AC System

AC electrical power can be supplied from one of 4 sources: Engine Generator, APU
generator, an external ground power or ground service.
The engine driven power is the normal source of power for the AC system. The number 1
engine driven generator supplies Generator Bus 1 and the number 2 engine driven
generator supplies Generator Bus 2. The two generator bus then distribute power to the
aircraft. The Engine Driven Generator rotate at a constant speed by the means of a Constant
Speed Drive (CSD). The CSD maintains constant shaft rotation speed at all engine speeds. A
Generator Control Unit (GCU) monitors the output of the Engine Driven Generator. The
GCU allows the generator to connect to the electrical system only if the generator output
voltage and frequency are within the limits.
The APU can supply power to a Generator Bus. On ground the APU can power both
Generator Busses at the same time. In flight however the APU can power only one
Generator Bus up to a certain altitude. The APU is similar to the Engine Driven Generator
except there isn’t a CSD. The APU turbine speed is controlled to maintain a constant APU
generator output. The output is also monitored by a GCU.
For the external Ground Power an external AC power receptacle located near the nose gear
wheel, on the lower side of the fuselage allows the use of an external power source. There
are status lights on the panel adjacent to the receptacle which allows ground crews to
determine if external power is being used. For Ground Servicing a ground service switch
provides ground power directly to the AC ground service busses for utility outlets, cabin
lighting and battery chargers without powering all airplane electric busses. Both these
ground power sources can supply power to both Generator Busses.

The Generator Busses can be powered simultaneously from any AC power source. Now we
examine the power distribution from the Generator busses. Generator Bus 1 powers main
bus 1 and transfer bus 1, Generator Bus 2 powers main bus 2 and transfer bus 2. A bus
transfer system insures that a transfer bus remains powered in the event the associated
generator bus fails. When a Generator Bus is not powered, its transfer bus automatically
connects to the power Generator Bus. After the transfer, most of the electrical system
remains powered with the exception of the failed Generator Bus and its associated main
bus.

DC system
Now we look at the DC electrical system. The DC system is normally powered by a series of
Transformer Rectifiers (TR). A TR converts AC to DC current. There are three Transformer
Rectifiers units. The transfer buses mentioned earlier power TR 1 and TR 2, while TR 3 is
powered by the Main Bus number 2. TR 1 powers DC Bus 1 and TR 2 powers DC Bus 2
while TR 3 is the primary source of power for the battery bus but is also used as backup
power source for DC Bus 1 and 2. The DC circuit design also enables TR 1 and 2 to provide
backup power to each other.
A DC disconnect relay isolates TR 1 from TR 2 and 3 when at glide slope capture during a
flight director or autopilot ILS approach or when bus transfer switch is turned off. This
relay provides independent electrical power sources for the pilot’s navigation receivers
and auto flight system.

When the aircraft losses all electrical power, a 24V battery supplies DC power to start the
APU and restore power to essential equipment. A fully charged battery can power essential
equipment for 30 mins. A battery charger is used to maintain the battery charge by
converting 150V AC to 28V DC. This battery charger is normally powered by the ground
service bus. And if the ground service bus isn’t powered, Main bus number 2 is used
instead. This ensures that the battery charger is powered if either Generator Bus is
powered.
The ground service bus supplies electrical power to utility outlets located throughout the
cabin and is used for cabin lighting. When the ground service bus is powered, ground crew
can clean the aircraft while the other electrical busses are unpowered

Stand by System
Now we see the stand by system. The AC and DC standby buses are powered from transfer
bus 1 and DC bus 1. The standby buses supply power to some of the essential flight
instruments and radio equipment.
The backup power source for standby system is the battery bus. The AC standby bus
receives power from the battery bus through the static inverter, the DC standby bus is
powered directly from the battery bus

Controls and indicators

The controls and indicator panel for the electrical system is located on the forward
overhead panel. This includes AC and DC metering panel, generator drive control panel,
ground power control panel and the bus switching panel
On the Generator Drive Control panel, a disconnect switch is used to disconnect the CSD. It
is protected by a red guard that prevents an accidental generator disconnect. Once
disconnected with the switch a generator cannot be reconnected by in flight. A reset can
only be done on ground.
On the bus switching panel, the generator switches are used to connect the associated
generator to its respective bus
On the AC and DC metering panel, DC loads are displayed on the voltage and amperage
meters, the DC meter selector selects the power source to be monitored. The AC system
indications have meters that monitor frequency and voltage and the power source to be
monitored is selected by AC meter selector
 Improvements over the years
Over the years the electrical system of aircrafts has become simpler and easier for pilots to
use. The Next generation of 737 have digital displays on the control panels that show
electrical readings such as voltages, frequencies and amperage. Whereas the older 737-
300s and 737-200s had meters to read electrical values from. The newer models of the 737
are much efficient because a lot of space is saved essentially all you do is install a single
display screen for readings which in turn reduces weight. Reading off of display panels are
much easier to read in comparison to looking at analogue readings.

For Transformer Rectifiers of the 737 Next Generation unregulated and output is rated at
75 Amps whereas the classic 737 have an output of 50 Amps.
The Next Generation and MAX 737s have 2 extra dedicated batteries than the classic 737s
for engine and APU fuel shut off valves and ISFD.
With respect to the circuit breakers Boeing have claimed that the 737-700 only has 36.6
miles of wires whereas a 737-300 has 40.6 miles of wires.

With these improvements and many more which not have been discussed the most evident
improvement is in terms of aircraft weight. Reduction in weight means we burn less thrust
and thus require fewer fuel ultimately saving significant amount of money. The
improvements also make it easier for pilots and crew to operate the aircraft with greater
ease than ever before.

Conclusion
The electrical systems installed in aircrafts have come a long way from bulky cockpits to a
more digitized and simple display panels. It is no doubt that in the future, aircrafts will be
even more efficient and simpler to fly with advancement and technology and electronics.
Refs
http://www.aero737.com/detail-post.php?id=569
https://www.slideshare.net/theoryce/b737ng-electrical-power
http://www.b737.org.uk/electrics.htm
http://virtualairlines.hu/737NG_Videok/737NG_04_ELECTRICAL.pdf