PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

LEARNING
MODULE 08:
Aircraft Wiring and
Electrical System

ELEMENTARY ELECTRICAL
ENGINEERING

Prepared by:
AERO-AT FACULTY
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

TABLE OF CONTENTS

TIME
TOPIC PAGE
ALLOTMENT

Electrical Wiring 6
Types of Electrical Cable 6
Types of Electrical Wire 6 30 minutes
Sizes of Electrical Wire 7
Marking/Identification 12
Wiring Installation 16
Open Wiring 16
Conduit 18
Routing 18
30 minutes
Clamping 19
Shielding 20
Wiring Terminals 21
Wire Stripping 21
Power Distribution 22
30 minutes
Busbar Systems 22
External and Auxiliary Power Supplies 25
DC Systems 26
30 minutes
AC Systems 27
Auxiliary Power Unit 28

TABLE OF ACTIVITIES

TIME
TOPIC PAGE
ALLOTMENT

Practice Problem 8.1 12 20 minutes

Practice Problem 8.2 16 20 minutes
Practice Problem 8.3 18 20 minutes
Formative Assessment 6: Quiz - 60 minutes

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

GENERAL INSTRUCTION
Input your work on an A4-sized paper with your complete name, year, section, and
course. Always provide your signature over printed name indicating that you are
accepting the terms indicated by the honesty clause. Compile all accomplished
practice problems on a single pdf file only which can be either scanned or digitally
hand-and-typewritten and set the file name to “AE 213 Practice Problem 8 – Surname”
for all the practice problems. Outputs should be submitted on Google Classroom, or
any Learning Management System (LMS) platform, and on the dates designated by
the instructor.

HONESTY CLAUSE

As an institution of higher learning, students are expected to display highest degree of

honesty and professionalism in their class work, requirements, and activities; thus, in
no case that cheating—or any form of it, may it be plagiarism, copying other students'
works, and fabrication of materials—shall be tolerated. The college assumes as a
simple and minimal preferred of habits in academic matters that students be truthful
and that they publish for deposit solely the merchandise of their personal efforts.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

LIST OF FIGURES

FIGURE NO. REFERENCE

Fig. 8-1
Fig. 8-2 Jeppesen. (n.d.). A&P Technician General Textbook.
Fig. 8-3
Fig. 8-4 Wiring installation – wire identification. Retrieved from https://www.flight-
Fig. 8-5 mechanic.com/wiring-installation-wire-identification/
Fig. 8-6 Civil Aviation Safety Authority. (2013). Aircraft Wiring and Bonding.
Aircraft Powerplant Electrical Systems. (n.d.). Aeronautics Guide.
Fig. 8-7 Retrieved from https://www.aircraftsystemstech.com/p/wire-size-
wire-ismanufactured-in-sizes.html
Fig. 8-8 Civil Aviation Safety Authority. (2013). Aircraft Wiring and Bonding.
Retrieved from https://www.interconnect-wiring.com/blog/why-does-
Fig. 8-9
each-wire-on-an-airplane-have-its-own-identification-number/
Fig. 8-10 Jeppesen. (n.d.). A&P Technician General Textbook.
Fig. 8-11 Wiring installation – lacing, tying, and terminating wires (Part One).
Retrieved from https://www.flight-mechanic.com/wiring-
Fig. 8-12
installation-lacing-tying-and-terminating-wires-part-one/
Ellis, J. (2015). Wire Cutters for Every Work Bench. Retrieved from
Fig. 8-13 https://www.wirejewelry.com/jewelry-making-
blog/15900/italiancutter/
Fig. 8-14
Fig. 8-15 Aircraft Powerplant Electrical Systems. (n.d.). Aeronautics Guide.
Fig. 8-16 Retrieved from https://www.aircraftsystemstech.com/p/wire-size-
Fig. 8-17 wire-ismanufactured-in-sizes.html
Fig. 8-18
Retrieved from https://www.gore.com/products/gore-shielded-twisted-
Fig. 8-19
pair-cables-for-military-land-systems
Wiring installation – lacing, tying, and terminating wires (Part One).
Fig. 8-20 Retrieved from https://www.flight-mechanic.com/wiring-
installation-lacing-tying-and-terminating-wires-part-one/
Fig. 8-21
Jeppesen. (n.d.). A&P Technician General Textbook.
Fig. 8-22
Fig. 8-23
Fig. 8-24
Pallett, EHJ. (1987). Aircraft Electrical System. India: Pearson Education,
Fig. 8-25
Ltd and Dorling Kindersley Publishing Inc.
Fig. 8-26
Fig. 8-27

LIST OF TABLES

TABLE NO. REFERENCE

American Wire Gauge Conductor Size Table. (2011). Retrieved from

Table 8-1
https://diyaudioprojects.com/Technical/American-Wire-Gauge/
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

REFERENCES

Civil Aviation Safety Authority. (2013). Aircraft Wiring and Bonding. Retrieved from
https://www.casa.gov.au/sites/default/files/_assets/main/rules/1998casr/021/021c9
9.pdf?acsf_files_redirect
Pallett, EHJ. (1987). Aircraft Electrical System. India: Pearson Education, Ltd and Dorling
Kindersley Publishing Inc.
Jeppesen. (n.d.). A&P Technician General Textbook.
Aircraft electrical systems. (n.d.). Flight Literacy. Retrieved from
https://www.flightliteracy.com/aircraft-electrical-systems/

LEARNING OUTCOMES

Course Learning Outcomes [CLO]

CLO 5. Determine the safety

Module Learning Outcomes [MLO]
measures when handling electrical
materials and/or near electricity by Topic Learning Outcomes [TLO]
MLO 1. Distinguish different wires
assessing the situation and doing the used in an aircraft by identifying their
proper protocol when there’s an sizes and markings/identifications.
electrical malfunction. TLO 3. Explain the power distribution
MLO 2. Determine the wiring system in on an aircraft by understanding the
CLO 7. Understand the power an aircraft by identifying the installation operations of the different systems:
distribution and the wiring system of process used. direct current, alternating current, and
an aircraft by explaining the electrical auxiliary power unit.
system and distinguishing the proper MLO 3. Explain the process of
wire to be used in an aircraft. distribution of power in an aircraft by TLO 4. Understand the wiring
illustrating blueprint readings of certain installation process by identifying the
CLO 9. Apply analytical and critical aircrafts and distinguishing the types, sizes and marking/identifications
thinking skills such as problem-solving sources of power. of wires and/or cables in an aircraft.
in computing electrical and magnetic
circuits.
CLO 10. Display professional
commitment by complying with the
academic requirements such as
problem sets, research papers, and
other modular activities.

This module discusses the different types of cables and wires and the proper
computation and principle of their corresponding sizes and marking/identifications; it
discusses the proper installation of wires; it also discusses the power distribution on
an aircraft by dc systems, ac systems, and auxiliary power unit.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

ELECTRICAL WIRING

One of the most critical factors for obtaining a high degree of reliability involves the
quality of workmanship that a technician uses when installing electrical connectors
and wiring. Although the concept of assembling and installing wiring may initially seem
rather basic, rigid quality standards require the technician to be highly trained.
Improperly or carelessly installed and maintained electrical wiring can be a source of
both immediate and potential danger.

A wire is a single conductor, which material is most commonly being copper or

aluminum, while a cable is two or more insulated wires wrapped in one jacket.

Types of Electrical Cable

1. Twisted pair cable. It has two cables that are twisted across each other. Twisting
can avoid noise that produced by magnetic coupling, so this type of cable is best
suited for carrying signals. It is generally used in telecommunication and data
communication.

2. Multi conductor cable. It has two or more conductors that are insulated from each
other. Their purpose is to protect signal integrity by reducing hum, noise and
crosstalk. Applications include computers, communications, instrumentation,
sound, control, audio, and data transmission. Both multi conductor and twisted pair
cables are called balanced line configuration cables.

3. Coaxial cable. It is composed of an inner solid conductor surrounded by a

paralleled outer foil conductor that is protected by an insulating layer. The two
conductors are separated from each other by an insulating dielectric. Coaxial
cables are generally used in TV Cable. It is called an unbalanced line as the signal
on the two conductors is not same, which result in interference but the performance
is more stable than a twisted pair cable.

4. Fiber optic cable. It has a much greater bandwidth than metal cables, which means
they can carry more data. This kind of cable transmits signals by a bundle of glass
threads. They are also less susceptible to interference. For these two reasons,
fiber optic cables are increasingly being used instead of traditional copper cables
despite that they are expensive.

Types of Electrical Wire

There are two main types of wires: solid and stranded wire.

1. Solid wire. It is a single conductor that is either bare or insulated by a protective-

colored sheath. It offers low resistance and are perfect for use in higher
frequencies.

2. Stranded wire. It consists of thin strands of wires twisted together in a sheath.

Stranded wires are more flexible and have larger cross-sectional area than solid
wires for the same current carrying capacity.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

The majority of wiring in aircraft is made from stranded copper. In most cases, the
wiring is coated with tin, silver, or nickel to help prevent oxidation.

Prior to the mid-1990s, the wire used most often was stranded copper wire
manufactured to MIL W 5086 standards. This wire is made of strands of annealed
copper covered with a very thin coating of tin. For insulation purposes, a variety of
materials is used, including polyvinyl chloride (PVC), nylon, and glass cloth braid.

In the mid-1990s it was discovered that polyvinyl chloride (PVC) insulation emits toxic
fumes when it burns. Therefore, a new group of MIL spec wires, MIL W 22759, was
introduced which consists of stranded copper wire with Teflon insulation.

Today, MIL W 22759 is used in lieu of MIL W 5086 in new wiring installations and
should be used when replacing original aircraft wiring. However, prior to replacing any
aircraft wiring, consult the manufacturer's service manual and service bulletins for
specific instructions and information regarding both wire type and size.

Where large amounts of current must be carried for long distances, MIL-W-7072
aluminum wire is often used. This wire is insulated with either fluorinated ethylene
propylene (FEP Fluorocarbon), nylon, or with a fiberglass braid.

While aluminum wire does save weight, it has a few disadvantages. For example, it
can carry about two-thirds as much current as the same size copper wire. In addition,
when exposed to vibration, aluminum wire can crystallize and break. In fact, aluminum
wire smaller than 6-gauge is not recommended because it is so easily broken by
vibration.

In situations where a length of copper wire is to be replaced with aluminum wire,

always use an aluminum wire that is two wire gauge numbers larger than the copper
wire it is replacing. Therefore, if a piece of 6-gauge copper wire is to be replaced with
aluminum, use at least a 4-gauge wire. If you want to replace a piece of 4-gauge
copper wire with aluminum, you should use at least a 2-gauge wire.

Sizes of Electrical Wire

Aircraft wire is measured by the American Wire Gauge (AWG) System, with the larger
numbers representing the smaller wires.

AWG are also used to describe stranded wire. The AWG of a stranded wire represents
the sum of the cross-sectional areas of the individual strands; the gaps between
strands are not counted. When made with circular strands, these gaps occupy about
25% of the wire area, thus requiring the overall bundle diameter to be about 13% larger
than a solid wire of equal gauge.

Stranded wires are specified with three numbers, the overall AWG size, the number
of strands, and the AWG size of a strand. The number of strands and the AWG of a
strand are separated by a slash. For example, a 22 AWG 7/30 stranded wire is a 22
AWG wire made from seven strands of 30 AWG wire.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Table 8-1. American Wire Gauge Conductor Size Table.

Turns of wire
Diameter Area
AWG without insulation
(in) (mm) (per in) (per cm) (kcmil) (mm2)
0000 (4/0) 0.46 11.684 2.17 0.856 212 107
000 (3/0) 0.4096 10.405 2.44 0.961 168 85
00 (2/0) 0.3648 9.266 2.74 1.08 133 67.4
0 (1/0) 0.3249 8.251 3.08 1.21 106 53.5
1 0.2893 7.348 3.46 1.36 83.7 42.4
2 0.2576 6.544 3.88 1.53 66.4 33.6
3 0.2294 5.827 4.36 1.72 52.6 26.7
4 0.2043 5.189 4.89 1.93 41.7 21.2
5 0.1819 4.621 5.5 2.16 33.1 16.8
6 0.162 4.115 6.17 2.43 26.3 13.3
7 0.1443 3.665 6.93 2.73 20.8 10.5
8 0.1285 3.264 7.78 3.06 16.5 8.37
9 0.1144 2.906 8.74 3.44 13.1 6.63
10 0.1019 2.588 9.81 3.86 10.4 5.26
11 0.0907 2.305 11 4.34 8.23 4.17
12 0.0808 2.053 12.4 4.87 6.53 3.31
13 0.072 1.828 13.9 5.47 5.18 2.62
14 0.0641 1.628 15.6 6.14 4.11 2.08
15 0.0571 1.45 17.5 6.9 3.26 1.65
16 0.0508 1.291 19.7 7.75 2.58 1.31
17 0.0453 1.15 22.1 8.7 2.05 1.04
18 0.0403 1.024 24.8 9.77 1.62 0.823
19 0.0359 0.912 27.9 11 1.29 0.653
20 0.032 0.812 31.3 12.3 1.02 0.518
21 0.0285 0.723 35.1 13.8 0.81 0.41
22 0.0253 0.644 39.5 15.5 0.642 0.326
23 0.0226 0.573 44.3 17.4 0.509 0.258
24 0.0201 0.511 49.7 19.6 0.404 0.205
25 0.0179 0.455 55.9 22 0.32 0.162
26 0.0159 0.405 62.7 24.7 0.254 0.129
27 0.0142 0.361 70.4 27.7 0.202 0.102
28 0.0126 0.321 79.1 31.1 0.16 0.081
29 0.0113 0.286 88.8 35 0.127 0.0642
30 0.01 0.255 99.7 39.3 0.101 0.0509
31 0.00893 0.227 112 44.1 0.0797 0.0404
32 0.00795 0.202 126 49.5 0.0632 0.032
33 0.00708 0.18 141 55.6 0.0501 0.0254
34 0.0063 0.16 159 62.4 0.0398 0.0201
35 0.00561 0.143 178 70.1 0.0315 0.016
36 0.005 0.127 200 78.7 0.025 0.0127
37 0.00445 0.113 225 88.4 0.0198 0.01
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

By definition, No. 36 AWG is 0.005 inches in diameter, and No. 0000 is 0.46 inches in
diameter. The ratio of these diameters is 1:92, and there are 40-gauge sizes from
No. 36 to No. 0000, or 39 steps. Because each successive gauge number increases
cross sectional area by a constant multiple, diameters vary geometrically. The
diameter of a No. n AWG wire is determined, for gauges smaller than 00 (36 to 0),
according to the following formula:
36−n 36−n
dn = 0.005 inch × 92 39 → dn = 0.127 mm × 92 39

or equivalently:

dn = e−1.12436−0.11594n inch → dn = e2.1104−0.11594n mm

The gauge can be calculated from the diameter using:

d d
n = −39 log 92 (0.005ninch) + 36 → n = −39 log 92 (0.127nmm) + 36

The cross-sectional area is:

36−n 36−n
π
An = 4 dn 2 → An = 0.000019635 inch2 × 92 19.5 → An = 0.012668 mm2 × 92 19.5

Sizes with multiple zeros are successively larger than No. 0 and can be denoted using
"number of zeros/0", for example 4/0 for 0000. For an m/0 AWG wire, use n= −(m−1)
or n=(1−m) in the above formulas. For instance, for No. 0000 or 4/0, use n= −3.

Rules of thumb:

1. When the cross-sectional area of a wire is doubled, the AWG will decrease by 3.
(E.g., two No. 14 AWG wires have about the same cross-sectional area as a single
No. 11 AWG wire.)

2. When the diameter of a wire is doubled, the AWG will decrease by 6. (E.g., No. 2
AWG is about twice the diameter of No. 8 AWG.) This quadruples the cross-
sectional area.

3. A decrease of ten-gauge numbers, for example from No. 12 to No. 2, multiplies the
area by approximately 10.

The smallest size wire normally used in aircraft is 22-gauge wire, which has a diameter
of about 0.025 inch. However, conductors carrying large amounts of current are
typically of the 0000, or 4-aught size, and have a diameter of about 0.52 inch. Each
gauge size is related to a specific cross-sectional area of wire.

The amount of current a wire is capable of carrying is determined by its cross-sectional

area. In most cases, a wire's cross-sectional area is expressed in circular mil sizes. A
circular mil is the standard measurement of a round conductor's cross-sectional area.
One mil is equivalent to 0.001 inches or 1/1000 inches. Thus, a wire that has a
diameter of 0.125 inches is expressed as 125 mils.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

To find the cross-sectional area of a round conductor in circular mils, square the
conductor's diameter. For example, if a round wire has a diameter of 3/8 inch, or 375
mils, its circular area is 140625 circular mils.

The square mil is the unit of measure for square or rectangular conductors such as
bus bars. To determine the cross-sectional area of such a conductor in square mils,
multiply the conductor's thickness by its width. For example, the cross-sectional area
of a copper strip 400 mils thick and 500 mils wide is 200000 square mils.

Note that one circular mil is 0.7854 of one square mil. Therefore, to convert a circular
mil area to a square mil area, multiply the area in circular mils by 0.7854 mil.
Conversely, to convert a square mil area to a circular mil area, divide the area in
square mils by 0.7854.

Fig. 8-1. Circular mil conversion to square mil.

When replacing wire to make a repair, the damaged wire is normally replaced with the
same size and type of wire. However, in new installations, several factors must be
considered in selecting the proper wire. For example, one of the first things to know is
the system operating voltage. It is also necessary to know the allowable voltage drop
and whether the wiring operates on a continuous or intermittent basis. Once these
three factors are known, an electric wire chart is used to determine the wire size
needed for installation.

Fig. 8-2. Allowable voltage drop before changing wiring composition.

As an example, a cowl flap motor is to be installed in a 28-volt system. Since cowl

flaps are moved infrequently during a flight, a cowl flap motor is considered to operate
on an intermittent basis. Referring to the chart indicates that the allowable voltage drop
for a component installed in a 28-volt system, operated intermittently, is 2 volts.

The three curves extend diagonally across the chart from the lower left corner to the
right side. These curves represent the ability of a wire to carry the current without
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

overheating. Curve 1 represents the continuous rating of a wire when routed in

bundles or conduit. If the intersection of the current and wire length lines is above this
curve, the wire can carry the current without generating excessive heat.

If the intersection of the current and wire length lines falls between curve 1 and 2, the
wire can be used to carry current continuously in free air. If the intersection falls
between curves 2 and 3, the wire can be used to carry current intermittently.
Intermittent is for two minutes or less.

Fig. 8-3. Electric wire chart.

For example, assume a 28-volt cowl flap motor draws 6 amps, and 40 feet of wire
must be used for the installation. To determine the correct wire size, locate the column
on the left side of the chart representing a 28-volt system (item 1). Move down this
column to the horizontal line representing a wire length of 40 feet (item 2). Follow this
line to the right until it intersects the diagonal line for 6 amps (item 3). Because the
wire carries an intermittent current, item 3 must be at or above curve 3 on the chart
(item 4). In this case, the intersection is above curve 3, and dropping down vertically
to the bottom of the chart indicates a wire size between 14 and 16 (item 5). Whenever
the chart indicates between two sizes, the larger wire must be selected. In this case,
size 14 wire is required.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

PRACTICE PROBLEM 8.1: On an A4-sized paper, answer the following

question(s). Show your complete solution, if necessary:

Problem 1: Based on your understanding, identify and explain the different types of
cables and wires.

Problem 2: What is the area in kcmil of a 5 AWG? Show your complete solution.
Answer(s): 33.1 kcmil

Problem 3: What is the area in in2 of an 18 AWG? Show your complete solution.
Answer(s): 1.28×10-3 in2

Problem 4: What is the AWG number of a wire with a 0.032 in diameter? Show your
complete solution.
Answer(s): 20

Marking/Identification

The proper identification of electrical wires and cables with their circuits and voltages
is necessary to provide safety of operation, safety to maintenance personnel, and ease
of maintenance. All wire used on aircraft must have its type identification imprinted
along its length.

Identification markings should be placed at each end of the wire and at 12 to 15-inches
intervals along the length of the wire. Wires less than 3 inches in length need not be
identified. Wires 3 to 7 inches in length should be identified approximately at the
center. Added identification marker sleeves should be located so that ties, clamps, or
supporting devices need not be removed to read the identification. The wire
identification code must be printed to read horizontally (from left to right) or vertically
(from top to bottom). The two methods of marking wire or cable are as follows:

1. Direct marking. It is accomplished by printing the cable’s outer covering.

2. Indirect marking. It is accomplished by printing a heat shrinkable sleeve and

installing the printed sleeve on the wire or cables outer covering. Indirectly-marked
wire or cable should be identified with printed sleeves at each end and at intervals
not longer than 6 feet. The individual wires inside a cable should be identified within
3 inches of their termination.

Fig. 8-4. Indirect marking.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Fig. 8-5. Location of the marking/identification of a wire.

Fig. 8-6. Color coding for marking/identification of a wire.

In addition to marking individual wires,

wire bundles may have a specific
identification number. In this case,
pressure-sensitive tape or flexible
sleeves are stamped with identification
codes and wrapped around a wire
bundle. Individual wires within each
bundle are usually hot-stamped for easy
identification. Typically, wire bundles are
marked near the points at which they
enter and leave a compartment.

Wire bundles up to 100 mm (4 inches) in

diameter may be identified by means of
Fig. 8-7. Pressure-sensitive tape and flexible sleeves.
an MS3368 cable identification strap that
incorporates a marking tab.

The identification marking should identify the

wire with regard to the type of circuit, location
within the circuit, and wire size. Each
manufacturer will have a code letter to indicate
the type of circuit.

Fig. 8-8. Identification for wire bundles up to

100 mm.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Fig. 8-9. Example of wire marking/identification.

1. Unit Number. Where two or more identical items of equipment are installed in the
same aircraft, the unit numbers “1”, “2”, “3”, “4”, etc., may be prefixed to differentiate
between wires and cables when it is desired that the equipment have the same
basic cable identification. To facilitate interchangeability requirements, identical
wiring located in left and right wings, nacelles, and major interchangeable structural
assemblies may have identical cable identification and the unit number is not
required. The unit numbers for circuit functions “R”, “S”, and “T”, are used only
where duplicate complete equipment is installed, and does not apply to duplicate
components within a single complete equipment such as duplicate indicators or
control boxes.

2. Circuit Function Letter. The circuit function letter is used to identify the circuit
function.

Fig. 8-10. Circuit function letter.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

3. Wire Number(s). The wire number consisting of one or more digits is used to
differentiate between wires in a circuit. A different number shall be used for wire
not having a common terminal or connection. Wires with the same circuit function
having a common terminal connection or junction will have the same wire number
but different segment letters.

4. Wire Segment Letter. A wire segment is a conductor between two terminals or

connections. The wire segment letter is used to differentiate between conductor
segments in a particular circuit. A different letter is used for wire segments having
a common terminal or connection. Wire segments are lettered in alphabetical
sequence. The letter “A” identifies the first segment of each circuit starting at the
power source. If a circuit contains only one wire segment, the wire segment is
marked “A”. The letters “I” and “O” are not used as segment letters. Double letters
“AA, AB, AC”, etc., are used when more than 24 segments are required. Two
permanently spliced wires do not require separate segment letters if the splice is
used for modification or repair.

5. Wire Size Number. The wire size number is used to identify the size (AWG) of the
wire. For coaxial cables and thermocouple wires, a dash (-) is used in lieu of the
wire size number.

6. Ground, Phase, or Thermocouple Letter. The letter “N” is used as a suffix to the
wire identification code to identify any wire or cable that completes the circuit to the
ground network. Such wires and cables shall be capable of being connected to the
ground network of aircraft electrical systems without causing malfunctioning of any
circuit. For critical and sensitive electronic systems that have interconnecting
“ground” leads, but only one segment actually grounded to structure, only the
segment actually grounded to structure is identified with the “N” suffix.

Phase letter “A”, “B” or “C” shall be used as a suffix on the wire identification code
to identify the phase of wires that are in the three-phase power distribution wiring
of AC systems. Phase letter “V” shall be used as a suffix on the cable identification
code to identify the ungrounded wire or cable that is in a single-phase system.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

7. Suffix. For thermocouple wire, the following suffixes shall be added as applicable:

CHROM – Chromel (90% nickel and 10% chromium)

CONS – Constantan (55% copper and 45% nickel)
ALML – Alumel (95% nickel, 2% aluminum, 2% manganese, and 1% silicon)
COP – Copper
IRON – Iron

For aluminium wire, ALUMINIUM or ALUM shall be added as a suffix to the wire
identification code.

A typical wire identification code would be F26D22N. In this case, the letter (F)
indicates the wire is in the flight instrumentation circuit, while the (26) identifies the
wire as being the 26th wire in the circuit. The (D) indicates the fourth segment of the
number 26 wire. The (22) is the gauge size of the wire, and the (N) indicates that the
wire goes to ground.

The marking J14C20N indicates that this wire is part of an ignition circuit (J) and is the
14th wire in circuit (14). In addition, it is the third segment of wire number 14 (C) and
it is a 20-gauge wire. The wire goes to ground (N).

PRACTICE PROBLEM 8.2: On an A4-sized paper, answer the following

question(s):

Problem 5: What is the identification code of 20 AWG which is 2nd segment of 12th
wire in the circuit of engine instrument connected to the ground?

Problem 6: What does G23G22N indicates?

WIRING INSTALLATION

Electrical wiring is installed in aircraft either as open wiring or in conduit. With open
wiring, individual wires, or wire bundles, are routed inside the aircraft structure without
protective covering. On the other hand, when installed in conduit, electrical wiring is
put inside either a rigid or flexible tubing that provides a great deal of protection.

Open Wiring

The quickest and easiest way to install wiring. In addition, open wiring allows easy
access when troubleshooting or servicing individual circuits.

To help provide a more organized installation, electrical wiring is often installed in

bundles. Several methods of assembling wires into bundles may be utilized,
depending on where a bundle is fabricated.

When possible, limit the number of wires in a single bundle. This helps prevent the
possibility of a single wire faulting and ultimately damaging an entire bundle.
Additionally, it is better to keep ignition wires, shielded wires, and wires not protected
by a fuse or circuit breaker separate from all other wiring.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Once all the wires in a bundle are assembled, the bundle should be tied together every
3 to 4 inches. Typically, wire bundles are tied together with waxed linen or nylon cord
using a clove hitch secured with a square knot.

Fig. 8-11. Clove hitch with square knot.

Another method that is used to hold wire bundles together is with either single or
double lacing. However, lacing should not be used with wire bundles installed around
an engine because a break anywhere in the lacing cord loosens an entire section of
the bundle.

Fig. 8-12. Single and double lacing.

In the field, nylon straps called wire ties are often used to hold wire bundles together.
These small nylon straps are wrapped around the wire bundle and one end is passed
through a slot in the other end and pulled tight. Once tight, the excess strapping is cut
off. When cutting the ends, it is best to use a pair of flush cutting diagonal pliers or
another tool that will provide a flush cut. Nylon straps can leave extremely sharp edges
if they are not cut smooth against the locking portion of the strap.

Fig. 8-13. Cutting nylon straps.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Once tied, some wire bundles are covered with a heat-shrinkable tubing, a coiled
"spaghetti" tubing or various other types of coverings made of Teflon, nylon, or
fiberglass. Such materials give added abrasion protection.

Conduit

The method of installation that provides the best mechanical protection for electrical
wiring is to enclose the wiring in either a rigid or flexible metal conduit. This is the
preferred method of installation in areas such as wheel wells and engine nacelles,
where wire bundles are likely to be chafed or crushed.

The inside diameter of the conduit must be 25% larger than the maximum diameter of
the wire bundle. The nominal diameter of a conduit represents the conduit's outside
diameter, so twice the wall thickness must be subtracted from the conduit's outside
diameter to determine the inside diameter.

When installing a wire bundle inside a conduit, keep in mind that, if you find it difficult
to slide a wire bundle through a conduit, blow some soap-stone talc through the tubing
first. The talc will act as a lubricant between the wiring and conduit wall. Another
installation tip is to attach a long piece of lacing cord to the bundle and blow it through
the tubing with compressed air. Once through the tubing, the lacing cord can be used
to help pull the wire bundle through.

A 1/8-inch drain hole must be made at the lowest

point in each run of the conduit. This is done to
provide a means of draining any moisture that
condenses inside the conduit.

Fabricating conduit for electrical wiring requires

removing all burrs and sharp edges from the
conduit. In addition, bends must be made using
a radius that will not cause the conduit tube to
kink, wrinkle, or flatten excessively.

Fig. 8-14. Drainage for conduit wiring.

PRACTICE PROBLEM 8.3: On an A4-sized paper, answer the following

question(s):

Problem 7: Differentiate open wiring and conduit.

Routing

All of the wire bundles installed in aircraft should be routed so they are at least 3 inches
away from any control cable and will not interfere with any moving components. If
there is any possibility that a wire or wire bundle could touch a control cable, some
form of mechanical guard must be installed to keep the wire bundle and cable
separated.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

If possible, it is better to route electrical wiring along the overhead or the side walls of
an aircraft rather than in the bottom of the fuselage. This helps prevent the wires from
being damaged by fluids that may leak into low areas. In addition, electrical wiring
must be routed where it cannot be damaged by persons entering or leaving the aircraft
or by any baggage or cargo.

When electrical wires are routed parallel or near to oxygen or any type of fluid line, the
wiring should be at least 6 inches above the fluid line. However, the distance can be
reduced to 2 inches as long as the wiring is not supported in any way by the fluid line,
and/or the proper mechanical protection is provided―additional clamps, approved
sleeving, and the use of conduit.

Fig. 8-15. Routing of wire or wire bundle.

Clamping

Wire bundles must be securely clamped to the

aircraft structure using clamps lined with a non-
metallic cushion. In addition, the clamps should
be spaced close enough together so the wiring
bundle does not sag or vibrate excessively.
Damage to the insulation can cause short
circuits, malfunctions, or inadvertent operation
of equipment.

Any bundle that passes through a bulkhead

should be clamped to a bracket which centers
the bundle in the hole. In addition, if there is less
than 1/4-inch clearance between the bundle and
the hole, a protective rubber grommet must be
installed. The grommet prevents wiring from
Fig. 8-16. Proper way of clamping wires.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

being cut by the sharp edges of the metal hole should the centering bracket break or
become bent.

Fig. 8-17. Clamp installation.

Fig. 8-18. Clamping through a bulkhead.

Where bundles must make a bend, use a bend radius that does not cause the wires
on the inside of the bend to bunch up. Using a bend radius of approximately 10 times
the diameter of the wire bundle is a good practice.

Shielding

Shielding is a method of intercepting electrical energy

and shunting it to electrical ground.

Most shielding consists of a braid of tin-plated or

cadmium-plated copper wire that surrounds the
insulation of a wire. Typically, the braid is connected
to aircraft ground through a crimped-on ring terminal.
When a wire is shielded, the radiated energy from the
conductor is received by the braided shielding and
passed to the aircraft's ground where it cannot cause
interference. Fig. 8-19. Shielding wires.

Shielding in the powerplant electrical system is typically grounded at both ends of the
wiring run. However, shielding in electronic circuit wiring is usually grounded at one
end to prevent setting up a loop which could cause electromagnetic interference.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Wiring Terminals

Electrical wiring used in aircraft is generally terminated with solderless terminals that
are staked, or crimped, onto the wire. Crimping is a term used to describe the
squeezing of a terminal around a wire to secure the wire and provide a high-quality
electrical connection.

Fig. 8-20. Crimping wire terminal.

Wire gauge sizes 10 through 22 are

typically terminated with pre-insulated
solderless terminals that are color-coded to
identify various sizes. For example,
terminals with red insulation are used on
wire gauge sizes 22 through 18, while blue
insulation identifies a terminal used on 16-
and 14-gauge wires. If a terminal has
yellow insulation, it is used for 12- and 10-
gauge wires.

Wires larger than 10-gauge typically use

Fig. 8-21. Solderless terminals installed on wire
uninsulated terminals. In this case, a piece larger that 10-gauge.
of vinyl tubing or heat-shrinkable tubing is
used to insulate the terminal. However, the insulating material must be slipped over
the wire prior to crimping. Then, after the crimping operation, the tubing is pulled over
the terminal barrel and secured.

Wire stripping

Before you can attach a wire to a terminal, the protective insulation must be removed.
This is typically done by cutting the insulation and gently pulling it from the end of the
wire. This process is known as stripping the wire. Whenever you are stripping a wire,
you should expose as little of the conductor as necessary to make the connection. In
addition, you must be careful not to damage the conductor beyond allowable limits.

The FAA specifies limits for the number of nicked or broken strands on any conductor.
For example, a 20-gauge copper wire with 19 strands may have two nicks and no
broken strands. In general, the larger the number of strands or the larger the
conductor, the greater the acceptable number of broken or nicked strands.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Special crimping tools are needed to crimp a terminal onto a wire. The preferred
crimping tool is a ratchet-type crimper that meets military specifications and that is
periodically calibrated to ensure a consistent and proper crimp. When a ratchet-type
crimping tool is used, its handles will not release until the jaws have moved close
enough together to properly compress the terminal barrel.

Fig. 8-22. Example crimping tool to strip a wire.

POWER DISTRIBUTION
In order for the power available at the appropriate generating sources to be made
available at the inputs of the power-consuming equipment and systems, then some
organized form of distribution throughout an aircraft is essential. The precise manner
in which this is arranged is governed principally by the type of aircraft and its electrical
system, number of consumers and location of consumer components. For example,
in a small light aircraft, electrical power requirements may be limited to a few consumer
services and components situated within a small area, and the power may be
distributed via only a few yards of cable, some terminal blocks, circuit breakers or
fuses. In a large multijet transport aircraft on the other hand, literally miles of cable are
involved, together with multiple load distribution busbars, protection networks, junction
boxes and control panels.

Busbar Systems

In most types of aircraft, the output from the generating sources is coupled to one or
more low impedance conductors referred to as busbars. These are usually situated in
junction boxes or distribution panels located at central points within the aircraft, and
they provide a convenient means for connecting positive supplies to the various
consumer circuits; in other words, they perform a "carry-all" function. Busbars vary in
form dependent on the methods to be adopted in meeting the electrical power
requirements of a particular aircraft type. In a very simple system, a busbar can take
the form of a strip of interlinked terminals while in the more complex systems main
busbars are thick metal (usually copper) strips or rods to which input, and output
supply connections can be made. The strips or rods are insulated from the main
structure and are normally provided with some form of protective covering. Flat,
flexible strips of braided copper wire are also used in some aircraft and serve as
subsidiary busbars.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

The function of a distribution system is primarily a simple one, but it is complicated by

having to meet additional requirements which concern a power source, or a power
consumer system operating either separately or collectively under abnormal
conditions. The requirements and abnormal conditions, may be considered in relation
to three main areas, which may be summarized as follows:

1. Power-consuming equipment must not be deprived of power in the event of power

source failures unless the total power demand exceeds the available supply.

2. Faults on the distribution system (e.g. fault currents, grounding or earthing at a

busbar) should have the minimum effect on system functioning, and should
constitute minimum possible fire risk.

3. Power-consuming equipment faults must not endanger the supply of power to other
equipment.

These requirements are met in a combined manner by paralleling generators where

appropriate, by providing adequate circuit protection devices, and by arranging for
faulted generators to be isolated from the distribution system.

In adopting this arrangement, it is usual to categorize all consumer services into their
order of importance and, in general, they fall into three groups:

1. Vital services. Those which would be required after an emergency wheels-up

landing, e.g. emergency lighting and crash switch operation of fire extinguishers.
These services are connected directly to the battery.

2. Essential services. Those required to ensure safe flight in an in-flight emergency

situation. They are connected to dc and ac busbars, as appropriate, and in such a
way that they can always be supplied from a generator or from batteries.

3. Non-essential services. Those which can be isolated in an in-flight emergency for

load shedding purposes, and are connected to dc and ac busbars, as appropriate,
supplied from a generator.

Shown in the figure is the simplified form of the principle of dividing categorized
consumer services between individual busbars. The power distribution system is one
in which the power supplies are 28 V dc from engine-driven generators operating in
parallel, 115 V 400 Hz ac from rotary inverters, and 28 V dc from batteries. Each
generator has its own busbar to which are connected the non-essential consumer
services. Both busbars are in turn connected to a single busbar which supplies power

Fig. 8-23. Busbar system.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

to the essential services. Thus,

with both generators operating,
all consumers requiring dc
power are supplied. The
essential services busbar is also
connected to the battery busbar
thereby ensuring that the
batteries are maintained in the
charged condition. In the event
that one generator should fail it
is automatically isolated from its
respective busbar and all busbar
loads are then taken over by the
operative generator. Should
both generators fail however,
nonessential consumers can no
longer be supplied, but the
batteries will automatically
supply power to the essential
services and keep them
operating for a pre-determined
period calculated on the basis of
consumer load requirements
and battery state of charge.

For the particular system represented by figure, the dc supplies for driving the inverters
are taken from busbars appropriate to the importance of the ac operated consumers.
Thus, essential ac consumers are operated by No. 1 inverter and so it is driven by dc
from the essential services busbar. No. 2 and No. 3 inverters supply ac to non-
essential services and so they are powered by dc from the No. 1 and No. 2 busbars.

Next figure illustrates a split busbar method of power distribution, and is based on an
aircraft utilizing non-paralleled constant-frequency ac as the primary power source and
dc via transformer-rectifier units (TRU's).

The generators supply three-phase power through separate channels, to the two main
busbars and these, in turn, supply the non-essential consumer loads and TRU's. The
essential ac loads are supplied from the essential busbar which under normal
operating conditions is connected via a changeover relay to the No. 1 main busbar.
The main busbars are normally isolated from each other i.e., the generators are not
paralleled, but if the supply from either of the generators fails, the busbars are
automatically interconnected by the energizing of the "bus-tie" breaker and serve as
one, thereby maintaining supplies to all ac consumers and both TRU's. If, for any
reason, the power supplied from both generators should fail, the nonessential services
will be isolated and the changeover relay between No. 1 main busbar, and the
essential busbar, will automatically de-energize and connect the essential busbar to
an emergency static inverter.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Fig. 8-24. Split busbar system. Primary ac power supply.

The supply of dc is derived from independent TRU and from batteries. The No. 1 TRU
supplies essential loads and the No. 2 unit supplies non-essential loads connected to
the main dc busbar; both busbars are automatically interconnected by an isolation
relay. The batteries are directly connected to the battery bus bar and this is
interconnected with the essential busbar. In the event of both generators failing the
main dc busbar will become isolated from the essential dc busbar which will then be
automatically supplied from the batteries to maintain operation of essential dc and ac
consumers.

External power supplies and supplies from an auxiliary power unit can be connected
to the whole system by this manner.

EXTERNAL AND AUXILIARY POWER SUPPLIES

Electrical power is required for the starting of engines, operation of certain services
during "turnaround" servicing periods at airports, e.g. lighting, and for the testing of
electrical systems during routine maintenance checks. The batteries of an aircraft are,
of course, a means of supplying the necessary power, and although capable of
effecting engine starts their capacity does not permit widescale use on the ground and
are restricted to the supply of power under emergency conditions. It is necessary,
therefore, to incorporate a separate circuit through which power from an external
ground power unit may be connected to the aircraft's distribution busbar system. In its
simplest form, an external power supply system consists of a connector located in the
aircraft at a conveniently accessible point (at the side of a fuselage for example) and
a switch for completing the circuit between the ground power unit and the busbar
system.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

In addition to the external power supply system, some types of aircraft carry separate
batteries which can supply the ground services in the event that a ground power unit
is not available in order to conserve the main batteries for engine starting.

In the majority of large public transport aircraft, complete independence of ground

power unit is obtained by special auxiliary power unit installed within the aircraft.

DC Systems

A basic system for the supply of dc is

shown in the figure, and from this it will
also be noted how, in addition to the
external power supply, the battery may
be connected to the main busbar by
selecting the "flight" position of the
switch. As the name suggests this is
the position to which the switch is
selected when the aircraft is in flight
since under this condition the generator
system supplies the main busbar and
the battery is constantly supplied with
charging current.

The external power connector symbol

shown in the diagram represents a
twin-socket type of unit which although
of an obsolete type is worth noting
because it established certain aspects
which are basic in the design of Fig. 8-25. Basic external power supply system.
present-day connectors or receptacles,
as they are also called, namely the dimensioning of pins and sockets, and the method
of protecting them. The pins were of different diameters to prevent a reverse polarity
condition, and the cover of the unit had to be rotated to expose the sockets.

In some aircraft dc power is distributed from a multiple busbar system and it is

necessary for certain services connected to each of the busbars to be operated when
the aircraft is on the ground. This requires a more sophisticated arrangement of the
external power supply system. In addition to the external supply relay or contactor,
contactors for "tying" busbars together are provided, together with magnetic indicators
to indicate that all connections are made.

When the external ground power unit is connected to the aircraft and the master switch
is selected "on" it energizes the external supply contactor, thus closing its auxiliary and
main sets of contacts. One set of auxiliary contacts complete a circuit to a magnetic
indicator which then indicates that the external supply is connected and on.

In some aircraft, and as an example we may consider the Boeing 737, a separate
external power connector is installed for starting an auxiliary power unit in the event
that the aircraft's battery is inoperative.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

AC Systems

In aircraft which from the point of view of electrical power are principally of the "ac
type", then it is essential for the external supply system of the installation to include a
section through which an external source of ac power may be supplied. The circuit
arrangements for the appropriate systems vary between aircraft types.

Fig. 8-26. Schematic of an external ac system external power supply.

When external power is coupled to the receptacle, a three-phase supply is fed to the
main contacts of the external power breaker, to an external power transformer/rectifier
unit (TRU) and to a phase sequence protection unit. The TRU provides a 28 V dc
feedback supply to a hold-in circuit of the ground power unit. If the phase sequence is
correct, the protection unit completes a circuit to the control relay coil, thus energizing
it. A single-phase supply is also fed to an amber light which comes on to indicate that
external power is coupled, and to a voltmeter and frequency meter via a selector
switch.

The circuit is controlled by an external power switch connected to a busbar supplied

with 28 V dc from the aircraft battery system. When the switch is set to the "close"
position current flows across the main contacts of the energized control relay to the
"close" coil of the external power breaker, thus energizing it to connect the external
supply to the three-phase ac main busbar. The external power supply is disconnected
by selecting the "trip" position on the external power switch. This action connects a dc
supply to the trip coil of the external power breaker, thus releasing its main and
auxiliary contacts and isolating the external power from the ac main busbar.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING – AIR TRANSPORTATION DEPARTMENT
Learning Module 08: Aircraft Wiring and Electrical System

Auxiliary Power Units

Many of today's aircraft are designed so that, if necessary, they may be independent
of ground support equipment. This is achieved by the incorporation of an auxiliary
power unit (APU) in the tail section which after being started by the aircraft's battery
system, provides power for engine starting, ground air conditioning and other electrical
services. In some installations, the APU is also used for supplying power in flight in
the event of an engine-driven generator failure and for supplementing the delivery of
air to the cabin during take-off and climb.

In general, an APU consists of a small gas turbine engine, a bleed air control and
supply system, and an accessory gearbox. The gas turbine comprises a two-stage
centrifugal compressor connected to a single-stage turbine. The bleed air control and
supply system automatically regulate the amount of air bleed from the compressor for
delivery to the cabin air conditioning system. In addition to those accessories essential
for engine operation, e.g., fuel pump control unit and oil pumps, the accessory gearbox
drives a generator which is of the same type as those driven by the main engines and
having the same type of control and protection unit.

A motor for starting the APU is also secured to the gearbox and is operated by the
aircraft battery system or, when available, from a ground power unit. In some types of
APU the functions of engine starting, and power generation are combined in a
starter/generator unit. In order to record the hours run, an hour meter is automatically
driven by an APU.

Fig. 8-27. Auxiliary power unit.

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