Bombardier CRJ 200-Electrical

1. INTRODUCTION

The aircraft uses both 115 Volts AC and 28 volts DC power. AC electrical power is providedby two engine-driven generation systems. Each system includes an integrated drivegenerator (IDG) and a generator control unit (GCU). An auxiliary power unit (APU)generator is also available as a back AC power source to replace either or both IDGs.

In the event of total AC power loss, emergency AC power is available from an in-flightair-driven generator (ADG). The ADG assembly is stowed in a compartment on the rightside of the nose section.

DC power is supplied by five transformer rectifier units (TRU) which rectifies AC input powerinto DC output power. Another source of DC power is from a main battery and APU battery.The main and APU batteries are connected into the aircraft DC electrical power system andare charged by their respective battery chargers. Power for starting the APU is provided bythe APU battery.

Electrical contactors, switches and relays located throughout 13 junction boxes in theaircraft, are used for connecting AC and DC power to the appropriate buses andcomponents. Power connection is dependent on system configuration and health. Thefollowing is a list of all the aircraft electrical system buses:

AC BUSSES DC BUSSES

DC BUS 1

AC BUS 1DC BUS 2

DC ESSENTIAL BUSAC BUS 1

AC BUS 2DC ESSENTIAL BUS

DC SERVICE BUSAC BUS 2

AC ESSENTIAL BUSDC SERVICE BUS

LEFT AND RIGHT BATTERY BUSAC SERVICE BUS

LEFT AND RIGHT BATTERY BUS

DC EMERGENCY BUSADG BUS

DC EMERGENCY BUS

DC UTILITY BUS 1AC UTILITY BUS 1

DC UTILITY BUS 1

DC UTILITY BUS 2AC UTILITY BUS 2

DC UTILITY BUS 2

MAIN BATTERY DIRECT BUSMAIN BATTERY DIRECT BUS

APU BATTERY DIRECT BUS

On the ground, the aircraft can receive external AC power through a receptacle located onthe forward right side of the fuselage. The aircraft can also receive external DC through areceptacle located on the aft right side of the fuselage.

The electrical power services panel (EPSP) in the flight compartment, and the externalservice panel on the right forward fuselage, contain the AC and DC system control switches.The switches are used for manual and automatic control of the electrical power generatingsystem and external power operation.

Canadair Regional Jet 100/200 - Electrical

Page 1

Electrical system warnings and cautions are displayed on the EICAS primary page. Statusand advisory messages are displayed on the EICAS status page. General views of theelectrical systems are displayed on the EICAS, AC and DC synoptic pages. The AC and DCsynoptic pages are accessed through the EICAS control panel (ECP). One push of theELEC key on the ECP will display the AC synoptic page. Pushing the ELEC key a secondtime will display the DC synoptic page.


Page 2

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IDG 1

IDG 2

APU GENERATOR

EXTERNAL DCCONNECTION

APU BATTERY

MAIN BATTERY

TRANSFORMERRECTIFIER

UNITS

EXTERNAL ACCONNECTION AIR DRIVEN

GENERATOR


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Electrical Power PanelOverhead Panel

External Service PanelRight Forward Fuselage

Flight Attendant Panel


Page 4

1. AC ELECTRICAL SYSTEM

AC power for the aircraft electrical systems is provided by two engine-driven, integrateddrive generators (IDGs) which supply power to all AC buses during normal operations. AnAPU generator provides a backup AC power source in flight if an IDG is inoperative or whenthe aircraft is on the ground with the engines off. If all AC power is lost in flight, emergencyAC power is provided automatically by a deployable air-driven generator (ADG). The ACdistribution system is controlled by the respective IDG and APU generator control units(GCUs). Each generator is monitored by the GCU’s for voltage, frequency and kilovolt amps(KVA) to provide system fault protective shutdowns. An AC power distribution schematicand system parameters are displayed on the EICAS AC synoptic page.

A. Integrated Drive Generator (IDG)

Each IDG consists of a constant speed drive (CSD) and a generator. The CSD uses aninternal oil system to hydro--mechanically change the variable input speed from theengine accessory gearbox to a constant output speed to the generator to produce115--volts AC and to maintain a constant frequency of 400 Hz. Each generator is ratedat 30 kilovoltamperes (KVA) up to an altitude of 35,000 ft., then 25 KVA to 41,000 ft.

An oil cooler cools the oil used by the IDG. Each IDG is monitored for low oil pressureor high oil temperature. In the event of low oil pressure or high oil temperature, an(amber) FAULT light (cover--guarded) on the EPSP will illuminate. Lifting thecover--guard and pushing the switchlight will manually disconnect the IDG from theengine gearbox.

The IDG will automatically disconnect if a severe oil overtemperature or overtorquecondition occurs. Once disconnected, either manually or automatically, the IDG cannotbe reconnected in flight. If the IDG was disconnected manually, it can only be reset onthe ground, with the engine shutdown. If the IDG was disconnected automatically, itmust be replaced.

Each generator control unit (GCU) controls and monitors the related AC generatorsystem and provides voltage and frequency regulation and fault protection for itsrespective generator. The GCU also protects the electrical system from overcurrentand differential current faults. In the event of a malfunction, the GCU will automaticallydisconnect the faulty generator from the respective AC buses. The generator may bereset when the malfunction is corrected or no longer exists, by selecting the generatorswitch to the OFF/RESET position then back to ON.

B. APU Generator

The APU generator is driven, directly by the APU gearbox, at a constant speed tomaintain a constant frequency output. The generator provides 115--volts, 400 Hz ACpower and is rated at 30 KVA from sea level to 37,000 ft. A GCU, identical to the IDGGCU, provides the same regulation and protection functions as the IDG GCUs.

C. AC Distribution

Two different configurations of AC power distribution are available, Full configurationand Service configuration.


Page 5

In Full configuration, all the AC buses are powered using either IDG 1, IDG 2, the APUgenerator or external AC. For normal AC distribution, AC power from IDG 1 and IDG 2is distributed to all the AC buses via GCU controlled contactors in junction box 1 (JB1).There is a priority control of AC power distribution. During normal operation, IDG 1powers AC bus 1 and IDG 2 powers AC bus 2. The failure of a generator, for anyreason other than a fault on its associated bus, will automatically transfer the load fromthe failed IDG to the remaining operative IDG. When the APU generator is available, itcan then be used to replace the failed IDG to power the respective AC bus. On theground, if the aircraft is being powered with external AC power and either the APU oran IDG is brought on line, the external power will be automatically disconnected and therespective APU or IDG generator will power all the AC buses. When external power isnot available, the APU generator provides electrical power to all the AC buses. If anIDG is powering its respective AC bus and the APU generator is powering the other ACbus, when the remaining IDG is brought on line the APU generator will be automaticallytaken off line.

In service configuration, either external AC power or the APU generator is used topower specific buses for general servicing of the aircraft on the ground. Only AC Utilitybus 1, AC Utility bus 2, the AC service bus and the DC service bus are powered.

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RIGHTENGINE

LEFTENGINE

GCU GEN1

APUGEN

GCU

AC ESS BUS

EXTERNALPOWER

MONITOR

GCU

ADG

APU

EXTERNALAC

CSD

GCU GEN2

CSD

ADG BUS

AC BUS 1

AC UTILBUS 1

AC ESS BUS AC BUS 2

AC SERVBUS

AC UTILBUS 2


Page 7

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AUTO XFERUsed to disable automatictransfer of associated IDG.

OFF (white) light indicatesautotransfer is selected off.FAIL (amber) light indicates afault preventing autotransfer.

ACUsed to select externalAC power.

AVAIL (green) lightindicates externalpower is connectedand is ready to use.IN USE (white) lightindicates that theexternal AC power unitis supplying theelectrical system.

External Service PanelRight Forward Fuselage

GEN 1, 2 and APU GENAUTO -- Connectsgenerator toassociated bus.OFF/RESET --Disconnects generatorfrom associated busand/or resets thegenerator controlcircuit.

EXT AC PUSHUsed to selectexternal AC power.

AVAIL (green) lightindicates externalpower is connectedand is ready to use.IN USE (white) lightindicates that theexternal AC powerunit is supplying theelectrical system.

IDG 1 and 2 DISC(Guarded)Used to disconnectIDG from engine.

DISC (white) lightindicates selecteddisconnect is successful.FAULT (amber) lightindicates a fault withinIDG (low oil pressure orhigh oil temperature).

IDG will automaticallydisconnect, when anovertemperature orovertorque conditionoccurs.

Once disconnected, theIDG cannot be reset withthe engines running.

AC ESS XFERUsed to switch essential bus feedfrom AC bus 1 to AC bus 2.

ALTN (white) light indicatesessential bus is fed from AC bus 2.

Transfer is automatic during an ACbus 1 failure.

ON


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AC Electrical Page

Generator LoadDisplays the load onthe generator.

Generator VoltageDisplays the generatorvoltage level.

Generator FrequencyDisplays the generatorfrequency level.

EICASOUTLINE GREEN AMBER WHITE

HALF INTENSITYMAGENTA

Invalid data_

_

HALF INTENSITYCYAN

Invalid data

Invalid data

GEN Generator onGenerator offwith engine /APU running

Both generatorand engine /APU are off

IDG Constantspeed drive on

Low oil pressureor high oil

temperature

Engine is off orIDG has

disconnected

_ Engine / APU offEngine / APUrunning andready to load

_

APU

EICAS DIGITALREADOUT GREEN AMBER WHITE

HALF INTENSITYMAGENTA

AMBER DASHES

XX KVAGenerator

loadedGeneratoroverload

Generator notloaded

XXX V Voltage100--125 VAC

Invalid data

Invalid dataXXX HZFrequency375--425 Hz

Voltage notin range

Frequencynot 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 busfail)

Invalid data

ESS BUS Bus powered _ Invalid data

BUS 2 _ Invalid data

BUS 1Bus powered(generator linecontactor 1)

_ Invalid data

Bus powered(generator linecontactor 2)

Bus not powered(shed)

Bus not powered(shed)

Bus inoperative(essential busfail)

Bus not powered

Bus not powered

_

_

_

_

_

Flow LinesGreen -- Bus energized.Blank -- Bus not energized.


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EICAS DIGITALREADOUT

EICASOUTLINE

GREEN WHITE

ADG

GREEN WHITE AMBER DASHES

XXX VBetween 108 and

130 voltsInvalid data

Invalid dataXXX HZ

Less than 108 volts ormore than 130 volts

ADG BUS

Between 360 and440 Hz

ADG outline green

Voltage and frequencydigital readouts green

ADG outline white

Voltage or frequencydigital readouts white

Less than 360 Hz ormore than 440 Hz

SHED (white)Indicates that the respective AC utilitybus has been automatically shed.

DISC (white)Indicates that IDG has been disconnected.

AUTO XFER OFF (white)Indicates that corresponding automatictransfer has been selected off.

AUTO XFER FAIL (amber)Indicates that corresponding automatictransfer has failed.

ADG FeaturesDisplayed when ADG voltage is more than 10 voltsand frequency is more than 300 Hz.

AC Electrical Page


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External AC Power FeaturesDisplayed when external AC voltage is morethan 10 volts and frequency is more than 50 Hz.

EICASOUTLINE

GREEN WHITE HALF INTENSITYMAGENTA

Invalid dataExternal AC availableor in use


GREEN AMBER WHITEHALF INTENSITY

MAGENTAAMBER DASHES

XX KVA Loaded Overload Not loaded Insufficient data Invalid data

XXX VBetween 106and 124 volts

_Invalid data

Invalid data_

XXX HZBetween 370and 430 Hz

Less than 106 volts ormore than 124 volts

_

_Less than 370 Hz ormore than 430 Hz

External AC not availableand not in use

SERVICE CONFIGURATION (green)The message is displayed:

When external AC power is available and theAVAIL switchlight on the external service panelhas been selected, orWhen APU power is available and the APUSERV BUS switchlight on the forward F/Apanel has been selected.

For either selection, only the AC service bus, ACutility bus 1, AC utility bus 2, and the DC servicebus will be powered.

AC Electrical Page


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IDG 1 or 2 caution (amber)Indicates that IDG has low oil pressureor high oil temperature.

GEN 1 or 2 OVLD caution (amber)Indicates that generator control unit hasdetected 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 hasdetected a load of greater than 40 kVA.

APU GEN OFF caution (amber)Indicates that APU generator is off andAPU is ready to load.

Primary Page

<0039>

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IDG 1 or 2 DISC status (white)Indicates that IDG has been disconnected,either automatically or manually.

Status Page


Page 12

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AC SERV BUS caution (amber)Indicates that AC bus 2 is powered andAC service bus is less than 90 Volts.

AC BUS 1 or 2 caution (amber)Indicates that the associated bus is notpowered.

EMER PWR ONLY warning (red)Indicates that the ADG has deployed.

AC ESS BUS caution (amber)Indicates that AC essential bus isless than 90 Volts.

AC 1 or 2 AUTOXFER caution (amber)Indicates that the corresponding automaticbus transfer has failed.

Primary Page

<0039>

<0039>

AC 1 or 2 AUTOXFER OFF status (white)Indicates that the corresponding automaticbus transfer has been selected off.

AC ESS ALTN status (white)Indicates that AC essential bus isbeing fed from AC bus 2.

AC UTIL 1 or 2 OFF status (white)Indicates that corresponding ACutility bus is not powered.

Status Page


Page 13

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TRU Load ReadoutsDisplays, in incrementsof 1 amp, the load onthe rectifier.

EICASOUTLINE

GREEN AMBERWHITEHALF--INTENSITY

MAGENTA

Invalid data

Invalid data

Less than 18 VDCLoad less than2 amp

Invalid data

18 VDC or greater Invalid data

Invalid data

18 VDC or greaterLoad more than2 amp

Less than 18 VDC

TRU failure

TRU failure18 VDC or greaterLoad more than3 amp

18 VDC or greaterLoad more than3 amp

18 VDC or greater

Less than 18 VDC



TRU1

TRU 2

ServiceTRU

EssentialTRU 2

EssentialTRU 1

EssTRU 1

VA

EssTRU 2

VA

SERVTRU 2

V

A

VA

TRU 2

V

A

TRU 1

TRU Voltage ReadoutsDisplays, in incrementsof 1 VDC, the rectifier’svoltage level.

DC ELEC PageEICAS Secondary DisplayCenter Instrument Panel


GREEN WHITE AMBER DASHES

xx V Between 22 and 29 VDC Invalid data

Invalid dataBetween 3 and 99 amp

Less than 22 VDC ormore than 29 VDC

xx ALess than 3 amp ormore than 99 amp

_

_

_

AC BUS to TRU FlowLines

Green -- RespectiveAC bus is poweringTRU.

TRU Output FlowLines

Green -- RespectiveTRU is on--line andoutput is 18 VDC orgreater.


Page 14

The AC essential bus is normally powered by AC bus 1. &- -�� 1�� 2�� (�/ �� "�� -�� $�� $$�� 2 -��" �� 3 The crew can also manually transfer the � �� $$��$��2 -��" � �� 2 �� !! 4��. �� $��. In flight, the AC service bus is normally powered from AC bus 2. On the ground,it can be powered from the APU generator or from external AC power.

The AC service bus supplies power to those circuits necessary for ground--servicingoperations, without having to power the entire electrical system.

The AC utility buses are normally powered (in full configuration) by their respective ACbus. In flight, the AC utility buses are automatically SHED if only one generator isoperational. In service configuration, the AC utility buses are powered from either theAPU generator or from external AC power.

D. AC Loads Distribution

AC BUS 1 AC BUS 2 AC ESSENTIAL

Hydraulic Pumps 2B and 3B

Left Windshield Heater

Probe Heaters (R) (AOA andPitot) and TAT

Left --Navigation, Landing andTaxi Lights

Ground Proximity WarningSystem (GPWS)

Enhanced Ground ProximityWarning System (EGPWS)<0040>

Flight Recorder Power

Hydraulic System Fan

Display Cooling Fan (R)

Exhaust and Cockpit Fan

Flap Power Drive Unit (1)

Engine Vibration Monitor

ADG Deploy Sensor

TRU 1, DC essential bus

HSTA (Ch--1)

Hydraulic Pumps 3A and 1B

Right Windshield Heaters

Right Window Heater

Ice Detector 2

Instrument Lights (copilot andoverhead), Landing and TaxiLights (R)

Inertial Reference System (2)<0025>

ARINC Display Fan, Galleyand Cabin Fan

Flap Power Drive Unit (2)

ADG Deploy Sensor

TRU 2, DC Essential bus

HSTA (Ch--2)

Bleed Leak Controllers (L / R)

Left Window Heater

Probe Heaters (L) (AOA andPitot)

Ice Detector 1

Engine Ignition A

Instrument Lights (Pilot’s andCenter)

CB Panel Integral Lights

Inertial Reference System (1)<0025>

Head--up Guidance System<0026>

Traffic Alert and CollisionAvoidance (TCAS)

ARINC Chassis and DisplayCooling Fans (L)

Essential TRU 1

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Page 15

E. Air Driven Generator (ADG)

In the event of a complete AC power failure in flight, the ADG will automatically deployand supply 115--volts, 400 Hz AC emergency power to the ADG bus. The ADGgenerator is rated at 15 KVA. The ADG bus will then supply emergency power to theAC essential bus and the 3B hydraulic pump. The AC essential bus will then poweressential TRU 1, which will power the DC essential bus.

If the automatic deploy function fails, the ADG can be deployed manually by pulling theADG manual release handle on the ADG CONTROL control panel at the rear of thecenter console.

If either main generator is restored, the crew can override the ADG by pressing thePWR TXFR OVERRIDE button on the ADG control panel. This will reconnect therestored IDG to power AC bus 1, AC bus 2 and the AC essential bus. The ADG willcontinue to power the critical flight controls and the ADG bus. The flaps will move athalf speed when powered from the ADG bus.

The ADG generator, voltage, frequency and ADG bus indications on the EICAS, ACELECTRICAL synoptic page are only displayed when the ADG bus is powered.

The ADG will continue to operate and supply power to the ADG bus until the airspeeddecreases below approximately100 kts. At that point, if the APU generator or IDG hasnot been restored, the only power available will be from the batteries.

The ADG cannot be restowed in flight. It is restowed manually, on the ground, bymaintenance personnel.

NOTE

After ADG deployment or APU generator switching,intermittent failure of the pilot’s and copilot’s air datasystems may occur. These failures may result inuncommanded changes to the pilot’s or copilot’s flightinstruments. The barometric altimeter setting, altitudepreselector, V--speeds and speed bug settings shouldbe checked and reset as required.

Automatic deployment of the ADG is inhibited, on the ground, when the parking brakeis set.

The ADG system circuits can be checked through a LAMP/UNIT test switch on the ADGcontrol panel. When the switch is set to LAMP, a ground is supplied to check that thegreen TEST light illuminates. The UNIT test has two modes, Pre--takeoff and Inflight:

� Pre--takeoff,When the test switch is set to UNIT the ADG system circuits are checked and theTEST light will illuminate within 1 second and remain ON for 2 seconds.

� Inflight,When the test switch is set to UNIT the ADG system circuits are checked and theTEST light will illuminate after 5 seconds and remain ON for 2 seconds.


Page 16

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ADG Manual Deploy Handleand Auto--Deploy Panel

Center Pedestal

TEST Light (green)Comes on after successfulcompletion of auto--deploysystem test.

LAMP/UNIT SwitchUsed to test auto--deploy system.Test can only be accomplished withtwo generators selected ON andboth main AC busses powered.

ADG Manual Deploy HandleUsed to manually deploy the ADG.

PWR TXFR OVERRIDEUsed to transfer ACessential bus power sourcefrom the ADG bus back tothe main AC bus.


Page 17

F. System Circuit Breakers

SYSTEM SUB--SYSTEM

CB NAME BUS BAR CBPANEL

CBLOCATION

NOTES

GeneratorsIDG 1 DISC P9

GeneratorsIDG 2 DISC

DC BATTERYP10

G tGCU 1 DC BATTERY

BUS1 Q10

GeneratorControl

GCU 2BUS

Q11Control

GCU 3 Q12

ACADG AUTO APU BATTERY

5B10

ACElectrical

ADG MANAPU BATTERYDIRECT BUS

5B11

ElectricalPower

ADGD l

ADG DEPLOYAUTO DC BATTERY

2 N6

Deploy ADG DEPLOYMAN

DC BATTERYBUS

2 N7

ADG DEPLOYSENS

AC BUS 1 1 C10

STBY PWRCONT

MAIN BATTERYDIRECT BUS

5 A7

AC ESS FEED ADG BUS 3 A8

ACAC ESS FEED AC BUS 1 1 C2

ACEssentialBus

ESS PWR CONTAPU BATTERYDIRECT BUS

5 B13Bus

ESS AC XFRCONT

DC BATTERYBUS

Q9

AC Utilit

AC UTLY BUSFEED AC UTILITY 1 1

E2

ACAC UtilityBus 1

PWR SENSAC UTILITY 1 1

E7ACDistribution

Bus 1AC UTLY BUSCONT

DC BUS 2 J4

AC UTLY BUSFEED

E2

AC UtilityBus 2

AC UTLY BUSSENS

AC UTILITY 2

2

E7

AC UTLY BUSCONT

DC BUS 1

2

J4

AC ServiceBus

AC SERV BUSFEED

AC SERV R2


Page 18

1. DC ELECTRICAL SYSTEM

Five transformer rectifier units (TRU’s) and two batteries (Main and APU) provide the aircraftwith DC electrical power. DC power is also available through an external DC receptacle onthe right aft fuselage.

A. Transformer Rectifier Units (TRU)

There are five TRU’s located in the nose avionics compartment. Each TRU converts115 VAC input power to 28 VDC output power for powering the aircraft DC buses. TheTRU’s are rated at 100 amps. Normal distribution of the TRU outputs is shown in thefollowing table:

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B. Batteries

The main and APU nickel-cadmium batteries and their battery chargers are located inthe aft equipment compartment. The batteries provide DC power to their respective DCbattery direct buses.

The 17 AMP./HR, 24, volt main battery provides backup power to the attitude headingreference system (AHRS), proximity sensing electronic unit (PSEU), data concentratorunits (DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The mainbattery also provides power to the flight compartment lighting system.

The 17 AMP./HR, 24 volt, main battery provides backup power to the inertial referencesystem (IRS), proximity sensing electronic unit (PSEU), data concentrator units(DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The main batteryalso provides power to the flight compartment lighting system. <0025>

The 43 AMP./HR, 24 volt, APU battery provides the cranking power for starting theAPU.


Page 19

Battery chargers maintain the batteries at full charge. The main battery charger ispowered from AC Utility bus 1 and the APU battery charger is powered from the ACUtility bus 2. Battery charging is controlled automatically. Each charger monitors thebattery voltage and temperature to control the battery charge rate. If a battery reachesthe overtemperature set point (as sensed by the charger), the charging will stop toprevent overheating (thermal runaway).

Effectivity:

� Airplanes 7001 to 7220

NOTE

In flight, both chargers will be shed during singlegenerator operations. On the ground, both chargers areshed if external AC power is connected and the flaps areout of the 0 detent, and the passenger door is closed.

Effectivity:

� Aircraft 7221 and subsequent

NOTE

In flight, both chargers will be shed during singlegenerator operations. On the ground, both chargers areshed if external AC power is connected, the flaps are outof the 0 detent, and the passenger and service doors areclosed.


Page 20

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Page 21

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DC SERVICEUsed to connect the DCservice bus to the APUbattery direct bus.


Essential Bus TieSwitch/Light

CLOSED -- Whenpressed in, comeson white to indicatethat ESS Bus hasbeen manually tiedto the service TRUduring a DCessential TRU failure.

BUS TIE 1 or 2Switch/Lights

CLOSED -- Come onwhite to indicate thatthe corresponding DCbus has beenautomatically tied tothe service TRU duringan abnormalcondition, or has beenpressed in, to manuallytie corresponding busto the service TRU.

CLOSED light (white)comes on.

Corresponding utilitybus is shed whenswitch/light indicatesCLOSED.

ESS TIE switch/lightcan only be selectedmanually.

BATTERY MASTERUsed to connect the APUand main battery directbusses to the battery bus.

NOTE

Battery master shouldalways be in the ONposition in flight.


Page 22

C. �� !"��

The aircraft can be connected to 28 volts DC from an external receptacle located on theright aft fuselage below No. 2 engine. External DC is used for ground operations tosave battery power and can be used to start the APU. When external DC is connectedto the aircraft, an external DC contactor is energized to provide power to the APU startcontactor. At the same time, the AVAIL lamp in the DC switchlight illuminates. Pressingthe switchlight closes two contactors to connect the external DC to the Main and APUbattery direct buses and the IN USE lamp in the switchlight illuminates.

D. DC Distribution

DC power is distributed to the DC system by five TRU’s. DC bus 1 and DC Utility bus 1are powered from TRU 1. DC bus 2 and DC Utility bus 2 are powered from TRU 2.The DC essential bus and battery buses are normally powered from the essentialTRUs. The emergency bus is powered from the battery bus and the APU battery directbus. The service TRU powers the DC service bus. In the event that an essential TRUfails, the DC essential bus and battery bus will remain powered from the operatingessential TRU. If both essential TRU’s fail, the essential DC bus and battery bus maystill be powered from the service TRU by selecting the ESS TIE switchlight on theelectrical panel. In the event that a main TRU fails, the respective DC tie will close tomaintain power to the respective DC bus 1/2 from the service TRU. At the same timethe corresponding utility bus will be SHED.

The Main battery direct bus, APU battery direct bus, and the emergency bus are all hotbuses (they are continuously powered at all times from the batteries). When theBATTERY MASTER switch is selected ON, an input signal is supplied to the two powercontrollers (PC). The power controllers monitor for AC power, and if AC power is notavailable then the controllers will connect their respective batteries to the battery bus.When AC power is available, for the TRU’s to power the DC system, the powercontrollers will disconnect the batteries from the battery bus. Each battery direct buscan power the DC battery bus. Both the battery bus and the APU battery direct buspower the DC emergency bus. The DC service bus is normally powered from theservice TRU. If the DC SERVICE switch on the electrical panel is selected ON, the DCservice bus will be powered from the APU battery direct bus.

NOTE

Although there is only one battery bus, it is splitbetween circuit breaker panel 1 and 2 and is referredto as the left and right battery bus.

In flight, if the power controllers sense a complete loss of AC power, they will reconnectthe batteries to the battery bus and at the same time the DC emergency ties will closeto connect the battery bus to the DC essential bus. Once the ADG bus is online topower essential TRU 1 and the DC essential bus, the batteries will act as a backuppower source to the DC essential bus.


Page 23

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Primary Page


Page 24

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DC ELEC PageEICAS Display

Center Instrument Panel

During normal operation,when the DC emergencybus is powered by both thebattery bus and the APUbattery direct bus, the DCemergency bus outline andrespective flow lines are notdisplayed.

NOTE

EICAS BUS BAROUTLINE GREEN AMBER WHITE HALF--INTENSITY

MAGENTA

Invalid data

Invalid data

SERV BUS _ Invalid data

ESS BUS

_ Invalid dataBATT BUS

_ Invalid data

Invalid data

Bus not powered

_ Invalid dataBus not powered

Bus powered

Bus powered

Bus powered

Bus powered

Bus powered

_

Bus not powered

Bus not powered

Bus not powered

_

_Battery lessthan 18 VDC

Battery lessthan 18 VDC

Battery 18 VDCor greater


UTIL BUS 1

UTIL BUS 2

BUS 2

EICAS BUS BAROUTLINE

GREEN AMBERWHITE HALF--INTENSITYMAGENTA

_

Invalid dataExternal dc in use

_

APUBATT

MAINBATT

APU BATTDIR BUS

MAIN BATTDIR BUS

BUS 1

Battery lessthan 18 VDC

Less that 18V orgreater than 32V.

Always displayedbetween 18V & 32V.


DC Emergency Bus FlowLines

Green -- DC emergencybus is powered throughthe respective flow lineonly, or the respectivefeeder bus is availableto feed the failed DCemergency bus.White -- DC emergencybus is not poweredthrough the respectiveflow line.

DC Emergency BusOutline

Green -- DC emergencybus is powered by onlyone of the following:

Battery bus or,APU battery direct bus.

Amber -- DC emergencybus is not powered

CHARGER (Amber)Indicates that thecorresponding chargeris not charging.

<0039>CHARGER (White)

VA


Page 25

�1�� #� �� %��+

External DC Flow LineDisplayed when externalDC power is connected.Corresponds to DCAVAIL/IN USEswitch/light.

DC ELEC PageEICAS Secondary DisplayCenter Instrument Panel

SERVICE CONFIGURATION (Amber)Indicates that the DC SERVICE switchhas been selected ON. Only the DCservice bus will be powered.

SERVICE BUS(Service Configuration)

Displayed when theDC Service switchis selected ON.

Either the battery masterswitch or external DC mustbe selected ON.

NOTE


Page 26

E. DC Loads Distribution

DC BUS 1 (CBP--1)

Spoiler Electronic Unit

Spoiler Electronic ControlSystem (PWR 1)

Heaters, Static (R) and ADSController (R)

Cockpit Temperature Control

Left Windshield Heat Controller

14th--Stage Bleed Air Isolationand Shutoff Valve (L)

10th--Stage Bleed Air Isolationand Shutoff Valve (L)

Anti--ice Automatic NORM (1)

Proximity Sensor (Landing GearControl/Door 1)(Weight--on--wheels 1)

Lights (cockpit floor, rearanti--collision, wing inspection)

Maintenance DiagnosticComputer

DME 1

Radio Altimeter

Flight Data Recorder Control

Weather Radar (receiver,transmitter and control)

EICAS Primary Display

EICAS Secondary 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 pumpcontrol 2 and 3B, fan control,Indicator 2)

DC BUS 2 (CBP--2)

Horizontal Stabilizer Trim ControlUnit (CH 1)

Spoiler Electronic Unit (2A)

Spoiler Electronic ControlSystem (PWR 2)

Clock 2

Cabin Temperature Controllerand Manual Controller

Right Windshield and WindowHeater Controller

14th--Stage Bleed Air Isolationand Shutoff Valve (R)

10th--Stage Bleed Air Isolationand Shutoff Valve (R)

Anti--ice Automatic NORM (2)

Fuel Pump Control (R)

Proximity Sensor (Landing GearControl/Door 2)(Weight--on--wheels 2)

Avionics Cooling (controller 2,cockpit shutoff valve, overboardshutoff 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 andcontrol)

Hydraulic System (AC pumpcontrol 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 winganti--collision)


Page 27

DC ESSENTIAL BUS (CBP--4)

Horizontal Stabilizer Trim ControlUnit (CH--2)

Spoiler Electronic Unit (1A, 2B)

Spoiler Electronic ControlSystem 1--2 (PWR 3)

Heater, Static and ADS HeaterControl (L)

Cabin Pressure Controllers (1and 2) and Control Panel

Left Window Heater Control

10th--stage Bleed air IsolationValve

Bleed Air Leak Test

Anti--ice Manual (L) STBY

Thrust Reverser (Auto, stow, 1and 2)

Fuel (Transfer shutoff valve andcontrol)

Oil Pressure (R)

Passenger Door Control

Proximity Sensor (Landing GearControl)

Pilot’s 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 (copilot’s)

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 leftpassengers)

Fuel System Control

Left Fuel Pump (Control and Power)

Fuel X--Feed Control

Left Engine oil Pressure

Passenger Address

Lights (Standby instrument and compass, mapdome,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 (pilot’s)

Air Data Computer(1 and 2) Alternate powersupply

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 rightpassengers)

Anti--ice Valves (L and R manual 2)

Proximity Sensor (Landing Gear Control/Door 1and 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

DCU’s 1 and 2

Standby Power Controller

Attitude Heading

Clocks 1 and 2

PSEU

Lights (service, boarding andmaintenance)

APU Battery Contactor

Service Bus Feed

Oil Bypass Indicator

Engine Oil ReplenishmentSystem

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 andgalley dome)

Cabin Lighting, Upward andDownward (L and R)

Service Bus Feed from CBP--5

Power Sensing (service bus andTRU)


Page 29

F. System Circuit Breakers

SYSTEM SUB--SYSTEM CB NAME BUS BAR CBPANEL

CBLOCATION

NOTES

TRU 1 AC BUS 1 B2

FEED E12

DC Bus 1 DC 1 PWRSENS

DC BUS 1 1 E14

TRU 1 PWRSENS

E15

TRU 2 AC BUS 2 B2

FEED E12

DC Bus 2 DC 2 PWRSENS

DC BUS 2

2 E14

TRU 2 PWRSENS

DC BUS 2

E15

DC PowerDistribution DC TIE

CONTACTS

DC TIECONTROL

DC BUS 1 1 E11

CONTACTSTIE AND UTLY DC BUS 2 2 E11--E13

ESS TRU 1 AC ESS 3 A2

FEED 1 DCFEED 1 DCESS

DC BAT2

M6

DC Essential

FEED 2 DCESS

DC BAT2

M8DC EssentialBus ESS TRU 1

PWR SENSM3

ESS TRU 2PWR SENS

DCESSENTIAL

2 M4

28 VDC ESSSENS

4 B3


Page 30

SYSTEM SUB--SYSTEM CB NAME BUS BAR CBPANEL

CBLOCATION

NOTES

FEED 1 BATTBUS

DC BAT

M5

Battery BusFEED 2 BATTBUS

DC BAT

2 M7

BAT BUS PWRSENS

M9--M10

DC Utility

B 1

UTLY BUS 1FEED

DC BUS 11

E13

Bus 1PWR SENS DC UTIL 1

1L10

DC Utility

B 2

UTLY BUS 2FEED

DC BUS 22

E13

Bus 2PWR SENS DC UTIL 2

2L10

DC PowerDistribution

SERVICE BUSFEED

APU BATTDIRECT BUS

5 B3Distribution

BUS FEEDDC SERVICEBUS

1

T5

DC ServiceSERVICE TRU

AC SERVICEBUS

1R5

Bus PWRSENS/SERVBUS DC SERVICE 2

T6

PWRSENS/SERV

DC SERVICEBUS

T7SENS/SERVTRU

T7

DCEmergencyBus

APU BATTDIRECT FEED

DC EMERBUS

1 S6

APU BATTCONT

APU BAT DIR 5

B2

Main and

EMER BUSFEED

APU BAT DIR 5B4

Main andAPU Batteries

APU Battery RCCBCONT/APUBATT

BATT &28VDC ESSCONT 2

M12

APUCHARGER

AC UTIL 2

2

E5


Page 31

SYSTEM NOTESCBLOCATION

CBPANEL

BUS BARCB NAMESUB--SYSTEM

MAIN BATTCONT

MAINBATTERYDIRECT BUS

5 C5

Main andAPU Batteries

Main BatteryRCCBCONT/MAINBATT

BATT &28VDC ESSCONT

2 M11

MAIN BATTCHARGER

AC UTIL 1 1 E5


Page 32

1. �� #��

There are six circuit breaker panels (CBP’s) located in the aircraft. Four CBP’s (numbered 1to 4) are located in the flight compartment. One CBP is located in the aft equipmentcompartment (number 5) and one CBP is located on the galley control panel.

The circuit breakers are clearly identified. For circuit breaker referencing, each circuitbreaker panel is laid out in an alphanumeric grid with letters running down the side of thepanel and numbers running across each row. For example, the location of a circuit breakeron circuit breaker panel 1, in the 3rd row, column 2, would be identified as CBP1--C2. In thisinstance, C2 is the circuit breaker for the AC ESS FEED.


Page 33

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Page 34

�� 6�� <7072 & subs, SB601R--28--022><7300 & subs><7390 & subs><7452 & subs>

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Page 35

�� 6�� '!��) <Aircraft 7003 to 7067, 7069 & subs,SB601R--21--039>

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CIRCUIT BREAKER PANEL 1(Sub--Panel)

Effectivity:Airplanes 7003 to 7067, 7069 andsubsequent, incorporatingthe following Service Bulletin:

SB 601R--21--039.


Page 36

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Page 37

�� 6�� <7002, 7076 & subs, SB601R--24--036><7072 & subs, SB601R--28--022><7452 &

subs><7676, 7686, 7784 and 7807>

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Page 38

�� 6�� '!��) <MST>

�� *��* !��


<0009> -- S 6

<0020> -- R 7

<0035> -- T 2


Page 39

�� 6�� '!��) <7036 & subs, SB601R--24--017>

�� *��* !��

Effectivity:Airplanes 7036 and subsequent,incorporating the followingService Bulletin:

SB 601R--24--017.


SPARE FUSES


Page 40

�� 6�� % <MST>

�� *��+

CIRCUIT BREAKER PANEL 3 <0026> -- C 4


Page 41

�� 6�� * <MST>

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CIRCUIT BREAKER PANEL 4


Page 42

�� 6�� +�� *�� !��

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Page 43

�� 6�� + <7072, 7068 & subs, SB601R--34--045><7072, 7068, 7295 & subs,

SB601R--24--090><7036 & subs, SB601R--24--017>

�� *�� !��

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Effectivity:Airplanes 7072, 7068, 7295 andsubsequent, and Airplanes incorporatingthe following Service Bulletin:

SB 601R--24--090.

Effectivity:Airplanes 7036 and subsequent,and Airplanes incorporatingthe following Service Bulletin:

SB 601R--24--017.

SPAREFUSES

B 6, B 7B14, B15 --

Effectivity:Airplanes 7002, 7068 andsubsequent, incorporatingthe following Service Bulletin:

SB 601R--34--045.

A 8, A 9 --


Page 44

5�� *��;

Water System Control Panel (1)Galley Area

5 5

15

15 10

Galley System CircuitBreakersUsed to protect ovensand coffee maker.

Water System CircuitBreakersUsed to protect thefollowing:

Control logic circuits.Galley and lavatory pumps.Galley and lavatory lineheaters, waste valve, anddrain mast heaters.


Page 45

Documents

Bombardier CRJ 200-Electrical