Download Citation Excel DC Electrical System

Citation Excel DC Electrical System
Pg
Narrative
1.
DC electrical power is used to control or operate many of the Citation Excel's
systems. When the Citation Excel DC electrical system 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.
2.
MAIN MENU:
1. DC Electrical - General Description
2. Battery Power
3. Generator Power
4. Optional Auxiliary Power Unit (APU)
5. External Power
6. Fault Protection and Load Shedding
7. DC Emergency and Abnormal Operation
1.
2.
DC Electrical – General Description
The Citation Excel DC electrical distribution system can receive power from 5
potential sources: the left engine driven generator, the right engine driven
generator, an on-board battery, an optional auxiliary power unit generator or APU,
and for ground operations, an external power source.
The DC electrical system is controlled by switches located on the left instrument
sub-panel. These switches include a battery 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
Action
Show the three-quarter view of a
Citation Excel.
No audio on this page. Have the 7
categories to the left selectable.
Show the three-quarter Citation
drawing with the location of the
generators in each nacelle, the
battery in the behind the 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.
Show instrument panel and right
side APU controls.
3.
4.
5.
6.
the optional APU is installed.
DC electricity is distributed to electrical components by supplying electricity
through strips of metal strategically located in the aircraft called buses. The
primary DC electrical buses are:
 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 and a J.-Box circuit breaker panel
located in the tailcone. Circuit breakers are logically grouped in the cockpit. The
left cockpit circuit breaker panel, located to the left of the pilot, includes primary
aircraft systems and some basic flight instrument circuit 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 pause), red BATT
O’TEMP and >160 annunciator segments,(1second pause), amber GEN OFF, L,
and R caution annunciator segments, and amber AFT J-BOX, LMT, and CB
annunciator segments.
The ammeters display the load carried by each generator by measuring current
Show schematic [pg 2-5 in the
Cessna book] and highlight the
buses as they are mentioned.
Show instrument panel and highlight
breaker panels. Point to the tail cone
area on a three-quarter view
diagram of the plane.
Show instrument panel and highlight
and enlarge instruments and
annunciators as they are mentioned.
Continue to show the instrument
flow from the respective GEN bus to the respective FEED bus. The indication on
each ammeter during normal operation, should be within 10%.
7.
1.
2.
3.
4.
panel. Zoom out the ammeters and
show each one indicating about 50
amps.
The voltmeter will indicate voltage from three buses. The VOLTAGE SEL switch is Continue to show the instrument
spring loaded to the BATT position and will indicate BATTERY BUS voltage if the
panel. The voltmeter will indicate 28
battery switch is on. The voltmeter will indicate LH GEN BUS or RH GEN BUS
volts for the battery and 28.5 for the
voltage if the VOLTAGE SEL switch is moved to the L GEN or R GEN positions
generator.
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. During the preliminary
preflight inspection, ensure that the battery is properly connected. ////
The battery bus receives power from the battery and/or external power regardless
of battery switch position.
Ram air cools the battery in flight. A ram air scoop located on the fuselage below
and in front of the battery compartment directs cooling air through the battery case
and around the battery.
The red BATT O’TEMP and >160 degree annunciator segments monitor the
temperature of the battery. If the battery reaches 145 degrees F [62.8 degrees
Celsius], the BATT O’TEMP light illuminates and the red MASTER WARNING
lights flash. If battery temperature continues to 160 degrees F [71.1 degrees
Celsius], the BATT O’TEMP and >160 degree annunciator segments illuminate
and the MASTER WARNING 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
Show the battery compartment,
battery, and connect/disconnect
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.
Show DC schematic with the battery
bus powered.
Show a low angle shot of the RAM
air scoop, battery compartment, and
cooling air flowing through the
battery compartment.
Show the annunciator panel and the
master warning lights along with the
battery temperature gauge. List the
narrated temperatures on screen.
5.
6.
7.
8.
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 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 verify that the N1 indicators, RMU 1, and standby HSI are powered,
and the landing gear indicator lights are illuminated.
With the battery switch in the EMER position, the EMER, EMER SYS, and EMER
AVN buses are powered from the battery bus. The battery, APU, or ground power
unit may supply power to the battery bus.
Place the battery switch to the ON position prior to accomplishing the Hot
items/Lights check during the exterior preflight inspection. //// Be advised, battery
power is limited. If a ground power unit is not used during the inspection, do the
Hot items/Lights check as quickly as possible with the vapor cycle air conditioner
OFF to conserve battery power. The battery is capable 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.
9.
When the battery switch is selected to BATT////, the battery isolation relay will
close. Power flows through the battery isolation relay to the CROSSFEED bus
and then to the left and right feed and SYS buses. The Emergency buses receive
power from the CROSSFEED bus through the normally closed emergency power
relay.
10.
The BATTERY DISCONNECT switch allows the pilot to electrically disconnect the
battery while in the cockpit. It is a red guarded switch forward of the left cockpit
circuit breaker panel just above the MASTER INTERIOR switch. When the red
guard is lifted and the BATTERY DISCONNECT switch is lifted to the BATTERY
Show the instrument panel and
zoom in on the electrical switch
panel figure 2-4, and the indications
listed when the student moves the
battery switch to EMER.
Show DC schematic and light the
EMER, EMER SYS, and EMER AVN
buses with the battery switch on
EMER.
Show the instrument panel and
zoom in on the electrical switch
panel figure 2-4. Prompt the student
to move the battery switch to the ON
position at the ////.
Show the instrument panel and
zoom in on the voltmeter gauge
figure 2-9 reading 26 volts.
When you hit the purple slashes,
stop, prompt the user to switch the
battery switch to BATT. Show
contactor closing. Use electrical
zapper and color lines as
appropriate with voice.
Place the BATTERY DISCONNECT
switch and schematic figure 2-3 in
the manual on the screen. When
the student selects the BATTERY
11.
DISCONNECT position, //// the battery disconnect relay will open and disconnect
the battery ground provided the battery switch is in the BATT position. CAUTION:
since the battery disconnect relay is energized open, the battery will slowly
discharge if the BATTERY DISCONNECT switch remains in the BATTERY
DISCONNECT position with the battery 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 warm the battery to -10°C (+
14°F) or warmer. This temperature may be checked with the battery temperature
gauge. Proper battery warmup may require extended application of heat to the
battery.
12.
If generator power cannot be maintained in flight, the crew can manually shed
sufficient electrical load to prolong battery life for approximately 30 minutes by
performing the appropriate emergency procedures.
13.
LIMITATION: The battery is limited to three engine starts in one hour.
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.
DISCONNECT switch to BATTERY
DISCONNECT, make switch and
relay noises and show the battery
disconnect relay energized open.
Show the three-quarter Citation
drawing with a thermometer
dropping below -10°C (+ 14°F) and
the location of the battery behind the
wing on the left side of the fuselage
and external power receptacle below
the left engine pylon and an.
Show DC schematic with the battery
bus, EMER bus, both EMER AVN
buses, and the EMER SYS bus
powered.
Summarize battery limitations on the
screen.
1.
2.
3.
Generator Power
A Starter/Generator is mounted on each engine accessory case and turns at a
proportionate speed to the engine N2. The 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 this generator cooling air to
be discarded into the air stream.
The generator control unit (GCU) is a critical part of the power generating system
and serves a number of functions:
1. Voltage regulation. The GCU maintains generator output voltage at 28+ or 0.3 VDC.
2. Generator relay control. When the generator switch is released from reset
to on, generator voltage is applied to the GCU, which sends a line signal to
close the generator relay.
3. Overvoltage protection. The GCU’s over excitation circuits disconnect the
faulty generator from the system.
4. Load sharing. When both generators are on line, each GCU compares the
two generator output voltages and regulates its generator output voltage to
match the other generator.
5. Reverse current protection. If either generator voltage drops to low, it may
begin to draw current from the system. The faulty generator’s GCU will
sense reverse current and open the generator relay, removing it from the
system.
6. Safety shutoff switch. If an ENGINE FIRE switchlight is pressed in order to
suppress an engine fire, the GCU will automatically trip the associated
generator relay – taking the generator off line.
Show the location of each
Starter/Generator on the aircraft.
Show the flow of fan bypass cooling
air through the generator and out the
exhaust port.
1. Show voltmeter and selector
switch. If you want you can
make the selector active. Meter
should show the proper voltage
(28)
2. Bring back the left gen switch.
Move it to reset .5 seconds (gen
relay opens) release back to on
(gen relay closes).
3. Show voltmeter w/right gen
selected. Increase to 32 volts.
Trip gen relay and illuminate
lights. Change color to operating
generator.
4. Show voltmeter, move selector
switch from left generator to right
gen (both 28 volts).
5. 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.
4.
5.
6.
The amber GEN OFF L and/or R annunciator segments indicate that the
respective generator is offline and generator relay is open. When one generator
trips offline, the respective GEN OFF L or R annunciator segments flash. This in
turn causes the amber MASTER CAUTION RESET lights to flash. When both
generators trip offline, both GEN OFF L and R annunciator segments flash which
causes the amber MASTER CAUTION RESET and red MASTER WARNING
RESET lights to flash.
For battery starts and under all normal flight conditions, the generator switches
should remain in the ON position. Depressing either engine start button closes the
respective start relay and provides DC power to the engine starter////. A white light
in each starter button indicates power on the contacts of the respective start
relay////. Power to close the solenoid start relays and energize the ignition is
available when the battery switch is in the BATT position. Automatic ignition
sequencing takes place with both engine ignition switches in the NORM position.
The starter operation is terminated when the speed sensor in the generator control
unit removes power from the start relay. The automatic start sequence can be
terminated at any time by pushing the cockpit STARTER DISENGAGE switch,
located between the start buttons. This will open the start relay and halt the start
sequence. After the engine is 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
6. 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.
Show the annunciator panel and the
MASTER CAUTION RESET and
MASTER WARNING RESET lights.
Illuminate the appropriate
annunciator segments and lights
consistent with the narration.
Show instrument panel with both
generator switches ON. Place the
start switches on the screen. When
the student selects the left button
ON, make engine-starting noise,
then halt when the words “Power to
close” appear. Show left starter
button turn white when it is selected
and leave white until the words “start
button light”.
Highlight the Starter Disengage
button.
Show schematic and power routing.
7.
8.
9.
10.
power, the operating generator will power the system. The GEN relay closes and
supplies power to the respective feed bus. Current will then flow from the feed bus
through the CROSSFEED bus, battery isolation relay and battery bus to provide
battery charging.
The airplane is capable of cross starting an engine from an operating generator.
Both the battery and the operating generator will provide power to the second
Starter/Generator. On cross-starts, the operating engine must be at idle. Start the
second Engine. //// Both start relays close when the second start is initiated. Power
is routed through the battery bus to the other Starter/Generator. As a result, both
the left and right starter buttons illuminate. Please note that whenever one
generator relay is closed and the other Starter/Generator is energized as a starter,
the battery isolation relay opens, interrupting the circuit between the battery 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 relay closes, not both. The
generator–assist capability is disabled by the squat switch, allowing only battery
power for the start. 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, the voltmeter will indicate the
same system voltage in all three voltage selector positions.
Before takeoff, the electrical system generator voltage can be checked under no
load and high load conditions. Begin with the battery switch on, both 225 amp
current limiters intact, and both engine driven generators online. Turn the left
generator off. //// The right generator high load voltage will be indicated with the
Close the generator relay and
illuminate the system with generator
power using the zapper
Show instrument panel. When the
student selects the right starter
button, show both left and right
buttons illuminating white. Show
schematic with power routing to the
right Starter/Generator and
sequence consistent with the
narration. Label the screen
“AIRPLANE ON THE GROUND”
Show schematic and power routing.
Label the screen “AIRPLANE IN
FLIGHT”
Show the instrument panel. The
voltmeter will indicate 28.5 volts for
the battery and 28.5 for each
generator as the VOLTAGE SEL
switch is moved to each position.
Show the electrical switches,
voltmeter, voltage selector,
ammeters, and electrical schematic.
Highlight the switches for the student
11.
1.
1.
2.
voltage selector in the BATT position. //// The left generator no load voltage will be
indicated when the voltage selector is placed in the L GEN position. //// Turn the
left generator on //// and confirm that both generators are sharing the load. //// Turn
the right generator off. //// The left generator high load voltage will 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.
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 tailcone. This APU will provide DC
power at 28.5 volts in parallel with the engine driven generators during ground
operations or in 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 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 engine start as well as the
peak amperage required for start, normally 1000 amps. Soft start capability is
preferred but not 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
to click on to continue consistent
with the narration and show the
electrical schematic indications
consistent with the narration.
Summarize generator limitations on
the screen.
Show the right rear quarter view of
the aircraft and point to the tailcone.
Show the location of the external
power receptacle
Show a ground power unit indicating
28 volts with 1000 amps selected.
3.
4.
5.
6.
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 battery switch position.
However, the ground power relay will automatically open if one of the following
conditions exist:
 An engine generator comes online; ////
 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 power for the start.
This allows the GPU to provide all power for the start. The battery disconnect
relay will automatically close 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 that the GPU will supply
power throughout both engine start sequences. Nothing will be harmed if the
generator switches remain in 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 remains connected and
powering the system by disconnecting the GPU before placing the generator
switches to the ON position. //// The system is normal if all electrical items continue
to operate. The generators will be initiated online by manually placing the
generator switch to the ON position. ////
Show the electrical systematic.
Pause the narration and highlight the
appropriate area on the schematic to
force the student to click on the
highlighted area to continue.
Show the electrical systematic.
Animate the start sequence with
GPU connected.
Show instrument panel and allow
student to “move” switches to OFF.
Show the electrical system
schematic, external power
connection, and generator switches.
The student must click on the
external power connection to
disconnect the GPU to continue.
When the GPU is disconnected, the
electrical system continues to be
7.
However, a loss of electrical power after disconnecting the GPU indicates that the
battery is not connected. Ensure that the BATTERY DISCONNECT switch is in
the OFF position with the cover closed and/or ensure that the battery electrical
connection in the battery compartment is secure. ////
8.
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 starter. Minimum 800
amps for start.
1.
2.
3.
4.
Fault Protection and Load Shedding
Bus tie relays, current limiters and circuit breakers protect the DC electrical
system against faults.
powered. The student must click the
generator switches to ON to
continue.
Show the electrical system
schematic, battery, and battery
disconnect switch. The student
must click on the battery disconnect
switch and battery to continue.
Summarize external power
limitations on the screen.
Expand the devices in the main
drawing & place in insets off to the
side.
Type HIGH CURRENT FLOW, Make
the Current limiter glow, then put a
red x across it.
Many of the current limiters in the electrical system act as delayed fuses. If a
current limiter opens, power does not flow from the source. For example, if the
225 amp current limiter between the left FEED bus and the CROSSFEED bus
opens, current would not 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 Show essential circuit breaker
reset without replacing the device. If an individual component or system draws
tripping.
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
Show the instrument panel and
5.
6.
1.
MASTER CAUTION RESET lights to flash if the left and/or right 225 amp current
limiter sensors detect an open. The amber AFT J-BOX and CB annunciator
segments will flash and cause the MASTER CAUTION RESET lights to flash if the
left and/or right CNTL PCB circuit breakers are open. The engine with the
associated 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 between the CROSSFEED bus and
the left FEED bus. This causes the amber AFT J-BOX and LMT annunciator
segments to flash which cause the amber MASTER CAUTION RESET lights to
flash. The left generator control unit will also sense the fault and trip the
generator 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 of the left cockpit circuit breaker
panel just below the BATTERY DISCONNECT switch. When the red guard is
lifted and the MASTER 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 [62.8 degrees
Celsius], the BATT O’TEMP light illuminates and the red MASTER WARNING
lights flash. If battery temperature continues to 160 degrees F [71.1 degrees
Celsius], the BATT O’TEMP and >160 degree annunciator segments illuminate
and the MASTER WARNING 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. The
procedure for a red BATT O’TEMP WARNING LIGHT ON annunciator indication is
illuminate amber AFT J-BOX, LMT,
and CB annunciator segments in
sequence consistent with the
narration.
Show DC schematic and annunciator
segments. Sequence the schematic
and annunciator illumination
consistent with the narration.
Show the MASTER INTERIOR
switch and the electrical schematic.
Sequence the scene consistent with
the narration.
Show the instrument panel, electrical
switches and gauges, annunciator
panel, the master warning lights, and
the battery temperature gauge.
Show “BATTERY OVERTEMP” on
screen. List the narrated
temperatures on screen.
1. Show the ammeters indicating
about 150 amps and required the
as follows:
student to click on the ammeters
to continue.
1. Note the amperage on the ammeters. ////
2. Require the student to move the
2. Move the BATT switch to EMER //// and note the amperage change on the
battery switch to EMER. Reduce
ammeters.//// If the optional APU generator is online, note the APU amperage
amperage indication to 100 amps
change as well. If current decreases and battery voltage is 1 volt less than
after the battery switch is moved
generator voltage in 30 seconds to 2 minutes, //// monitor the BATT O’TEMP
to the EMER position. Show the
annunciator for possible change.
electrical gauges and the
3. If the voltage and amperage decrease, move the BATT switch to the OFF
selector knob on the BATT
position. //// The voltmeter is disabled while the battery switch is in OFF. All
position. Allow the student to
electrical buses except the battery bus will be powered by the generators. If the
“rotate” the selector knob and
BATT O’TEMP WARNING LIGHT GOES OUT, move the BATT switch to the
show the voltage of the battery to
ON position.
be three volts less than the
4. If the voltage and amperage does not decrease, the battery isolation relay is
generator voltage.
stuck closed. Move the BATT switch to the ON position. //// Then lift the red
3. Continue to show the voltmeter
guard on the battery disconnect switch and lift the switch to the disconnect
and ammeters. Require the
position. //// Note the amperage decrease.
student to “move” the battery
a. If the BATT O’TEMP WARNING LIGHT GOES OUT, close the red
switch to OFF.
guard on the battery disconnect switch to reconnect the battery ground, 4. Continue to show the voltmeter
move the BATT switch to the ON position, and land as soon as possible.
and ammeters with the voltage
b. If the BATT O’TEMP WARNING LIGHT DOES NOT GO OUT or the
reading of the battery and the
>160 WARNING LIGHT illuminates, land as soon as possible.
generators the same at about 28
volts and the ammeters
CAUTION: Prolonged operation with the battery disconnect switch disconnected
indicating about 150 amps.
and the BATT switch on will gradually deplete the battery through the battery
Require the student to move the
disconnect relay. After landing, refer to the Airplane Maintenance Manual for
BATT switch to the on position
proper maintenance procedures, as damage to the battery may have occurred.
and the battery disconnect switch
to the disconnect position.
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.
5.
6.
If one generator fails, power from the other generator will supply the electrical
system. Note that the associated amber GEN OFF L and/or R annunciator
segments will illuminate indicating that the respective generator is offline and
generator relay is open. The procedure for an amber GEN OFF L and/or R
annunciator indication is as follows:
1. Decrease the electrical load as required.
2. Switch the air conditioner to OFF, WEMAC BOOST LO, or WEMAC BOOST
HIGH.
3. 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.
4. 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 RESET lights will
flash indicating that both generators are offline and both generator relays are
open. The battery will be supplying power to all the electrical components. The
procedure for GEN OFF L AND R CAUTION LIGHTS AND MASTER WARNING
ON indication is as follows:
Show “SINGLE GENERATOR
FAILURE” on screen. Show the
instrument panel, air conditioning,
and electrical controls with the
amber GEN OFF and R annunciator
segments MASTER CAUTION
RESET lights flashing. Sequence
the scene consistent with the
narration.
Show “LOSS OF BOTH
GENERATORS” on screen. Show
the instrument panel as well as
closeups of the switches and gauges
specified in the narration. Show the
amber GEN OFF L and R
annunciator segments, amber
5. Moved each generator switch to RESET then OFF. //// Check the voltage of
MASTER CAUTION RESET lights,
each generator by using the VOLTAGE SEL rotary switch. Select the generator and red MASTER WARNING
that is closest to 28.5 volts and turn it ON. //// Leave the other generator switch RESET lights sequencing consistent
off.
with the narration.
6. If only one generator comes on line, reduce the electrical load as required to
1. Show the electrical switch
300 amps maximum. Note that the interior master switch located on the left
panel and gauges. Allow the
hand panel, will shed all nonessential passenger cabin electrical loads. ////
student to move the switches
7. If neither generator comes on line, turn the glareshield and floodlights to full
consistent with the narration
bright if required and move the battery switch to EMER. //// With the battery
at the ////’s. Show one
switch in EMER and the generators OFF, a properly charged battery will supply
generator indication at 0 volts
power for approximately 30 minutes to essential equipment. Consult the
and the other generator
emergency procedures section of the approved flight manual for a complete list
of equipment that will be powered and work normally as well as cautionary
notes about equipment that will work abnormally.
8. Land as soon as practical within 30 minutes.
7.
8.
9.
10.
A backup power source for essential avionics is located in the nose compartment
of the aircraft. This power source consists of two 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 electrical system.
The left battery pack provides power to the Standby Flight Display (SFD) for up to
approximately 30 minutes during emergency operations provided the STBY PWR
ON-OFF-TEST switch is ON.
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 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 illuminate to indicate that the battery pack has
sufficient power for flight. During normal operations, the SFD should initialize in
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 illuminate. This indicates that
the left battery pack is supplying power to the SFD and backlighting for the
standby HSI and N1 indicators.
indication at 28 volts.
2. Show the operating generator
ammeter in the interior master
switch. Allow the student to
move the switch consistent
with the narration at the ////.
3. Show the electrical switch
panel. Allow the student to
move the batteries switch to
EMER at the ////.
Show the nose of the aircraft and
point to the location of these two
batteries.
Show the nose of the aircraft and
point to the location of the left
battery.
Show the pilots sub-panel, the STBY
PWR ON-OFF-TEST switch,
Standby Flight Display (SFD), and
sequence the scene consistent with
the narration.
Show the pilots sub-panel, the STBY
PWR ON-OFF-TEST switch,
Standby Flight Display (SFD),
standby HSI and N1 indicators, and
sequence the scene consistent with
11.
12.
The right battery pack provides power to the Attitude Heading Reference Systems
(AHRS) for up to approximately 30 minutes during emergency operations provided
the STBY PWR ON-OFF-TEST switch is ON.
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 segments will
illuminate.
the narration.
Show the nose of the aircraft and
point to the location of the right
battery.
Show the instrument panel and
illuminate the white AHRS AUX
PWR 1. and 2 annunciator
segments.