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Transcript
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.