Bombardier Challenger 605 - Electrical

GENERAL

The Challenger 605 primarily uses 115-volt AC power, and also 28-volt DC electrical power.
Engine-driven integrated drive generators (IDGs) supply the primary source of AC electrical power. A
generator mounted on the auxiliary power unit (APU) provides an alternate source of AC electrical
power. In flight, if a total loss of AC power occurs, the air-driven generator (ADG) is deployed from
the right side of the forward fuselage to provide an emergency source of AC electrical power.
External AC electrical power is supplied through an electrical power receptacle, located on the right
side of the forward fuselage.
Various aircraft systems and components require DC electrical power for operation. DC electrical
power needs are primarily supplied by four transformer rectifier units (TRU) mounted in the nose
compartment. The aircraft is equipped with two nickel-cadmium (NiCad) batteries that store and
provide a source of DC electrical power for normal and emergency operations. The main battery is
located in the nose section, the APU battery is in the aft equipment bay.
The aircraft is capable of accepting 28-volt DC external electrical power through a DC power
receptacle, installed on the rear fuselage below the right engine.
Five circuit breaker panels provide power distribution. Four circuit breaker panels are located in the
flight compartment, and the fifth panel is in the aft equipment bay.
Control and operation are accomplished through the ELECTRICAL POWER panel, located on the left
side of the overhead panel. AC and DC electrical system information is provided on the EICAS.

AC Electrical Power Sources

Figure 07−10−1

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 Bombardier Challenger 605 - Electrical

GENERAL (CONT'D)

DC Electrical Power Sources

Figure 07−10−2

ALTERNATING CURRENT (AC) SYSTEM

Description

Three AC generators provide AC power for the aircraft electrical systems. Two engine-driven
generators power all AC buses during normal operations. An APU generator provides a source of
AC electrical power when the aircraft is on the ground with the engines off, and during flight if both
engine-driven generators become inoperative.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

AC Electrical System
Figure 07−10−3

Components and Operation

Integrated Drive Generators (IDGs)

Two engine-driven IDGs supply 115-volt AC, 400-Hz, three-phase electrical power to the AC
buses. The IDG consists of two subcomponents, a constant speed drive and an electrical
generator.
The generators are identified on the EICAS AC electrical synoptic page by the symbols GEN 1
and GEN 2 (see Figure 07−10−4). The nominal rating of each generator is 30 kilovolt-amperes
(kVA) to an altitude of 35,000 feet MSL, then 25 kVA to 41,000 feet MSL. In the event of a
single generator failure, the remaining generator is capable of supplying sufficient power for
operation of the main systems.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

The generators are controlled by two-position GEN 1 or GEN 2 switches, located on the
ELECTRICAL POWER panel. Selecting GEN 1 or GEN 2 switch to ON connects the respective
generator to the main AC buses, provided they are operating normally. Selecting the switches to
OFF/RESET will disconnect the respective generator from the main AC buses. The OFF/RESET
position can also be used to reset the generator control circuit when a fault occurs.
Generator Control Unit

Each IDG is controlled and monitored by its respective generator control unit (GCU). The
GCUs provide protection and bus priority logic during normal and non-normal operations. The
engine generator is tripped off and removed from the AC buses if any of the following
conditions occur:
• Over- and undervoltage;
• Over- and underfrequency; or
• Generator and bus overcurrent.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

GEN 1 and GEN 2 Power

Figure 07−10−4

APU Generator

The APU generator supplies 115-volt AC, 400-Hz, three-phase electrical power to the AC buses
during ground operations with the engines off. The APU generator may also be used in flight as
a backup power source to the AC buses following a failure of both engine generators. The APU
generator is mounted on the APU generator adapter, and is driven at a constant speed,
maintaining its frequency output at 400 Hz.
The APU generator is identified on the AC ELECTRICAL synoptic page by the symbol GEN
above the APU icon (see Figure 07−10−5). The nominal rating of the APU generator is 30 kVA
from sea level up to the APU’s maximum operating altitude of 20,000 feet MSL.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

The two-position APU GEN switch, located on the ELECTRICAL POWER panel, controls the
APU generator. Selecting the APU GEN switch to ON connects the APU generator to the main
AC buses, providing it is operating normally. Selecting the switch to OFF/RESET disconnects
the APU generator from the main AC buses. The OFF/RESET position can also be used to
reset the generator control circuit when a fault occurs.

NOTE
Use of the APU generator in flight is permitted when one main
generator has failed or is off-line.

Generator Control Unit

The APU generator is controlled and monitored by the APU generator control unit (GCU). The
APU GCU, in conjunction with the engine GCUs, provide protection and bus priority logic
during normal and non-normal operations. The APU GENERATOR is tripped off and removed
from the AC buses if any of the following conditions occur:
• Over- and undervoltage;
• Over- and underfrequency; or
• Generator and bus overcurrent.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

APU Power
Figure 07−10−5

External AC Electrical Power

The aircraft is capable of being powered by an external AC power source when both engines
and APU are off. External AC electrical power is connected at an external AC receptacle,
located on the forward right side of the fuselage.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

External AC Receptacle
Figure 07−10−6
Operation

External AC ground power is controlled by the EXT POWER switch/light, located on the
ELECTRICAL POWER panel. When connected, the external AC ground power is checked by
an external power monitor for proper voltage, frequency, and phase. When the external power
is within limits, the green AVAIL annunciator on the EXT POWER switch/light illuminates.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

External AC Electrical Power Available

Figure 07−10−7
When the EXT POWER switch/light is pressed with the AVAIL annunciator illuminated,
external AC electrical power is connected to the aircraft main AC buses via the auxiliary
power/external power contactor. The IN USE annunciator then illuminates.
External AC ground power is identified on the AC ELECTRICAL synoptic page by the symbol
EXT AC. This symbol appears only if external AC power is connected to the aircraft.

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ALTERNATING CURRENT (AC) SYSTEM (CONT'D)

External AC Electrical Power In Use

Figure 07−10−8

AC ELECTRICAL POWER DISTRIBUTION

Description

115-volt AC electrical power, from the aircraft generators and APU generator, is distributed to five
AC buses through circuit breaker panels. Monitoring of system status is done using the AC
ELECTRICAL synoptic page.
The aircraft AC bus system consists of the following five buses:
• AC BUS 1 (Main);
• AC BUS 2 (Main);
• AC ESS BUS (Essential);
• AC UTILITY BUS 1; and

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AC ELECTRICAL POWER DISTRIBUTION (CONT'D)

• AC UTILITY BUS 2.

AC ELECTRICAL Synoptic Page

Figure 07−10−9

Components and Operation

AC BUS 1 and AC BUS 2

AC BUS 1 and AC BUS 2 are the main AC buses of the aircraft, and receive power from any of
the three generators, or from external AC power. AC BUS 1 normally supplies power to the AC
ESS BUS and AC UTIL BUS 1. AC BUS 2 normally powers AC UTIL BUS 2.
Bus Priority

AC BUS 1 and AC BUS 2 are protected by a bus priority logic, to ensure that the buses remain
powered at all times. The generator control units (GCUs) determine the bus priority for AC
BUS 1 and AC BUS 2 via the generator line contactors (GLCs) and generator transfer
contactors (GTCs). The bus priority logic for AC BUS 1 and AC BUS 2 is as follows:
• On-side engine-driven generator (example: AC BUS 1 powered by GEN 1);
• APU generator;
• Cross-side engine-driven generator (example: AC BUS 1 powered by GEN 2); and
• External AC power.
According to the above priority logic, the GLCs and GTCs will automatically tie the main AC
buses to any of the available AC power sources, to ensure that the main AC buses remain
powered at all times.

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AC ELECTRICAL POWER DISTRIBUTION (CONT'D)

AC BUS 1 (2) Automatic Transfer (AUTOXFER) Switch/Lights

The flight crew may manually inhibit the automatic bus transfer priority logic by pressing the
appropriate AUTOXFER switch/light, located on the ELECTRICAL POWER panel. This
prevents the corresponding AC BUS from being powered by any source except its on-side
engine-driven generator. This may be used to isolate a main AC bus in the event of an
electrical emergency (example: electrical smoke or fire). Selection of the AUTOXFER
switch/light is indicated by illumination of the corresponding white OFF annunciator on the
switch/light, and white AUTO XFER OFF icon on the AC electrical synoptic page.

AC BUS Automatic Transfer

Figure 07−10−10

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AC ELECTRICAL POWER DISTRIBUTION (CONT'D)

Should a bus fault or generator overcurrent condition occur on a main AC bus, the automatic
bus transfer priority logic will be inhibited, isolating the fault from the remaining AC electrical
system. This condition is indicated by the AC 1 (2) AUTOXFER caution EICAS message,
illumination of the corresponding amber FAIL annunciator on the AUTOXFER switch/light, and
the amber AUTO XFER FAIL icon on the AC ELECTRICAL synoptic page.

AC BUS Automatic Transfer Fail

Figure 07−10−11

AC ESS (Essential) Bus

The AC ESS BUS supplies power to the equipment essential for flight. It is normally powered by
AC BUS 1, but may also be powered by AC BUS 2 or the ADG BUS. The AC ESS BUS supplies
power to ESS TRU 1, which provides DC power to the DC ESS BUS and the BATT BUS.
Refer to the ADG section in this chapter for information on the ADG BUS.

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AC ELECTRICAL POWER DISTRIBUTION (CONT'D)

AC ESS Bus Transfer

If a loss of power on AC BUS 1 is sensed, the AC ESS BUS is automatically transferred to AC

BUS 2. When an automatic transfer to AC BUS 2 occurs, the AC ESS XFER switch/light
located on the ELECTRICAL POWER panel illuminates and the AC ESS ALTN status EICAS
message appears.
If the automatic transfer fails to occur, the AC ESS BUS can be manually transferred to AC
BUS 2 by pressing the AC ESS XFER switch/light.

AC Essential Bus on Alternate Source

Figure 07−10−12

AC Utility Buses

AC UTILITY BUS 1 and 2 receive power from AC BUS 1 and 2 respectively. The AC utility
buses supply AC power to nonessential cabin equipment.
Utility Bus Shedding

During single-generator operation in flight, AC UTILITY BUS 1 and 2 are automatically load
shed, to reduce the electrical load on the remaining generator.
During ground operations, AC UTILITY BUS 1 and 2 are load shed when a single generator (or
external AC power only) is supplying AC power, and the flaps are not retracted.

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AC ELECTRICAL POWER DISTRIBUTION (CONT'D)

Manual load shedding of utility buses can be accomplished by pressing the AC UTILITY
switch/light on the ELECTRICAL POWER panel.
Load shedding is indicated by the illumination of the AC UTILITY switch/light and the
respective bus SHED icons on the AC ELECTRICAL synoptic page.

AC Utility Bus Shedding

Figure 07−10−13
AIR-DRIVEN GENERATOR (ADG)

Description

The ADG provides 115-volt, 400-Hz, 15-kVA power to the AC ESS BUS and 3B hydraulic pump, in
the event of a complete loss of AC power in flight. The ADG is located in the forward right fuselage
beside the nose gear, and is deployed automatically or manually. Once deployed, the ADG can
only be restowed when the aircraft is on the ground.

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AIR-DRIVEN GENERATOR (ADG) (CONT'D)

Air-Driven Generator
Figure 07−10−14

Components and Operation

Air-Driven Generator

The ADG consists of an AC generator mounted on a pivoted support leg, and a variable-pitch
two-bladed propeller that turns in the airstream. The constant speed of the ADG is achieved by
using a counterweight system to control the propeller pitch angle. This ADG is commonly
referred to as the “dry ADG”.

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AIR-DRIVEN GENERATOR (ADG) (CONT'D)

An internal heating element is installed around the circumference of the stator, to protect against
condensation or frost which may form when a cold soaked ADG enters a hot, high humidity
environment.
ADG Generator Control Unit

The ADG generator is controlled and monitored by the ADG generator control unit (GCU). The
ADG GCU provides the following functions:
• Monitors and controls ADG voltage output;
• Protects against overvoltage, overfrequency and underfrequency to the ADG BUS; and
• Provides a signal to the ADG auto deploy control unit, to energize the HYD PUMP 3B
transfer contactor, emergency AC transfer contactor, and emergency DC transfer
contactor when the ADG voltage and frequency are within limits.

ADG AUTO DEPLOY CONTROL Unit

Located on the lower center pedestal, the ADG AUTO DEPLOY CONTROL unit controls the
automatic deployment of the ADG.
Automatic deployment of the ADG occurs when:
• Both AC BUS 1 and AC BUS 2 become unpowered; and
• The aircraft is in flight.
Another ADG deployment prerequisite is that one of the three main generators must be on line
prior to both AC main buses going off. This prevents the ADG from deploying during ground
maintenance tests, with external power being connected and disconnected with the aircraft on
jacks.
The red EMER PWR ONLY warning EICAS message indicates loss of all normal electrical power,
and ADG deployment.
When the ADG unit is fully extended, the two-blade propeller is unlocked and rotates in the
airstream. Once the ADG voltage and frequency are within normal limits, the AUTO DEPLOY
CONTROL unit energizes the appropriate transfer contactors, and allows the ADG to provide
power to the AC ESS BUS and to hydraulic pump 3B via the ADG BUS.
The ADG AUTO DEPLOY CONTROL unit sends a signal to release the solenoid of the ADG
uplock mechanism.

ADG Manual Deploy Handle and ADG AUTO DEPLOY CONTROL Panel
Figure 07−10−15

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AIR-DRIVEN GENERATOR (ADG) (CONT'D)

ADG Manual Deploy Handle

In the event of an auto-deploy failure, the ADG can be manually deployed using the ADG
manual deploy handle, located on the lower center pedestal. Pulling the handle manually
releases the uplock, allowing the ADG to deploy. In addition, the emergency AC transfer
contactor and emergency DC transfer contactor are energized immediately.
In the event the ADG fails, operating the ADG manual deploy handle enables the DC ESS
BUS to be supplied by the BATT BUS through the emergency DC transfer contactor.

NOTE
If the ADG is not operating properly and the airplane is on battery
power only, then all electrical power may be lost after 30 minutes.
Hydraulic pump 3B will be inoperative when on battery power.

Manual deployment of the ADG handle is also required for landing, when the ADG is the only
source of AC electrical power. This ensures that the DC ESS BUS remains powered by the
BATT BUS throughout the landing rollout, when the ADG is no longer capable of generating
AC power.

ADG LAMP/UNIT Switch

The ADG auto deploy control unit may be tested using the two-position ADG LAMP/UNIT
switch, located on the ADG AUTO DEPLOY CONTROL panel.
Selecting the switch to the UNIT position tests the continuity of the uplock circuit, the three
transfer contactors, and the ADG AUTO DEPLOY CONTROL unit internal logic circuitry. Both
engine generators must be operating, and AC BUS 1 and AC BUS 2 must be powered, to
ensure a proper test.
Selecting the switch to the LAMP position checks the serviceability of the green TEST lamp
only.

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AIR-DRIVEN GENERATOR (ADG) (CONT'D)

ADG Operation
Figure 07−10−16

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AIR-DRIVEN GENERATOR (ADG) (CONT'D)

PWR TXFR OVERRIDE

With the ADG deployed, it may be possible to restore normal AC electrical power by resetting
an engine-driven generator, or by using the APU generator. If AC electrical power is restored,
the PWR TXFR OVERRIDE switch should be selected, to reset the three transfer contactors
and regain normal AC distribution. This returns the AC ESS BUS to AC BUS 1, and the 3B
hydraulic pump to normal operation.

NOTE
The ADG manual deploy handle must be stowed to allow the
transfer contactors to reset.

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 Bombardier Challenger 605 - Electrical

AIR-DRIVEN GENERATOR (ADG) (CONT'D)

ADG Operation
Figure 07−10−17

DC ELECTRICAL POWER SYSTEM

Description

Four transformer-rectifier units (TRUs), two NiCad batteries, and an external DC power receptacle
supply direct current (DC) power to the DC buses. The TRUs carry the majority of the DC electrical
loads, and the batteries provide emergency power in-flight and allow the APU to be started on the
ground.
DC power is distributed to the DC buses directly from the TRUs or batteries, and from various
contactors which provide alternate sources of power.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

Electrical power is supplied to the buses through the circuit breaker panels.

DC System Schematic
Figure 07−10−18
Monitoring of system status is done using the DC ELECTRICAL synoptic page. The aircraft DC
bus system consists of the following nine buses:
• DC BUS 1;
• DC BUS 2;
• DC ESS (Essential) BUS;
• DC EMER (Emergency) BUS;
• BATT (Battery) BUS;
• DC UTIL (Utility) BUS 1;
• DC UTIL (Utility) BUS 2;
• MAIN BATTERY DIRECT BUS; and
• APU BATTERY DIRECT BUS.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

DC ELECTRICAL Synoptic Page

Figure 07−10−19

Components and Operation

Transformer-Rectifier Units (TRUs)

The normal sources of 28-volt DC electrical power for the DC system are the four TRUs. Each
TRU converts 115-volt AC to 28-volt DC, and supplies it to its respective DC buses. Each TRU
is rated at 100 amps.
The four TRUs are identified as:
• TRU 1;
• TRU 2;
• ESS (Essential) TRU 1; and
• ESS (Essential) TRU 2.
The TRUs supply the following buses:
• TRU 1 normally supplies DC BUS 1 and DC UTIL BUS 1;
• TRU 2 normally supplies DC BUS 2 and DC UTIL BUS 2;
• ESS TRU 1 normally supplies DC ESS BUS and DC BATT BUS; and
• ESS TRU 2 normally supplies DC ESS BUS and DC BATT BUS.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

TRU Power Distribution System

The TRU power distribution system supplies the following buses:

DC BUS 1 and DC BUS 2

DC BUS 1 is supplied by TRU 1, and DC BUS 2 is supplied by TRU 2. If either TRU fails, both
buses can be supplied by either TRU by selecting the MAIN BUS TIE switch/light on the
ELECTRICAL POWER panel.

DC UTIL BUS 1 and DC UTIL BUS 2

The DC UTIL buses supply power to nonessential cabin equipment. TRU 1 and TRU 2 power
DC UTILITY BUS 1 and 2 respectively.
Whenever the MAIN BUS TIE switch/light is selected following a TRU 1 or 2 failure, the DC
UTIL buses are load shed to reduce the DC electrical load.

TRU 1 Failed and MAIN BUS TIE Closed

Figure 07−10−20

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DC ELECTRICAL POWER SYSTEM (CONT'D)

DC ESS BUS

The DC ESS BUS powers equipment essential for safe flight and, therefore, may be supplied
by numerous DC sources to ensure redundancy of its power supply. Normally, ESS TRU 1 and
ESS TRU 2 power the DC ESS BUS. In the event of a single ESS TRU failure, either ESS
TRU is capable of sustaining the DC ESS BUS load. Should both ESS TRUs fail with the
aircraft in flight, the APU BATT DIR BUS, through the DC ESS solid-state contactor, will power
the DC ESS BUS.
During ADG operation, the AC ESS BUS powers ESS TRU 1, which in turn powers the DC
ESS BUS. The DC ESS BUS can also be powered by the APU and main batteries, through the
emergency DC transfer contactor. Refer to the ADG section of this chapter for additional
information.

BATT BUS

The BATT BUS powers equipment essential for safe flight, and may be supplied by several DC
sources to ensure redundancy. Normally, ESS TRU 1 and ESS TRU 2 power the BATT BUS
when the main AC buses are powered. If the ESS TRUs are not operating (no AC power or
ESS TRU failures), the BATT BUS will be powered by the APU BATT DIR BUS and MAIN
BATT DIR BUS, provided the BATT MASTER switch is selected ON.
The BATT MASTER switch, located on the ELECTRICAL POWER panel, controls the APU
BATT and MAIN BATT contactors to supply the BATT BUS, as described above.
The BATT BUS also supplies the DC EMER BUS.

Battery Power Distribution System

The battery power distribution system represents a small portion of the aircraft’s total DC load.
The batteries primarily provide the energy needed to start the APU, which can then be used to
supply AC power to the aircraft. The batteries also supply emergency DC power in-flight, should
all AC power be lost and the ADG become inoperative.
Two rechargeable nickel-cadmium (NiCad) batteries are installed in the aircraft. The main
battery is a 24-volt, 17-amp/hour battery located in the nose section. The APU battery is a
24-volt, 43-amp/hour battery, installed in the aft equipment bay.
The batteries supply DC electrical power to the following buses:
• MAIN BATT DIR BUS;
• APU BATT DIR BUS;
• DC EMER BUS; and
• BATT BUS.
Battery Charging

The main battery charger and APU battery charger are in a charging configuration at all times,
when the applicable main AC buses are powered.
• AC BUS 1 for main battery charger
• AC BUS 2 for APU battery charger
The battery chargers operate automatically in various modes, based on battery temperatures.
Should a battery or battery charger fault be detected, the respective battery charger will shut
down. A MAIN (APU) BATT CHGR FAIL status EICAS message will appear, and the CHGR OFF
icon will be displayed on the DC ELECTRICAL synoptic page, indicating a failure.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

MAIN and APU BATT DIR Buses

These DC buses are continuously powered from the associated battery, regardless of the
BATT MASTER switch position. The main battery is connected to the MAIN BATT DIR BUS,
and the APU battery is connected to the APU BATT DIR BUS. These buses provide power to
the aircraft systems which primarily relate to ground service operation (refueling, service lights,
etc.) The APU BATT DIR BUS also supplies the DC EMER BUS.

DC Emergency Bus

The DC EMER BUS provides power to the engine and APU fire extinguishers, and the fuel and
hydraulic shutoff valves. The bus is connected to the APU BATT DIR BUS and the BATT BUS,
and is continuously powered.

External DC Electrical Power

External DC ground power may be used to start the APU, if the APU battery charge is low. The
external DC receptacle is located at the rear of the aircraft, near the right engine pylon.

External DC Receptacle
Figure 07−10−21
When connected, external DC ground power automatically supplies the APU BATT DIR BUS
through the external DC contactor, and the BATT BUS when the BATT MASTER switch is
selected ON. The DC EXTERNAL POWER white IN USE light, on the ELECTRICAL POWER
panel, illuminates whenever DC external power is connected.
External DC ground power is identified on the DC electrical synoptic page by the symbol EXT
DC. This symbol appears only if DC external power is connected to the aircraft.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

External DC Power Connected

Figure 07−10−22

Circuit Breakers

Description

Electrical power distribution is accomplished through five circuit breaker panels. Four circuit
breaker panels are installed in the flight deck, and the fifth panel is in the aft equipment bay.
They are identified as follows:
• Circuit breaker panel 1 (CBP−1);
• Circuit breaker panel 2 (CBP−2);
• Circuit breaker panel 3 (CBP−3);
• Circuit breaker panel 4 (CBP−4); and
• Circuit breaker panel 5 (CBP−5).

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DC ELECTRICAL POWER SYSTEM (CONT'D)

Electrical equipment protection is provided by conventional thermal circuit breakers. When a

circuit breaker is tripped, a white collar is exposed. Depending on airplane completion
specification, circuit breakers may also be located in other parts of the airplane. Should a circuit
breaker trip while the airplane is in flight, the circuit breaker should be allowed to cool for as long
as possible before resetting.

NOTE
Do not attempt more than one reset of a circuit breaker.

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DC ELECTRICAL POWER SYSTEM (CONT'D)

Circuit Breaker Panels (CBPs)

Figure 07−10−23

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DC ELECTRICAL POWER SYSTEM (CONT'D)

Circuit Breaker Grid System

A circuit breaker can be located, when called for in a procedure, by using the grid reference on
the circuit breaker panel.
For example, the “VOLTS & FREQ IND” circuit breaker location is identified as (3A13), and
therefore found on panel CBP−3, row A, column 13.

Circuit Breaker Grid System

Figure 07−10−24

CONTROLS AND INDICATORS

The overhead ELECTRICAL POWER panel and the air-driven generator (ADG) panel provide the
system controls. The AC ELECTRICAL and DC ELECTRICAL synoptic pages provide a pictorial
representation of system status. The EICAS pages provide system caution and advisory messages
respectively. Circuit breaker panel (CBP) diagrams are also located in this section.

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CONTROLS AND INDICATORS (CONT'D)

AC Electrical Power

ELECTRICAL POWER Panel

Figure 07−10−25

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CONTROLS AND INDICATORS (CONT'D)

Air-Driven Generator (ADG)

Air-Driven Generator (ADG)

Figure 07−10−26

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CONTROLS AND INDICATORS (CONT'D)

DC Electrical Power

ELECTRICAL POWER Panel

Figure 07−10−27

Circuit Breaker Panels

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 ELECTRICAL Vol. 2 07−10−35
Description Oct 05/06

CONTROLS AND INDICATORS (CONT'D)

Page 34
Bombardier Challenger 605 - Electrical

Circuit Breaker Panel 1

Figure 07−10−28

CL−605 Flight Crew Operating Manual

PSP 605−6
 ELECTRICAL Vol. 2 07−10−37
Description Oct 05/06

CONTROLS AND INDICATORS (CONT'D)

Page 35
Bombardier Challenger 605 - Electrical

Circuit Breaker Panel 2

Figure 07−10−29

CL−605 Flight Crew Operating Manual

PSP 605−6
CONTROLS AND INDICATORS (CONT'D)

Page 36
Circuit Breaker Panels 3 & 4
Figure 07−10−30
Bombardier Challenger 605 - Electrical
 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

Circuit Breaker Panel 5

Figure 07−10−31

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CONTROLS AND INDICATORS (CONT'D)

EICAS Synoptic Pages

AC Synoptic Page

AC Synoptic Page Colour Coding − Integrated Drive Generators

Figure 07−10−32

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − Integrated Drive Generators

Figure 07−10−33

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − APU Generator

Figure 07−10−34

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − APU Generator

Figure 07−10−35

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − AC Electrical Power Distribution

Figure 07−10−36

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − AC Electrical Power Distribution

Figure 07−10−37

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − External AC Electrical Power

Figure 07−10−38

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CONTROLS AND INDICATORS (CONT'D)

AC Synoptic Page Colour Coding − Air-Driven Generator

Figure 07−10−39

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page

DC Synoptic Page − TRU Power Distribution System

Figure 07−10−40

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page − TRU Power Distribution System

Figure 07−10−41

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page − Battery Power Distribution System

Figure 07−10−42

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page − Battery Power Distribution System

Figure 07−10−43

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page − DC Electrical Power Distribution

Figure 07−10−44

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 Bombardier Challenger 605 - Electrical

CONTROLS AND INDICATORS (CONT'D)

DC Synoptic Page − DC Electrical Power Distribution

Figure 07−10−45

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 Bombardier Challenger 605 - Electrical

EICAS MESSAGES
AURAL WARNING
MESSAGE MEANING
(IF ANY)
ADG is supplying the AC essential bus, and no power WARNING
EMER POWER ONLY
is available from AC BUS 1 or 2. Triple Chime
AC 1 AUTOXFER Respective automatic AC bus tie function has been inhibited because of an
AC 2 AUTOXFER overcurrent condition on the respective AC bus.

AC BUS 1
Respective AC bus is unpowered.
AC BUS 2
AC ESS BUS AC essential bus is unpowered.
APU BATTERY OFF APU battery is not available.
APU GEN OFF APU generator is off-line with the APU running.
APU GEN OVLD Load current on any phase of APU GEN exceeds 100 Amp.
BATTERY BUS Battery bus is unpowered.
DC BUS 1
Respective DC bus is unpowered.
DC BUS 2
DC EMER BUS DC emergency bus is unpowered.
DC ESS BUS DC essential bus is unpowered.
GEN 1 OFF
Respective generator is OFF.
GEN 2 OFF
GEN 1 OVLD Load current on any phase of GEN 1 exceeds 100 Amp.
GEN 2 OVLD Load current on any phase of GEN 2 exceeds 100 Amp.
MAIN BATTERY OFF Main battery is not available.
AC ESS ALTN AC essential bus is powered by AC BUS 2.
APU BATT CHGR FAIL APU battery is not charging, or APU battery charger has failed.
ESS TRU 1 FAIL
Respective essential transformer-rectifier unit output is less than 18 VDC.
ESS TRU 2 FAIL
MAIN BATT CHGR FAIL Main battery is not charging, or main battery charger has failed.

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 Bombardier Challenger 605 - Electrical

POWER SUPPLY AND CIRCUIT BREAKER SUMMARY

CB CB
SYSTEM SUB-SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION

AC Power Emergency Power ADG AUTO MAIN BATT

6 B5
and Control DIRECT
ESS HYD PUMP AC ADG
3 A11
SUPPLY BUS

ADG MAN MAIN BATT

6 B4
DIRECT

ADG DEPLOY DC BATT

2 N6
CONT AUTO

ADG DEPLOY DC BATT

2 N7
CONT MAN

ADG DEPLOY AC BUS 1

1 C10
SENSE
ADG DEPLOY AC BUS 2
2 C10
SENSE

ADG HEATER AC BUS 2 2 C11

AC ESS FEED AC ADG

3 A8
BUS
VOLTS & FREQ AC ADG
3 A13
IND BUS

AC Distribution FREQ CONV AC BUS 1 1 D11

115VAC ESS FEED AC BUS 1 1 B5
115VAC ESS FEED AC BUS 2 6 A4

AC ESS PWR DC MAIN

CONT BATT 5 A12
DIRECT

ESS AC XFER DC BATT

1 Q1
BATT BUS CONT
Control and GCU 1 DC BATT 1 P1
Protection
GCU 2 DC BATT 1 P2

GCU 3 DC BATT 1 P3
UTIL BUS CONT DC BUS 1 1 E11
UTIL BUS CONT DC BUS 2 2 E11
EXT AC PWR DC APU
CONT BATT 5 B12
DIRECT

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 Bombardier Challenger 605 - Electrical

POWER SUPPLY AND CIRCUIT BREAKER SUMMARY (CONT'D)

CB CB
SYSTEM SUB-SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION

DC Power Distribution PWR SENSE DC UTILITY

1 E6
BUS 1
UTILITY BUS 1 DC UTILITY
1 E7
FEED BUS 1

FEED DC BUS 1
1 E8
CONTROL

TIE & UTIL DC BUS 1

2 E9
CONTROL

PWR SENSE DC BUS 1 1 E12

PWR SENSE DC
1 R7
EMERGENCY
FEED DC
1 S7
EMERGENCY

EMERG BUS FEED DC BATT 1 M1

UTILITY BUS PWR DC UTILITY

2 E6
SENSE 2 BUS 2
FEED DC UTILITY
2 E7
BUS 2

FEED DC BUS 2
2 E8
CONTROL

TIE & UTIL DC BUS 2

2 E9
CONTROL
DC BUS 2 PWR DC BUS 2
2 E12
SENSE

BATT BUS POWER DC ESS

2 M3
SENSE

RCCB CONT DC DC ESS

2 M6
ESS

FEED 1 BATT BUS W35PA 2 M7

FEED 1 DC ESS W35PA 2 M8

FEED 2 BATT BUS W36PA 2 M9

FEED 2 DC ESS W36PA 2 M10

PWR SENSE DC ESS 4 A3

ESS/EMER BUS DC APU

FEED BATT 5 B1
DIRECT

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 Bombardier Challenger 605 - Electrical

POWER SUPPLY AND CIRCUIT BREAKER SUMMARY (CONT'D)

CB CB
SYSTEM SUB-SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION

DC Power Transformer Rectifier TRU 1 AC BUS 1 1 B2

Units
TRU 1 SENSE DC BUS 1
1 E10
CONTROL

TRU 2 AC BUS 2 2 B2
TRU 2 SENSE DC BUS 2
2 E10
CONTROL
ESS TRU 1 AC ESS 3 A2

ESS TRU SENSE 1 DC ESS 4 A1

ESS TRU 2 AC BUS 2 2 A8
ESS TRU SENSE 2 DC ESS 4 A2
CONTACTOR BATT BUS
2 M1
LOGIC ESS 1

CONTACTOR BATT BUS

2 M2
LOGIC ESS 2
Batteries APU Battery APU BATT CONT DC APU
BATT 5 B2
DIRECT

APU BATT CHGR DC APU

O/P BATT 5 B13
DIRECT
RCCB CONT APU DC ESS AND
BATT BATT BUS 2 M5
CONTROL

APU BATT CHGR AC BUS 2 2 C2

Main Battery MAIN BATT PWR BATT

6 A2
SENSE REF DIRECT
MAIN BATT PWR BATT
6 A1
SENSE DIRECT

MAIN BATT PWR BATT

6 A2
O/P DIRECT

RCCB CONT MAIN DC ESS AND

BATT BATT BUS 2 M4
CONTROL

MAIN BATT CHGR AC BUS 1

1 C2
O/P

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