The aircraft has one Integrated Drive Generator supplying both alternating-current transfer buses. Why does this configuration not constitute paralleling of alternating-current sources?, The Bus Tie Breakers connect the two transfer buses so that a single Integrated Drive Generator supplies both buses, but no second alternating-current source is connected simultaneously., The Generator Control Units synchronise the two Integrated Drive Generators before closing both Generator Control Breakers., The Bus Power Control Unit divides the output of each Integrated Drive Generator between the two transfer buses while preventing current flow between generators., The Bus Power Control Unit divides the output of each Integrated Drive Generator between the two transfer buses while preventing current flow between generators., Generator Control Breaker 1 has opened and Integrated Drive Generator 2 is supplying both transfer buses through the bus-transfer system., Alternating-current transfer bus 1 has completely lost power but the indication circuit has failed to detect the loss., Integrated Drive Generator 1 remains connected but its voltage has fallen below the Generator Control Unit regulation threshold., External power develops a sustained overcurrent condition after it has been connected to the aircraft. What protection sequence does the Bus Power Control Unit command if the condition continues?, The External Power Contactor opens immediately, followed by both Bus Tie Breakers., Bus Tie Breaker 2 opens, followed by Bus Tie Breaker 1, followed by the External Power Contactor., Bus Tie Breaker 1 opens first, then the External Power Contactor, while Bus Tie Breaker 2 remains closed., During an Integrated Drive Generator oil-system inspection, the red scavenge-filter differential-pressure indicator is found extended. Why is a temperature lockout incorporated into this indication system?, To prevent high differential pressure caused by cold, viscous oil during engine start from producing a false clogged-filter indication., To prevent the scavenge pump from bypassing the filter until normal operating temperature has been reached., To inhibit the DRIVE light until Integrated Drive Generator oil reaches its minimum operating temperature., A Generator Control Unit detects that the lowest Integrated Drive Generator phase voltage has remained below 101 volts for more than seven seconds. What protection response is expected?, The Generator Control Unit trips the generator through its undervoltage protection logic., The Bus Power Control Unit sheds the galley and main buses but keeps the generator connected., The voltage regulator maintains maximum excitation until the output returns above 115 volts., What is the significant difference between voltage regulation of an engine Integrated Drive Generator and the Auxiliary Power Unit starter-generator?, The engine Generator Control Units use internal voltage regulators, whereas the Auxiliary Power Unit Generator Control Unit uses a voltage regulator located in the Start Converter Unit., The engine Integrated Drive Generators use the Start Converter Unit for voltage regulation, whereas the Auxiliary Power Unit starter-generator contains its own independent regulator., The Bus Power Control Unit directly regulates all three generators, while their Generator Control Units provide only protection., Transformer Rectifier Unit 3 loses its normal alternating-current input while alternating-current transfer bus 1 remains powered. What is the intended system response?, The main battery immediately becomes the sole source of power for the battery bus until Transformer Rectifier Unit 3 is reset., Transformer Rectifier Unit 3 can receive backup power from alternating-current transfer bus 1 through the Transformer Rectifier Unit 3 transfer relay., Transformer Rectifier Unit 1 automatically supplies both direct-current buses and the battery bus through the direct-current bus tie relay., Main battery voltage falls below 23 volts with no battery-charger inhibit conditions present. How does the main battery charger initially respond?, It enters constant-current battery-charge mode with variable output voltage., It remains in transformer-rectifier mode and maintains a constant 27.5-volt output., It closes the Dual Battery Remote Control Circuit Breaker and charges the main and auxiliary batteries in parallel., With the battery switch ON and the standby-power switch in AUTO, alternating-current transfer bus 1 and direct-current bus 1 lose power. How are the standby buses subsequently supplied?, The static inverter supplies the alternating-current standby bus, while the hot battery bus supplies the direct-current standby bus through the Standby Direct Current Alternate Relay., Transformer Rectifier Unit 3 supplies both standby buses through the Battery Bus Normal Relay., The auxiliary battery charger supplies the alternating-current standby bus while the main battery directly supplies the direct-current standby bus., During Auxiliary Power Unit generator operation, the Auxiliary Power Unit Electronic Control Unit detects high Exhaust Gas Temperature associated with a possible electrical overload. What is the initial load-shedding response?, In-Flight Entertainment and passenger-seat loads are removed first, followed by the galley and main buses., Both alternating-current transfer buses are immediately disconnected from the Auxiliary Power Unit generator., Galley and main-bus loads are removed first, followed by In-Flight Entertainment and passenger-seat loads if the overload continues.

ATA 24

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