to the network or
uncoupling it from the network
Ÿ battery charge monitoring and detection of thermal runaway at its
early stage
Ÿ control of line connection to battery power to recover the
essential network in the event of normal supply loss.
The three batteries can be connected to the line either:
Ÿ automatically,
Ÿ at the beginning of the APU starting sequence.
Ÿ when both automatic pilot systems are selected in LAND
mode
Ÿ or manually, when BAT OVRD pushbutton switch located on
ELEC PWR panel on flight compartment overhead panel is
pressed.
• Standby generator (some A310s)
The standby generator is used to supply the essential network in
emergency configuration.
It is automatically selected and has priority on the batteries (except at
APU starting or when LAND mode is selected on both autopilots). It
enables aircraft autonomy without time limitation.

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A300/A310 DC Power Generation - Generation Sources
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*A300/Some A310s
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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS
Distribution
The direct current distribution network mainly consists of two busses
• the normal bus (DC NORM BUS) supplied by TR's 1 and 2
• the essential bus (DC ESS BUS) supplied by the essential TR.
These two busses are connected by means of a tie contactor (DC BUS
TIE) and the direct current network is supplied by the three TR's in
parallel. The tie contactor is controlled by the current sensor which
enables protection of the essential network in the event of high current
detection (short-circuit) from the essential bus (DC ESS BUS) to the
normal bus (DC NOM BUS).
The contactor also opens automatically in the following cases:
• when the two automatic pilots are selected in LAND mode to
achieve a LAND III landing capability
• in the event of loss of the two alternating current normal busses (AC
BUS 1 and 2). (Ultimate emergency and smoke emergency
configurations).
NOTE: Part of the direct current normal network can be supplied
independently by TR2 directly energized by the external ground
receptacle.

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A300/A310 DC Power Distribution Network - DC NORM/DC ESS BUS
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*A300/Some A310s
A300/Some A310s

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A300/A310 External Power Network - Flight/Ground Network
Ground/Flight and Ground Network Supply Control
It is possible to supply part of the aircraft electrical network as follows,
directly from the external ground receptacle, and routed through the
differential protection current transformer (DPCT) on the auxiliary
channel, to carry out ground service operations:
• supply of part of the alternating current network (ground/flight
busses)
• supply of part of the direct current network (ground and ground
flight/busses)
without energizing the whole aircraft electrical network.
The aircraft electrical network energization is controlled from the forward
panel by means of MAINT BUS switch.

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A300/A310 External Power Network - Flight/Ground Network

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A300/A310 External Power Supply - Control Switch and Receptacle
Power Supply—External Ground Receptacle
External Power Supply Control
An external ground receptacle located aft of the nose landing gear well
enables power supply of the aircraft network by means of a 3-phase,
400 Hz, 115/200 V ground power unit.
External power supply is controlled from the ELEC PWR panel on flight
compartment overhead panel and via a ground power control unit
(GPCU).
The ground power control unit protects the network by controlling the
external power contactor (EPC) in the event of:
• over/under voltage
• over/under frequency
• incorrect phase order.
It also includes an integrated test and self monitoring system which
analyzes most of the defects which may affect the channel and
memorizes the corresponding information in a non-volatile memory.
This information, as well as those memorized in the non-volatile
memories of the control units (GCU) of generator 1 or 2 or auxiliary
generator can be displayed, on the ground only, on an alphanumerical
display window located on the front face of the GPCU.
When fault information are memorized, the GPCU activates the BITE
DISPLAY GPCU memorized fault annunciator located on maintenance
panel.

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A300/Some A310 Power Generation and Distribution Systems

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Some A310 Power Generation and Distribution Systems

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A300/A310 Controls and Indication
Controls and indications for each generator are located on the overhead
panel main segment in the flight compartment and are transmitted via the
GCU.
The operation of each generator is controlled by ELEC PWR/GEN
pushbutton switch with two positions:
• OFF/R selected, the pushbutton switch is released out and the White
Legend is on: the generator is shut down (de-energized), and the line
contactor is open.
• ON selected, the pushbutton switch is pressed in, the generator is
energized, its rotational speed being high enough. If the electrical
parameters are correct, the line contactor closes. The generator
supplies its network.

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Electrical Power - Controls and Indication
Some A310s
Some A310s

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A300/A310 Generator Pushbutton Switches
1. IDG 1 (or 2) DISCONNECTION PUSHBUTTON
- The pushbutton controls the disconnection of the integrated drive
generator 1 (or 2) from the engine accessory gear box 1 (or 2).
- The pushbutton is normally springloaded out.
- When the pushbutton is momentarily pressed, the IDG 1 (or 2) is
disconnected from its drive shaft. It can only be reset on the
ground, with engine stopped.
- The pressed position must not be held longer than 3 sec. to
avoid damage to the disengage mechanism.
2. IDG 1 (or 2) FAULT LIGHTS
A FAULT light comes on Amber, accompanied by ECAM activation
when:
- an overheat is detected at the oil outlet circuit of the IDG 1 (or 2)
(warnings are inhibited when the speed downstream the
disengage mechanism drops below 2,000 RPM)
- or/and the oil pressure is low (warnings are inhibited as long as
an underspeed is detected downstream of the disengage
mechanism; speed < 4,320 RPM).
• FAULT
The FAULT light comes on Amber in the event of
- A protection trip initiated by the associated generator control
unit (GCU). The line contactor 1 (or 2) automatically opens.
- An opening of a line contactor except after one of the
following manual actions:
- GEN pushbutton switch selected OFF/R.
- Both OVRD SUPPLY 1 and 2 pushbutton switches
selected ON.
Illumination of the FAULT light is accompanied by ECAM
activation.
The failed generator field is de-energized and the corresponding
line contactor is open. The transfer contactors 1 or/and 2 are
closed and the affected AC BUSbar is automatically supplied by
the APU GEN, if operating, or the remaining generator.
3. GEN 1 (or 2) PUSHBUTTON SWITCH
The pushbutton switch controls:
- the energization of the generator 1 (or 2) field and the generator
line contactor 1 (or 2) closure
- or the rearming of the protection system after failure.
• ON (P/B Switch Pressed-in)
- The generator field 1 (or 2) is energized and the line
contactor 1 (or 2) closes if the network electrical parameters
are normal.
• OFF/R (P/B Switch Released-out)
- The OFF/R light comes on White. The generator field 1 (or 2)
is de-energized and the line contactor 1 (or 2) is open.
- The protection system is rearmed except when there is a
differential fault where the protection system has to be
rearmed by action on the generator control unit (GCU) itself.

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Generator Pushbutton Switches
Some A310s
Some A310s

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A300/A310 Generator Pushbutton Switches (continued)
4. APU GEN Pushbutton Switch:
The pushbutton switch controls:
- the energization of the APU-driven generator field, the APU line
contactor and the transfer contactor 1 or/and 2 closure
- or the rearming of the protection system after failure.
The GEN 1 (or 2) having priority over the APU-driven generator, the
APU GEN pushbutton switch is only efficient on the side where an
engine-driven generator has failed.
- The APU-driven generator field is energized.
- The APU GEN line contactor closes if the APU GEN
parameters are normal.
- In the event of GEN 1 (or 2) loss, the transfer contactor (or 2)
closes automatically.
• OFF/R (P/B Switch Released-out)
- The OFF/R light comes on White. The APU GEN field is de-
energized and the APU GEN line contactor opens.
The protection system is rearmed except when there is a
differential fault where the protection system has to be rearmed
by action on the APU generator control unit (GCU) itself.
• FAULT
- The light comes on Amber in the event of:
- A protection trip initiated by the generator control unit (GCU).
- The APU GEN line contactor automatically opens.
- An opening of the line contactor.
- Illumination of the FAULT light is accompanied by ECAM
activation.
The FAULT warning is inhibited if:
- The APU GEN pushbutton switch is selected OFF/R
- or the APU drive speed is too low.

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A300/A310 Generator Pushbutton Switches
A
A

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A300/A310 Electrical Power Panel
1. AC BUS 1 (or 2) OFF LIGHT
The AC BUS 1 (or 2) OFF light comes on Amber when the AC BUS
1 (or 2) is not electrically supplied.
Illumination of the AC BUS 1 (or 2) OFF light is accompanied by
ECAM activation.
2. AC ESS BUS OFF LIGHT
The AC ESS BUS OFF light comes on Amber when the AC ESS
BUS is not electrically supplied.
Illumination of the AC ESS BUS OFF light is accompanied by ECAM
activation.
3. AC EMER ON INV LIGHT
The AC EMER ON INV light comes on Blue when the AC EMER
BUS is electrically supplied only by the DC ESS BUS through the
static inverter.
4. OVRD SUPPLY 1 (or 2) PUSHBUTTON SWITCH
The OVRD SUPPLY 1 and 2 pushbutton switches have two specific
functions according to:
- Abnormal Configuration: only one of the two pushbutton switches
is selected ON.
- Smoke Drill Configuration: both pushbutton switches are
selected ON.
The pushbutton switches are guarded.
ABNORMAL CONFIGURATION
The pushbutton switch 1 (or 2) controls the direct electrical supply of
AC ESS BUS by the GEN 1 (or 2) without going through the AC BUS
1.
The ON light comes on White. The GEN 1 (or 2) is directly
supplying the AC ESS BUS.
The flowbar is visible to indicate the GEN 1 (or 2)/AC ESS BUS
line contactor is closed.
• OFF (P/B Switch released-out)
The ON light is off. The AC ESS BUS is normally supplied by the
AC BUS 1.
The flowbar is not visible to indicate the GEN 1 (or 2)/AC ESS
BUS line contactor is open.

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A300/A310 Electrical Power Panel 424 VU

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AC Electrical Indication Panel 425VU
1. AC(V)-FRQ-LOAD DISPLAY ROTARY SELECTOR
It allows selected pick-up points of the electrical network to be
connected to the AC(V)-FRQ-LOAD indicators for the phase selected
on the PHASE SEL (A-B-C) rotary selector located on the lateral
panel.
• BUS (1-2, ESS, EMER) positions
If the PHASE SEL (A-B-C) rotary selector is inoperative, AC
voltage and FREQuency indications of the phase A in these
points are displayed on the corresponding indicators.
• GEN (1-2), APU GEN, EXT PWR positions
If the PHASE SEL (A-B-C) rotary selector is operative, AC voltage
and FREQuency indications of the phase selected by the PHASE
SEL (A-B-C) rotary selector are displayed on the corresponding
indicators.
In addition, a load indication is displayed on a LOAD indicator
except when the EXT PWR position is selected.
2. AC(V) INDICATOR
It indicates the AC voltage at the pick-up point selected by the AC(V)-
FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C)
rotary selector when this last one is operative.
The normal reading is within the White arc.
3. AC LOAD INDICATOR
It indicates the total current output from GEN 1, GEN 2 or APU GEN
by selecting the corresponding pick-up point with the AC(V)- FRQ-
LOAD display rotary selector.
The indicator is graduated in percentage (1 means 100 of rated
output).
4. FRQ INDICATOR
It indicates the frequency at the pick-up point selected by the AC(V)-
FRQ-LOAD display rotary selector and the PHASE SEL (A-B-C)
rotary selector when this last one is operative.

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A300/A310 ELEC IND Panel 425VU
D
D

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A300/A310 - AC/DC Electrical Power Distribution - General
NORMAL AC POWER SUPPLY
The power sources on this aircraft cannot be paralled.
Each generator can supply the entire electrical
requirements.
If a generator is lost, power transfer is automatic.
NORMAL DC POWER SUPPLY
DC Power is generated from the Main AC sources by
three Transformer Rectifier Units (TRUs).
Two TRUs (TRU Number 1 and 2) supply the DC
NORM BUS and one TRU (Essential) supplies the DC
ESS BUS.
EMERGENCY AC AND DC POWER SUPPLY
Emergency Power is achieved:
Either by an AC/DC Stand-By Generator which supplies:
• The DC ESS BUS
• Part of the AC ESS BUS
• and the AC EMER BUS
Or, three DC Batteries (Number 1, 2 and 3)
• The DC ESS BUS
• And the AC EMER BUS through the Static Inverter
Unit
AC and DC Electrical Loads can be shed manually
to perform Smoke Drill, related to the Avionics
Smoke Warnings.

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AC/DC Electrical Distribution

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A300/Some A310s AC Power Generation - Transfer and Distribution
DISTRIBUTION
The aircraft AC electrical distribution network consists of four main
busbars:
- AC BUS 1 AC ESS BUS
- AC BUS 2 AC EMER BUS
AC BUS 1
IN FLIGHT: AC BUS 1 is normally supplied by GEN 1. Should supply
from GEN 1 fail, AC BUS 1 will be supplied automatically by the APU
GEN, if operating, or by GEN 2.
ON THE GROUND: AC BUS 1 is supplied in the same way as in flight as
long as an external power is not coupled. If the APU GEN and an
external power source are available, external power has priority to
replace a non-operative engine-driven generator. A transformer
connected to AC BUS 1 converts the 115V AC/400 Hz to 26V AC/400
Hz.
AC BUS 2
IN FLIGHT: AC BUS 2 is normally supplied by GEN 2. Should supply
from GEN 2 fail, the AC BUS 2 will be supplied automatically by the APU
GEN, if operating, or by GEN 1.
ON THE GROUND: AC BUS 2 is supplied in the same way as in flight,
as long as an external power is not coupled. If the APU GEN and an
external power source are available, external power has priority to
replace a non-operative engine-driven generator.
A transformer connected to AC BUS 2 converts the 115V AC/400 Hz to
26V AC/400 Hz.
AC ESS BUS (3XP-1 and 3XP-2)
AC ESS BUS is split into two parts:
3XP-1 and 3XP-2
3XP-1 and 3XP-2 are normally supplied by AC BUS 1 through the
essential transfer contactor 1.
Should supply from AC BUS 1 fail, the essential transfer contactor 1
which linked AC BUS 1 to 3XP-1 and 3XP-2 opens.
3XP-1 and 3XP-2 may be restored:
- if GEN 1 is delivering a normal electrical power, 3XP-1 and 3XP-2
can be connected directly to GEN 1 upstream of the corresponding
generator line contactor 1 by selecting ON the guarded OVRD
SUPPLY 1 pushbutton switch.
- if GEN 1 has failed, 3XP-1 and 3XP-2 can be connected directly to
GEN 2 upstream of the corresponding generator line contactor 2 by
selecting ON the guarded OVRD SUPPLY 2 pushbutton switch.
In addition, 3XP-2 may be supplied through a two-direction switch by the
AC output of a STBY GEN when logical conditions are met (see AC/DC
STAND-BY POWER section).
The OVRD SUPPLY 1 and 2 pushbutton switches have a specific roll in
the smoke drill (see SMOKE DRILL section).
A transformer connected to AC ESS BUS converts the 115V AC/400 Hz
to 26V AC/400 Hz.
AC EMER BUS
AC EMER BUS is normally supplied by AC ESS BUS through a two-
direction switch.
Should supply from AC ESS BUS fail, the twodirection switch
automatically:
- will split the connection between AC ESS BUS and AC EMER BUS
- and will establish the connection between DC ESS BUS and AC
EMER BUS through a static inverter which will convert the 28V DC
power into single phase AC 115V power.
A transformer connected to AC EMER BUS converts the 115V AC/400
Hz to 26V AC/400 Hz.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-37
37
A300/Some A310s AC Power: Generation - Transfer and Distribution

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
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38
A300/A310 AC Power ECAM System Display
1. EMERGENCY INVERTER (INV) INDICATION
The indication is White.
2. EMER BUS FIGURATION
The figuration is Green.
3. GEN 1 (or 2) OVRD INDICATION
The White GEN 1 (or 2) OVRD indication indicates the GEN 1 (or 2)
directly supplies the AC ESS BUS. When a White GEN OVRD
indication only is displayed, the override function is off.
4. TRANSFORMER RECTIFIER UNIT FIGURATION AND BUS
SUPPLY INDICATION
When the bus is electrically supplied:
- TR indication is White
- The associated triangle is Green
- The BUS figuration is Green.
When the bus is not electrically supplied:
- TR indication is Amber
- The associated triangle is Amber
- The BUS figuration is Amber.
5. GENERATOR LOAD INDICATION
The indication is Green, but: - becomes Amber when the load is >
100%.
The load indication is not displayed when the GEN pushbutton switch
is selected OFF/R.
6. GEN INDICATION
The indication is White, but:
- becomes Amber when the GEN pushbutton switch is selected
OFF/R.
7. GENERATOR VOLTAGE INDICATION
The indication is Green, but:
- becomes Amber when the voltage is < 100V or > 120V .
8. GENERATOR FREQUENCY INDICATION
- becomes Amber when the frequency is < 390 Hz or > 410 Hz.
The indication is not displayed when the GEN pushbutton switch is
selected OFF/R.
9. EXTERNAL POWER VOLTAGE INDICATION
- becomes Amber when the voltage is < 100V or > 120V
The voltage indication is not displayed when the voltage is < 50V.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-39
39
A300/A310 ELEC AC System Display

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
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40
AC Power ECAM System Display (continued)
10. EXTERNAL POWER FREQUENCY INDICATION
The frequency indication is riot displayed when the voltage is < 50V.
11. APU GENERATOR VOLTAGE INDICATION
- becomes Amber when the voltage is < 110V or > 120V.
A White OFF indication is displayed in place of a voltage indication
when the APU GEN pushbutton switch is selected OFF/R.
There is no indication displayed when the APU MASTER SWITCH is
selected OFF.
12. GALLEY SHED INDICATION N/A FedEx Airbus Fleets
13. APU GENERATOR FREQUENCY INDICATION
The indication is not displayed when:
- the APU GEN pushbutton switch is selected OFF/R
- or the APU MASTER SWITCH is selected OFF.
14. APU GEN INDICATION
- becomes Amber when the APU GEN pushbutton switch is
selected OFF/R and the APU MASTER SWITCH is selected ON.
15. IDG OUTLET OIL TEMPERATURE INDICATION
- flashes when the temperature is within the 142°C, 185°C range
- becomes Amber when the temperature is > 185°C.
16. APU GENERATOR LOAD
- becomes Amber when the load is > 110.
A White triangle is displayed in place of the load indication when:
- the APU GEN pushbutton switch is selected OFF/R
- or the APU MASTER SWITCH is selected OFF.
17. EXT PWR FIGURATION
EXT PWR wording and the double triangle are not displayed in flight
as well as the frequency and voltage indications.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-41
41
ELEC AC System Display (continued)

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-42
42
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-43
43
AC POWER
SECTION

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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44
A300/Some A310s AC Power Components
GCU FUNCTIONAL DESCRIPTION
The GCU provides excitation to the generator. In conjunction with
switches on the flight deck control panel; the GCU provides control,
protection and metering for coordinated system performance. An
advanced built-in test equipment (BITE) system, made possible through
use of microprocessor technology, provides a valuable aid for effective
system troubleshooting and faulty line replaceable unit (LRU) isolation.
GROUND POWER CONTROL UNIT
The GPCU is designed for control and protection of the external power
input. Built-In Test Equipment (BITE) functions performed by the GPCU
include interrogation of each GCU for BITE data, performance of internal
checks on itself, display of an alphanumeric readout of all the BITE
checks for the electrical power generating system (EPGS) and memory
reset.
STATIC INVERTER
The static inverter enables 115/400 Hz single phase alternating current
to be supplied from 28 VDC supply. It mainly consists of:
- a power assembly which chops the supply direct current voltage and
adapts the obtained voltage by means of an output transformer
- a control assembly for the chopping by pulse width modulation
- a control assembly for the starting and monitoring of its supply
voltage.
STANDBY GENERATION (Some A310s)
The standby generator delivers 115V/400 Hz, three-phase AC power and
50A DC nominal power under 28V.
The emergency generation system comprises:
- a hydraulic motor driven by the Green hydraulic system which drives
the standby generator
- an electric generator driven at constant speed and coupled to the
hydraulic motor
- a generator control unit (GCU).
TRANSFORMER RECTIFIER
The transformer rectifier is mainly composed of
- a transformer and a rectifier assembly
- a fan controlled by an electronic module.
The normal DC generation is provided by the two transformer rectifiers 1
and 2 which deliver power in parallel on the normal 28VDC distribution
network (DC NORM BUS 1PP).
They are normally supplied with three-phase 115V/400Hz from the
normal AC distribution network.
Each transformer rectifier is associated with a current sensor which
function is to protect the network and which is located in the DC power
center.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
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45
AC Power - Component Location
SOME A310s

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
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46
Integrated Drive Generator (IDG)
The purpose of the integrated drive generator (IDG) is to provide primary
electric power for the aircraft electrical system by converting variable
engine input speed to a constant output speed, which enables the
generator portion of the IDG to produce alternating current (AC) electrical
power with a frequency of 400 ± 4 hertz.
The IDG consists of a constant speed drive and a generator mounted
side by side in a common housing.
G e n e r a l C h a r a c t e r i s t i c s
T h i s t a b l e c o v e r s t h e m a i n c h a r a c t e r i s t i c s o f t h e I D G d r i v e
s e c t i o n .
G e n e r a l
- I n p u t s p e e d 4 5 0 0 / 9 2 0 5 r p m
- O u t p u t s p e e d ( G e n e r a t o r r o t o r ) 1 2 0 0 0 ± 1 5 0 r p m
- U t i l i z a t i o n l i mi t s i n a l t i t u d e - 3 0 0 / 1 3 , 1 5 0 m
i n a m b i e n t t e m p e r a t u r e - 5 5 / 1 7 7 ° C
- M a x i m u m c a s e t e m p e r a t u r e 1 7 7 ° C
- S h e a r s e c t i o n 9 0 0 0 ± 4 0 0 i n . / l b
- D i s c o n n e c t c o n t r o l s o l e n o i d :
r e s i s t a n c e 2 . 5 Ù a t 2 4 ° C
c o n t r o l v o l t a g e 1 7 / 3 0 V D C
Oi l s y s t e m
- O i l u s e d A e r o s h e l l T u r b i n e O i l 5 5 5 , T y p e I I
A e r o s h e l l T u r b i n e O i l 3 9 0 , T y p e I
A e r o s h e l l T u r b i n e O i l 5 0 0 , T y p e I I
C a s t r o l O i l 5 0 0 0 , T y p e I I
E x x o n T u r b o O i l 2 5 , T y p e I I
E x x o n T u r b o O i l 8 5 , T y p e I I
E x x o n T u r b o O i l 2 3 8 9 , T y p e I
E x x o n T u r b o O i l 2 3 8 0 , T y p e I I
M o b i l J e t O i l I I , T y p e I I
M o b i l J e t O i l 2 5 4 , T y p e I I
R o y c o T u r b i n e O i l 5 0 0 , T y p e I I
R o y c o T u r b i n e O i l 5 5 5 , T y p e I I
- P u m p r e g u l a t e d p r e s s u r e 2 2 0 / 2 8 0 p s i
- C o o l e r s y s t e m f l o w r a t e 1 4 / 1 7 g / mn
- C o o l e r b y p a s s v a l v e s 2 5 0 ± 6 0 p s i
- F i l t e r b y p a s s v a l v e 3 5 0 p s i
- L o w p r e s s u r e s w i t c h 1 4 0 ± 2 5 p s i
- O i l c a p a c i t y ( c o o l e r s y s t e m 2 . 8 / 4 . 4 l
e x c l u d e d ) .
- N o r m a l o p e r a t i n g t e m p e r a t u r e s
Oi l - i n 7 0 / 1 0 5 ° C
Oi l - o u t 8 0 / 1 1 5 ° C
- M a x i m u m p e r m i s s i b l e o i l - i n
t e m p e r a t u r e ( p e r m a n e n t ) 1 2 7 ° C
G C U c o n t r o l s
- O v e r h e a t O O T > 1 8 5 ± 5 ° C
- A i r / o i l c o o l e r a i r s u p p l y v a l v e
O p e n i n g O I T > 1 2 7 ± 3 ° C
Cl o s u r e O I T < 1 0 4 ± 3 ° C
- D r i v e u n d e r s p e e d ( l o w p r e s s u r e
i n h i b i t e d ) 4 3 2 0 ± 3 0 r p m
- L o w d r i v e s p e e d
( I DG/ F A U L T l e g e n d g o e s o f f ) < 2 0 0 0 r p m
FedEx A300/A310
FedEx A300/A310
IDG Servicing Oil
IDG Servicing Oil

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-47
47
Integrated Drive Generator (IDG)

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-48
48
A300/A310 IDG System Control - General Schematic
INPUT SPEED SENSOR (MPU)

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
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49
A300/A310 IDG - Component Build-Up and Hardware PW JT9D-7R4/GE CF6-80C2A5F

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-50
50
A300 IDG System - Control and Indicating - Flight Compartment - GE CF6-80C2A5F

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-51
51
A310 IDG System - Generator Drive Control and Indicating - Flight Compartment - GE CF6-80A3
WLDP
WLDP

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-52
52
Some A310 - Control and Indicating - Flight Compartment - PW JT9D-7R4 IDG System

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-53
53
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
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A300/A310
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54
Operation of the Generator Drive Section
It is mainly composed of:
- a differential gear train
- governor and control cylinder assemblies.
The mechanical power taken from the accessory gearbox is transmitted
to the differential gears by means of:
- a shaft with a shear section, which limits the torque in case of
internal mechanical failure
- a disconnect mechanism, which enables considerable internal
mechanical damage to be avoided in case of failure of the lubrication
and cooling oil system.
NOTES:
- The IDG cannot be reconnected in flight.
The system can only be reset on the ground; with engines shut down
and by manual operation of a reset handle located on the IDG.
- The IDG disconnection must not be performed with engines shut
down.
The differential gear train:
- doubles the IDG input speed which is comprised between 4500 and
9075 rpm,
- and adds or subtracts rpm to the doubled input speed to obtain a
constant output speed of 12,000 rpm corresponding to the generator
drive speed.
This is accomplished by the two hydromechanical units through the input
ring gear.
The hydraulic trim is composed of two hydromechanical units, so-called
fixed and variable, and hydraulically coupled. They operate either as a
motor or as a pump.
The so-called fixed unit transmits the compensation to the differential,
either plus or minus rotations, as necessary. Finally, the governor
detects the differential output speed and controls, the so-called variable
unit, by means of a control cylinder so that the speed remains constant.
It should be noted that the accessories necessary to the system
operation (pressurizing pumps, drainage pump and deaerator) are driven
from the differential output, and thus at constant speed.
A speed sensor, located upstream of the disconnect mechanism,
transmits IDG input speed information to the generator control unit
(GCU) for control purposes.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-55
55
A300 IDG Hydraulic Schematic and Component Location - GE CF6-80C2A5F Engine

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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A300/A310
A300/A310
24-
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56
A300/A310 IDG Disconnect Mechanism
The disconnect mechanism consists of a solenoid, spring-loaded
disconnect plunger with threaded pawl, worm shaft and reset ring. The
purpose of the disconnect mechanism is to disconnect the IDG from the
engine gearbox in the event of an IDG failure. Once disconnected, the
IDG cannot be reconnected in flight.
When the disconnect solenoid is activated by the flight engineer, the
spring-loaded disconnect plunger moves a spring-loaded pawl into
contact with threads on the worm shaft.
The worm shaft acts as a screw in a threaded hole, and input rotation
causes this shaft to move away from the input spline shaft, separating
the driving dog teeth on the two shafts. When driving dog teeth have
been separated, the input spline shaft, which is still being driven by the
aircraft engine, spins freely in the IDG without causing component
rotation. Reset may be accomplished by pulling the reset ring following
engine shutdown while the aircraft is on the ground.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-57
57
A300/A310 IDG System - Generator Drive Disconnect Mechanism

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
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58
IDG Quick Attach/Detach Adapter
DESCRIPTION
The QAD adapter provides for rapid installation and removal of the
integrated drive generator (IDG) to and from the engine accessory
gearbox. One QAD adapter is attached to each engine accessory
gearbox mounting pad. QAD adapter 730462 mates with the 10-inch
mounting pad used on the General Electric CF6-80A1 gearbox.
The QAD adapter consists of an adapter plate, an adapter ring, a bracket
and tension bolt, and a gasket. The QAD adapter usually remains on the
accessory gearbox mounting pad when the IDG is removed.
THEORY OF OPERATION
The QAD adapter is a coupling device that attaches the IDG to the
engine accessory gearbox mounting pad. The IDG is attached by mating
the adapter plate on the IDG to the QAD adapter plate and rotating the
QAD ring with the tension bolt. Torquing the tension bolt locks the IDG in
position on the gearbox mounting pad. Reactive torque is transmitted
through a dowel pin between the IDG and the adapter plate and then to
the engine gearbox through the adapter plate mounting screws. The
dowel pin also serves as a locator to prevent misalignment during
installation of the IDG.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
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59
IDG Quick Attach/Detach Adapter Kit

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
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60
IDG Cooling System
The cooling system comprises two series mounted heat exchangers:
A. AIR/OIL HEAT EXCHANGER
An air supply duct is attached to the booster bypass chamber and
provides bleed air to the air/oil cooler through an on-off airflow
control valve. Flow is scheduled only during low engine power
operation when the fuel flow available for cooling is small and when
air bleed is not detrimental to engine performance.
The need for IDG cooling air is sensed by routing an 11th stage air
line from the compressor to the air flow on-off control valve. Normal
state is open. Valve is closed only at high engine pressure. Air used
for cooling IDG oil is exhausted through the core compartment.
If the temperature of IDG inlet oil reaches 126.5°C (260°F), an
electrical signal from the General Control Unit causes the control
valve to open, thus permitting the air flow path. If IDG temperature
reaches 142°C (288°F) increasing, AC ELEC page is displayed on
the R ECAM display unit. If IDG temperature reaches 185°C (364°F),
associated warnings appear:
- IDG FAULT, MASTER CAUTION light and warnings on ECAM
display units. In normal operation, if IDG oil pressure reaches
140 ± 25 PSI (9.8 ± 1.75 bar) (oil Low Pressure), associated
warnings appear.
- IDG FAULT, MASTER CAUTION light and warnings on SCAM
display units.
B. FUEL/OIL HEAT EXCHANGER
The fuel/oil heat exchanger is located on the right side of the
accessory gearbox in the core compartment below the heat shield.
The fuel flowing out of the MEC is used as a cooling agent for the
IDG oil system. The oil flowing out of the IDG goes through an air/oil
heat exchanger and then through the fuel/oil heat exchanger. This
heat exchanger is made of tubes which carry the fuel while the IDG
oil passes around the tubes.
It enables the IDG oil to be cooled to acceptable limits during normal
engine operation, and recovers the transferred heat by increasing
the fuel temperature before it enters the fuel manifold. To protect the
IDG from overpressure due to an internal leak in the fuel oil cooler,
an overpressure valve is provided in the oil return line with a drain
line leading to the drain mast. At low engine power, when the fuel
flow is too small to be a complete heat sink for the IDG heat
rejection, the air/oil heat exchanger is activated to provide additional
cooling.
The air for this air/oil heat exchanger is obtained from the engine's
booster bypass passage. Airflow is controlled by the IDG air valve.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-61
61
A300 IDG System - Oil Cooling System - CF6-80CA25F

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
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62
A310 IDG Air/Oil Heat Exchanger - PW JT9D-7R4 Engine

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-63
63
A310 IDG System - Main Fuel/Oil Heat Exchanger - PW JT9D-7R4 Engine

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-64
64
A310 IDG System - Auxiliary Fuel/Oil Heat Exchanger - Component and Installation Location

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-65
65
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
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66
IDG Servicing
There are two possible oil level indicator configurations on the IDG.
To check oil level using CONFIG 1:
1. Look at the viewing face of the low oil level indicator.
- Wipe clean if dirty
- Use a flashlight if too dark to see White alignment marks. Do not
shine flashlight directly on the viewing face because reflection
will make reading difficult.
2. Change your line of sight until the White marks are aligned.
3. Look for a Silver spot in the viewing face.
- Silver spot seen - Servicing Required
- Silver spot not seen - Servicing Not Required.
To check oil levels using CONFIG 2:
1. Look at the viewing face of the low oil level indicator.
- Wipe clean if dirty
- Use a flashlight if too dark to see.
2. If "OK" does not appear in the viewing window, servicing is required.
3. If "OK" does appear in the viewing window, servicing is not required.

MTT M540000 / R3.3 01AUG01
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ATA 24
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A300/A310
A300/A310
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67
IDG Servicing

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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68
A300/A310 Normal or Initial Replenishing of the IDG
CAUTION: OPERATING THE IDG WITHOUT ENOUGH OIL OR
OVERFILLED WILL CAUSE OVERHEATING AND SEVERE INTERNAL
DAMAGE.
CAUTION: SERVICING THE IDG WITHOUT THE PROPER DRAIN LINE
CONNECTED TO THE OVERFLOW DRAIN VALVE WILL RESULT IN
OVERFILLING AND SUBSEQUENT DAMAGE TO THE IDG.
REASON FOR THE JOB
Replenishing or topping up of the IDG with oil is achieved under pressure.
This operation is performed after replacement of the IDG or after
replacement of components (filter, oil cooler, and/or oil lines) or after
inspection/check (contamination, oil heating) or during scheduled
servicing.
PROCEDURE
1. Job set-up
WARNING: HOT OIL MAY CAUSE BURNS TO EYES AND SKIN.
WEAR SPLASH GOGGLES, INSULATED GLOVES, AND OTHER
PROTECTIVE GEAR. IN CASE OF EYE OR SKIN CONTACT GET
MEDICAL ATTENTION IMMEDIATELY.
a. On left thrust reverser cowl door, open access door 451EL
(461EL).
b. Remove the dust caps from the overflow drain and pressure fill
valves.
WARNING: WHEN CONNECTING THE OVERFLOW DRAIN HOSE
TO THE OVERFLOW DRAIN VALVE, DIRECT THE DRAIN HOSE
INTO A SUITABLE CONTAINER TO PREVENT SPRAYING HOT
OIL. HOT OIL MAY CAUSE BURNS TO EYES AND SKIN.
c. Connect the overflow drain hose to the overflow drain valve.
Some oil may come out the drain hose when it is connected.
d. Connect the pressure fill hose to the pressure fill valve.
2. Replenishing
CAUTION: DO NOT MIX TYPES OR BRANDS OF OIL.
a. Pump oil into the IDG.
b. Stop pumping oil into the IDG when at least one more quart of oil
comes out the overflow drain hose (after initial overflow.
c. Remove the pressure fill hose from the pressure fill valve.
d. Install the dust cap securely on the pressure fill valve.
e. When oil drainage from the overflow drain hose slows to drops,
remove the drain hose.
f. Install the dust cap securely on the overflow drain valve.
3. Close-up
a. On left thrust reverser cowl door, close access door 451EL
(461EL).
UNSCHEDULED ALTERNATE OIL SERVICING
REASON FOR THE JOB
1. As time and temperature constraints are no more required, the new
normal servicing procedure is applicable for short turn-around and
should be performed as follows.
PROCEDURE
1. If IDG has not been disconnected, top-up IDG according to "normal
servicing of the IDG".
2. If IDG has been disconnected, proceed as follows:
a. Drain IDG according to IDG servicing/drainage.
b. Replenish IDG according to "normal servicing of the IDG.
FedEx Airbus IDG Oil Type
FedEx Airbus IDG Oil Type
•
•Exxon Turbo Oil 2380, Type II
Exxon Turbo Oil 2380, Type II
(for A300-600 and A310 Series
(for A300-600 and A310 Series

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-69
69
A300/A310 IDG - Replenishing Procedure

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-70
70
A300/A310 Removal/Install of Scavenge Filter Components
A. REMOVAL OF SCAVENGE FILTER COMPONENTS
WARNING: WEAR GOGGLES WHEN REMOVING LOCKWIRE.
1. Remove lockwire from the filter cover.
NOTE: Be prepared to catch oil in a separate container under the
filter cavity or in a container large enough to catch simultaneous
drainage from the filter cavity and overflow drain hose.
2. Remove the filter cover, filter element and O-rings.
3. Check the filter element
B. INSTALLATION OF SCAVENGE FILTER COMPONENTS
1. Lubricate new O-ring with Acryloid or oil. Install O-ring on
replacement filter element.
2. Lubricate new O-ring with Acryloid or oil. Install O-ring on the filter
cover.
3. Install the filter element into the filter cavity until O-ring seal is
obtained.
CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDG
SCAVENGE FILTER CAVITY BEFORE INSTALLING FILTER COVER.
THE FILTER COMPONENTS MAY BE DAMAGED IF NOT PROPERLY
INSTALLED. DO NOT FORCE FILTER COMPONENTS INTO HOUSING
BY TIGHTENING FILTER COVER.
4. Screw in the filter cover. Torque the filter cover 156 to 180 pound
inches.
5. Secure the filter cover with lockwire.
6. Replenish IDG oil
A. FILTER ELEMENT CHECK
1. Remove the filter cover, filter element and O-rings from the IDG
2. Check the filter element as follows:
NOTE:A moderate number of scattered small metallic flakes
(bronze or silver colored metal), or flakes of generator insulation are
normal products of wear during operation.
Even a considerable number of nonmetallic items such as black
epoxy flakes, sleeving, strands and other forms of generator
insulation should not necessitate removal of the IDG in the absence
of metallic evidence.
a. If the filter element shows bright metal deposits which can be
clearly defined as chunks or pieces caused by breakage (in
contrast to nonmagnetic flakes or slivers caused by normal
wear) or if bright metal deposits are present in considerable
quantity on the filter element, in the filter cavity or in the oil
drained from the IDG, remove and replace the IDG according to
INTEGRATED DRIVE GENERATOR - REMOVAL/
INSTALLATION. Return the IDG to the overhaul facility.
b. If the filter element or O-rings are damaged or contain
indications of bypassing, remove the coolers and the IDG.
Flush the external circuit lines before replacing the coolers and
the IDG. Remove and replace the IDG according to
INTEGRATED DRIVE GENERATOR - REMOVAL/
INSTALLATION. Return the coolers and the IDG to the
overhaul facility for cleaning and necessary repairs.
3. Replace the filter element.
B. PRESSURE DIFFERENTIAL INDICATOR CHECK
1. Check the pressure differential indicator for an extended red button.
2. If the red button is extended, see A300 and A310 Maintenance
Manual Supplements – 24-11-00/Pageblock 600 for new
requirements.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-71
71
IDG System Scavenge Filter
NOTE: A310 Series PW JT9D-
NOTE: A310 Series PW JT9D-
7R4 and GE CF6-80A3 same
7R4 and GE CF6-80A3 same
component installation.
component installation.
GE CF6-80A3
GE CF6-80A3

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-72
72
AC Generator Deactivation/Reactivation
CAUTION: THIS PROCEDURE IS TO BE USED IN ACCORDANCE
WITH THE REQUIREMENTS OF THE MEL SECTION 3, PAGE 24-1.
NOTE: Disconnect IDG in accordance with MM 24-20-00
DEACTIVATION
A. On panel 424VU make certain the appropriate GEN pushbutton
switch is released-out (OFF legend on).
B. Make certain that the corresponding IDG is disconnected if the failure
has been caused by the IDG only.
NOTE: Check oil level in both IDGs (serviceable and unserviceable). Both
IDGs must be at proper level. APU oil level must be checked to ensure
proper servicing.
C. Maintenance shall check the operational history of the remaining IDG
and the APU to assure operational reliability.
D. Install placard in the flight compartment informing crew that no. 1 (2)
engine generator is inoperative.
IDG DISCONNECT SWITCHES
Disconnects IDG from engine. Can only be reset on the ground. Switch
must not be held longer than 3 seconds with a minimum of 60 seconds
between actuation periods. The IDG Switch should not be actuated with
the engine shutdown or below idle speed since incomplete separation of
the IDG disconnect mechanism would result.
IDG FAULT LIGHTS
Comes on if IDG oil temperature is high or oil pressure is low. If IDG light
remains on after engine start (including times when IDG is placarded
inoperative), the IDG DISC switch should be pressed when the engine
reaches idle speed.
APU GENERATOR SWITCH
When pressed in, APU generator field is energized and APU line
contactor is closed. If an engine generators) is inoperative, the transfer
contactor 1 or 2 also closes to supply the AC BUS on the side of the failed
generator.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-73
73

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-74
74
Smoke Drill
A. AVIONICS SMOKE LIGHT
The AVIONICS SMOKE light comes on Red when smoke is detected
in ventilation duct from:
- Cockpit instrument panels
- Overhead panel
- Circuit breakers panel
- Weather radar transceiver
- Electronic racks
- IRS 2
- Underfloor area equipment.
Illumination of the AVIONICS SMOKE light is accompanied by ECAM
activation.
B. OVRD SUPPLY 1 AND 2 PUSHBUTTON SWITCHES
The OVRD SUPPLY 1 and 2 pushbutton switches have two specific
functions according to:
• Abnormal configuration: only one of the pushbutton switches is
selected ON.
• Smoke Drill configuration: both push button switches are selected
ON.
The OVRD SUPPLY 1 and 2 pushbutton switches control:
- the direct electrical supply of AC ESS BUS by the GEN 1 (or
2)
- the opening of the line contactors 1 and 2 which cut off the
electrical supply to the AC BUS 1, AC BUS 2 and DC NORM
BUS.
• ON (Both P/B switches pressed-in)
The ON lights integrated into the OVRD SUPPLY 1 and 2
pushbutton switches comes on White.
The AC ESS BUS is directly supplied by the GEN 1 and both line
contactors 1 and 2 are open.
The flowbar integrated into the OVRD SUPPLY 1 switch is visible
to indicate the GEN 1/AC ESS BUS line contactor is closed.
The flowbar integrated into the OVRD SUPPLY 2 switch is not
visible to indicate the GEN 2/AC ESS BUS line contactor is open.
In the event of the GEN 1 electrical supply loss:
- the GEN 1/AC ESS BUS line contactor opens (the associated
flowbar disappears)
- the GEN 2/AC ESS BUS line contactor closes (the associated
flowbar is visible).
This allows the supplying of the AC ESS BUS directly by GEN 2.
• OFF (Both P/B Switches Released-out) The ON lights are off
The AC ESS BUS is supplied by AC BUS 1
The flowbars are not visible to indicate the GEN 1 (and GEN
2)/AC ESS BUS line contactors are open.
C. LAND RECOVERY PUSHBUTTON SWITCH
The pushbutton switch allows to restore electrical supply to some
equipment which had been isolated:
- by action on both OVRD SUPPLY 1 and 2 pushbutton switches
(SMOKE DRILL).
- or, in "BAT ONLY" configuration.
• ON (P/B Switch Pressed-in):
The ON light comes on White. Some equipment which had been
isolated are electrically supplied.
• OFF (P/B Switch Released-out):
Normal position.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-75
75

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-76
76
A300/Some A310 AC Power - Warning Logic
Depicted below are the various warnings displayed in the flight compartment in the event the fault
shown occurs in the aircraft AC power system. Also shown graphically are the different flight
phases at which the warnings will or will not be displayed.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-77
77
A300/Some A310 AC Power - Warning Logic

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-78
78
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-79
79
DC
POWER SECTION

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-80
80
DC Power Generation
DC power generation is achieved by:
- Three identical transformer rectifier (TR) units
- Three identical batteries.
TRANSFORMER RECTIFIED (TR) UNIT
The three transformer rectifier units (150 A/28 DC) covert the three-
phase 115V/400 Hz AC power into 28V DC power.
Each TR unit operates as soon as it is electrically supplied and delivers
electrical power through a line contactor.
The line contactor opens when:
- a reverse current is detected in the direction distribution busbar/TR
by a current sensor.
In addition, the current sensor gives a failure indication displayed on
the lateral panel when a no-current information is detected.
- a TR overheat is detected.
BATTERIES
The three 25 AH batteries (1, 2 and 3) are located within fire proof boxes
in the avionics compartment.
Each battery is protected by a battery charge controller unit which
controls the opening/ closure of the associated battery line contactor.
DC EMERGENCY GENERATION
The DC emergency generation is achieved by the three batteries:
- to automatically restore the essential DC network when normal
supply has failed, by closure of the three batteries line contactors
- to control battery charging
- to detect an overheat
A BAT OVRD pushbutton switch forces the three-batteries line
contactors closure when selected ON.
When both autopilots are engaged and LAND mode is selected, the
three batteries linecontactors automatically close to increase the
reliability of the autopilot system during a category III automatic landing.
When all BATT switches are selected OFF/R, the following equipment
are still supplied:
- The clocks
- The extinguisher cartridges (engines, bottle 1 to FWD cargo, bottle 2
to AFT and BULK cargos)
- The refueling system (if the NORMAL/ BATTERY switch on the
refueling panel is selected BATTERY)
- IRS.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-81
81
DC Generation - Component Location

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-82
82
DC Normal Generation
The DC normal. generation is achieved by two transformer rectifier units
- TR1 and TR2 which convert AC power from AC BUS 1 and AC BUS 2,
respectively, into DC power.
The TR2 is also used for ground operations (see EXTERNAL POWER
CONTROLS Section).
DC ESSENTIAL GENERATION
The DC essential generation is achieved by a transformer rectifier unit -
ESS TR - which converts AC power from AC ESS BUS into DC power.
DISTRIBUTION
The aircraft is fitted with two main DC busbars supplied with 28V DC
power:
- DC NORM BUS
- DC ESS BUS
DC NORM BUS
DC NORM BUS is simultaneously supplied by the two transformer
rectifier units TR1 and TR2.
DC ESS BUS
DC ESS BUS is normally supplied by:
- DC NORM BUS through a DC BUS TIE contactor which closes as
soon as the aircraft network is electrically supplied
- and AC ESS BUS (3XP-2) through the ESS TR unit which converts
the AC power into DC power.
Should supply from DC NORM BUS and AC ESS BUS (3XP-2) fail, the
DC BUS TIE contactor opens and DC ESS BUS is supplied either by the
STBY GEN (See AC/DC STAND-BY POWER section), or by the
batteries, through the batteries contactors.
The DC BUS TIE contactor opens automatically:
- In the event of an electrical supply loss from both AC BUS 1 and AC
BUS 2
- or when both autopilots are engaged and LAND mode is selected, to
increase the reliability of the autopilot system during a category III
automatic landing
- or when a reverse current >60A is detected in the direction DC ESS
BUS/DC NORM BUS.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-83
83
Electrical System Schematic - DC System

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-84
84
DC System Controls - ELEC PWR Panel 424VU
1. BAT 1 (or 2 or 3) PUSHBUTTON SWITCHES
Each pushbutton switch controls the operation of the corresponding
battery charge controller unit.
• AUTO (P/B Switch Pressed-in)
The battery charge controller unit is operating. It automatically
controls the connection/disconnection of the corresponding
battery to the DC ESS BUS by opening/closure of the battery
line contactor.
The integrated flowbar is in line to indicate the battery line
contactor is closed or not visible if it is open.
The batteries will be connected to the electrical network:
- For the APU starting
- As a back-up power in the event of a DC ESS BUS voltage
drop below 25V
- To be charged by the aircraft electrical network in the event
of a battery voltage drop
- When both autopilots are engaged and LAND mode is
selected.
In normal configuration, the batteries are disconnected from the
electrical network.
• OFF/R (P/B Switch released-out)
- The OFF/R light comes on white
- The battery charge controller unit is not operating and the
battery line contactor is open
- The flowbar is not visible to indicate the battery is
disconnected from the electrical network.
2. DC ESS ON BAT LIGHT
The DC ESS BUS ON BAT light comes on Amber when the DC
ESS BUS is electrically supplied by the batteries only, which informs
the crew that the bus will be supplied for a limited time.
Illumination of DC ESS ON BAT light is accompanied by ECAM
activation.
3. DC NORM BUS OFF LIGHT
The DC NORM BUS OFF light comes on Amber when the DC
Normal Busbar is not electrically supplied.
Illumination of the DC NORM BUS OFF light is accompanied by
ECAM activation.
4. BAT OVHT LIGHT
The BAT OVHT light comes on Amber when the charging current
for one of the batteries increases at a rate greater than 0.4A/min
with an intensity greater than 10A. This increase is detected by the
respective battery charge controller unit, which causes the opening
of the corresponding battery line contactor.
Illumination of the BAT OVHT light is accompanied by SCAM
activation.
The BAT OVHT light goes off when the BAT pushbutton switch
associated with the faulty battery is selected OFF/R. This rearms
the battery charge controller unit.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-85
85
DC System Controls - ELEC PWR Panel 424VU

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-86
86
DC System Controls (continued)
5. BAT OVRD PUSHBUTTON SWITCH
The pushbutton switch allows overriding of the battery charge
controller units by forcing the battery line contactors closed.
- The ON light comes on white
- The batteries charge controller units are overridden and all
the batteries line contactors are closed
- The batteries overheat detection is inhibited.
• OFF (P/B Switch released-out)
- The batteries charge controller units control the
opening/closure of the batteries line contactors.
6. DC (AMP) INDICATOR
It indicates the charge (CH)/discharge (DCH) current of the power
sources selected by the DC (Amp) - DC(V) display rotary selector.
The maximum continuous DC (Amp) indication for TR units is 150 A.
7. DC (V) INDICATOR
It indicates the voltage at the pick-up points selected by the DC
(Amp) - DC (V) display rotary selector. The normal readings are:
- for a battery without load: 25 to 28 V
- for a battery under load: 23 to 28 V
- for a TR unit: 27 to 30 V (White arc)
8. DC (AMP) - DC (V) DISPLAY ROTARY SELECTOR
It allows the selection of various pick-up points of the electrical
network, to be connected to the DC (Amp) and DC (V) indicators for
reading of:
- the charge/discharge current and the voltage of BAT (1-2-3) - TR
(ESS-1-2)
- the voltage only of ESS BUS.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-87
87
DC Controls and Indications

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-88
88
A300/A310 RH ECAM - ELEC DC PAGE
1. NORM BUS FIGURATION
The figuration is Green when the DC NORM BUS is electrically
supplied.
The figuration is Amber when the DC NORM BUS is not electrically
supplied.
2. BAT INDICATION
- becomes Amber when the BAT pushbutton switch is selected
OFF/R.
3. BATTERY VOLTAGE INDICATION
- becomes Amber when the voltage is <25V or >31V.
4. BATTERY CURRENT DIGITAL AND ANALOG INDICATIONS
The indications are Green, but:
- become Amber when the current is <-5A.
A White OFF indication is displayed in place of current indications
when the associated BAT pushbutton switch is selected OFF/R and
the battery line contactor is open.
5. ESS BUS FIGURATION
The figuration is Green when the DC ESS BUS is electrically
supplied.
The figuration is Amber when the DC ESS BUS is not electrically
supplied.
6. INV INDICATION
The indication is White when the emergency inverter is operating to
supply the AC EMER BUS.
7. TRANSFORMER RECTIFIER UNIT CURRENT INDICATION
- flashes when the current is <6A.
8. TRANSFORMER RECTIFIER UNIT VOLTAGE INDICATION
- becomes Amber when the voltage is <25V or >31V.
9. DC BUS TIE LINE
The indication is:
- Green when the DC BUS TIE is closed
- not visible when the DC BUS TIE is open.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-89
89
A300/A310 RH ECAM - ELEC DC PAGE

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-90
90
A300/ Some A310 DC Power Warning Logic
Depicted below are the various warnings displayed in the flight compartment in the event the fault
shown occurs in the aircraft DC power system. Also shown graphically are the different flight
phases at which the warnings will or will not be displayed.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-91
91
A300/ Some A310 DC Power Warning Logic

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-92
92
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-93
93
APU
POWER SECTION

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-94
94
AC Auxiliary Generation
GENERAL
The AC auxiliary generation is provided by the APU generator which is
able:
- in flight to replace either or both engine generators in case of failure
- on the ground to supply the aircraft network when no ground power
unit is available.
The auxiliary generator, directly driven at constant speed by the APU, is
a conventional, 3-coaxial component brushless generator:
- PMG,
- rotating diode pilot exciter,
- finally, the generator itself.
It is cooled by oil spraying and associated with a regulation and protector
unit (GCU), the function of which is to:
- regulate the network voltage,
- control the generator while protecting the network and the generator
- control the different warnings and indicators.
Moreover, the GCU is fitted with a built-in test equipment (BITE) which
enables maintenance operations of the system to be facilitated.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-95
95
APU Generator

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-96
96
APU Generator Controls and Indications
Controls and indications related to the APU generator are located on the
flight compartment overhead panel and are transmitted via the GCU.
A. Controls and Indications in the Flight Compartment
The operation of the APU generator is controlled by ELEC PWR/APU
GEN pushbutton switch with two positions:
- OFF/R selected, the pushbutton switch is released out, and the
White legend is on: the generator is shut down (deenergized and
the line contactor is open)
- ON selected, the pushbutton switch is pressed in, the generator
is energized, its rotational speed being high enough
- If the electrical parameters are correct, the line contactor closes
to supply the transfer circuit.
The effective supply of the aircraft network by means of the battery
tie contactor(s) depends on the availability of the other generation
sources.
NOTES:
- On the ground, the generator line contactor will only close if the
ground power unit does not already supply the transfer network:
the ground power unit has a priority on the APU generator to
supply the aircraft
- For reference only, each aircraft network is supplied according to
the following priority order:
- by its generator
- by the ground power unit
- by the auxiliary generator
- by the second generator

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-97
97

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-98
98
LEFT BLANK

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-99
99
AC/DC
STAND-BY
POWER SECTION

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-100
100
AC/DC Stand-by Power Generation
GENERATOR
AC/DC stand-Say generation is achieved by a generator driven at a
constant speed by an hydraulic motor powered by the Green system.
The generator is rated at:
- AC channel: 5 kVA, 115 V, 400 Hz
- DC channel: 50A, 28 V (24 to 30 V)
GENERATOR CONTROL UNIT (GCU)
It is associated with a generator control unit which provides AC voltage
and frequency regulation and protection.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-101
101

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-102
102
AC/DC Stand-by Power Distribution
When the logical conditions are met, the STBY GEN supplies:
- a part of the AC ESS BUS: 3XP-2, and
- the AC EMER BUS, and
- the DC ESS BUS
AC ESS BUS (3XP-2)
3XP-2 part of AC ESS BUS is normally supplied by AC BUS 1, through
the essential transfer contactor 1 and a two-direction switch.
Should STBY AC power feeding conditions be met, the two-direction
switch automatically:
- will split the connection between 3XP-1 and 3XP-2, and AC BUS 1,
and
- will establish the connection between the AC output of the STBY
GEN and 3XP-2.
DC ESS BUS
DC ESS BUS is normally supplied by:
- DC NORM BUS through a DC BUS TIE contactor, and
- 3XP-2 through the ESS TR.
Should STBY DC power feeding conditions be met, the DC ESS BUS will
be supplied:
- by the DC output of the STBY GEN, or
- the batteries if the BAT OVRD pushbutton switch is selected ON,
(the STBY GEN is then deactivated).
AC EMER BUS
Automatic operation of the STBY GEN is not controlled by the STBY
GEN pushbutton switch (even if the pushbutton switch is broken, as soon
as logical conditions will be met, automatic operation of the STBY GEN
will start).
The pushbutton switch allows, only, to force the STBY GEN starting even
if the automatic starting conditions are not met.
• AUTO (P/B Switch Released-out)
Normal position. Automatic starting is not possible on the ground.
• Starting without feeding
The STBY GEN starts to run as goon as the following conditions
are met:
- DC NORM BUS is OFF, and
- the generator line contactor 2 is opened, and
- BAT OVRD pushbutton switch is not selected ON, and
- Green hydraulic power is available, and
- Aircraft is in flight.
• AC power feeding
When feeding conditions are met:
- no FAULT detected by the STBY GEN generator control unit,
and
- DC STBY power available he AC STBY contactor closes,
and AC power supplies the AC ESS BUS (3XP-2), and the
AC EMER BUS.
• DC power feeding
When feeding conditions are met:
- no FAULT detected by the STBY GEN generator control unit,
and
- DC STBY power available, and
- no APU start attempt, and
- LAND RECOVERY pushbutton switch is not selected ON
the DC STBY contactor closes, and DC power supplies the DC
ESS BUS.
After an automatic starting in flight, the two starting conditions DC
ESS ON .BAT and aircraft in flight are replaced by a STBY GEN
operating condition to maintain the STBY GEN operating (since DC
ESS BUS is no longer fed by the batteries) even after landing.
APU GEN has priority over STBY GEN to supply the electrical
network, when the main GEN 1 and GEN 2 generation is lost.

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AC/DC Stand-by Power - Generation and Distribution

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AC/DC Stand-by Power Distribution (continued)
• OVRD (P/B Switch Pressed-in)
The OVRD light illuminates White to indicate the pushbutton switch
is pressed-in.
Either in flight or on the ground, the STBY GEN is forced to run as
soon as the following conditions are met:
- BAT OVRD pushbutton switch is not selected ON, and
- Green hydraulic power is available
Feeding of AC ESS BUS (3XP-2), AC EMER BUS and DC ESS
BUS by the STBY GEN is achieved in the same way as with the
STBY GEN pushbutton switch selected AUTO.
If the forced starting has been initiated:
- In flight, the STBY GEN operation will continue after landing
- On the ground, the STBY GEN operation will be limited to 2
minutes (ground test).
• FAULT
The FAULT light illuminates Amber when:
- A failure (Under Voltage or Under Frequency) is detected by
the GCU, or
- An anomaly is detected in the AC Stand-By Line Contactor
logic.
FAULTS EFFECTS
Under Voltage AC and DC Stand-By Line
Contactors OPEN
Under Frequency Generator is de-energized

MTT M540000 / R3.3 01AUG01
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105
AC/DC Stand-by Power - Generation and Distribution

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106
LEFT BLANK

MTT M540000 / R3.3 01AUG01
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107
EXTERNAL
POWER SUPPLY
SECTION

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External Power and Maintenance Bus Switch
An external power receptacle, located on the lower forward part of the
fuselage, in the lengthwise axis, allows the aircraft to be supplied with a
three-phase 115/200V - 400 Hz power through the external power line
contactor from an electrical ground power unit.
A ground power control unit (
GPCU) automatically opens the external
power line contactor in the event of:
- overvoltage or undervoltage
- overfrequency or underfrequency
- open phase or phase sequence
When the APU GEN power and the external power are simultaneously
available, the external power has priority to supply the aircraft.
The engine-driven generator has priority over the APU GEN and the
external power to supply the aircraft. A MAINTenance BUS switch
(MAINT BUS sw) is located on the forward cabin circuit breakers panel.
It supplies only the service busbars with electrical power when the
external power unit is connected to the aircraft (AVAIL light on), but not
coupled (ON light off).
COCKPIT CONTROLS
EXT PWR PUSHBUTTON
The pushbutton controls the coupling of the aircraft electrical network
with an AC external power when:
- an external power is connected
- and the electrical power is available.
• AVAIL
The AVAIL light comes on Green when:
- an AC external power is plugged-in,
- the external power electrical parameters being normal, the
electrical power is available, and
- the external power line contactor is open (the external power
does not supply the AC BUS 1 and AC BUS 2).
• MOMENTARILY PRESSED
- If the AVAIL light was on, it goes off.
The external power line contactor closes and the external power
may supply the AC BUS 1 and the AC BUS 2 through both
transfer contactors 1 and 2 as long as the external power
electrical parameters are normal.
The ON light comes on Blue.
- If the ON light was on, it goes off.
The external power line contactor is open and the AC BUS 1 and
AC BUS 2 are no longer electrically supplied.
The AVAIL light comes on Green if the external power electrical
parameters are normal.
MAINTENANCE BUS SWITCH
The MAINTenance BUS switch located on the forward Cabin CB Panel
controls:
- the AC input to the TR2 unit which supplies the DC ground service
busbars
- and the supply to the AC ground service busbars.
• ON
The switch is magnetically latched if the external power electrical
parameters are normal (as long as the AVAIL light is on in the EXT
PWR pushbutton).
- AC GROUND/FLIGHT BUS and AC GROUND BUS are directly
supplied.
- DC GROUND/FLIGHT BUS and DC GROUND BUS are supplied
through the TR unit 2.
Lighting, cargo doors operation, cargo loading and refueling are
operative.
• OFF
The ground service busbars are not electrically supplied by the
external power as long as the AVAIL light is on.

MTT M540000 / R3.3 01AUG01
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109
External Power/MAINT BUS Switch

MTT M540000 / R3.3 01AUG01
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110
MISCELLANEOUS
ELECTRICAL AREAS

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LEFT BLANK

MTT M540000 / R3.3 01AUG01
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24-112
112
A300/A310 Avionics Bay Electronic Rack 80VU

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113
A300/A310 Ground Power Control Unit (GPCU) BITE Check
OVERALL OPERATION
The three GCUs and the GPCU are individually responsible for isolating
fault conditions and storing the results in nonvolatile memory (
NVM).
That data is stored during the flight and retained for display while on the
ground. During the flight, there is no communication between units since
the GPCU is not powered.
When the aircraft lands (and power is applied to the GPCU by a switch in
the nose gear) the GPCU communications' software is activated. The
GPCU then attempts to establish communications with the three GCUs
by means of the serial data links. Each GCU is interrogated individually
to determine if it has stored any BITE messages during the flight. If any
of the units has a BITE message available, the BITE MESSAGE
INDICATOR is illuminated and can only be extinguished by pushing a
button on the GPCU. No communication takes place between the GCUs
at any time.
A primary feature of BITE is the alphanumeric display located on the
GPCU. This is a 24 character readout that displays messages describing
what faults have occurred and which area of the system contains the
problem.
BITE defines which LRU has failed or if a failure has occurred in the
wiring or sensors associated with the Electric Power System of the
aircraft.

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A300/A310 GPCU BITE Check

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115
A300/A310 Electrical Power Generating System - Fault Isolation

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116

MTT M540000 / R3.3 01AUG01
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24-117
117

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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A300/A310
A300/A310
24-
24-118
118

MTT M540000 / R3.3 01AUG01
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ATA 24
ATA 24
A300/A310
A300/A310
24-
24-119
119

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-120
120

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-121
121

MTT M540000 / R3.3 01AUG01
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ATA 24
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A300/A310
A300/A310
24-
24-122
122

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
A300/A310
A300/A310
24-
24-123
123

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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24-
24-124
124

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
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125
LEFT BLANK

MTT M540000 / R3.3 01AUG01
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126
Maintenance Panel
1. REFUEL ON BAT LIGHT
The REFUEL ON FEAT light comes on White when the refueling
system is electrically supplied by the battery 1.
2. DC BUS TIE CONTACTOR FAULT LIGHT
The FAULT light comes on White to indicate the DC BUS TIE
CONTACTOR has been opened after detection of a reverse current
in the DC ESS BUS - DC NORM BUS direction.
3. DC BUS TIE CONTACTOR RESET PUSHBUTTON
The pushbutton allows the rearming of the reverse current detector
which controls the DC BUS TIE CONTACTOR and extinguish the
FAULT indication.
4. GPCU - BITE DISPLAY LIGHT
The BITE DISPLAY light comes on White to indicate a failure has
been detected on the channel of:
- GEN 1
- or GEN 2
- or APU GEN
- or EXT PWR
5. AC PHASE SEL ( A-B-C) ROTARY SELECTOR
It allows selection of the AC volt-age
phase to be indicated on the AC (V) and FRQ indicators when the
AC(V) -FRQ -LOAD display rotary selector is selected GEN 1, GEN
2, APU GEN or EXT PWR.
The PHASE SEL selector is inoperative in all other positions of the
AC(V) -FRQ -LOAD display rotary selector.
6. TR RESET PUSHBUTTONS
Each pushbutton allows the rearming of the corresponding TR
protection unit after a failure has been detected and to extinguish the
associated FAULT indication.
7. TR1, TR2, ESS TR, FAULT LIGHTS
A FAULT light comes on White when:
- a reverse current is detected in the distribution Busbar/TR unit
direction
- a TR unit overheat is detected
- a no current indication is detected.
8. BAT 1, BAT 2, BAT 3 OVERHEAT LIGHTS
A BAT OVHT light comes on White to indicate the charging current
for the related battery increases at a rate greater than 0.4A/min.

MTT M540000 / R3.3 01AUG01
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Maintenance Panel: ELEC PWR Panel (472 VU)

MTT M540000 / R3.3 01AUG01
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128
A300/A310 Flight Compartment Circuit Breaker (CB) Panels - Location

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LEFT BLANK

MTT M540000 / R3.3 01AUG01
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130
A300/Some A310 Electrical Load Distribution - General/Typical

MTT M540000 / R3.3 01AUG01
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131
Some A310 Electrical Load Distribution - General/Typical

MTT M540000 / R3.3 01AUG01
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132
A300/A310 Electrical System - Inspection and Check of Electrical Circuit
Inspection/Check of Electrical Circuit
The inspection/check procedure consists of two distinct operations :
• A cursory inspection, which consists of a visual examination of all
components readily visible and which does not necessitate
component removal.
• A detailed inspection, which consists of removing any components
which obscure the view of other components, thus permitting a
detailed visual examination of all system components.
• Cursory Inspection
• Check the general outer condition, the attachment and
appearance of the following components :
• Panels and their equipment
• Electrical connectors
• Rack-mounted system components
• Indicators
• Electrical bonding leads
• Check the condition of all wiring (for signs of ageing, alteration,
overheating, scaling and deformation which might detrimentally
affect wiring performance).
• Replace defective components
• Detailed Inspection
• Open access doors and casings, remove or open the panels,
shields and components obscuring other components (if
necessary), in order to gain access to wiring, plugs, electrical
connections and various system components.
• Concerning the various components :
• Remove dust using a vacuum cleaner and clean further
if necessary.
• Check labels and their identification.
• Check attachment and general appearance of
components.
• Concerning wiring :
• Check identification sleeves or labels for correct
condition as well as protective coatings, insulation and
protective fittings.
• Check condition of wiring (for signs of ageing, alteration,
overheating, scaling and deformation which might
detrimentally affect wiring performance).
• Concerning electrical connectors :
• Disconnect plugs, check their physical and electrical
conditions.
Make certain that there are no traces of oxydation or
corrosion, replace defective components (seals, gaskets,
grommets, ferrules etc...)
• Check the tightness of connections to all electrical
accessories, ground bonding leads, ground leads,
busbars and terminal bars.
• Check tightness of non-safetied connectors.
• Check condition of electrical connector protections in
hydraulics compartment.
• Replace defective components.
• Install removed components and restore all equipment to
operating condition.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
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133
A300/A310 Static Grounding Positions - Grounding Locations
NOTE:
NOTE: Some A310s have Static Grounding
Some A310s have Static Grounding
Receptacle located in the High
Receptacle located in the High
Pressure Ground Connectors Area on
Pressure Ground Connectors Area on
RH Air Conditioning Fairing - Fwd Area
RH Air Conditioning Fairing - Fwd Area

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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A300/A310
A300/A310
24-
24-134
134
AIRBUS ATA 24 QUICK QUIZ
The following quiz covers training areas to further increase your knowledge and skills of
the Airbus A300/A310 aircraft and other areas of importance to you...
1. WHAT IS THE POSSIBLE CAUSE WHEN THE
DC BUS TIE CONTACTOR FAULT LIGHT
ILLUMINATES? WHERE IS THE LIGHT
LOCATED? WHAT COLOR IS IT? IS THE
CONTACTOR A “RESETTABLE” TYPE?
2. WHAT IS THE PURPOSE OF THE APU GCU?
3. WHICH ELECTRICAL BUS RECEIVES ELEC
POWER DIRECTLY FROM THE ENGINE AC
GENERATOR WHEN THE OVERRIDE PBsw IS
SELECTED “ON”?
4. WHICH UNIT PROTECTS THE ELECTRICAL
NETWORK BY CONTROLLING THE “EPC”
(EXTERNAL POWER CONTACTOR)? WHERE
IS THE CONTACTOR LOCATED?
5. NAME THE THREE ELECTRICAL BUSSES
THAT THE AC/DC STANDBY GENERATOR
WILL POWER WHEN LOGICAL CONDITIONS
ARE MET?
6. ALL THREE BATTERY PBsw ARE SELECTED
“OFF”, WHICH EQUIPMENT ARE STILL
SUPPLIED ELECTRICALLY?
7. CONDITION: STATIC INVERTER FAILS TO
SUPPLY THE “AC EMER BUS”, WHICH ITEM
WOULD YOU POSSIBLY CHECK FIRST?
WHERE IS IT LOCATED ON THE AIRCRAFT?
8. WHEN WILL THE IDG AMBER FAULT LIGHT
ILLUMINATE DURING ENGINE OPERATION?

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
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135
AIRBUS ATA 24 QUICK QUIZ - ANSWER SHEET/NOTES
1.
2.
3.
4.
5.
6.
7.
8.

MTT M540000 / R3.3 01AUG01
MTT M540000 / R3.3 01AUG01
ATA 24
ATA 24
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A300/A310
24-
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136
LEFT BLANK
ATA 24 - END
COURSE CODE - M540000

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