Bombardier CRJ 200-Electrical

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
Electrical system warnings and cautions are displayed on the EICAS primary page. Status
and advisory messages are displayed on the EICAS status page. General views of the
electrical systems are displayed on the EICAS, AC and DC synoptic pages. The AC and DC
synoptic pages are accessed through the EICAS control panel (ECP). One push of the
ELEC key on the ECP will display the AC synoptic page. Pushing the ELEC key a second
time will display the DC synoptic page.
Page 2
Electrical Power Layout
Figure 07---10---1
IDG 1
IDG 2
APU GENERATOR
EXTERNAL DC
CONNECTION
APU BATTERY
MAIN BATTERY
TRANSFORMER
RECTIFIER
UNITS
EXTERNAL AC
CONNECTION
AIR DRIVEN
GENERATOR
Page 3
Control Panels
Figure 07---10---2
Electrical Power Panel
Overhead Panel
External Service Panel
Right Forward Fuselage
Flight Attendant Panel
Page 4
1. AC ELECTRICAL SYSTEM
AC power for the aircraft electrical systems is provided by two engine-driven, integrated
drive generators (IDGs) which supply power to all AC buses during normal operations. An
APU generator provides a backup AC power source in flight if an IDG is inoperative or when
the aircraft is on the ground with the engines off. If all AC power is lost in flight, emergency
AC power is provided automatically by a deployable air-driven generator (ADG). The AC
distribution system is controlled by the respective IDG and APU generator control units
(GCUs). Each generator is monitored by the GCUs for voltage, frequency and kilovolt amps
(KVA) to provide system fault protective shutdowns. An AC power distribution schematic
and 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 an
internal oil system to hydro--mechanically change the variable input speed from the
engine accessory gearbox to a constant output speed to the generator to produce
115--volts AC and to maintain a constant frequency of 400 Hz. Each generator is rated
at 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 pressure
or 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 the
cover--guard and pushing the switchlight will manually disconnect the IDG from the
engine gearbox.
The IDG will automatically disconnect if a severe oil overtemperature or overtorque
condition occurs. Once disconnected, either manually or automatically, the IDG cannot
be reconnected in flight. If the IDG was disconnected manually, it can only be reset on
the ground, with the engine shutdown. If the IDG was disconnected automatically, it
must be replaced.
Each generator control unit (GCU) controls and monitors the related AC generator
system and provides voltage and frequency regulation and fault protection for its
respective generator. The GCU also protects the electrical system from overcurrent
and differential current faults. In the event of a malfunction, the GCU will automatically
disconnect the faulty generator from the respective AC buses. The generator may be
reset when the malfunction is corrected or no longer exists, by selecting the generator
switch 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 to
maintain a constant frequency output. The generator provides 115--volts, 400 Hz AC
power and is rated at 30 KVA from sea level to 37,000 ft. A GCU, identical to the IDG
GCU, provides the same regulation and protection functions as the IDG GCUs.
C. AC Distribution
Two different configurations of AC power distribution are available, Full configuration
and Service configuration.
Page 5
In Full configuration, all the AC buses are powered using either IDG 1, IDG 2, the APU
generator or external AC. For normal AC distribution, AC power from IDG 1 and IDG 2
is 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 1
powers AC bus 1 and IDG 2 powers AC bus 2. The failure of a generator, for any
reason other than a fault on its associated bus, will automatically transfer the load from
the failed IDG to the remaining operative IDG. When the APU generator is available, it
can then be used to replace the failed IDG to power the respective AC bus. On the
ground, if the aircraft is being powered with external AC power and either the APU or
an IDG is brought on line, the external power will be automatically disconnected and the
respective APU or IDG generator will power all the AC buses. When external power is
not available, the APU generator provides electrical power to all the AC buses. If an
IDG is powering its respective AC bus and the APU generator is powering the other AC
bus, when the remaining IDG is brought on line the APU generator will be automatically
taken off line.
In service configuration, either external AC power or the APU generator is used to
power specific buses for general servicing of the aircraft on the ground. Only AC Utility
bus 1, AC Utility bus 2, the AC service bus and the DC service bus are powered.
IDG 1 APU GENERATOR IDG 2
Failed Not available
Both AC Bus 1 and
AC Bus 2
Failed AC Bus 1 AC Bus 2
Both AC Bus 1 and
AC Bus 2
Not available Failed
AC Bus 1 AC Bus 2 Failed
Failed
Both AC Bus 1 and
AC Bus 2
Failed
Page 6
AC System Distribution
Figure 07---20---1
RIGHT
ENGINE
LEFT
ENGINE
GCU
GEN
1
APU
GEN
GCU
AC ESS BUS
EXTERNAL
POWER
MONITOR
GCU
ADG
APU
EXTERNAL
AC
CSD
GCU
GEN
2
CSD
ADG BUS
AC BUS 1
AC UTIL
BUS 1
AC ESS BUS AC BUS 2
AC SERV
BUS
AC UTIL
BUS 2
Page 7
AC Electrical System
Figure 07---20---2
Overhead Panel
AUTO XFER
Used to disable automatic
transfer of associated IDG.
OFF (white) light indicates
autotransfer is selected off.
FAIL (amber) light indicates a
fault preventing autotransfer.
AC
Used to select external
AC power.
AVAIL (green) light
indicates external
power is connected
and is ready to use.
IN USE (white) light
indicates that the
external AC power unit
is supplying the
electrical system.
External Service Panel
Right Forward Fuselage
GEN 1, 2 and APU GEN
AUTO -- Connects
generator to
associated bus.
OFF/RESET --
Disconnects generator
from associated bus
and/or resets the
generator control
circuit.
EXT AC PUSH
Used to select
external AC power.
AVAIL (green) light
indicates external
power is connected
and is ready to use.
IN USE (white) light
indicates that the
external AC power
unit is supplying the
electrical system.
IDG 1 and 2 DISC
(Guarded)
Used to disconnect
IDG from engine.
DISC (white) light
indicates selected
disconnect is successful.
FAULT (amber) light
indicates a fault within
IDG (low oil pressure or
high oil temperature).
IDG will automatically
disconnect, when an
overtemperature or
overtorque condition
occurs.
Once disconnected, the
IDG cannot be reset with
the engines running.
AC ESS XFER
Used to switch essential bus feed
from AC bus 1 to AC bus 2.
ALTN (white) light indicates
essential bus is fed from AC bus 2.
Transfer is automatic during an AC
bus 1 failure.
ON
Page 8
AC Electrical System Synoptic Page
Figure 07---20---3 Sheet 1
AC Electrical Page
Generator Load
Displays the load on
the generator.
Generator Voltage
Displays the generator
voltage level.
Generator Frequency
Displays the generator
frequency level.
EICAS
OUTLINE
GREEN AMBER WHITE
HALF INTENSITY
MAGENTA
Invalid data
_
_
HALF INTENSITY
CYAN
Invalid data
Invalid data
GEN
Generator on
Generator off
with engine /
APU running
Both generator
and engine /
APU are off
IDG
Constant
speed drive on
Low oil pressure
or high oil
temperature
Engine is off or
IDG has
disconnected
_
Engine / APU off
Engine / APU
running and
ready to load
_
APU
EICAS DIGITAL
READOUT
GREEN AMBER WHITE
HALF INTENSITY
MAGENTA
AMBER DASHES
XX KVA
Generator
loaded
Generator
overload
Generator not
loaded
XXX V
Voltage
100--125 VAC
Invalid data
Invalid data XXX HZ
Frequency
375--425 Hz
Voltage not
in range
Frequency
not in range
Invalid data
_
_
UTIL BUS 2 Bus powered Invalid data
UTIL BUS 1
Bus powered Invalid data
SERV BUS Bus powered
_
Bus inoperative
(AC service bus
fail)
Invalid data
ESS BUS
Bus powered
_
Invalid data
BUS 2
_
Invalid data
BUS 1
Bus powered
(generator line
contactor 1)
_
Invalid data
Bus powered
(generator line
contactor 2)
Bus not powered
(shed)
Bus not powered
(shed)
Bus inoperative
(essential bus
fail)
Bus not powered
Bus not powered
_
_
_
_
_
Flow Lines
Green -- Bus energized.
Blank -- Bus not energized.
Page 9
EICAS DIGITAL
READOUT
EICAS
OUTLINE
GREEN WHITE
ADG
GREEN WHITE AMBER DASHES
XXX V
Between 108 and
130 volts
Invalid data
Invalid data XXX HZ
Less than 108 volts or
more than 130 volts
ADG BUS
Between 360 and
440 Hz
ADG outline green
Voltage and frequency
digital readouts green
ADG outline white
Voltage or frequency
digital readouts white
Less than 360 Hz or
more than 440 Hz
SHED (white)
Indicates that the respective AC utility
bus has been automatically shed.
DISC (white)
Indicates that IDG has been disconnected.
AUTO XFER OFF (white)
Indicates that corresponding automatic
transfer has been selected off.
AUTO XFER FAIL (amber)
Indicates that corresponding automatic
transfer has failed.
ADG Features
Displayed when ADG voltage is more than 10 volts
and frequency is more than 300 Hz.
AC Electrical Page
Page 10
External AC Power Features
Displayed when external AC voltage is more
than 10 volts and frequency is more than 50 Hz.
EICAS
OUTLINE
GREEN WHITE
HALF INTENSITY
MAGENTA
Invalid data
External AC available
or in use
EICAS DIGITAL
READOUT
GREEN AMBER WHITE
HALF INTENSITY
MAGENTA
AMBER DASHES
XX KVA Loaded Overload Not loaded Insufficient data Invalid data
XXX V
Between 106
and 124 volts
_
Invalid data
Invalid data
_
XXX HZ
Between 370
and 430 Hz
Less than 106 volts or
more than 124 volts
_
_ Less than 370 Hz or
more than 430 Hz
External AC not available
and not in use
SERVICE CONFIGURATION (green)
The message is displayed:
When external AC power is available and the
AVAIL switchlight on the external service panel
has been selected, or
When APU power is available and the APU
SERV BUS switchlight on the forward F/A
panel has been selected.
For either selection, only the AC service bus, AC
utility bus 1, AC utility bus 2, and the DC service
bus will be powered.
AC Electrical Page
Page 11
AC Electrical System ElCAS lndication (Generators) <MST
Figure 07---20---4
<0039>
<0006>
IDG 1 or 2 caution (amber)
Indicates that IDG has low oil pressure
or high oil temperature.
GEN 1 or 2 OVLD caution (amber)
Indicates that generator control unit has
detected a load of greater than 40 kVA.
GEN 1 or 2 OFF caution (amber)
Indicates that generator is off.
(Indications are inhibited during start)
APU GEN OVLD caution (amber)
Indicates that generator control unit has
detected a load of greater than 40 kVA.
APU GEN OFF caution (amber)
Indicates that APU generator is off and
APU is ready to load.
Primary Page
<0039>
<0039>
IDG 1 or 2 DISC status (white)
Indicates that IDG has been disconnected,
either automatically or manually.
Status Page
Page 12
AC Electrical System ElCAS lndications (Busses) <MST>
Figure 07---20---5
<0039>
<0006>
AC SERV BUS caution (amber)
Indicates that AC bus 2 is powered and
AC service bus is less than 90 Volts.
AC BUS 1 or 2 caution (amber)
Indicates that the associated bus is not
powered.
EMER PWR ONLY warning (red)
Indicates that the ADG has deployed.
AC ESS BUS caution (amber)
Indicates that AC essential bus is
less than 90 Volts.
AC 1 or 2 AUTOXFER caution (amber)
Indicates that the corresponding automatic
bus transfer has failed.
Primary Page
<0039>
<0039>
AC 1 or 2 AUTOXFER OFF status (white)
Indicates that the corresponding automatic
bus transfer has been selected off.
AC ESS ALTN status (white)
Indicates that AC essential bus is
being fed from AC bus 2.
AC UTIL 1 or 2 OFF status (white)
Indicates that corresponding AC
utility bus is not powered.
Status Page
Page 13
Transformer Pectifier Units
Figure 07---20---6
TRU Load Readouts
Displays, in increments
of 1 amp, the load on
the rectifier.
EICAS
OUTLINE
GREEN AMBER WHITE
HALF--INTENSITY
MAGENTA
Invalid data
Invalid data
Less than 18 VDC
Load less than
2 amp
Invalid data
18 VDC or greater Invalid data
Invalid data
18 VDC or greater
Load more than
2 amp
Less than 18 VDC
TRU failure
TRU failure
18 VDC or greater
Load more than
3 amp
18 VDC or greater
Load more than
3 amp
18 VDC or greater
Less than 18 VDC
Less than 18 VDC
Load less than
3 amp
Less than 18 VDC
Load less than
3 amp
TRU
1
TRU 2
Service
TRU
Essential
TRU 2
Essential
TRU 1
Ess
TRU 1
V
A
Ess
TRU 2
V
A
SERV
TRU 2
V
A
V
A
TRU 2
V
A
TRU 1
TRU Voltage Readouts
Displays, in increments
of 1 VDC, the rectifiers
voltage level.
DC ELEC Page
EICAS Secondary Display
Center Instrument Panel
EICAS DIGITAL
READOUT
GREEN WHITE AMBER DASHES
xx V
Between 22 and 29 VDC Invalid data
Invalid data Between 3 and 99 amp
Less than 22 VDC or
more than 29 VDC
xx A
Less than 3 amp or
more than 99 amp
_
_
_
AC BUS to TRU Flow
Lines
Green -- Respective
AC bus is powering
TRU.
TRU Output Flow
Lines
Green -- Respective
TRU is on--line and
output is 18 VDC or
greater.
Page 14
The AC essential bus is normally powered by AC bus 1. lf a fault exists on AC bus 1,
the GCU will automatically transfer the power supplied to the AC essential bus, from AC
bus 1 to AC bus 2. The crew can also manually transfer the AC essential bus supply
power, from AC bus 1 to AC bus 2, using the AC ESS XFEP switchlight on the electrical
panel. 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--servicing
operations, without having to power the entire electrical system.
The AC utility buses are normally powered (in full configuration) by their respective AC
bus. In flight, the AC utility buses are automatically SHED if only one generator is
operational. In service configuration, the AC utility buses are powered from either the
APU 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 and
Pitot) and TAT
Left --Navigation, Landing and
Taxi Lights
Ground Proximity Warning
System (GPWS)
Enhanced Ground Proximity
Warning 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 and
overhead), Landing and Taxi
Lights (R)
Inertial Reference System (2)
<0025>
ARINC Display Fan, Galley
and 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 and
Pitot)
Ice Detector 1
Engine Ignition A
Instrument Lights (Pilots and
Center)
CB Panel Integral Lights
Inertial Reference System (1)
<0025>
Head--up Guidance System
<0026>
Traffic Alert and Collision
Avoidance (TCAS)
ARINC Chassis and Display
Cooling Fans (L)
Essential TRU 1
AC UTILITY BUS
1
AC UTILITY BUS
2
AC SERVICE
BUS
ADG Bus
Galley (1) and
Coffee Maker
Galley (2) and
Water System
Service TPU
vacuum Cleaner
Hydraulic Pump 3B
Flaps
Co ee a e
Main Battery
Charger
ate Syste
APU Battery
Charger
vacuum Cleaner
Toilet
Motor/pump
Flaps
g
Power Sensing
Pelay
g
Power Sensing
Pelay
Motor/pump
Page 15
E. Air Driven Generator (ADG)
In the event of a complete AC power failure in flight, the ADG will automatically deploy
and supply 115--volts, 400 Hz AC emergency power to the ADG bus. The ADG
generator is rated at 15 KVA. The ADG bus will then supply emergency power to the
AC essential bus and the 3B hydraulic pump. The AC essential bus will then power
essential TRU 1, which will power the DC essential bus.
If the automatic deploy function fails, the ADG can be deployed manually by pulling the
ADG manual release handle on the ADG CONTROL control panel at the rear of the
center console.
If either main generator is restored, the crew can override the ADG by pressing the
PWR TXFR OVERRIDE button on the ADG control panel. This will reconnect the
restored IDG to power AC bus 1, AC bus 2 and the AC essential bus. The ADG will
continue to power the critical flight controls and the ADG bus. The flaps will move at
half speed when powered from the ADG bus.
The ADG generator, voltage, frequency and ADG bus indications on the EICAS, AC
ELECTRICAL 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 airspeed
decreases below approximately100 kts. At that point, if the APU generator or IDG has
not 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, by
maintenance personnel.
NOTE
After ADG deployment or APU generator switching,
intermittent failure of the pilots and copilots air data
systems may occur. These failures may result in
uncommanded changes to the pilots or copilots flight
instruments. The barometric altimeter setting, altitude
preselector, V--speeds and speed bug settings should
be checked and reset as required.
Automatic deployment of the ADG is inhibited, on the ground, when the parking brake
is set.
The ADG system circuits can be checked through a LAMP/UNIT test switch on the ADG
control panel. When the switch is set to LAMP, a ground is supplied to check that the
green 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 the
TEST 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 the
TEST light will illuminate after 5 seconds and remain ON for 2 seconds.
Page 16
Air Driven Generator (ADG)
Figure 07---20---7
ADG Manual Deploy Handle
and Auto--Deploy Panel
Center Pedestal
TEST Light (green)
Comes on after successful
completion of auto--deploy
system test.
LAMP/UNIT Switch
Used to test auto--deploy system.
Test can only be accomplished with
two generators selected ON and
both main AC busses powered.
ADG Manual Deploy Handle
Used to manually deploy the ADG.
PWR TXFR OVERRIDE
Used to transfer AC
essential bus power source
from the ADG bus back to
the main AC bus.
Page 17
F. System Circuit Breakers
SYSTEM SUB--SYST
EM
CB NAME BUS BAR CB
PANEL
CB
LOCATION
NOTES
Generators
IDG 1 DISC P9
Generators
IDG 2 DISC
DC BATTERY
P10
G t
GCU 1
DC BATTERY
BUS
1 Q10
Generator
Control
GCU 2
BUS
Q11
Control
GCU 3 Q12
AC
ADG AUTO
APU BATTERY
5
B10
AC
Electrical
ADG MAN
APU BATTERY
DIRECT BUS
5
B11
Electrical
Power
ADG
D l
ADG DEPLOY
AUTO
DC BATTERY
2 N6
Deploy
ADG DEPLOY
MAN
DC BATTERY
BUS
2 N7
ADG DEPLOY
SENS
AC BUS 1 1 C10
STBY PWR
CONT
MAIN BATTERY
DIRECT BUS
5 A7
AC ESS FEED ADG BUS 3 A8
AC
AC ESS FEED AC BUS 1 1 C2
AC
Essential
Bus
ESS PWR CONT
APU BATTERY
DIRECT BUS
5 B13
Bus
ESS AC XFR
CONT
DC BATTERY
BUS
Q9
AC Utilit
AC UTLY BUS
FEED
AC UTILITY 1 1
E2
AC
AC Utility
Bus 1
PWR SENS
AC UTILITY 1 1
E7
AC
Distribution
Bus 1
AC UTLY BUS
CONT
DC BUS 2 J4
AC UTLY BUS
FEED
E2
AC Utility
Bus 2
AC UTLY BUS
SENS
AC UTILITY 2
2
E7
AC UTLY BUS
CONT
DC BUS 1
2
J4
AC Service
Bus
AC SERV BUS
FEED
AC SERV R2
Page 18
1. DC ELECTRICAL SYSTEM
Five transformer rectifier units (TRUs) and two batteries (Main and APU) provide the aircraft
with DC electrical power. DC power is also available through an external DC receptacle on
the right aft fuselage.
A. Transformer Rectifier Units (TRU)
There are five TRUs located in the nose avionics compartment. Each TRU converts
115 VAC input power to 28 VDC output power for powering the aircraft DC buses. The
TRUs are rated at 100 amps. Normal distribution of the TRU outputs is shown in the
following table:
INPUT BUS TRU OUTPUT BUS
AC Bus 1 TPU 1
DC Bus 1 and
DC Utility Bus 1
AC B 2
TPU 2
DC Bus 2 and
DC Utility Bus 2
AC Bus 2
Essential TPU 2
DC Essential Bus and
Battery Bus
AC Service Bus Service TPU DC Service Bus
AC Essential Bus Essential TPU 1
DC Essential Bus and
Battery Bus
B. Batteries
The main and APU nickel-cadmium batteries and their battery chargers are located in
the aft equipment compartment. The batteries provide DC power to their respective DC
battery direct buses.
The 17 AMP./HR, 24, volt main battery provides backup power to the attitude heading
reference system (AHRS), proximity sensing electronic unit (PSEU), data concentrator
units (DCUs), aircraft clocks, and the APU electronic control unit (ECU). The main
battery also provides power to the flight compartment lighting system.
The 17 AMP./HR, 24 volt, main battery provides backup power to the inertial reference
system (IRS), proximity sensing electronic unit (PSEU), data concentrator units
(DCUs), aircraft clocks, and the APU electronic control unit (ECU). The main battery
also provides power to the flight compartment lighting system. <0025>
The 43 AMP./HR, 24 volt, APU battery provides the cranking power for starting the
APU.
Page 19
Battery chargers maintain the batteries at full charge. The main battery charger is
powered from AC Utility bus 1 and the APU battery charger is powered from the AC
Utility bus 2. Battery charging is controlled automatically. Each charger monitors the
battery voltage and temperature to control the battery charge rate. If a battery reaches
the overtemperature set point (as sensed by the charger), the charging will stop to
prevent overheating (thermal runaway).
Effectivity:
: Airplanes 7001 to 7220
NOTE
In flight, both chargers will be shed during single
generator operations. On the ground, both chargers are
shed if external ACpower is connected and the flaps are
out of the 0 detent, and the passenger door is closed.
Effectivity:
: Aircraft 7221 and subsequent
NOTE
In flight, both chargers will be shed during single
generator operations. On the ground, both chargers are
shed if external ACpower is connected, the flaps are out
of the 0 detent, and the passenger and service doors are
closed.
Page 20
DC Distribution System
Figure 07---30---1
Page 21
DC Electrical System
Figure 07---30---2
DC SERVICE
Used to connect the DC
service bus to the APU
battery direct bus.
Overhead Panel
Essential Bus Tie
Switch/Light
CLOSED -- When
pressed in, comes
on white to indicate
that ESS Bus has
been manually tied
to the service TRU
during a DC
essential TRU failure.
BUS TIE 1 or 2
Switch/Lights
CLOSED -- Come on
white to indicate that
the corresponding DC
bus has been
automatically tied to
the service TRU during
an abnormal
condition, or has been
pressed in, to manually
tie corresponding bus
to the service TRU.
CLOSED light (white)
comes on.
Corresponding utility
bus is shed when
switch/light indicates
CLOSED.
ESS TIE switch/light
can only be selected
manually.
BATTERY MASTER
Used to connect the APU
and main battery direct
busses to the battery bus.
NOTE
Battery master should
always be in the ON
position in flight.
Page 22
C. ExternaI DC Power
The aircraft can be connected to 28 volts DC from an external receptacle located on the
right aft fuselage below No. 2 engine. External DC is used for ground operations to
save battery power and can be used to start the APU. When external DC is connected
to the aircraft, an external DC contactor is energized to provide power to the APU start
contactor. At the same time, the AVAIL lamp in the DC switchlight illuminates. Pressing
the switchlight closes two contactors to connect the external DC to the Main and APU
battery direct buses and the IN USE lamp in the switchlight illuminates.
D. DC Distribution
DC power is distributed to the DC system by five TRUs. DC bus 1 and DC Utility bus 1
are 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 essential
TRUs. The emergency bus is powered from the battery bus and the APU battery direct
bus. The service TRU powers the DC service bus. In the event that an essential TRU
fails, the DC essential bus and battery bus will remain powered from the operating
essential TRU. If both essential TRUs fail, the essential DC bus and battery bus may
still be powered from the service TRU by selecting the ESS TIE switchlight on the
electrical panel. In the event that a main TRU fails, the respective DC tie will close to
maintain power to the respective DC bus 1/2 from the service TRU. At the same time
the corresponding utility bus will be SHED.
The Main battery direct bus, APU battery direct bus, and the emergency bus are all hot
buses (they are continuously powered at all times from the batteries). When the
BATTERY MASTER switch is selected ON, an input signal is supplied to the two power
controllers (PC). The power controllers monitor for AC power, and if AC power is not
available then the controllers will connect their respective batteries to the battery bus.
When AC power is available, for the TRUs to power the DC system, the power
controllers will disconnect the batteries from the battery bus. Each battery direct bus
can power the DC battery bus. Both the battery bus and the APU battery direct bus
power the DC emergency bus. The DC service bus is normally powered from the
service TRU. If the DC SERVICE switch on the electrical panel is selected ON, the DC
service bus will be powered from the APU battery direct bus.
NOTE
Although there is only one battery bus, it is split
between circuit breaker panel 1 and 2 and is referred
to as the left and right battery bus.
In flight, if the power controllers sense a complete loss of AC power, they will reconnect
the batteries to the battery bus and at the same time the DC emergency ties will close
to connect the battery bus to the DC essential bus. Once the ADG bus is online to
power essential TRU 1 and the DC essential bus, the batteries will act as a backup
power source to the DC essential bus.
Page 23
DC Electrical System ElCAS lndications <MST>
Figure 07---30---3
Status Page
<0039>
<0006>
<0039>
<0039>
Pr imar y Page
Page 24
DC Emergency Bus <MST>
Figure 07---30---4
DC ELEC Page
EICAS Display
During normal operation,
when the DC emergency
bus is powered by both the
battery bus and the APU
battery direct bus, the DC
emergency bus outline and
respective flow lines are not
displayed.
NOTE
EICAS BUS BAR
OUTLINE
GREEN AMBER WHITE
HALF--INTENSITY
MAGENTA
Invalid data
Invalid data
SERV BUS
_
Invalid data
ESS BUS
_
Invalid data BATT BUS
_
Invalid data
Invalid data
Bus not powered
_
Invalid data
Bus not powered
Bus powered
Bus powered
Bus powered
Bus powered
Bus powered
_
Bus not powered
Bus not powered
Bus not powered
_
_ Battery less
than 18 VDC
Battery less
than 18 VDC
Battery 18 VDC
or greater
Battery 18 VDC
or greater
UTIL BUS 1
UTIL BUS 2
BUS 2
EICAS BUS BAR
OUTLINE
GREEN AMBER WHITE
HALF--INTENSITY
MAGENTA
_
Invalid data External dc in use
_
APU
BATT
MAIN
BATT
APU BATT
DIR BUS
MAIN BATT
DIR BUS
BUS 1
Battery less
than 18 VDC
Less that 18V or
greater than 32V.
Always displayed
between 18V & 32V.
Battery 18 VDC
or greater
DC Emergency Bus Flow
Lines
Green -- DC emergency
bus is powered through
the respective flow line
only, or the respective
feeder bus is available
to feed the failed DC
emergency bus.
White -- DC emergency
bus is not powered
through the respective
flow line.
DC Emergency Bus
Outline
Green -- DC emergency
bus is powered by only
one of the following:
Battery bus or,
APU battery direct bus.
Amber -- DC emergency
bus is not powered
CHARGER (Amber)
Indicates that the
corresponding charger
is not charging.
<0039> CHARGER (White)
V
A
Page 25
External DC Flow Line
Figure 07---30---5
External DC Flow Line
Displayed when external
DC power is connected.
Corresponds to DC
AVAIL/IN USE
switch/light.
DC ELEC Page
SERVICE CONFIGURATION (Amber)
Indicates that the DC SERVICE switch
has been selected ON. Only the DC
service bus will be powered.
SERVICE BUS
(Service Configuration)
Displayed when the
DC Service switch
is selected ON.
Either the battery master
switch or external DC must
be selected ON.
NOTE
Page 26
E. DC Loads Distribution
DC BUS 1 (CBP--1)
Spoiler Electronic Unit
Spoiler Electronic Control
System (PWR 1)
Heaters, Static (R) and ADS
Controller (R)
Cockpit Temperature Control
Left Windshield Heat Controller
14th--Stage Bleed Air Isolation
and Shutoff Valve (L)
and Shutoff Valve (L)
Anti--ice Automatic NORM (1)
Proximity Sensor (Landing Gear
Control/Door 1)
(Weight--on--wheels 1)
Lights (cockpit floor, rear
anti--collision, wing inspection)
Maintenance Diagnostic
Computer
DME 1
Radio Altimeter
Flight Data Recorder Control
Weather Radar (receiver,
transmitter and control)
EICAS Primary Display
Left Lamp Driver Unit
Bright/dim Power supply unit
Data Loader
Flap Control (CH 1)
Nose Landing Lights
Brake Temperature Monitor
FMS (CDU 1) <0024><0050>
DC Tie Control
Bus 1 Feed Utility
Bus 1 Feed
DC 1 power Sensing
TRU 1 Power Sensing
AC Utility Bus Control
Left Air Conditioning Unit
DME (1)
Smoke detector
Passenger signs
Overboard shutoff Valve
Pilots Wiper (motor and control)
Anti-Skid
GPS (1) <0027><0047>
Hydraulic System (AC pump
control 2 and 3B, fan control,
Indicator 2)
DC BUS 2 (CBP--2)
Horizontal Stabilizer Trim Control
Unit (CH 1)
Spoiler Electronic Unit (2A)
System (PWR 2)
Clock 2
Cabin Temperature Controller
and Manual Controller
Right Windshield and Window
Heater Controller
and Shutoff Valve (R)
and Shutoff Valve (R)
Anti--ice Automatic NORM (2)
Fuel Pump Control (R)
Control/Door 2)
(Weight--on--wheels 2)
Avionics Cooling (controller 2,
cockpit shutoff valve, overboard
shutoff valve
IAPS (AFCS) (right fan)
EFIS Control Panel 2
DCU 3 (CH A,B) <0019>.
Audio Control Panel (observers)
ADF 2
DME 2
VHF Nav radio 2
VHF Comm radio 2
PFD 2
MFD 2
RTU 2
Air Data Computer (2)
ATC Transponder 2
GPS 2 <0027>
Brake Pressure Indicator
Anti-Skid
Copilots Wiper (motor and
control)
Hydraulic System (AC pump
control 1 and 3A, Indicator 1)
DC Tie Control
Bus 2 Feed Tie and Utility
DC 2 power Sensing
TRU 1 Power Sensing
AC Utility Bus Control
Right Air Conditioning Unit
Flap Control (CH 2)
Nose Wheel Steering
Clock 2
Lights (copilot map and wing
anti--collision)
Page 27
DC ESSENTIAL BUS (CBP--4)
Horizontal Stabilizer Trim Control
Unit (CH--2)
Spoiler Electronic Unit (1A, 2B)
System 1--2 (PWR 3)
Heater, Static and ADS Heater
Control (L)
Cabin Pressure Controllers (1
and 2) and Control Panel
Left Window Heater Control
10th--stage Bleed air Isolation
Valve
Bleed Air Leak Test
Anti--ice Manual (L) STBY
Thrust Reverser (Auto, stow, 1
and 2)
Fuel (Transfer shutoff valve and
control)
Oil Pressure (R)
Passenger Door Control
Control)
Pilots Floodlights
Emergency Lights
EFIS, CRT, Dimming Panel 1
Avionic Cooling Controller (1)
Stall Protection (CH--R)
DCU 1 (CH A, B)
EFIS Panel 1
Audio Control Panel (copilots)
ADC 1
ADF 1
VHF Nav Radio (1)
Cockpit Voice Recorder
PFD 1
MFD 1
RTU 1
Clock 1
ATC Transponder 1
Head--up Guidance System
<0026>
IAPS (AFCS) (left fan)
BATTERY BUS (CBP--1) BATTERY BUS (CBP--2)
Passenger Oxygen (manual deploy and left
passengers)
Fuel System Control
Left Fuel Pump (Control and Power)
Fuel X--Feed Control
Left Engine oil Pressure
Passenger Address
Lights (Standby instrument and compass, map
dome,chart holder,overhead and copilot flood)
Fire Detector (A, B, Test)
Passenger Signs
EICAS/RTU Dimming
Stall Protection (stick pusher CH 1)
Audio Control Panel (pilots)
Air Data Computer(1 and 2) Alternate power
supply
VHF Comm Radio 1
Emergency Tuning Unit
IDG Disconnect (1 and 2)
Essential AC Transfer Control
GCU (1, 2 and 3)
DC Emergency bus Feed
Engine Ignition (A & B) Control
Engine Start (L and R)
Transfer/APU (manual x--flow, fuel pump,
controller, ECU)
Clock 1
Ram Air Shutoff Valve
CPAM
Crew Oxygen Monitor
Passenger Oxygen (auto deploy and right
passengers)
Anti--ice Valves (L and R manual 2)
Proximity Sensor (Landing Gear Control/Door 1
and 2) (Weight--on--wheels 1 and 2)
EICAS Control Panel
DCU 1 and 2 (CH A and B)
Standby Horizon Indicator
EICAS Display 1 (ED1)
EICAS Display 2 (ED2)
Lamp Driver Unit
Bright/Dim Power Supply Unit
Hyd System 3 (Gauges)
ADG Controller (auto and manual)
Essential TRU (power 1 and 2 sensing)
Feed 1 (battery and DC essential)
Feed 2 (battery and DC essential)
Battery Bus (power sensing)
RCCB Control (Main and APU battery)
FMS (CDU 2) <0024>
Overheat Detector (Main landing gear bay)
Page 28
MAIN BATTERY DIRECT BUS
(CBP--5)
APU BATTERY DIRECT BUS
(CBP--5)
BATTERY BUS (CBP--5)
Main Battery Contactor
APU ECU
DCUs 1 and 2
Standby Power Controller
Attitude Heading
Clocks 1 and 2
PSEU
Lights (service, boarding and
maintenance)
APU Battery Contactor
Service Bus Feed
Oil Bypass Indicator
Engine Oil Replenishment
System
ADG (auto and manual deploy)
External DC Power
Essential Power Control
Refuel/Defuel Panel
Emergency Refuel
Engine Ignition System (B)
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 and
galley dome)
Cabin Lighting, Upward and
Downward (L and R)
Service Bus Feed from CBP--5
Power Sensing (service bus and
TRU)
Page 29
F. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB
PANEL
CB
LOCATION
NOTES
TRU 1 AC BUS 1 B2
FEED E12
DC Bus 1
DC 1 PWR
SENS
DC BUS 1 1
E14
TRU 1 PWR
SENS
E15
TRU 2 AC BUS 2 B2
FEED E12
DC Bus 2
DC 2 PWR
SENS
DC BUS 2
2
E14
TRU 2 PWR
SENS
DC BUS 2
E15
DC Power
Distribution
DC TIE
CONTACTS
DC TIE
CONTROL
DC BUS 1 1 E11
CONTACTS
TIE AND UTLY DC BUS 2 2 E11--E13
ESS TRU 1 AC ESS 3 A2
FEED 1 DC FEED 1 DC
ESS
DC BAT
2
M6
DC Essential
FEED 2 DC
ESS
DC BAT
2
M8
DC Essential
Bus
ESS TRU 1
PWR SENS
M3
ESS TRU 2
PWR SENS
DC
ESSENTIAL
2 M4
28 VDC ESS
SENS
4 B3
Page 30
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB
PANEL
CB
LOCATION
NOTES
FEED 1 BATT
BUS
DC BAT
M5
Battery Bus
FEED 2 BATT
BUS
DC BAT
2 M7
BAT BUS PWR
SENS
M9--M10
DC Utility
B 1
UTLY BUS 1
FEED
DC BUS 1
1
E13
Bus 1
PWR SENS DC UTIL 1
1
L10
DC Utility
B 2
UTLY BUS 2
FEED
DC BUS 2
2
E13
Bus 2
PWR SENS DC UTIL 2
2
L10
DC Power
Distribution
SERVICE BUS
FEED
APU BATT
DIRECT BUS
5 B3
Distribution
BUS FEED
DC SERVICE
BUS
1
T5
DC Service
SERVICE TRU
AC SERVICE
BUS
1
R5
Bus
PWR
SENS/SERV
BUS
DC SERVICE
2
T6
PWR
SENS/SERV
DC SERVICE
BUS
T7 SENS/SERV
TRU
T7
DC
Emergency
Bus
APU BATT
DIRECT FEED
DC EMER
BUS
1 S6
APU BATT
CONT
APU BAT DIR 5
B2
Main and
EMER BUS
FEED
APU BAT DIR 5
B4
Main and
APU Batteries
APU Battery
RCCB
CONT/APU
BATT
BATT &
28VDC ESS
CONT
2
M12
APU
CHARGER
AC UTIL 2
2
E5
Page 31
SYSTEM NOTES CB
LOCATION
CB
PANEL
BUS BAR CB NAME SUB--SYSTEM
MAIN BATT
CONT
MAIN
BATTERY
DIRECT BUS
5 C5
Main and
APU Batteries
Main Battery
RCCB
CONT/MAIN
BATT
BATT &
28VDC ESS
CONT
2 M11
MAIN BATT
CHARGER
AC UTIL 1 1 E5
Page 32
1. CIRCUIT BREAKER PANELS
There are six circuit breaker panels (CBPs) located in the aircraft. Four CBPs (numbered 1
to 4) are located in the flight compartment. One CBP is located in the aft equipment
compartment (number 5) and one CBP is located on the galley control panel.
The circuit breakers are clearly identified. For circuit breaker referencing, each circuit
breaker panel is laid out in an alphanumeric grid with letters running down the side of the
panel and numbers running across each row. For example, the location of a circuit breaker
on circuit breaker panel 1, in the 3rd row, column 2, would be identified as CBP1--C2. In this
instance, C2 is the circuit breaker for the AC ESS FEED.
Page 33
Circuit Breaker Panel 1 <MST>
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Page 34
Circuit Breaker Panel 1 <7072 & subs, SB601R--28--022><7300 & subs><7390 & subs><7452 & subs>
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Page 35
Circuit Breaker Panel 1 (Sub---Panel) <Aircraft 7003 to 7067, 7069 & subs,SB601R--21--039>
Figure 07---40---2
CIRCUIT BREAKER PANEL 1
(Sub--Panel)
Effectivity:
Airplanes 7003 to 7067, 7069 and
subsequent, incorporating
the following Service Bulletin:
SB 601R--21--039.
Page 36
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Page 37
Circuit Breaker Panel 2 <7002, 7076 & subs, SB601R--24--036><7072 & subs, SB601R--28--022><7452 &
subs><7676, 7686, 7784 and 7807>
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Page 38
Circuit Breaker Panel 2 (Sub---Panel) <MST>
(Sub--Panel)
<0009> -- S 6
<0020> -- R 7
<0035> -- T 2
Page 39
Circuit Breaker Panel 2 (Sub---Panel) <7036 & subs, SB601R--24--017>
Effectivity:
Airplanes 7036 and subsequent,
incorporating the following
Service Bulletin:
SB 601R--24--017.
(Sub--Panel)
SPARE FUSES
Page 40
Figure 07---40---5
<0026> -- C 4
Page 41
Figure 07---40---6
Page 42
Circuit Breaker Panel 5
(AFT side of JB--5 in
AFT Compartment)
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Page 43
Circuit Breaker Panel 5 <7072, 7068 & subs, SB601R--34--045><7072, 7068, 7295 & subs,
SB601R--24--090><7036 & subs, SB601R--24--017>
(AFT side of JB--5 in
AFT Compartment)
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S
E
R
V
B
U
S
F
E
E
D
O
I
L
B
Y
P
S
I
N
D
E
N
G
O
I
L
P
W
R
A
U
T
O
M
A
N
E
X
T
P
W
R
E
S
S
P
W
R
C
O
N
T
H
D
G
A
T
T
2
H
D
G
F
U
E
L
D
E
F
L
E
M
R
G
R
E
F
L
M
A
I
N
B
A
T
T
C
H
G
R
O
/
P
A
P
U
B
A
T
T
C
H
G
R
O
/
P
E
M
E
R
B
U
S
F
E
E
D
1
15
14
13
12
3
11
3
10
3
9
3
8
3
7
5
6
5
4
3
7
1
2
5
2
1
5
0
15
5
0
14
3
13
12
3
11
3
10
1
0
9
3
8
5
7
3
6
5
2
0
4
2
0
3
2
7
1
2
2
0
D
C
U
2
/
3
7
1
2
Effectivity:
Airplanes 7072, 7068, 7295 and
subsequent, and Airplanes incorporating
SB 601R--24--090.
Effectivity:
Airplanes 7036 and subsequent,
and Airplanes incorporating
SB 601R--24--017.
SPARE
FUSES
B 6, B 7
B14, B15 --
Effectivity:
Airplanes 7002, 7068 and
subsequent, incorporating
SB 601R--34--045.
A 8, A 9 --
Page 44
Miscellaneous Panels
Figure 07---40---8
Water System Control Panel (1)
Galley Area
5 5
15
15 10
Galley System Circuit
Breakers
Used to protect ovens
and coffee maker.
Water System Circuit
Breakers
Used to protect the
following:
Control logic circuits.
Galley and lavatory pumps.
Galley and lavatory line
heaters, waste valve, and
drain mast heaters.
Page 45

Bombardier CRJ 200-Electrical

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