Citation Excel DC Electrical System - Finck Aviation
Citation Excel DC Electrical System
|Pg |Narrative |Action |
| |DC electrical power is used to control or operate many of the Citation Excel's systems. When the Citation Excel DC electrical system |Show the three-quarter view of a Citation Excel. |
| |module is completed, the pilot will be familiar with the Citation Excel DC electrical distribution system, location and function of | |
| |key components, electrical system controls, indications, and crew management of the DC electrical system during normal and failure | |
| |modes. | |
| |MAIN MENU: |No audio on this page. Have the 7 categories to the left |
| |DC Electrical - General Description |selectable. |
| |Battery Power | |
| |Generator Power | |
| |Optional Auxiliary Power Unit (APU) | |
| |External Power | |
| |Fault Protection and Load Shedding | |
| |DC Emergency and Abnormal Operation | |
DC Electrical – General Description
| |The Citation Excel DC electrical distribution system can receive power from 5 potential sources: the left engine driven generator, |Show the three-quarter Citation drawing with the location of |
| |the right engine driven generator, an on-board battery, an optional auxiliary power unit generator or APU, and for ground operations,|the generators in each nacelle, the battery in the behind the|
| |an external power source. |wing on the left side of the fuselage, APU in the right aft |
| | |side of the tailcone and external power receptacle below the |
| | |left engine pylon shown. |
| |The DC electrical system is controlled by switches located on the left instrument sub-panel. These switches include a battery |Show instrument panel and right side APU controls. |
| |switch, two generator switches, two ignition and engine start switches and a starter disengage switch. The APU controls are located | |
| |on a sub-panel forward of the right side circuit breaker panel if the optional APU is installed. | |
| |DC electricity is distributed to electrical components by supplying electricity through strips of metal strategically located in the |Show schematic [pg 2-5 in the Cessna book] and highlight the |
| |aircraft called buses. The primary DC electrical buses are: |buses as they are mentioned. |
| |A BATTERY bus, which receives power from the battery or an external power unit. | |
| |The CROSSFEED bus functions primarily to connect the BATTERY bus, left hand FEED bus, right hand FEED bus, and the optional APU | |
| |generator together. | |
| |Left and right GEN buses receive power directly from their respective generators. | |
| |Left and right SYS buses circuit DC power from the FEED buses to DC electrical components through controls and circuit breakers in | |
| |the cockpit. | |
| |Left and right AVN buses circuit DC power from the FEED buses, to avionics. | |
| |EMER, EMER SYS, and EMER AVN buses, feed power to critical flight instruments and controls. | |
| |DC electrical power is distributed to aircraft systems, avionics, and components through two circuit breaker panels in the cockpit |Show instrument panel and highlight breaker panels. Point to |
| |and a J.-Box circuit breaker panel located in the tailcone. Circuit breakers are logically grouped in the cockpit. The left cockpit |the tail cone area on a three-quarter view diagram of the |
| |circuit breaker panel, located to the left of the pilot, includes primary aircraft systems and some basic flight instrument circuit |plane. |
| |breakers. The right circuit breaker panel located to the right of the copilot, contains avionics systems circuit breakers. | |
| |System operation is monitored by two ammeters (1second pause), a voltmeter (1second pause), a battery temperature gauge (1second |Show instrument panel and highlight and enlarge instruments |
| |pause), red BATT O’TEMP and >160 annunciator segments,(1second pause), amber GEN OFF, L, and R caution annunciator segments, and |and annunciators as they are mentioned. |
| |amber AFT J-BOX, LMT, and CB annunciator segments. | |
| |The ammeters display the load carried by each generator by measuring current flow from the respective GEN bus to the respective FEED |Continue to show the instrument panel. Zoom out the ammeters |
| |bus. The indication on each ammeter during normal operation, should be within 10%. |and show each one indicating about 50 amps. |
| |The voltmeter will indicate voltage from three buses. The VOLTAGE SEL switch is spring loaded to the BATT position and will indicate|Continue to show the instrument panel. The voltmeter will |
| |BATTERY BUS voltage if the battery switch is on. The voltmeter will indicate LH GEN BUS or RH GEN BUS voltage if the VOLTAGE SEL |indicate 28 volts for the battery and 28.5 for the generator.|
| |switch is moved to the L GEN or R GEN positions respectively. | |
Battery Power
| |The battery is located aft of the wing in a left side fuselage compartment. A connect/disconnect device links it to the battery bus.|Show the battery compartment, battery, and connect/disconnect|
| |During the preliminary preflight inspection, ensure that the battery is properly connected. //// |device figure 2–2 in the manual. Point to the items as they |
| | |are read. The student must click on the connector/disconnect|
| | |device to continue. |
| |The battery bus receives power from the battery and/or external power regardless of battery switch position. |Show DC schematic with the battery bus powered. |
| |Ram air cools the battery in flight. A ram air scoop located on the fuselage below and in front of the battery compartment directs |Show a low angle shot of the RAM air scoop, battery |
| |cooling air through the battery case and around the battery. |compartment, and cooling air flowing through the battery |
| | |compartment. |
| |The red BATT O’TEMP and >160 degree annunciator segments monitor the temperature of the battery. If the battery reaches 145 degrees F|Show the annunciator panel and the master warning lights |
| |[62.8 degrees Celsius], the BATT O’TEMP light illuminates and the red MASTER WARNING lights flash. If battery temperature continues |along with the battery temperature gauge. List the narrated |
| |to 160 degrees F [71.1 degrees Celsius], the BATT O’TEMP and >160 degree annunciator segments illuminate and the MASTER WARNING |temperatures on screen. |
| |lights flash. The battery temperature gauge, located on the far right side of the instrument panel, should confirm the indication of | |
| |the warning lights or indicate an impending over temperature warning signal. Please note: the BATT O’TEMP and >160 degree annunciator| |
| |segments are disconnected if the optional lead acid battery is installed. However, the battery temperature gauge will function as | |
| |previously described. | |
| |During the preliminary preflight inspection of the cockpit, check that the generator switches are in the OFF position if external |Show the instrument panel and zoom in on the electrical |
| |power is to be used, or in the ON position for a normal battery or APU start. Momentarily place the battery switch to EMER //// and |switch panel figure 2-4, and the indications listed when the |
| |verify that the N1 indicators, RMU 1, and standby HSI are powered, and the landing gear indicator lights are illuminated. |student moves the battery switch to EMER. |
| |With the battery switch in the EMER position, the EMER, EMER SYS, and EMER AVN buses are powered from the battery bus. The battery, |Show DC schematic and light the EMER, EMER SYS, and EMER AVN |
| |APU, or ground power unit may supply power to the battery bus. |buses with the battery switch on EMER. |
| |Place the battery switch to the ON position prior to accomplishing the Hot items/Lights check during the exterior preflight |Show the instrument panel and zoom in on the electrical |
| |inspection. //// Be advised, battery power is limited. If a ground power unit is not used during the inspection, do the Hot |switch panel figure 2-4. Prompt the student to move the |
| |items/Lights check as quickly as possible with the vapor cycle air conditioner OFF to conserve battery power. The battery is capable|battery switch to the ON position at the ////. |
| |of powering the entire aircraft electrical system for approximately ten minutes. | |
| |The battery voltage must indicate 24 volts minimum. If the indication is less than 24 volts, maintenance is required. |Show the instrument panel and zoom in on the voltmeter gauge |
| | |figure 2-9 reading 26 volts. |
| |When the battery switch is selected to BATT////, the battery isolation relay will close. Power flows through the battery isolation |When you hit the purple slashes, stop, prompt the user to |
| |relay to the CROSSFEED bus and then to the left and right feed and SYS buses. The Emergency buses receive power from the CROSSFEED |switch the battery switch to BATT. Show contactor closing. |
| |bus through the normally closed emergency power relay. |Use electrical zapper and color lines as appropriate with |
| | |voice. |
| |The BATTERY DISCONNECT switch allows the pilot to electrically disconnect the battery while in the cockpit. It is a red guarded |Place the BATTERY DISCONNECT switch and schematic figure 2-3 |
| |switch forward of the left cockpit circuit breaker panel just above the MASTER INTERIOR switch. When the red guard is lifted and the|in the manual on the screen. When the student selects the |
| |BATTERY DISCONNECT switch is lifted to the BATTERY DISCONNECT position, //// the battery disconnect relay will open and disconnect |BATTERY DISCONNECT switch to BATTERY DISCONNECT, make switch |
| |the battery ground provided the battery switch is in the BATT position. CAUTION: since the battery disconnect relay is energized |and relay noises and show the battery disconnect relay |
| |open, the battery will slowly discharge if the BATTERY DISCONNECT switch remains in the BATTERY DISCONNECT position with the battery |energized open. |
| |switch in the BATT position. | |
| |If the outside air temperature is below -10°C (+ 14°F) and the aircraft is cold soaked, it is recommended to use external power or |Show the three-quarter Citation drawing with a thermometer |
| |warm the battery to -10°C (+ 14°F) or warmer. This temperature may be checked with the battery temperature gauge. Proper battery |dropping below -10°C (+ 14°F) and the location of the battery|
| |warmup may require extended application of heat to the battery. |behind the wing on the left side of the fuselage and external|
| | |power receptacle below the left engine pylon and an. |
| |If generator power cannot be maintained in flight, the crew can manually shed sufficient electrical load to prolong battery life for |Show DC schematic with the battery bus, EMER bus, both EMER |
| |approximately 30 minutes by performing the appropriate emergency procedures. |AVN buses, and the EMER SYS bus powered. |
| |LIMITATION: The battery is limited to three engine starts in one hour. |Summarize battery limitations on the screen. |
| |The following notes apply: | |
| |If this limitation is exceeded, a deep cycle including a capacity check must be accomplished to detect possible battery cell damage | |
| |per the Maintenance Manual. | |
| |Three generator-assisted cross-starts are equal to one battery start. | |
| |If an external power unit is used for engine start, no battery cycle is counted. This is because the battery disconnect relay will | |
| |open automatically and separate the battery from ground to prevent discharge during the start sequence when external power is used. | |
| |LIMITATION: If the BATT O’ TEMP light illuminates during ground operation (except for test), do not take off until after the proper | |
| |maintenance procedures have been accomplished. | |
Generator Power
| |A Starter/Generator is mounted on each engine accessory case and turns at a proportionate speed to the engine N2. The |Show the location of each Starter/Generator on the aircraft. |
| |Starter/Generator acts as a starter to spool up the engine during the start sequence and acts as a generator once the engine is | |
| |operating. They are each rated for 300 camps at 30 volts. | |
| |Engine fan bypass air is ducted to the generators for cooling. A lower nacelle exhaust port completes the cooling cycle and allows |Show the flow of fan bypass cooling air through the generator|
| |this generator cooling air to be discarded into the air stream. |and out the exhaust port. |
| |The generator control unit (GCU) is a critical part of the power generating system and serves a number of functions: |Show voltmeter and selector switch. If you want you can make|
| |Voltage regulation. The GCU maintains generator output voltage at 28+ or -0.3 VDC. |the selector active. Meter should show the proper voltage |
| |Generator relay control. When the generator switch is released from reset to on, generator voltage is applied to the GCU, which sends|(28) |
| |a line signal to close the generator relay. |Bring back the left gen switch. Move it to reset .5 seconds |
| |Overvoltage protection. The GCU’s over excitation circuits disconnect the faulty generator from the system. |(gen relay opens) release back to on (gen relay closes). |
| |Load sharing. When both generators are on line, each GCU compares the two generator output voltages and regulates its generator |Show voltmeter w/right gen selected. Increase to 32 volts. |
| |output voltage to match the other generator. |Trip gen relay and illuminate lights. Change color to |
| |Reverse current protection. If either generator voltage drops to low, it may begin to draw current from the system. The faulty |operating generator. |
| |generator’s GCU will sense reverse current and open the generator relay, removing it from the system. |Show voltmeter, move selector switch from left generator to |
| |Safety shutoff switch. If an ENGINE FIRE switchlight is pressed in order to suppress an engine fire, the GCU will automatically trip |right gen (both 28 volts). |
| |the associated generator relay – taking the generator off line. |Reset colors to 2 generators operating. Show voltmeter left |
| | |gen selected, show voltage drop below 28, gcu opens gen |
| | |relay, show lights, change to one gen operating current. |
| | |Show the ENGINE FIRE switchlights on the glareshield from pg |
| | |8-3 that shows the annunciators. Show one light illuminate. |
| | |Also the DC electrical schematic [normal system] and show the|
| | |corresponding generator shut down. All buses will then be |
| | |powered by the remaining generator. |
| |The amber GEN OFF L and/or R annunciator segments indicate that the respective generator is offline and generator relay is open. |Show the annunciator panel and the MASTER CAUTION RESET and |
| |When one generator trips offline, the respective GEN OFF L or R annunciator segments flash. This in turn causes the amber MASTER |MASTER WARNING RESET lights. Illuminate the appropriate |
| |CAUTION RESET lights to flash. When both generators trip offline, both GEN OFF L and R annunciator segments flash which causes the |annunciator segments and lights consistent with the |
| |amber MASTER CAUTION RESET and red MASTER WARNING RESET lights to flash. |narration. |
| |For battery starts and under all normal flight conditions, the generator switches should remain in the ON position. Depressing either|Show instrument panel with both generator switches ON. Place |
| |engine start button closes the respective start relay and provides DC power to the engine starter////. A white light in each starter |the start switches on the screen. When the student selects |
| |button indicates power on the contacts of the respective start relay////. Power to close the solenoid start relays and energize the |the left button ON, make engine-starting noise, then halt |
| |ignition is available when the battery switch is in the BATT position. Automatic ignition sequencing takes place with both engine |when the words “Power to close” appear. Show left starter |
| |ignition switches in the NORM position. The starter operation is terminated when the speed sensor in the generator control unit |button turn white when it is selected and leave white until |
| |removes power from the start relay. The automatic start sequence can be terminated at any time by pushing the cockpit STARTER |the words “start button light”. |
| |DISENGAGE switch, located between the start buttons. This will open the start relay and halt the start sequence. After the engine is |Highlight the Starter Disengage button. |
| |running during the start sequence, the starter/generator changes to generator operation. | |
| |When the Generator Control Unit senses that the generator is ready to produce power, the operating generator will power the system. |Show schematic and power routing. Close the generator relay |
| |The GEN relay closes and supplies power to the respective feed bus. Current will then flow from the feed bus through the CROSSFEED |and illuminate the system with generator power using the |
| |bus, battery isolation relay and battery bus to provide battery charging. |zapper |
| |The airplane is capable of cross starting an engine from an operating generator. Both the battery and the operating generator will |Show instrument panel. When the student selects the right |
| |provide power to the second Starter/Generator. On cross-starts, the operating engine must be at idle. Start the second Engine. //// |starter button, show both left and right buttons illuminating|
| |Both start relays close when the second start is initiated. Power is routed through the battery bus to the other Starter/Generator. |white. Show schematic with power routing to the right |
| |As a result, both the left and right starter buttons illuminate. Please note that whenever one generator relay is closed and the |Starter/Generator and sequence consistent with the narration.|
| |other Starter/Generator is energized as a starter, the battery isolation relay opens, interrupting the circuit between the battery |Label the screen “AIRPLANE ON THE GROUND” |
| |bus and the CROSSFEED bus. This protects the 225–ampere current limiter on the side of the operating engine generator by interrupting| |
| |a parallel path of power. Once the Generator Control Unit senses that the generator is capable of providing proper power, the | |
| |generator relay will close. The second generator will share the load with the operating generator. | |
| |When the airplane is in flight, the start switch activates the same circuits as a ground start except that only the associated start |Show schematic and power routing. Label the screen “AIRPLANE |
| |relay closes, not both. The generator–assist capability is disabled by the squat switch, allowing only battery power for the start. |IN FLIGHT” |
| |This isolates the start circuit from the operating generator, the 225-ampere current limiters, and the buses as required by | |
| |certification regulations. | |
| |When both engine driven generators are online with both 225 amp current limiters intact and the battery switch in the BATT position, |Show the instrument panel. The voltmeter will indicate 28.5 |
| |the voltmeter will indicate the same system voltage in all three voltage selector positions. |volts for the battery and 28.5 for each generator as the |
| | |VOLTAGE SEL switch is moved to each position. |
| |Before takeoff, the electrical system generator voltage can be checked under no load and high load conditions. Begin with the |Show the electrical switches, voltmeter, voltage selector, |
| |battery switch on, both 225 amp current limiters intact, and both engine driven generators online. Turn the left generator off. ////|ammeters, and electrical schematic. Highlight the switches |
| |The right generator high load voltage will be indicated with the voltage selector in the BATT position. //// The left generator no |for the student to click on to continue consistent with the |
| |load voltage will be indicated when the voltage selector is placed in the L GEN position. //// Turn the left generator on //// and |narration and show the electrical schematic indications |
| |confirm that both generators are sharing the load. //// Turn the right generator off. //// The left generator high load voltage will |consistent with the narration. |
| |be indicated with the voltage selector in the BATT position. //// The right generator no load voltage will be indicated when the | |
| |voltage selector is placed in the R GEN position. //// Turn the right generator on //// and confirm that both generators are sharing | |
| |the load. | |
| |LIMITATION: the starter is limited to three engine starts in 30 minutes with a 90 second rest period between start cycles. |Summarize generator limitations on the screen. |
| |LIMITATION: the electrical is limited to 200 amps per generator during ground operations. Transients up to 250 amps are permissible | |
| |up to four minutes. | |
| |LIMITATION: the generator load limit in flight is 300 amps. | |
Optional Auxiliary Power Unit (APU)
| |The optional auxiliary power unit (APU) is an Allied Signal Model RE100 (XL). It is mounted in the upper aft right side of the |Show the right rear quarter view of the aircraft and point to|
| |tailcone. This APU will provide DC power at 28.5 volts in parallel with the engine driven generators during ground operations or in |the tailcone. |
| |flight with certain limitations. Please refer to the Auxiliary Power Unit (APU) Module for complete training on the APU. | |
External Power
| |The Citation Excel can receive DC electrical power from a ground power unit (GPU) through an external power receptacle located aft of|Show the location of the external power receptacle |
| |the wing on the left side of the fuselage. | |
| |The GPU should be regulated to a constant 28 volts. It should be cable of enough continuous amperage for ground operations prior to |Show a ground power unit indicating 28 volts with 1000 amps |
| |engine start as well as the peak amperage required for start, normally 1000 amps. Soft start capability is preferred but not |selected. |
| |required. It is a good practice to stabilize the GPU at 28 volts BEFORE connecting to the aircraft. This will protect sensitive | |
| |avionics from voltage fluctuations and the battery from excessive discharge if the GPU does not have reverse current protection. | |
| |When ground power is connected, //// the ground power relay closes and links the GPU to the battery bus and battery regardless of |Show the electrical systematic. Pause the narration and |
| |battery switch position. However, the ground power relay will automatically open if one of the following conditions exist: |highlight the appropriate area on the schematic to force the |
| |An engine generator comes online; //// |student to click on the highlighted area to continue. |
| |An APU generator comes online; //// or | |
| |GPU voltage exceeds approximately 32 volts DC. //// | |
| |Also, it is recommended to disconnect the battery by using the connect/disconnect device located on the battery if GPU power is | |
| |connected to the aircraft for an extended period. | |
| |The battery disconnect relay will open and disconnect the battery ground automatically during engine start when a GPU is providing |Show the electrical systematic. Animate the start sequence |
| |power for the start. This allows the GPU to provide all power for the start. The battery disconnect relay will automatically close |with GPU connected. |
| |after and each engine start is complete to reconnect the battery to the electrical system. | |
| |It is recommended that the generator switches are placed in the OFF position during engine starts using a GPU. //// This will ensure |Show instrument panel and allow student to “move” switches to|
| |that the GPU will supply power throughout both engine start sequences. Nothing will be harmed if the generator switches remain in |OFF. |
| |the ON position. However, the generator control unit will automatically initiate the operating engine generator online and external | |
| |power will be automatically disconnected when either engine generator comes online. | |
| |Once the engines are started using a GPU with the generator switches in the OFF position as recommended, ensure that the battery |Show the electrical system schematic, external power |
| |remains connected and powering the system by disconnecting the GPU before placing the generator switches to the ON position. //// The|connection, and generator switches. The student must click |
| |system is normal if all electrical items continue to operate. The generators will be initiated online by manually placing the |on the external power connection to disconnect the GPU to |
| |generator switch to the ON position. //// |continue. When the GPU is disconnected, the electrical |
| | |system continues to be powered. The student must click the |
| | |generator switches to ON to continue. |
| |However, a loss of electrical power after disconnecting the GPU indicates that the battery is not connected. Ensure that the BATTERY|Show the electrical system schematic, battery, and battery |
| |DISCONNECT switch is in the OFF position with the cover closed and/or ensure that the battery electrical connection in the battery |disconnect switch. The student must click on the battery |
| |compartment is secure. //// |disconnect switch and battery to continue. |
| |LIMITATION: Use of an external power source with voltage in excess of 28 volts DC or current in excess of 1000 amps may damage the |Summarize external power limitations on the screen. |
| |starter. Minimum 800 amps for start. | |
Fault Protection and Load Shedding
| |Bus tie relays, current limiters and circuit breakers protect the DC electrical system against faults. |Expand the devices in the main drawing & place in insets off |
| | |to the side. |
| |Many of the current limiters in the electrical system act as delayed fuses. If a current limiter opens, power does not flow from |Type HIGH CURRENT FLOW, Make the Current limiter glow, then |
| |the source. For example, if the 225 amp current limiter between the left FEED bus and the CROSSFEED bus opens, current would not |put a red x across it. |
| |flow between these buses. The problem must be corrected and the current limiter replaced before the system can operate normally. | |
| |A circuit breaker serves the same purpose as a current limiter. However, it can be reset without replacing the device. If an |Show essential circuit breaker tripping. |
| |individual component or system draws too much amperage, the circuit breaker associated with that component or system will trip open.| |
| |The electrical problem should be identified and corrected before the circuit breaker is reset. Do not attempt to reset a circuit | |
| |breaker in flight unless the associated component or system is essential. It must be understood that there is a risk of fire if a | |
| |circuit breaker is reset before the electrical problem that caused the circuit breaker to trip has been identified and corrected. | |
| |The amber AFT J-BOX and LMT annunciator segments will flash and cause the MASTER CAUTION RESET lights to flash if the left and/or |Show the instrument panel and illuminate amber AFT J-BOX, LMT,|
| |right 225 amp current limiter sensors detect an open. The amber AFT J-BOX and CB annunciator segments will flash and cause the |and CB annunciator segments in sequence consistent with the |
| |MASTER CAUTION RESET lights to flash if the left and/or right CNTL PCB circuit breakers are open. The engine with the associated |narration. |
| |open CNTL PCB circuit breaker will not start. | |
| |If the Left FEED bus develops a ground fault, high current flow opens the left 225 amp current limiter resulting in an open circuit |Show DC schematic and annunciator segments. Sequence the |
| |between the CROSSFEED bus and the left FEED bus. This causes the amber AFT J-BOX and LMT annunciator segments to flash which cause |schematic and annunciator illumination consistent with the |
| |the amber MASTER CAUTION RESET lights to flash. The left generator control unit will also sense the fault and trip the generator |narration. |
| |relay open. When the left generator relay opens, the amber annunciator segments flash which also cause the amber MASTER CAUTION | |
| |RESET lights to flash. The fault is now isolated from the rest of the electrical system. | |
| |The MASTER INTERIOR switch allows the pilot to disconnect all electrical power from the cabin. It is a red guarded switch forward |Show the MASTER INTERIOR switch and the electrical schematic. |
| |of the left cockpit circuit breaker panel just below the BATTERY DISCONNECT switch. When the red guard is lifted and the MASTER |Sequence the scene consistent with the narration. |
| |INTERIOR switch is lifted to the MASTER INTERIOR OFF position, //// the master interior relay will open and disconnect power from | |
| |the cabin. Some examples of when the MASTER INTERIOR switch may be used is in the event of single generator operation or cabin | |
| |electrical smoke or fire. | |
DC Emergency and Abnormal Operation
| |The red BATT O’TEMP and >160 degree annunciator segments monitor the temperature of the battery. If the battery reaches 145 degrees F|Show the instrument panel, electrical switches and gauges, |
| |[62.8 degrees Celsius], the BATT O’TEMP light illuminates and the red MASTER WARNING lights flash. If battery temperature continues |annunciator panel, the master warning lights, and the battery|
| |to 160 degrees F [71.1 degrees Celsius], the BATT O’TEMP and >160 degree annunciator segments illuminate and the MASTER WARNING |temperature gauge. Show “BATTERY OVERTEMP” on screen. List |
| |lights flash. The battery temperature gauge, located on the far right side of the instrument panel, should confirm the indication of |the narrated temperatures on screen. |
| |the warning lights or indicate an impending over temperature warning signal. The procedure for a red BATT O’TEMP WARNING LIGHT ON |Show the ammeters indicating about 150 amps and required the |
| |annunciator indication is as follows: |student to click on the ammeters to continue. |
| | |Require the student to move the battery switch to EMER. |
| |Note the amperage on the ammeters. //// |Reduce amperage indication to 100 amps after the battery |
| |Move the BATT switch to EMER //// and note the amperage change on the ammeters.//// If the optional APU generator is online, note the|switch is moved to the EMER position. Show the electrical |
| |APU amperage change as well. If current decreases and battery voltage is 1 volt less than generator voltage in 30 seconds to 2 |gauges and the selector knob on the BATT position. Allow the |
| |minutes, //// monitor the BATT O’TEMP annunciator for possible change. |student to “rotate” the selector knob and show the voltage of|
| |If the voltage and amperage decrease, move the BATT switch to the OFF position. //// The voltmeter is disabled while the battery |the battery to be three volts less than the generator |
| |switch is in OFF. All electrical buses except the battery bus will be powered by the generators. If the BATT O’TEMP WARNING LIGHT |voltage. |
| |GOES OUT, move the BATT switch to the ON position. |Continue to show the voltmeter and ammeters. Require the |
| |If the voltage and amperage does not decrease, the battery isolation relay is stuck closed. Move the BATT switch to the ON position.|student to “move” the battery switch to OFF. |
| |//// Then lift the red guard on the battery disconnect switch and lift the switch to the disconnect position. //// Note the amperage |Continue to show the voltmeter and ammeters with the voltage |
| |decrease. |reading of the battery and the generators the same at about |
| |If the BATT O’TEMP WARNING LIGHT GOES OUT, close the red guard on the battery disconnect switch to reconnect the battery ground, move|28 volts and the ammeters indicating about 150 amps. Require|
| |the BATT switch to the ON position, and land as soon as possible. |the student to move the BATT switch to the on position and |
| |If the BATT O’TEMP WARNING LIGHT DOES NOT GO OUT or the >160 WARNING LIGHT illuminates, land as soon as possible. |the battery disconnect switch to the disconnect position. |
| | | |
| |CAUTION: Prolonged operation with the battery disconnect switch disconnected and the BATT switch on will gradually deplete the | |
| |battery through the battery disconnect relay. After landing, refer to the Airplane Maintenance Manual for proper maintenance | |
| |procedures, as damage to the battery may have occurred. | |
| | | |
| |Please note: the BATT O’TEMP and >160 degree annunciator segments are disconnected if the optional lead acid battery is installed. | |
| |However, the battery temperature gauge will function as previously described. | |
| |If one generator fails, power from the other generator will supply the electrical system. Note that the associated amber GEN OFF L |Show “SINGLE GENERATOR FAILURE” on screen. Show the |
| |and/or R annunciator segments will illuminate indicating that the respective generator is offline and generator relay is open. The |instrument panel, air conditioning, and electrical controls |
| |procedure for an amber GEN OFF L and/or R annunciator indication is as follows: |with the amber GEN OFF and R annunciator segments MASTER |
| | |CAUTION RESET lights flashing. Sequence the scene consistent |
| |Decrease the electrical load as required. |with the narration. |
| |Switch the air conditioner to OFF, WEMAC BOOST LO, or WEMAC BOOST HIGH. | |
| |Move the failed generator switch to RESET and ON. //// Should the reset attempt be successful, the generator will again assume its | |
| |share of the load. | |
| |If unable to reset, switch the failed generator to OFF. //// The remaining generator will continue to supply the needs of the | |
| |electrical system. | |
| |If both generators fail, the amber GEN OFF L and R annunciator segments, amber MASTER CAUTION RESET lights, and red MASTER WARNING |Show “LOSS OF BOTH GENERATORS” on screen. Show the instrument|
| |RESET lights will flash indicating that both generators are offline and both generator relays are open. The battery will be supplying|panel as well as closeups of the switches and gauges |
| |power to all the electrical components. The procedure for GEN OFF L AND R CAUTION LIGHTS AND MASTER WARNING ON indication is as |specified in the narration. Show the amber GEN OFF L and R |
| |follows: |annunciator segments, amber MASTER CAUTION RESET lights, and |
| | |red MASTER WARNING RESET lights sequencing consistent with |
| |Moved each generator switch to RESET then OFF. //// Check the voltage of each generator by using the VOLTAGE SEL rotary switch. |the narration. |
| |Select the generator that is closest to 28.5 volts and turn it ON. //// Leave the other generator switch off. |Show the electrical switch panel and gauges. Allow the |
| |If only one generator comes on line, reduce the electrical load as required to 300 amps maximum. Note that the interior master switch|student to move the switches consistent with the narration at|
| |located on the left hand panel, will shed all nonessential passenger cabin electrical loads. //// |the ////’s. Show one generator indication at 0 volts and the |
| |If neither generator comes on line, turn the glareshield and floodlights to full bright if required and move the battery switch to |other generator indication at 28 volts. |
| |EMER. //// With the battery switch in EMER and the generators OFF, a properly charged battery will supply power for approximately 30 |Show the operating generator ammeter in the interior master |
| |minutes to essential equipment. Consult the emergency procedures section of the approved flight manual for a complete list of |switch. Allow the student to move the switch consistent with |
| |equipment that will be powered and work normally as well as cautionary notes about equipment that will work abnormally. |the narration at the ////. |
| |Land as soon as practical within 30 minutes. |Show the electrical switch panel. Allow the student to move |
| | |the batteries switch to EMER at the ////. |
| |A backup power source for essential avionics is located in the nose compartment of the aircraft. This power source consists of two |Show the nose of the aircraft and point to the location of |
| |small 28 volt 2.5 amp-hour sealed lead acid battery packs that maintain full capacity by way of a trickle charge from the DC |these two batteries. |
| |electrical system. | |
| |The left battery pack provides power to the Standby Flight Display (SFD) for up to approximately 30 minutes during emergency |Show the nose of the aircraft and point to the location of |
| |operations provided the STBY PWR ON-OFF-TEST switch is ON. |the left battery. |
| |The STBY PWR ON-OFF-TEST switch is used to test the SFD battery pack for sufficient power prior to take off and can be located on the|Show the pilots sub-panel, the STBY PWR ON-OFF-TEST switch, |
| |pilots sub-panel. When the STBY PWR ON-OFF-TEST switch is placed in the TEST position, //// a green light next to the switch should |Standby Flight Display (SFD), and sequence the scene |
| |illuminate to indicate that the battery pack has sufficient power for flight. During normal operations, the SFD should initialize in|consistent with the narration. |
| |approximately three minutes once the STBY PWR ON-OFF-TEST switch is placed in the ON position. //// The green and amber lights next | |
| |to the switch should remain extinguished. Conversely, all power is disconnected from the SFD when the STBY PWR ON-OFF-TEST switch is| |
| |placed in the OFF position. //// | |
| |During emergency operations, if aircraft DC electrical power is lost, the amber light next to the STBY PWR ON-OFF-TEST switch will |Show the pilots sub-panel, the STBY PWR ON-OFF-TEST switch, |
| |illuminate. This indicates that the left battery pack is supplying power to the SFD and backlighting for the standby HSI and N1 |Standby Flight Display (SFD), standby HSI and N1 indicators, |
| |indicators. |and sequence the scene consistent with the narration. |
| |The right battery pack provides power to the Attitude Heading Reference Systems (AHRS) for up to approximately 30 minutes during |Show the nose of the aircraft and point to the location of |
| |emergency operations provided the STBY PWR ON-OFF-TEST switch is ON. |the right battery. |
| |If either or both of the AHRS are receiving power from the battery pack, the appropriate white AHRS AUX PWR 1. and/or 2 annunciator |Show the instrument panel and illuminate the white AHRS AUX |
| |segments will illuminate. |PWR 1. and 2 annunciator segments. |
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