Cessna Citation Excel Pilot Training Manual

Center-of-Gravity........................................................................................................... 1-21 AIRSPEED LIMITATIONS ................................................................................................. 1-21 Condition Speed............................................................................................................. 1-21 1-ii FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 1-iii ILLUSTRATIONS Figure Title Page 1-1 Principle Dimensions ............................................................................................... 1-2 1-2 Excel Cabin Dimensions .......................................................................................... 1-3 1-3 Taxi Turning Limits.................................................................................................. 1-4 1-4 Nose Door Pneumatic Lift Cylinder......................................................................... 1-5 1-5 Pneumatic Bottle and Sight Gage............................................................................. 1-5 1-6 Aft “Openable” Side Windows................................................................................. 1-6 1-7 Entrance Door Components ..................................................................................... 1-6 1-8 Vent Door ................................................................................................................. 1-7 1-9 External Spade Door ................................................................................................ 1-7 1-10 Cabin Door Indicators .............................................................................................. 1-8 1-11 Emergency Exit Door ............................................................................................... 1-9 1-12 Fuel Tank Locations ............................................................................................... 1-10 1-13 Single Point Pressure Refuel/Defuel Door (SPPR)................................................ 1-11 1-14 Wing Leading Edge................................................................................................ 1-11 1-15 Wing Trailing Edge ................................................................................................ 1-11 1-16 Tail Cone Access Door........................................................................................... 1-12 1-17 Tail Cone Baggage Compartment .......................................................................... 1-12 1-18 Battery Access Door .............................................................................................. 1-12 1-19 Hydraulic and Toilet Access Doors........................................................................ 1-13 1-20 Empennage............................................................................................................. 1-13 1-21 Single-Point Pressure Refueling/Defueling (SPPR) Panel .................................... 1-14 1-22 Intake and Exhaust Hazard Areas .......................................................................... 1-15 1-23 Citation Excel Cockpit ........................................................................................... 1-17 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 1-24 Universal UNS-1C (sp) .......................................................................................... 1-17 1-25 Takeoff/Landing/Enroute Temperature Limits (Ambient Air Temp is Indicated R.A.T. Adjusted for RAM Rise) ........................ 1-19 1-26 Center-of-Gravity Envelopes.................................................................................. 1-21 1-27 Maximum Maneuvering Speeds (V A) — KIAS .................................................... 1-22 1-iv FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational INTRODUCTION This training manual provides a description of the major airframe and engine systems installed in the Cessna Citation Excel. The information contained herein is intended only as an instructional aid. This material does not supersede, nor is it meant to substitute for, any of the manufacturer's maintenance or operating manuals. The material pre- sented has been prepared from current design data. Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems. An annunciator section in this manual displays all annunciator and other light indications and should be pulled out for reference while reading this manual. Review questions are contained at the end of most chapters. The questions are included as a self- study aid, and the answers can be found in the appendix. CHAPTER 1 AIRCRAFT GENERAL 1-1 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational GENERAL The Citation 560XL (Excel), UNs 5001 and subsequent, is certified in accordance with FAR Part 25 airworthiness standards and utilizes fail- safe construction concepts. It combines systems simplicity with ease of access to reduce maintenance requirements. Low takeoff and landing speeds permit operation at smaller airports. High bypass turbofan engines contribute to overall operating efficiency and performance. The minimum crew requirements for operations in the Citation Excel are one pilot and one copilot. The pilot-in-command must have a Citation 560XL type rating and meet the requirements of FAR 61.58 for two-pilot operation. The copilot shall possess a multiengine rating and meet the requirements of FAR 61.55. STRUCTURES The Citation Excel (Figures 1-1 and 1-2) is a pressurized low-wing monoplane. Two Pratt and Whitney Aircraft of Canada Limited PW545A turbofan engines are pylon mounted on the rear fuselage. Figures 1-1,1-2 and 1-3 display 1-2 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-1 Principle Dimensions drawings of the Citation Excel containing the approximate exterior dimensions, cabin dimensions, and turning radius. NOSE SECTION The nose section is an unpressurized area containing the avionics compartment, and equipment areas. Doors provide access to avionics components, brake reservoir, pneumatic bottle, etc. Each door incorporates two paddle latches, a cam key lock, and one safety “pin” latch. Each door paddle latch has an integral micro switch which will signal an annunciator panel light in the cockpit to illuminate the ACC DOOR UNLOCKED-NOSE message if any paddle latch is not secured properly on either door. 1-3 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-2 Excel Cabin Dimensions 1-4 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational EXCEL TURNING RADIUS AND GENERAL INFORMATION Figure 1-3 Taxi Turning Limits ENSURE THE KEY IS REMOVED FROM THE CAM LOCK PRIOR TO FLIGHT TO PREVENT POSSIBLE INGESTION OF THE KEY INTO THE ENGINE. The doors are secured directly to the nose structure by aluminum hinges and swing up to open and allow access to the nose compartments. The front hinges contain grounding straps for lightning protection. The aft hinge on each door connects to a spring loaded pneumatic cylinder that holds the doors open and over center geometry of the cylinder also holds the doors closed when unlocked (Figure 1-4). The brake reservoir, power brake accumulator, emergency pneumatic bottle, and the digital anti- skid brake computers are located in the left nose compartment (Figure 1-5). The oxygen bottle is located in the right nose compartment. Nose mounted avionics components may be accessed through both sides with the nose compartment doors open. CABIN DESCRIPTION The cabin extends from the forward bulkhead to the aft pressure bulkhead and includes the flight station, passenger seating compartment and small stowage compartments. The cabin measures approximately 24 feet in length bulkhead to bulkhead, 5 feet 7 inches in width, and 5 feet 8 inches in height. Cabin baggage compartments are located in the forward and aft passenger compartments and allow storage of such items as briefcases, coats and small suitcases. Passenger seats may have sliding drawers for additional stowage. A typical interior seating arrangement consists of seven passenger seats (options for a maximum of 12), two flight crew seats and a rear mounted toilet seat. The passenger cabin area is equipped with overhead Passenger Service Units (PSU) which contain individual passenger controlled air outlets and reading lamps. The passenger compartment is also equipped with overhead indirect lighting, dropped aisle (footwell) lights, and lights that illuminate the entrance door area, refer to, Chapter 3, LIGHTING. FLIGHT COMPARTMENT Two complete flight crew stations are provided with dual controls that include control columns, adjustable rudder pedals, and wheel brakes. There are two fully adjustable seats each equipped with seat belts and two inertia reel shoulder harnesses. There are two aft openable side windows on each side of the cockpit that open inward (Figure 1-6). CAUTION 1-5 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-4 Nose Door Pneumatic Lift Cylinder Figure 1-5 Pneumatic Bottle and Sight Gage CABIN ENTRY DOOR A cabin entry door located on the left side of the fuselage forward of the wing, is a one-piece air stair door hinged at the bottom that opens down and outward. The door contains solid steps on the interior side. The door is counterbalanced by a cable and spring torque bar when lowered and raised, for ease of opening and closing. The door is locked open by over center geometry. The door is secured in the closed position by eight (8) latch pins, three (3) on each side and two (2) on top, that extend from the door perimeter into latch pin plates in the door frame. A small vent door, integral to the main door (behind the lower step), opens as the cabin door is unlocked to vent any residual cabin pressure prior to releasing the door latch pins (Figure 1-7 and 1-8). Closing the cabin door positions an external spade door “closed” to cover the lower portion of the main cabin door and mesh with the fuselage fairing to reduce drag (Figure 1-9). Installed along the outer perimeter of the cabin door are two seals. The primary seal inflates with engine bleed air as the door is closed to induce a tight seal for cabin pressurization. If the primary seal loses pressure, a secondary pressure seal (non-inflatable) should hold cabin pressure. Bleed air inflatable acoustic seals are installed in the door frame to reduce noise. 1-6 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-6 Aft “Openable” Side Windows NOTE: An access plug is located on the lower step, (looking inside with the door closed). The plug allows access to the vent door in order to close it manually if it doesn't close electrically and allow dispatch. DOOR LATCHING PINS DOOR LATCHING PINS VENT DOOR DOOR SEAL PRESSURE SWITCH Figure 1-7 Entrance Door Components OPERATION The outside door handle is flush mounted and can be key locked for cabin security. The handle may be pulled outward by the finger hole in the small end and rotated 90° clockwise to unlatch the door. Rotating the door handle down should release the pre-catch assembly. The pre-catch assembly is designed to align the door latch pins with the door frame receptacles automatically while closing the door. The pre- catch is normally released when the door handle is rotated to unlock the door. If the pre-catch does not release (door does not open slightly), depress the small round “pre-catch release” button on the fuselage directly forward of the door. The door is pulled outward and down. At its lowest point, a foot may be placed on the lower step to push it down further. Pressing down on the handrail will lock the door over center. Pulling UP on the handrail or pulling UP on the Raising/Lowering Handle (forward side of door) inside the cabin, unlocks the over center geometry and allows the door to be raised. From inside the cabin, the door is pulled tightly closed and the inside door handle is released from the stowed position by depressing the button on the handle to spring load it out of the stowed detent. Pulling the handle out and rotating clockwise 1-7 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational DOOR VENT DOOR HANDLE LINKAGE DOOR VENT SOLENOID DOOR VENT PROXIMITY SWITCH Figure 1-8 Vent Door Figure 1-9 External Spade Door DOWN will extend the latching pins into the door frame and lock the door. This closing motion also closes the integral vent door and locks the exterior spade door. As the lower aft latching pin extends into the door frame receptacle, it opens the door seal inflation valves and inflates the primary door seal and the acoustic seals provided either or both engines are operating, or and APU running. The handle is stowed by rotating the handle clockwise back to the stowed position. Opening the door from the inside, the door handle is released from its stowed position and rotated counter-clockwise DOWN to pull the latching pins into the door perimeter. The door should open slightly. If the door doesn’t open, pulling the pre-catch release lever (red handle) adjacent to the front side of the door (directly opposite the exterior release button), will release the pre-catch. Pushing the lever back in will restow the pre-catch release. Unlocking the cabin door will open the vent door, unlock the spade door and open the door seal deflation valves allowing the door seals to deflate. Pushing out on the door will start the door down, and pushing DOWN on the Raising/Lowering handle will continue the door down until it locks over center. The handrail is connected to the raising/lowering handle and extends as the door is lowered. The over center locking linkage, the two telescoping support struts and handrail, provide solid support for entering and exiting the cabin via the cabin door steps. MONITORING Inspection windows in the interior side of the cabin door near the door handle and each latch pin allow for visual inspection of the locking mechanisms. A green flag in the windows indicate proper pin engagement and proper locking of the handle. The CABIN DOOR annunciator panel light is connected to electrical switches that monitor the two upper latch pins and two lower latch pins on the forward and aft sides of the door, the door handle lever locking pin, and the vent door is closed electrically by a solenoid and monitored by a proximity switch. The following sequence must be satisfied to extinguish the CABIN DOOR annunciator. 1. Two upper and two lower door latch pins fully extended into the door frame. 2. Door handle locking pin is in the locked position. 3. Vent door is closed - electrically closed by a solenoid and pull cable (Figure 1-8). NOTE If the CABIN DOOR annunciator remains illuminated after the door is secured, a small indicator panel with six lights located directly below the cabin entry light switch on the forward cabin door frame (Figure 1- 10) will indicate one or more “red” lights illuminated (unlocked). The six indicators will normally extin- guish if all microswitches associated with the four door latch pins are fully extended into the door frame, the door handle is locked properly and the vent door is closed. The indica- tor lights located top left and right, and bottom left and right monitor four door latch pins. The top center and bottom center indicators moni- tor the position of the door handle and vent door respectively. 1-8 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-10 Cabin Door Indicators NOTE If the cabin door is closed and locked prior to placing the BATT switch ON, and the CABIN DOOR annun- ciator illuminates, place the BATT switch OFF for a few seconds an then ON to extinguish the light (or un- lock and relock the door). Locking the door with the BATT switch ON activates a 0.5 second timer to elec- trically close the vent door after all other micro switches are satisfied. If the BATT switch is placed ON and then OFF, the timer is active for 30 m i n u t e s ( b a t t e r y b u s p ow e r ) . Therefore, if the door is closed and locked within this 30-minute period with the BATT switch OFF, placing the switch ON will not illuminate the CABIN DOOR light. The DOOR SEAL annunciator light will illuminate if the door seal is not inflated (less than 5 psi). The annunciator will extinguish when door seal pressure exceeds approximately 8 psi. Locking the door extends the lower aft latching pin into the door frame and opens the door seal pressure valve which allows service air pressure (Chapter 9, PNEUMATIC SYSTEM) to inflate the seal. NOTE If the primary door seal deflates in flight, DOOR SEAL annunciator il- luminates flashing, the secondary bay- onet type pressure seal should prevent the cabin from depressurizing. The acoustic seals around the door frame are not monitored by annun- ciator warning. EMERGENCY EXIT An emergency, over-wing escape hatch is installed into the right side of the fuselage (Figure 1-11). It is a plug-type door installation and has a provision for inserting a locking pin to prevent unauthorized entry while the airplane is on the ground. The pilot must ensure that the pin is removed prior to flight. The emergency exit door can be opened from either outside or inside the airplane. If the emergency exit door is not properly secured, the EMER EXIT annunciator will illuminate “flashing”. To open the escape hatch from inside the cabin: 1. Remove the inside handle cover. 2. Pull down the door release D-Handle. 3. Rotate the D-Handle clockwise until the latch pin has fully released. 4. Pull on the D-Handle to rotate the door inward about its bottom edge until the two plug pins at the bottom of the hatch dis- engage. 5. Place the hatch in a location that will not interfere with passenger and crew egress. 1-9 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-11 Emergency Exit Door To open the hatch from the outside: 1. Push the outer door release handle to un- stow the handle. 2. Rotate the handle counter-clockwise until the latch pin has fully released. 3. Push on the handle to rotate the door in- ward about the bottom edge until the two plug pins at the bottom of the hatch dis- engage and the door is removed. 4. Place the hatch in a location that will not interfere with passenger and crew egress. Turning either the inner or outer release handle retracts the latch pin away from the proximity switch and sends a signal to the EMER EXIT annunciator panel light. WING Fuel storage is incorporated in the wings. Integral left and right fuel tanks are separated by a center rib. The fuel tank cavity extends from the center of the aircraft outboard towards the wing tip and is bounded by the forward and aft wing spars except where it is interrupted by the wheel well (Figure 1-12). Each wing is a fuel 1-10 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-12 Fuel Tank Locations tank. A Single Point Pressure Refuel/Defuel (SPPR) system access door is located on the right side of the fuselage directly in front of the right wing root (Figure 1-13). NOTE The SPPR door is not connected to a warning annunciator light. The leading edge of the wings are anti-iced by bleed-air heat (Figure 1-14). There are eleven (11) boundary layer energizers (BLEs) and a stall strip attached to the leading edge of each wing. There are twenty six (26) vortex generators attached to the top side of each wing (Figure 1-14). Speedbrakes and flaps are attached to each wing (Figure 1-15). EMPENNAGE ACCESS DOORS The tail cone compartment is an unpressurized area that contains major components of the hydraulic, pneumatic, environmental, electrical, engine fire extinguishing system, and the optional APU, if installed. It also contains an unpressurized baggage compartment. 1-11 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-13 Single Point Pressure Refuel/ Defuel Door (SPPR) VORTEX GENERATORS BLEs STALL STRIP Figure 1-14 Wing Leading Edge Figure 1-15 Wing Trailing Edge TAIL CONE ACCESS DOOR The Tail Cone Access Door is located on the right side of the fuselage below the right engine nacelle (Figure 1-16). The door is equipped with a key operated cam lock for additional security and prevents unauthorized entry. Five (5) independent covered door pin “push type” latches are installed around the perimeter of the door. The door is hinged at the front and swings open when all latches are released. An electrical plunger switch mounted along the lower aft edge of the door is contacted by locking the lower aft door latch, and extinguishes the ACC DOOR UNLOCKED-TAIL annunciator and a light inside the tail cone area if inadvertently left on. BAGGAGE COMPARTMENT DOOR The Baggage Compartment Door located below the left engine pylon is secured with four independent operating pin latches and a key operated cam lock (Figure 1-17). One upper pin latch assembly is equipped with a micro switch to illuminate the ACC DOOR UNLOCKED- TAIL annunciator if the latch is not secured properly. The door is equipped with spring loaded cylinders that allow the door to be lowered slowly if baggage is against the door (Figure 1-17). The door is equipped with steps for ease of entry. The baggage compartment can accommodate a max weight capacity of 700 lbs. BATTERY ACCESS DOOR The Battery Access Door located forward and below the baggage compartment rotates down to open (Figure 1-18), and allows access to the main aircraft battery. The door is secured by four latches and a key-operated cam lock. 1-12 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-16 Tail Cone Access Door Figure 1-17 Tail Cone Baggage Compartment Figure 1-18 Battery Access Door NOTE S/N 5188 and on; the battery access door is monitored by the ACC DOOR UNLOCK-TAIL annunciator. HYDRAULIC SERVICE DOOR The Hydraulic Service Door, located forward of the tail cone access door and below the aft right wing root, is hinged at the bottom and secured with two trigger latches installed near the top of the door. This door allows access to hydraulic connection ports to attach a hydraulic service unit (Figure 1-19). NOTE The Hydraulic Service door is not connected to an annunciator warning light. An extended hydraulic drain mast is located below the hydraulic service door to vent any excess hydraulic fluid overboard and prevent the fluid from spraying on the fuselage (Figure 1-19). An optional externally serviceable flush toilet access door is installed directly forward of the hydraulic service door. The door swings down to open and is secured with three paddle latches (Figure 1-19). NOTE The optional serviceable flush toilet access door is not connected to an an- nunciator warning light. Directions for servicing the toilet are placarded on the inside of the service door. EMPENNAGE The empennage consists of a vertical stabilizer, a two-position horizontal stabilizer, two strakes on the lower portion of the fuselage, and a dorsal fin. (See Figure 1-20). 1-13 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational HYDRAULIC DOOR FLUSH TOILET ACCESS DOOR DRAIN MAST TOILET ACCESS DOOR — OPEN Figure 1-19 Hydraulic and Toilet Access Doors Figure 1-20 Empennage The leading edges of the horizontal stabilizers are deiced by rubber boots. The dorsal fin, attached to the top side of the rear fuselage, has a ram-air duct to provide ram air for cooling various components in the tail cone. ELECTRICAL SYSTEM The airplane utilizes “DC” electrical for all normal and emergency power requirements. All DC buses are normally powered by two engine- mounted starter-generators. Engine starting power is available from either a battery or an external source. The battery is also utilized as a source of backup emergency power. FUEL SYSTEM The fuel system has two distinct, identical halves. Each wing tank stores a maximum of 503 U.S. gallons each (3,395 lbs each, total fuel 6,790 lbs), and supplies fuel to its respective engine. Crossfeed capability is incorporated. All controls and indicators are located in the cockpit. The aircraft is provided with a Single- Point Pressure Refueling/Defueling system (SPPR). An access panel is located on the right- hand side of the fuselage directly in front of the right wing. The SPPR door is hinged on the front side and secured with two latches and a key operated cam lock (Figure 1-21). NOTE The SPPR door is not connected to a warning annunciator. ENGINES Two Pratt and Whitney PW545A turbofans, installed on pylons mounted on the rear fuselage, produce 3,804 pounds of thrust each. Ice protection, fire detection, and extinguishing systems are incorporated. Target-type thrust reversers are individually operated by conventional "piggyback" controls mounted on the throttles. Refer to Figure 1-22 for intake and exhaust warning areas. ICE PROTECTION Ice protection for the wings is provided by engine bleed air. The leading edges of the horizontal stabilizers are protected by deicer boots. 1-14 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-21 Single-Point Pressure Refueling/Defueling (SPPR) Panel Engine bleed-air heat from the high-speed compressor provides primary anti-ice protection. The engine nose cone, nacelle inlet, T 1 temperature probe, and the first set of stator vanes are heated by bleed air. The primary engine temperature (T.O.) probe is heated electrically. Electrical heaters are employed by the pitot- static system and the angle-of-attack probe. Engine-driven alternator power is used to electrically heat the windshield. The windshield anti-ice system is controlled by normal DC power. All bleed-air and electrical anti-ice systems should be turned on prior to operation in visible moisture when the indicated ram air temperature (RAT) is +10°C or below. HYDRAULIC SYSTEM Engine-driven pumps supply hydraulic pressure for operation of the landing gear, speedbrakes, flaps, thrust reversers, and the two-position horizontal stabilizer through an open center system. The landing gear are equipped with antiskid-controlled wheel brakes, operated hydraulically from a separate enclosed hydraulic system. 1-15 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-22 Intake and Exhaust Hazard Areas Pneumatic backup is available for landing gear extension and emergency braking. FLIGHT CONTROLS Primary flight control is accomplished through conventional cable-operated surfaces. Manual trimming is provided to move aileron, elevator, and rudder tabs. The elevator trim tabs are both mechanically and electrically actuated. Speedbrakes are hydraulically operated and installed on the upper and lower wing surfaces. Two hydraulically-operated flap segments are installed on the trailing edges of each wing. Nose wheel steering is mechanically controlled by the rudder pedals. The two-position horizontal stabilizer is controlled automatically with flap handle movement. ENVIRONMENTAL CONTROL Cabin pressurization utilizes bleed air, from the engines, which is conditioned by an Air-Cycle Machine (ACM). Cabin and cockpit temperatures are controlled separately. The system provides sufficient pressure to maintain sea level pressure up to an approximate altitude of 25,247 feet, and approximately 6,800- feet cabin pressure at a cruise altitude of 45,000 feet. Normal pressure is based on a pressure differential of approximately 9.3 psi. The oxygen system supplies the cockpit through quick-donning masks stored in containers adjacent to each crew seat. And the cabin through dropout masks stored in the overhead that automatically deploy at a cabin altitude of 14,500 ft with the system in AUTO. VAPOR CYCLE AIR CONDITIONER A standard vapor cycle air conditioner is installed to supplement cold air from the ACM if required. NOTE If an optional Auxiliary Power Unit (APU) is installed, the vapor cycle unit will be removed. AVIONICS The standard, factory-installed avionics package includes weather radar, dual altitude reporting transponders, and a Primus 1000 integrated flight director system which incorporates the autopilot. Communication is provided by two VHF transceivers. Navigation equipment includes a digitally tuned ADF, dual DMEs, and VOR/localizer/glide-slope/marker beacon receivers. The instrument panel consists of dual EFIS and a multifunction display on the center instrument panel. ELT, CVR, and Flitefone VI are standard equipment (Figure 1-23). A Universal, UNS-1Csp, flight management system (FMS) installed on the center pedestal is standard equipment (Figure 1-24). A Honeywell FMZ FMS may be installed as an option. PUBLICATIONS The FAA Approved Flight Manual (AFM) is a required flight item. It contains operating limitations, operating procedures, performance data pertinent to takeoffs and landings, and weight and balance data. It does not contain enroute performance information. The AFM always takes precedence over any other publication. 1-16 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational The Citation 560 EXCEL Operating Manual contains expanded descriptions of the airplane systems and operating procedures. It contains enroute flight planning information as well as climb, cruise, and descent data. The Cessna 560 EXCEL Abbreviated Checklist contains abbreviated operating procedures and performance data. If any doubt exists, or the conditions are not covered by the checklist, the AFM must be consulted. The Citation 560 EXCEL Weight and Balance Manual contains detailed information in the form of tables and diagrams. However, it is not required to be in the airplane. The basic empty weight, moments and arms are all contained in the AFM in order to calculate CG locations. The Honeywell Primus 1000 Integrated Avionics System Pilot’s Manual for the Citation Excel is a required flight item. It contains operating procedures for operating the two Primary Flight Displays, Display Controllers and the 1-17 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-23 Citation Excel Cockpit Figure 1-24 Universal UNS-1C (sp) Multifunction Display. Complete operational procedures for operating the Flight Directors and Autopilot Controller are included. The Universal Flight Management Operator's Manual is a required flight item. It describes operational procedures for use of the Flight Management System (FMS) (Figure 1-24), its equipment, capabilities, and its operation. It details how to initialize, select and build a flight plan, and navigate using the various installed standard or optional sensors; such as VPU, GPS, LORAN C System, or INS/IRS. The UNS-1Csp, single or dual installation, can be utilized with optional UNILINK, AFIS or GENESYS air show system. The Universal UNS-1Csp FMS is approved under TSO C129 S1/B1/C1 and meets the requirements for the following operations: • Oceanic/Remote. • N o r t h A t l a n t i c ( NAT ) M i n i m u m Navigational Performance Standards (MNPS). • Enroute and Terminal RNP5/BRNAV. • Non-Precision Approaches. LIMITATIONS GENERAL The limitations presented in this chapter focus primarily on the basic airframe limits of the airplane. Specific system limitations are presented at the end of most chapters in this manual. Refer to the AFM for complete listings of limitations. Certification and operational limitations are conditions of the type and airworthiness certificates and must be complied with at all times as required by law. CERTIFICATION STATUS The Citation 560XL (Excel) is certified in accordance with FAR 25. AIRPLANE CONFIGURATION CODES AA — Airplanes 5001 and on. AB — Airplanes with rudder bias. AC — Airplanes without rudder bias. WEIGHT LIMITATIONS Ramp....................................................20,200 lbs Takeoff .................................................20,000 lbs Takeoff weight may have to be reduced to meet climb requirements or takeoff field length per AFM, Section IV. Landing ................................................18,700 lbs Landing weight may have to be reduced to meet climb requirements, brake energy, or for landing distance per AFM, Section IV. Zero Fuel Weight (ZFW) .....................15,000 lbs Minimum Flight Weight ......................12,400 lbs Maximum Tailcone Baggage Weight ...............................700 lbs OPERATING LIMITATIONS Types of Operation Aerobatic maneuvers and spins are prohibited. No intentional stalls permitted above 25,000 feet. The airplane is approved for day and night, VFR, IFR flight and flight into known icing conditions. The airplane is not approved for ditching under FAR 25.801. Altitude The maximum operating altitude is 45,000 feet. 1-18 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Ambient Temperature Limits Maximum Ambient Temperature ................................ISA+39°C Minimum Ambient Temperature for Takeoff and Landing...........................-30°C See Takeoff/Landing/Enroute Temperature Limits in Figure 1-25. Takeoff and Landing Operational Limits Takeoffs and landings are limited to paved runway surfaces. Takeoff from a wet runway, when using thrust reversers for performance credit, is limited to a minimum runway width of 75 feet. Altitude ...............................................14,000 feet Tailwind component................................10 knots The autopilot and yaw damper must be OFF for takeoff and landing. Prior to takeoff, the elevator trim check in Section III, NORMAL PROCEDURES, of the AFM must be satisfactorily completed. The lavatory doors must be latched open for takeoff and landing. Maximum Tire Ground Speed ..............165 knots Engine Sync must be OFF for takeoff and landing. ANTISKID must be operational for takeoff. 1-19 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 0 10 20 30 40 50 -60 60 -40 40 -20 20 0 MAXMUM ENROUTE ALTITUDE MAXMUM TAKEOFF/LANDING ALTITUDE MAXMUM TAKEOFF/LANDING TEMPERATURE MINIMUM TEMPERATURE LIMIT AMBIENT AIR TEMPERATURE - 0 C PRESSURE ALTITUDE - 1000 FEET ISA + 39 0 C Figure 1-25 Takeoff/Landing/Enroute Temperature Limits (Ambient Air Temp is Indicated R.A.T. Adjusted for RAM Rise) Up to three vortex generators may be missing for dispatch provided the aircraft is limited to FL410 for enroute operations. There are typically a total of 52 vortex generators installed, 26 per wing. All Boundary Layer Energizes (BLE) must be present for dispatch (11 per wing). Rudder bias and the rudder bias heater must be operational for takeoff, and a satisfactory preflight test must be performed in accordance with Section III, Normal Procedures in the AFM (AB configuration). Crosswind Component Without thrust reversers — Demonstrated crosswind component to 24 knots (not limiting). With thrust reversers — Demonstrated crosswind component to 24 knots (not limiting). Enroute Minimum airspeed for sustained flight in icing (except approach and landing) ..........................160 KIAS Maximum operating altitude ..............45,000 feet Maximum operating altitude with 1-3 vortex generators missing.....41,000 feet Temperature .........................Refer to Figure 1-25 Generator load.......................................300 amps Maneuver Limitations No acrobatic maneuvers, including spins, are approved. No intentional stalls are permitted above 25,000 feet. Maximum maneuvering speeds are shown in Figure 1-27. Minimum Crew Minimum flight crew for all operations is one pilot and copilot. Load Factors In Flight Flaps ...............................................UP position 0 (-1.2 to +3.0g at 20,000 lbs) Flaps — T/O and T/O and APP (7°) to the LAND position (7° to 35°) ....................0.0 to +2.0g at 20,000 lbs NOTE These accelerations limit the angle- of-bank in turns and the severity of pull-up maneuvers. Landing Flaps — Landing .........0.0 to +2.0g at 18,700 lbs NOTE These accelerations limit sink rate of 600 FPM. Weight and Balance Data The airplane must be operated in accordance with the approved loading schedule. Refer to the Weight and Balance Data Sheet and Model 560XL Weight and Balance Manual. Passenger Compartment For all takeoffs and landings, seats must be fully upright and outboard, and passenger seat belts and shoulder harnesses must be fastened. Maximum number of passenger seats is twelve (12). The lavatory door must be latched open for taxi, takeoff and landing. Prolonged Ground Operation Continuous engine ground static operation up to and including five minutes at takeoff thrust is limited to ambient temperatures not to exceed ISA +39°C. Electrical load is limited to 200 amps per generator during ground operations. Transients up to 250 amp are permissible up to four minutes. 1-20 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Limit ground operations of pitot-static heat to two minutes to preclude damage to the pitot- static tubes and AOA vane. Avionics ground operation is limited to 30 minutes at ambient temperatures from 45°C to 54°C. Refer to Chapter 16, Figure 16-19. CENTER OF GRAVITY Refer to Center-of-Gravity Moment Envelopes in Figure 1-26: AIRSPEED LIMITATIONS CONDITION SPEED VMO (below 8,000 ft) ...........................260 KIAS VMO (8,000 to 26,515 ft) .....................305 KIAS MMO (above 26,515 ft)........................0.75 Mach VA .....................................Refer to Figure 1-27 VFE 35° (Full Flaps).............................175 KIAS Flaps extended to 7° or 15° ..................200 KIAS VLO (gear retraction)............................200 KIAS VLO (gear extending) ...........................250 KIAS VLE (gear extended) .............................250 KIAS Speedbrake Operating Speed V SB .........No Limit VMCA (determined at maximum takeoff thrust and weight).......................90 KIAS V MCG (determined at maximum takeoff thrust and weight): AC Configuration (without rudder bias) .....................98 KIAS AB Configuration (with rudder bias)...........................81 KIAS Maximum tire ground speed .................165 knots Autopilot operation ........305 KIAS or 0.75 Mach Minimum airspeed for sustained flight in icing (except for approach and landing)..........................................160 KIAS 1-21 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational EXCEL - AB Maximum T/O 20,000 lbs. Maximum Land 18,700 lbs. Maximum ZFW 15,000 lbs. 318 320 322 324 326 328 330 332 334 336 338 21000 20000 19000 18000 17000 16000 15000 14000 13000 12000 11000 lbs. inches 14 16 18 20 22 24 26 28 30 32 34 36 38 Minimum Flight 12,400 lbs. Percent MAC Maximum Ramp 20,200 lbs. EXCEL - AC Maximum T/O 20,000 lbs. Maximum Land 18,700 lbs. Maximum ZFW 15,000 lbs. 318 320 322 324 326 328 330 332 334 336 338 21000 20000 19000 18000 17000 16000 15000 14000 13000 12000 11000 lbs. inches 14 16 18 20 22 24 26 28 30 32 34 36 38 Minimum Flight 12,400 lbs. Percent MAC Maximum Ramp 20,200 lbs. Figure 1-26 Center-of-Gravity Envelopes 1-22 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 1-27 Maximum Maneuvering Speeds (VA) — KIAS 2-i CHAPTER 2 ELECTRICAL POWER SYSTEMS CONTENTS Page INTRODUCTION ................................................................................................................... 2-1 GENERAL............................................................................................................................... 2-1 POWER SOURCES ............................................................................................................... 2-2 Generators ....................................................................................................................... 2-2 Main Aircraft Battery ...................................................................................................... 2-2 Ground Power Unit (GPU) .............................................................................................. 2-3 Optional APU Generator ................................................................................................. 2-3 Emergency Batteries ....................................................................................................... 2-4 POWER DISTRIBUTION ...................................................................................................... 2-4 Battery Disconnect Switch .............................................................................................. 2-7 Master Interior Switch .................................................................................................... 2-7 Cockpit Circuit Breaker Panels ....................................................................................... 2-7 MONITORING .................................................................................................................... 2-10 Battery .......................................................................................................................... 2-10 Generators ..................................................................................................................... 2-11 225 amp Current Limiters/Aft J-Box Circuit Breakers. ................................................ 2-11 PROTECTION ...................................................................................................................... 2-11 Generators ..................................................................................................................... 2-11 Battery ........................................................................................................................... 2-12 External Power — Over Voltage Monitor ..................................................................... 2-12 Current Limiters and Circuit Breakers ......................................................................... 2-12 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational EMERGENCY BATTERY POWER PACKS ...................................................................... 2-12 Secondary Flight Display (SDF) — Meggitt Battery Pack .......................................... 2-12 Emergency Avionics Battery Pack ................................................................................ 2-13 NORMAL OPERATION ...................................................................................................... 2-13 Preflight ........................................................................................................................ 2-13 Taxi, Takeoff,Climb, Cruise, Descent, Approach and Landing .................................... 2-14 EMERGENCY/ABNORMAL OPERATION ...................................................................... 2-14 Electrical Fire or Smoke ............................................................................................... 2-14 Battery Overtemperature (BATT O’TEMP WARNING Light On) .............................. 2-16 If Volt/Amp Decrease ................................................................................................... 2-16 If BATT O’TEMP Warning Light Goes Out ................................................................ 2-16 If No Volt/Amp Decrease .............................................................................................. 2-16 If BATT O’TEMP Warning Light Does Not Go Out or > 160° Warning Light Illuminates ............................................................................... 2-17 If BATT O’TEMP Warning Light Goes Out ................................................................ 2-17 Loss of Both Generators (GEN OFF L and R Caution Light on and Master Warning On) .................................. 2-17 Single Generator Failure (GEN OFF L or R Caution Light On) .................................. 2-18 Aft J-Box Current Limiter or Circuit Breaker Open (AFT J-BOX LMT or CB Caution Light On) ............................................................... 2-19 Alternator Bearing Failure (AC BEARING L or R Advisory Light On) ..................... 2-19 LIMITATIONS ..................................................................................................................... 2-19 Starter ............................................................................................................................ 2-19 Battery ........................................................................................................................... 2-19 QUESTIONS ......................................................................................................................... 2-20 2-ii FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 2-iii ILLUSTRATIONS Figure Title Page 2-1 Power Source Locations ........................................................................................... 2-2 2-2 Battery Compartment ............................................................................................... 2-3 2-3 Electrical System Diagram....................................................................................... 2-5 2-4 Electrical Switch Panel............................................................................................. 2-6 2-5 Aft Power J-Box ....................................................................................................... 2-7 2-6 Battery Disconnect/Interior Master Switches........................................................... 2-7 2-7 Pilot’s Circuit Breaker Panel (LH) ........................................................................... 2-8 2-8 Copilot’s Circuit Breaker Panel (RH)....................................................................... 2-9 2-9 Voltmeter and Amperage Gages............................................................................. 2-10 2-10 Battery Temperature Gage ..................................................................................... 2-10 2-11 Standby Power Switch — SFD .............................................................................. 2-12 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational INTRODUCTION The Citation Excel uses DC electrical power to control and/or operate various relays, valves and pumps associated with normal and abnormal systems operations. Electrical power is also an essential requirement for proper engine control and avionics displays. This chapter will describe the various sources of electrical power used by the Excel, the electrical distribution system, control switches and electrical monitoring. GENERAL The Excel generates its own engine-driven elec- trical power. It can receive and use electrical power from an optional onboard auxiliary power unit, or a tail mounted battery. Additionally, the Citation Excel can make use of an external elec- trical power source for ground operations. The electrical system consists of various electri- cal power sources, a power distribution system, and monitoring systems. The system is monitored by annunciator lights and gauges. Although annunciator logic is not discussed in detail until Chapter 4, the normal and abnormal annunciations that pertain to the electrical system, will be covered in this chapter. #1 SERVO SYSTEM BATT HOT BAT OFF AC GEN #1 DC GEN #1 ENG OIL PL CHAPTER 2 ELECTRICAL POWER SYSTEMS 2-1 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational The electrical system is predominantly direct current (DC). There are some alternating current (AC) requirements but they are very limited. A single AC inverter powers the electrolumines- cent panel lighting (see Chapter 3, LIGHTING). Two engine-driven alternators provide AC power for windshield heating applications. The alterna- tors are discussed in detail in Chapter 10, Ice and Rain Protection. POWER SOURCES Power sources for the DC system include: bat- tery, engine-driven starter-generators, an option- al APU generator, and external power. Each of these power sources are discussed below. Loca- tions for each of the power sources is shown in Figure 2-1 below. GENERATORS The primary source of DC electrical power is provided by two, 30-volt, 300-amp starter/ gen- erators, mounted on the engines. The generators are controlled by Generator Control Units (GCU) located in the tailcone. The GCUs control the generators at 28.5 volts, protect the generators and provide load-sharing capability during normal operations. When both generators are on-line simultaneously, each gen- erator will provide approximately one-half of the total electrical load. MAIN AIRCRAFT BATTERY In addition to the two DC generators, a standard 44-ampere-hour, nickel-cadmium (NICAD) bat- tery is installed with provisions for an optional Lead-Acid battery if desired. The battery is 2-2 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational STANDBY BATTERY PACKS (2) LEAD ACID (AHRS & MEGGITT) EMERGENCY LIGHTS, BATTERY PACKS, NICAD FWD BATT: FWD CABIN AFT BATT: AFT CABIN/EXTERIOR ENGINE DRIVEN STARTER/GENERATORS A/C ALTERNATORS EXTERNAL POWER RECEPTACLE MAIN AIRCRAFT BATTERY NICAD OR LEAD ACID Figure 2-1 Power Source Locations mounted inside a dedicated compartment and ac- cessed through a door on the left side of the fuse- lage just behind the wing fairing (Figure 2-2). The battery is connected to the battery bus by a manual “quick connect/disconnect knob” mount- ed on the battery case (Figure 2-2). Battery power only may be used for short peri- ods, normally on the ground, for engine starting, and as an emergency power source during in- flight operations. The battery is limited in its ability to satisfy all aircraft electrical requirements. If operating on battery power only, the electrical system is de- signed for the crew to manually shed the majori- ty of the electrical load to prolong battery life. This procedure becomes necessary if both gener- ators are inoperative and the battery is the only source of DC power. Load shedding allows the battery to provide power to critical systems for a limited time (ap- proximately 30 minutes or more), otherwise, the battery will only power the entire electrical sys- tem for approximately 10 minutes. Battery temperature is monitored by a tempera- ture gauge installed in the right side instrument panel. An annunciator warning, “red” BATT O’TEMP/>160, is provided if battery tempera- ture becomes excessive. The annunciator will flash and illuminate the MASTER WARNING flashers. NOTE If an optional Lead-Acid battery is in- stalled, the annunciator warning is disconnected, but the battery tem- perature gage remains operational. GROUND POWER UNIT (GPU) Ground power can be connected to the DC dis- tribution system through an external receptacle located on the left side of the aft fuselage (Fig- ure 2-1). The GPU should be regulated to 28 volts and have enough amperage capability to carry whatever load is demanded, normally 1000 amps for engine starts. A GPU with soft start ca- pability is preferred. The battery should be dis- connected if GPU power is ON for a prolonged period of time. An external power relay electrically closes to al- low the GPU to connect to the battery bus. If GPU voltage is excessive or a generator is on- line, the relay will trip open. NOTE It is advisable to connect the GPU to the aircraft “hot” with voltage sta- bilized. This procedure protects sen- sitive items associated with avionics and also protects the battery if the GPU does not have reverse current protection. NOTE The GPU will charge the battery re- gardless of the position of the BATT switch. OPTIONAL APU GENERATOR The optional APU generator will provide 28.5 volt DC power to the entire electrical system and also parallel with the engine-driven generators. Refer to Chapter 6, AUXILIARY POWER UNIT 2-3 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 2-2 Battery Compartment EMERGENCY BATTERIES Two small size emergency lead-acid battery packs are installed in the nose compartment as a backup source of power for essential avionics. The packs are trickle charged from main DC power. The battery pack in the right side nose compart- ment is dedicated to the Attitude Heading Refer- ence Systems (AHRS). The battery pack in the left nose compartment is the backup power source for the Standby Flight Display (SFD), or normally referred to as the Meggitt EFIS display. There are two Nicad battery packs located in the cockpit/cabin area. They are used as a source of power for the emergency exit lights (interior and exterior). One pack is located in the cockpit and one located in the aft cabin. Refer to Chapter 3, LIGHTING, for specific information on this system. POWER DISTRIBUTION Electrical power is distributed from the power sources, i.e., generators, battery or GPU, to the electrical busses by various relays normally con- trolled by switches in the cockpit. Refer to Figures 2-3 and 2-4: The Battery or GPU is connected directly to the BATTERY BUS and from this bus, power is supplied to the CROSS- FEED BUS via the Battery Isolation Relay. The Battery Isolation Relay is controlled by the Battery switch located on the pilot’s switch pan- el (Figure 2-4). The relay is “closed” with the battery switch in the BATT ON position and “open” with the switch either OFF or EMER. From the CROSSFEED BUS, electrical power flows through 225 amp current limiters to the LH and RH FEED BUSSES. From the FEED BUSSES, power is distributed to the LH cockpit circuit breaker panel via 60 amp current limiters (3 on each feed bus), and 50 amp circuit breakers (6 on the LH CB panel). Electrical power is sent to the RH cockpit circuit breaker panel via RH and LH Avionics (AVN) Busses, through two 60 amp current limiters on each AVN BUS and four 50 amp circuit breakers. The Avionics busses are powered by avionics re- lays (AVN PWR RLY), controlled by the AVION- ICS POWER ON/OFF switch (Figure 2-4). The Emergency Bus is normally powered from the CROSSFEED BUS via an EMER PWR RLY between the CROSSFEED BUS and the EMER- GENCY BUS (Figure 2-3). The relay is de-ener- gized “closed” with the BATT switch ON or OFF. Placing the BATT switch to EMER will energize “open” the EMER PWR RELAY between the CROSSFEED and EMER busses, and energize the EMER PWR RELAY between the BAT- TERY and EMER busses “closed”. Emergency Busses - Electrical power from the EMER BUS is distributed to the LH and RH CB panels in the cockpit. Emergency power to the RH CB panel from the EMER BUS is distributed via the EMER AVN BUS through an AVN EMER RELAY and a 25 amp CB. The AVN EMER RELAY is de-ener- gized “closed” with the AVIONICS POWER switch, ON or a loss of main DC power. Emergency power to the LH CB panel from the EMER BUS is distributed via a 25 amp CB. NOTE The EMER BUS system is designed to ensure there is always a source of electrical power for critical flight in- struments and various controls to safely fly the airplane to a success- ful landing. 2-4 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 2-5 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafety internationa l GCU LH FEED BUS RH FEED BUS CROSSFEED BUS BATTERY BUS BAT SYS SYS EMER SYS AVN AVN LH CB PANEL RH CB PANEL 50A LH - AVN BUS AVN PWR RLY 60A 50A RH - AVN BUS 60A CROSSFEED BUS AVN PWR RLY EMER AVN 60A 60A 225A 225A LH GEN BUS LH START GEN BAT DISC RELAY GCU E M E R LH GEN RELAY BATT OFF EMER GEN OFF 28.5 A RH GEN BUS RH START GEN GEN OFF 28.5 A LH START RELAY RH START RELAY EMER AVN 28.5 I N T E R I O R INTERIOR POWER 1 7 5 A RESET INTERIOR MASTER RELAY 25A AVN EMER RELAY 25A RH GEN RELAY RESET EMR PWR RLY EMR PWR RLY BATTERY ISOLATION RELAY APU GEN APU Start APU RELAY ENGAGED Figure 2-3 Electrical System Diagram 2-6 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafety internationa l EPU LH FEED BUS RH FEED BUS CROSSFEED BUS BATTERY BUS BAT LH - AVN BUS AVN PWR RLY RH - AVN BUS CROSSFEED BUS AVN PWR RLY 225A 225A LH GEN BUS LH START GEN BAT DISC RELAY GCU E M E R LH GEN RELAY BATT OFF EMER GEN OFF 28.5 A RH GEN BUS RH START GEN GCU GEN OFF 28.5 A LH START RELAY RH START RELAY EMER AVN 28.5 I N T E R I O R INTERIOR POWER 1 7 5 A RESET INTERIOR MASTER RELAY 25A AVN EMER RELAY 25A LH GEN RELAY RESET EMR PWR RLY EMR PWR RLY BATTERY ISOLATION RELAY APU GEN START DISG NORM O F F O N NORM L ON R ON L DISENGAGE R L SEC R ENGINE START IGNITION FUEL BOOST AVIONIC POWER DC POWER RESET RESET L GEN ON R GEN ON BATT EMER OFF OFF OFF Figure 2-4 Electrical Switch Panel All major electrical busses are located in the aft J-box, mounted in the tailcone equipment area (Figure 2-5). A diagram on the cover of the J- box displays a map of the bus system, associated relays, current limiters and circuit breakers. Generators — With the engines running, the generators may be placed on-line by selecting the L and R GEN switches ON (Figure 2-4). This action allows the GCUs to close the associ- ated LH and RH GEN RELAYS and connect power from the generator busses to the LH and/or RH FEED BUSSES. The generator(s) will now power the entire electrical system in- cluding charging the battery (BATT switch ON). BATTERY DISCONNECT SWITCH Immediately forward of the pilot’s circuit breaker panel is a red guarded BATTERY DISCON- NECT switch (Figure 2-6). This switch provides the crew with the capability of disconnecting the battery electrically by opening the battery discon- nect relay and removing the ground. (Figure 2-3.) NOTE The Battery Disconnect Switch will operate only if the Battery Switch is ON (BATT position). MASTER INTERIOR SWITCH A Master Interior switch located directly below the Battery Disconnect switch is used to secure all electrical power in the cabin, (Figure 2-6). This switch is normally activated if an electrical fire should occur in the cabin. Placing the switch OFF (UP position), will open the Interior Master Relay on the RH Feed Bus (Figure 2-3), thereby, removing electrical power to the cabin area. COCKPIT CIRCUIT BREAKER PANELS The electrical power distribution system is de- signed to permit logical grouping of circuit breakers in the cockpit. The Left Hand (LH) Circuit Breaker (CB) panel on the pilot’s side wall incorporates CBs for the pri- mary aircraft systems, i.e., ENVIRONMENTAL, LIGHTS, ENGINE INSTRUMENTS, etc., includ- ing some basic flight instruments (Figure 2-7). The RH CB panel on the copilot’s side wall in- corporates CBs associated with the avionics sys- tems (Figure 2-8). All FSI training material that incorporates elec- trical busses and cockpit circuit breaker panels 2-7 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational Figure 2-5 Aft Power J-Box BATT DISC MASTER INTERIOR Figure 2-6 Battery Disconnect/ Interior Master Switches 2-8 FOR TRAINING PURPOSES ONLY PILOT TRAINING MANUAL FlightSafetyinternational 2 2 2 7.5 7.5 7.5 15 7.5 7.5 7.5 7.5 7.5 5 5 5 5 5 5 5 5 5 2 10 15 15 10 50 50 50 7.5 7.5 10 7.5 7.5 7.5 7.5 7.5 7.5 7.5 2 15 50 50 50 2 10 2 2 CKPIT WEMAC NORM PRESS MANUAL TEMP FWD FAN A/C NAV ANTI COLL WING INSP GND REC CKPIT FLOOD PULSE L FAN SPEED L ITT L TURB SPEED L FUEL FLOW L FUEL QTY L OIL TEMP L OIL PRESS L FUEL TEMP EMER PRESS AUTO TEMP AFT FAN EL PNL L PANEL CENTER PANEL R PANEL AUX PANEL R FAN SPEED R ITT R TURB SPEED R FUEL FLOW R FUEL QTY R OIL TEMP R OIL PRESS R FUEL TEMP 5 2 2 2 2 2 2 2 5 5 5 5 5 5 5 5 5 5 5 7.5 5 3 1 5 5 5 5 5 3 2 2 2 2 2 2 5 2 3 5 5 5 3 STBY POWER L CLOCK RAT L ENG L PITOT STATIC TAS HTR AOA HTR L W/S STBY P/S HTR L IGN L EEC L F/W SHUTOFF L FIRE DET L START R CLOCK FLT HR METER R ENG TAIL DEICE R W/S R IGN R EEC ENG VIB MONITOR STBY HSI R PITOT STATIC L FUEL BOOST FUEL CONTROL R F/W SHUTOFF R START R FUEL BOOST R FIRE DET CABIN DOOR MONITOR W/S AIR AOA GEAR CONTROL PITCH TRIM BATT TEMP GLRSHLD FANS HYD CONTROL STAB CONTROL CVR SPEED BRAKE GEAR WARN SKID CONTROL PWR BRKS AHRS AUX BATT CHG A/P SERVO FLAP CONTROL L THRUST REVERSER R THRUST RUDDER BIAS REVERSER WARNING LTS 1 WARNING LTS 2 1 2 3 1 2 3 R FEED L FEED DC POWER EMER DC POWER LH DC POWER RH DC POWER SYSTEMS ANTI-ICE ENGINE SYSTEMS FLIGHT INST ENVIRONMENTAL LIGHTS ENGINE INSTRUMENTS 5 Figure 2-7 Pilot’s Circuit Breaker Panel (LH)