Flight Safety Cessna Citation 650 Series Pilot Training Manual Decryped

FlightSafety International, Inc.Marine Air Terminal, LaGuardia Airport

Flushing, New York 11371(718) 565-4100

www.FlightSafety.com

CITATION 650 SERIESPILOT TRAINING MANUAL

SECOND EDITION

CITATION650

SERIESPILOT

TRAININGMANUAL

SECONDEDITION

The best safety device in any aircraft is a well-trained crew.

spine 0.979-in. spine formlua: sheets x 0.0045 + 0.02 wrap 426 pages 2 = 213 sheets + cover

NOTICE

The material contained in this training manual is based on information obtained from theaircraft manufacturers Airplane Flight Manual, Pilot Manual, and Maintenance Manuals.Itis to be used for familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflictbetween data provided herein and that in publications issued by the manufacturer or theFAA, that of the manufacturer or the FAA shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any sugges-tions you might have for improving this manual or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY


Copyright 2011 by FlightSafety International, Inc.All rights reserved.

Printed in the United States of America.

Courses for the Citation 650 series aircraft are taught at the following FlightSafety Learning Centers:

Detroit Metro/Toledo Learning CenterFlightSafety InternationalToledo Express Airport11600 West Airport Service RoadSwanton, Ohio 43558Phone: (419) 930-6300Toll-Free: (800) 497-4023Fax: (419) 930-6301

San Antonio Learning CenterFlightSafety InternationalSan Antonio International Airport9027 Airport BoulevardSan Antonio, Texas 78216Phone: (210) 248-0100Toll-Free: (800) 889-7917Fax: (210) 248-0199

Wichita Cessna Learning CenterFlightSafety International1851 Airport RoadWichita, Kansas 67209Phone: (316) 220-3100Toll-Free: (800) 488-3214Fax: (316) 220-3134

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Second Edition..........0.0 ........... June 2011

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

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CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 3 LIGHTING

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER SYSTEM

Chapter 7 POWERPLANT

Chapter 8 FIRE PROTECTION

Chapter 9 PNEUMATICS

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 12 PRESSURIZATION

Chapter 13 HYDRAULIC POWER SYSTEM

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 16 AVIONICS

Chapter 17 MISCELLANEOUS SYSTEMS

Chapter 18 MANEUVERS AND PROCEDURES

Chapter 19 WEIGHT AND BALANCE

Chapter 20 FLIGHT PLANNING AND PERFORMANCE

Chapter 21 CREW RESOURCE MANAGEMENT

WALKAROUND

APPENDIX

ANNUNCIATOR PANEL

Chapter 1airCraft General

Contents

page

INTRODUCTION.................................................................................................................. 1-1

GENERAL ............................................................................................................................. 1-1

Dimensions ..................................................................................................................... 1-3

STRUCTURES ...................................................................................................................... 1-3

Nose Section ................................................................................................................... 1-3

Cabin............................................................................................................................... 1-3

Emergency Exit .............................................................................................................. 1-5

Single-Point Pressure Refueling Door............................................................................ 1-5

Toilet ............................................................................................................................... 1-5

Flight Compartment........................................................................................................ 1-5

Wings.............................................................................................................................. 1-7

Aft Baggage Compartment............................................................................................. 1-7

Tailcone Compartment ................................................................................................... 1-7

Empennage ..................................................................................................................... 1-8

SYSTEMS.............................................................................................................................. 1-8

Electrical Power System ................................................................................................. 1-8

Lighting System.............................................................................................................. 1-9

Master Warning System.................................................................................................. 1-9

Fuel System .................................................................................................................... 1-9

APU System ................................................................................................................... 1-9

Engines ........................................................................................................................... 1-9

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Fire Protection ................................................................................................................ 1-9

Pneumatics.................................................................................................................... 1-10

Ice and Rain Protection ................................................................................................ 1-10

Air Conditioning........................................................................................................... 1-10

Pressurization ............................................................................................................... 1-10

Hydraulic System ......................................................................................................... 1-10

Landing Gear and Brakes ............................................................................................. 1-10

Flight Controls.............................................................................................................. 1-11

Avionics ........................................................................................................................ 1-11

Miscellaneous............................................................................................................... 1-11

PUBLICATIONS ................................................................................................................. 1-11

1-ii FOR TRAINING PURPOSES ONLY


1 AIRCRAFT GENERAL

illustrations

figure title page

1-1 Aircraft Dimensions................................................................................................ 1-2

1-2 Taxi Turning Radii and Engine Hazard Areas......................................................... 1-4

1-3 Nose Section ........................................................................................................... 1-3

1-4 Emergency Exit....................................................................................................... 1-5

1-5 Single-Point Pressure RefuelingDoor .................................................................... 1-6

1-6 Toilet Access Door .................................................................................................. 1-6

1-7 Typical Instrument Panel......................................................................................... 1-6

1-8 Wings ...................................................................................................................... 1-7

1-9 Baggage Compartment Door .................................................................................. 1-7

1-10 Baggage Compartment Lighting............................................................................. 1-7

1-11 Tailcone Compartment............................................................................................ 1-8

1-12 Empennage.............................................................................................................. 1-8

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GeneralThe aircraft is a pressurized twin-engine jetaircraft with a super critical wing. It is poweredby Honeywell TFE-731 engines.The aircraftmay be congured to seat up to 15 people,including the crew.

The aircraft uses fail-safe construction and iscertied according to FAR Part 25 airworthi-ness standards, including Amendment 39. Hightechnology turbofan engines and moderatelyswept supercritical wings contribute to oper-ating eciency and performance.

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Chapter 1airCraft General

introDuCtionThis training manual describes the main airframe and engine systems in the Citation650 series aircraft. The information contained herein is intended only as an instructionalaid. The material does not supersede, nor is it meant to substitute for, any of the manu-facturers ight or operating manuals. This chapter covers the aircraft structure andprovides an overview of its systems.



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1 AIRCRAFT GENERAL

CABIN INTERIOR DIMENSIONS

LENGTH (PRESSURIZED) . . . . . . . . . . . . . . . . 23 FEET 0 INCHESHEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FEET 10 INCHESWIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FEET 8 INCHES

18.35 FEET

55.20 FEET

53.32 FEET

9.37FEET

21.24 FEET

17.10 FEET

LEFT NOSECOMPARTMENT

DOORRIGHT NOSECOMPARTMENTDOOR

EMERGENCYEXIT

GROUNDSPOILERS SPEEDBRAKES

ROLL CONTROLSPOILER

ELEVATOR

AILERONFLAPS

AFTPRESSUREBULKHEAD RUDDER

CABIN DOOR

FORWARDPRESSUREBULKHEAD

RADOME

TAIL CONEACCESSDOOR

BAGGAGECOMPARTMENTDOOR

SPOILERS

figure 1-1. aircraft Dimensions

The aircraft operation requires one pilot andone copilot. The pilot-in-command must havea Model 650 type rating and meet FAR 61.58requirements for two-pilot operation. The copilot must have a multi-engine rating andmeet FAR 61.55 requirements.

DimensionsFigure 1-1 shows the aircraft dimensions. Figure1-2 shows the taxi turning distance and radii,and engine inlet and exhaust hazard areas.

struCturesnose seCtionThe unpressurized nose section houses variousavionics components, as well as the oxygenbottle, nosewheel steering accumulator, pneu-matic bottles for landing gear and brakes, nosegear wheel well, nosewheel accumulator gaugeand associated dump valve, and alcohol reser-voir (Citation III/VI). The nose section com-ponents are accessed through the left and rightnose equipment access doors (Figure 1-3).The doors are secured by quick-release latchesand key locks.

Depending on the aircraft, the ACC DOORUNLOCKED annunciator can monitor the leftnose avionics door, the single-point pressurerefueling door, the tailcone baggage door, andthe toilet service access door. Aircraft modiedby SB 650-52-19 have a mechanical safetylatch on the right nose door for additionalsafety. A removable radome provides accessto the radar antenna.

CabinThe pressurized center section includes thepas senge r c ab in . A l l i n t e r i o r s a r ecustom-designed and vary greatly.

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figure 1-3. nose section



1 AIRCRAFT GENERAL

66.69 FEET

30.00 FEET

3.00FEET

30.00 FEET

6.00 FEET

32.37 FEET33.35FEET

10.38 FEET

21.99 FEET

1.00 FEET

3.00 FEET

160.00 FEET

figure 1-2. taxi turning radii and engine hazard areas

The cabin extends from the ight compartmentdivider to the aft pressure bulkhead in thetoilet area. A typical interior arrangement con-sists of six fully adjustable passenger seats.The cabin has dropout constant-ow oxygenmasks for emergency use. The cabin overheadpanels have individual air outlets and seatlighting for passenger comfort. Indirect light-ing by uorescent bulbs is controlled by aswitch near the cabin entrance.

emerGenCy exitThe emergency exit hatch is on the right sideof the aircraft over the wing (Figure 1-4). Theplug-type hatch opens inward. A locking pinmay be inserted to prevent unauthorized entry.The pin must be removed before ight. Theemergency exit is not connected to the doorwarning circuit.

sinGle-point pressurerefuelinG DoorThe single-point pressure refueling door ison the right side of the fuselage aft of the rightwing (Figure 1-5). The door is hinged on thebottom and secured by quick-release fastenersand a key lock.

toiletThe aircraft has a toilet in the aft cabin area.Depending on the model, the toilet is servicedeither from inside the aircraft or through anexternal outlet on the lower left of the fuselagebelow the left engine (Figure 1-6).

fliGht CompartmentThe ight compartment has two adjustableseats with seatbelts and shoulder harnesses,as well as dual controls, including controlyokes, brakes, and rudder pedals at each crewseat (Figure 1-7).



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figure 1-4. emergency exit



1 AIRCRAFT GENERAL

figure 1-7. typical instrument panel

figure 1-6. toilet access Doorfigure 1-5. single-point pressurerefuelingDoor

WinGsThe wings are a fail-safe design with bondedand riveted construction (Figure 1-8). Thewings have a moderate sweep and use anadvanced supercritical wing section. The designis optimized for low aerodynamic drag, highinternal volume for structure and fuel, andfavorable approach and landing characteristics.Each wing incorporates ailerons, spoilers,aps, stall strips and fence, 11 vortex genera-tors, fuel storage, and main landing gear.Anti-ice protection is provided by engine bleedair and an electrically heated wing cu.

aft baGGaGe CompartmentAft of the fuselage fuel tank is an electricallyheated unpressurized baggage compartmentwith access on the left side of the aircraft (Fig-ure 1-9). The door has integral stairs and inte-rior lighting. Compartment lighting is provided(Figure 1-10). The door is secured by twoquick-release latches and a key.

tailCone CompartmentThe tailcone compartment is in the aft fuselageand houses various aircraft systems equipment.These systems include (Figure 1-11):

Environmental components

Fuel computers

Auxiliary Power Unit (APU)

Hydraulic components



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figure 1-10. baggage Compartmentlighting

figure 1-9. baggage Compartment Door

figure 1-8. Wings

The tailcone compartment is accessed througha door on the bottom of the fuselage. The dooris hinged on the forward edge and secured bythree quick-release latches and a key lock.Interior lighting is provided and the door maybe monitored by the ACC DOOR UNLOCKEDannunciator.

empennaGeThe empennage is a T-conguration (Figure1-12). The leading edge of the horizontal sta-bilizer incorporates a bird splitter and canwithstand FAR 25 bird impact loads.

The horizontal stabilizer is a one-piece sweptdesign. Pitch trim is accomplished by varyingthe incidence of the horizontal stabilizer.

The leading edge is anti-iced by electricalpower. A stick shaker ensures adequate stallwarning in all congurations.

The vertical stabilizer and rudder are a con-ventional design. Rudder operation is manual,but a rudder bias system connected to the rud-der minimizes yaw associated with asymmetricthrust situations.

systems

eleCtriCal poWer systemTwo starter-generators supply power to theaircraft DC buses. Engine starting and sec-ondary DC power is available from batteries,external power, or an optional onboard APU.Two static inverters provide avionics AC power.



1 AIRCRAFT GENERAL

figure 1-12. empennage

figure 1-11. tailcone Compartment

liGhtinG systemThe aircraft has the following lights:

Standard navigation

Anticollision

Recognition

Landing

Taxi

Wing inspection

Tail ood light (on some models)

Interior lighting is provided for the cockpitand cabin, as is lighting for the baggage andtailcone compartments.

A cabin entry switch is on the forward interiorside of the main entrance door frame. Emer-gency lighting is provided by two NiCad bat-t e r i e s f o r gene ra l c ab in i l l umina t i on ,emergency exit illumination and identication,and evacuation path and ground illumination.

master WarninG systemSystem conditions or faults are indicatedautomatically through amber and red annun-ciators and a MASTER WARNING RESETswitchlight.

The MASTER WARNING RESET switchlightcan be reset when ashing and illuminateswith selected system annunciators. Variousaural warnings also sound to indicate certainconditions or system malfunctions.

fuel systemThe aircraft fuel system uses integral wingtanks and a bladder fuselage tank. Fuselagefuel can be transferred to the wing tanks aswing tank fuel is depleted. Manual controland monitoring of the fuel system is availableand fuel transfer be tween the wings enablesfuel availability to either engine. Single-pointpressure refueling is available through a portaft of the right wing root; overwing refuelingcan be accomplished as well.

apu systemThe aircraft can be outtted with a number of dierent ground only or ground/air APUs.APUs provide electrical power to the DC sys-tem and bleed air to the environmental controlunits. If a hydraulic pump is installed, theAPU can p rov ide p r e s su re t o t he ma inhydraulic system.

enGinesThe aircraft are powered by two HoneywellTFE-731 turbofan engines producing either3,650 or 4,080 pounds of thrust, depending onthe model.

The engines are two-spooled, medium or highbypass with a geared fan and are modularizedfor ease of maintenance. Bypass air cools theturbine section and reduces engine-generatednoise, while the reverse-ow annular com-bustion chamber reduces engine length andweight.

Ecient fuel scheduling is accomplished byan electrohydromechanical fuel control andeither an electronic fuel computer or a digitalelectronic fuel computer. Either fuel computerautomatically maintains an economical andprecise fuel schedule throughout the entirespectrum of atmospheric conditions and thrustrequirements.

High and low pressure bleed air is extractedfrom the compressors for pressurization, airconditioning, anti-icing, and other systems.Thrust reverser levers are piggyback mountedcontrols on the throttles.

fire proteCtionFire and overheat protection is provided inthe engine nacelles. The re protection systemincludes a detector/sensor, detection controlunit, and LH or RH ENG FIRE PUSH switch-light for each engine.

Fire-extinguishing capability is provided bytwo re-extinguishing containers, which can



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direct the extinguishing agent of both con-tainers to either engine.

Two hand-held portable re extinguishers, oneunder the copilot seat and the other in the cabin,provide re protection inside the aircraft.

pneumatiCsEngine compressor bleed air is extracted fromthe low or high pressure compressor cases forair conditioning and pressurization. Only high pressure bleed air is used for all other bleedair systems.

iCe anD rain proteCtionThe aircraft is approved for ight into knownicing conditions when the required equipmentis operational.

The ice protection systems prevent or disposeof ice or rain on critical areas of the aircraft.The anti-ice energy sources and their protectedcomponents are:

Engine compressor bleed airNacelleair inlet, wing leading edges, and wind-shield.

Electric heatHorizontal stabilizer, PT2TT2 probes, generator air inlets, rudderb i a s hea t e r, w ing roo t f a i r i ng ,angle-of-attack sensors, pitot tubes, stat-ic ports, ram-air temperature probe (andwindshields on Citation VII only).

FluidBackup alcohol anti-icing of thepilot windshield (Citation III/VI only).

air ConDitioninGThe air conditioning system uses engine bleedair for heating, cooling, and pressurization.

The environmental control panel switchesallow selection of either one or both enginesto provide a controlled volume of high or lowpressure bleed air to either or both environ-mental control units (ECUs), also referred toas pneumatic air conditioning units (PACs).

The left engine furnishes bleed air to the cockpit ECU. The right engine furnishes bleedair to the cabin ECU.

pressurizationThe pressurization control system regulatesthe amount of air allowed to escape the pres-surized portion of the fuselage, thereby con-trolling cabin pressure to the desired altitude.

Maximum dierential pressure is normally9.3 psi, which equates to a cabin altitude of8,000 feet at 51,000 feet. The cabin pressur-ization system uses conditioned air to maintaina lower cabin altitude than aircraft altitude.

Cabin pressurization is accomplished by main-taining a relatively constant air ow into thecabin and controlling air outow through twooutow valves on the aft pressure bulkhead.

Outow air and cabin altitude are controlledthrough the cabin pressurization controller ora manual backup controller.

hyDrauliC systemVariable displacement engine-driven pumpssupply pressure for operation of the spoilers,aileron boost, landing gear, wheel brakes,nosewheel steering, and thrust reversers.

An electric auxiliary pump supplies pressurefor the roll control spoilers and the wheelbrakes if the main hydraulic system fails.

Pneumatic backup systems are available forlanding gear extension and wheel brakes. Nose-wheel steering is electrically enabled, manuallycontrolled, and hydraulically actuated.

lanDinG Gear anD brakesThe landing gear is electronically controlledand hydraulically actuated. The gear is heldin the up position by mechanical uplocks andis mechanically locked down when extended.

Braking is provided by a Hydro Air Mark IIantiskid brake system with individual wheel



1 AIRCRAFT GENERAL

control. The system features touchdown pro-tection and locked wheel protection.

Power braking with antiskid protection is pro-vided with emergency pneumatic braking asa backup. Automatic braking occurs after take-o during gear retraction to stop the rotationof the main wheels prior to their entering thewheel wells.

fliGht ControlsPrimary roll, pitch, and yaw control is providedthrough typical cable-operated controls. Rud-der and aileron trim is accomplished throughmanual controls.

Pitch trim is accomplished by electronicallychanging the incidence of the stabilizer by aprimary or secondary trim system.

Roll control is aided by an electrically con-trolled, hydraulically actuated aileron boostsystem and mechanical/ hydraulic roll spoilers.Four hydraulically operated spoilers are ontop of each wing. Two are used as speedbrakes,and all four, including the roll-control spoilers,are used after landing and during emergencydescent.

avioniCsSpecic avionics systems vary with aircraftserial number and customer preference. Manyoptional avionics items are available. Earlyserial numbers were provided with a mechan-ical ight instrument system with an ElectronicFlight Instrument System (EFIS) option. Laterserial numbers were provided with a complete,digital integrated ight control system. Equip-ment may include:

Weather radar

Altitude reporting transponder

Autopilot/ight director

EFIS with optional MFD

TCAS

EGPWS

Communication is provided by two VHF trans-ce ivers and an opt ional HF t ransceiver. Navigation equipment includes digitally tunedADF, DME and two VOR/LOC glideslope andmarker beacon receivers.

misCellaneousThe aircraft was originally equipped with a49-cubic-foot standard oxygen bottle. In latermodels a 76-cubic-foot oxygen bottle becamestandard, with the option for those aircraftequipped with the 49-cubic-foot bottle toupgrade to the larger bottle.

The oxygen cylinder is on the lower left side ofthe nose. The oxygen system supplies the cockpitthrough quick-donning pressure-demand masks.

Oxygen is supplied to the cabin throughdropout constant ow masks , which aredeployed automatically at approximately13,500 feet cabin altitude.

publiCationsThe following publications must be immedi-ately available to the ight crew:

FAA-approved Airplane Flight Manual(AFM)Includes limitations, takeoand landing data, and weight and bal-ance data. Information in the AFMalways takes precedence over any otherpublication.

Appropriate FAA-approved Citation 650Abbreviated ChecklistsNormal, Emer-gency, and Abnormal Procedures includeabbreviated operating procedures andabbreviated performance data. If anydoubt exists or if the conditions are notcovered by the checklist, the AFM mustbe consulted.

Other publications:

Operating Manual

FAA-approved Weight and Balance Manual



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Chapter 2eLeCtrICaL pOWer SYSteMS

COntentS

page

INTRODUCTION.................................................................................................................. 2-1

GENERAL ............................................................................................................................. 2-1

DC POWER............................................................................................................................ 2-2

Starter-Generators........................................................................................................... 2-2

Batteries .......................................................................................................................... 2-2

External Power................................................................................................................ 2-3

Distribution..................................................................................................................... 2-4

Protection...................................................................................................................... 2-11

Control.......................................................................................................................... 2-12

Monitoring.................................................................................................................... 2-13

OPERATION ....................................................................................................................... 2-14

Normal.......................................................................................................................... 2-14

Abnormal...................................................................................................................... 2-17

AC POWER: SNs 00010178, 02000202, 02070241...................................................... 2-20

General ......................................................................................................................... 2-20

Protection...................................................................................................................... 2-20

Control.......................................................................................................................... 2-20

Monitor and Test........................................................................................................... 2-20

Normal Operation......................................................................................................... 2-22

Abnormal Operation..................................................................................................... 2-22

AC POWER: SNs 01790199, 02030206, 70017119...................................................... 2-22

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General ......................................................................................................................... 2-22

Protection...................................................................................................................... 2-26

Control.......................................................................................................................... 2-26

Monitor and Test........................................................................................................... 2-26

Normal Operation......................................................................................................... 2-26

Abnormal Operation..................................................................................................... 2-26

QUESTIONS ....................................................................................................................... 2-28

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ILLuStratIOnS

Figure title page

2-1 Battery Location ..................................................................................................... 2-2

2-2 AC/DC Power Switches .......................................................................................... 2-3

2-3 Baggage Compartment Switches ............................................................................ 2-3

2-4 External Power Receptacle...................................................................................... 2-4

2-5 Electrical System Distribution: Early Model Serial Numbers ................................ 2-5

2-6 Electrical System Distribution: Later Model Serial Numbers ................................ 2-6

2-7 Electrical Circuit ConditionBattery Switch O .................................................. 2-8

2-8 Electrical Circuit ConditionBattery Switch O, EPU Connected ...................... 2-8

2-9 Electrical Circuit ConditionBattery Switch O, EPUConnected, Charge Switch in CHRG......................................................................................... 2-9

2-10 Electrical Circuit ConditionBattery Switch in EMER........................................ 2-9

2-11 Electrical Circuit ConditionBattery Switch in BATT....................................... 2-10

2-12 Electrical Circuit ConditionBattery Switch in BATT, Generators On Line...... 2-12

2-13 Electrical Circuit ConditionGenerator-Assisted Start ...................................... 2-13

2-14 DC Electrical Indicators ....................................................................................... 2-13

2-15 Electrical Circuit ConditionRight Engine, Battery Start .................................. 2-15

2-16 Electrical Circuit ConditionRight Engine, EPU Start ...................................... 2-16

2-17 Electrical Circuit ConditionGenerators O Line, Battery Switch in EMER.... 2-18

2-18 Electrical Circuit ConditionNo. 1 Battery Disconnected ................................. 2-19

2-19 AC Power Distribution: SNs 00010178, 02000202, and 02070241 ......... 2-21

2-20 AC Circuit Breaker Subpanel: SNs 00010178, 02000202, and 02070241................................................ 2-22

2-21 AC Controls: SNs 00010178, 02000202, and 02070241.......................... 2-22

2-22 Emergency AC Power: SNs 00010066.............................................................. 2-23

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2-23 Emergency AC Power: SNs 00010066 (W/EFIS), 00670178, 02000202, and 02070241 ......... 2-24

2-24 AC Power Distribution: SNs 01790199, 02030206, and 70017119 ......... 2-25

2-25 AC Power Switches: SNs 01790199, 02030206, and 70017119 .............. 2-26

taBLe

table title page

2-1 Battery and Starter Cycle Limitations .................................................................... 2-3

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GeneraLThe Citation 650 series aircraft incorporatesa DC and an AC electrical system. DC electricalpower is required for operation and control ofmain airplane systems such as hydraulics, envi-ronmental, and anti-ice. AC electrical poweris required for various avionics systems suchas navigation, communication, autopilot, and

radar. AC power is also required for variousanti-ice systems. DC electrical power is pro-vided by two starter-generators mounted onthe engines and connected in parallel to a com-mon bus system for equal load-sharing. Sec-ondary and backup DC power sources areprovided by nickel-cadmium batteries and an

2-1

Chapter 2eLeCtrICaL pOWer SYSteMS

IntrODuCtIOnThis chapter provides a description of the electrical power system used on the Citation650 series aircraft. Included is information on the DC and AC systems. The DC systemconsists of storage, generation, distribution, and system monitoring. The AC systemconsists of generation, distribution, and system monitoring. Provision is also made fora limited supply of power during emergency conditions in ight and for connection ofan external power unit while on the ground.



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2 ELECTRICAL POWER

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optional onboard auxiliary power unit (APU).Provision for connecting an external powersupply unit (EPU) when on the ground also isincorporated.

The primary sources of AC electrical powerrequired for avionics are two solid-state invert-ers that convert main DC electrical power into115-volt and 26-volt AC power. AC electricalpower for the anti-ice is provided by enginedriven alternators.

All electrical buses, wiring, and equipmentare protected by current limiters and circuitbreakers. Backup and emergency power sup-plies with associated buses and circuits areincorporated to provide adequate electricalpower for both AC and DC essential equipmentduring emergency operations. Load-sheddingprocedures enable the crew to reduce electricalloads by removing power from nonessentialequipment but maintain essential electricalpower during emergency situations caused bya loss of primary power. A DC voltmeter,ammeter gauges, annunciator lights, and mas-ter warning lights provide monitoring capa-bility for the electrical system.

DC pOWer

Starter-GeneratOrSThe pr inc ipa l sources o f power a re the engine-driven starter-generators. Rated at 365amps (50% overload for ve minutes) and 30volts, that are regulated to 28.5 volts output.During engine start, the generators serve asstarter motors. After termination of the startsequence, it reverts to its generator function.It is limited to three starts in any 30-minuteperiod with one minute between starts.

The generator is limited to 365 amps for takeoand 300 amps for all other ground operations.A single generator is capable of supportingthe entire electrical system requirements.

BatterIeSThe standard battery conguration consists oftwo nickel-cadmium batteries rated at 24 volts

and 22, 40, or 44 ampere-hours. Lead acid bat-teries are also available for use. The batteriesare connected in parallel, are located underthe baggage compartment ooring and are pro-vided with quick disconnects (Figure 2-1).

The batteries are a secondary source of DCpower that are used to provide power for thestarting sequence and to provide power to thehot battery and emergency buses in the eventof a dual generator failure.

The batteries are susceptible to, and must beprotected from, overheating due to excessivecharging. Therefore, they are limited in usefor engine starting to three starts per hour.

An engine start with the assistance of an oper-ating generator is considered one-third of abattery start. External power unit (EPU) startsdo not involve the batteries. Refer to Table2-1 for battery and starter cycle limitations.

The batteries connect to the hot battery bus.A battery disconnect relay is installed betweeneach battery and its ground to provide for elec-trically disconnecting one or both batteriesduring certain conditions.

A BATT DISC switch (Figure 2-2) is installedin the cockpit of dual-battery airplanes. Thisswitch opens one battery disconnect relay ata time in case of battery overheat. Care shouldbe taken to keep this switch in the NORMposition to maintain an equal charge on thebatteries.


Figure 2-1. Battery Location

A red guarded switch labeled STARTER DIS-ABLE is located in the baggage compartment(Figure 2-3). When the switch is turned on,the battery disconnect relays are energizedopen, and the external power relay opens. Thisremoves all power from the hot battery bus(provided a generator is not on line). Thisswitch is not used to disconnect the batteriesfor an extended period because battery poweris used to hold the relays open and results inbattery discharge.

externaL pOWerAn external power unit may be connected tothe airplane DC system through a receptacleon the bottom left side of the fuselage, forwardof the baggage compartment door (Figure 2-4).External power is connected to the hot batterybus and routed to all buses with the batteryswitch in BATT, or to the emergency bus withthe battery switch in EMER. Normally, thebattery disconnect relays are energized openwhen an external power unit is connected andthe batteries are isolated from the electricalsystem. In this conguration, the batteries arenot charged by the EPU and are not involvedin engine starts. Before connecting an EPU,its voltage should be regulated to 28.5 voltsand the amperage to no more than 2,000 amps.



2 ELECTR

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TYPE LIMIT LIMITATION STARTER (1) THREE ENGINE STARTS PER 30 MINUTES. THREE CYCLES OF OPERATION WITH ONE-MINUTE REST PERIOD BETWEEN CYCLES ARE PERMITTED.

THE STARTER-GENERATOR IS LIMITED TO 365 AMPERES FOR TAKEOFF AND 300 AMPERES FOR ALL OTHER GROUND OPERATIONS.

BATTERY (2, 5) THREE ENGINE STARTS PER HOUR (REFER TO NOTES 3 AND 4).

NOTES:

1. THIS LIMITATION IS INDEPENDENT OF STARTER POWER SOURCE; I.E., BATTERY, GENERATOR-ASSISTED START, EXTERNAL POWER UNIT, OR AUXILIARY POWER UNIT.

2. IF BATTERY LIMITATION IS EXCEEDED, A DEEP CYCLE INCLUDING A CAPACITY CHECK MUST BE ACCOMPLISHED TO DETECT POSSIBLE CELL DAMAGE.

3. THREE GENERATOR-ASSISTED STARTS ARE EQUAL TO ONE BATTERY START.

4. IF EXTERNAL POWER UNIT IS USED FOR START, NO BATTERY CYCLE IS COUNTED.

5. USE OF AN EXTERNAL POWER SOURCE WITH VOLTAGE IN EXCESS OF 28.5 VDC OR CURRENT IN EXCESS OF 2,000 AMPERES MAY DAMAGE THE STARTER.

table 2-1. BatterY anD Starter CYCLe LIMItatIOnS

Figure 2-3. Baggage CompartmentSwitches

BATTERY AND GENERATOR SWITCHES

SNs 01790199,02030206,70017119

SNs 00010178,02000202,02070241

Figure 2-2. aC/DC power Switches



2 ELECTRICAL POWER

SYSTEMS

When external power is applied to the airplane,the battery disconnect relays are energized,which opens the battery ground circuits anddisconnects the batteries from the hot batterybus. External power automatically disconnectsby means of an external power relay in the eventthat a generator switch is placed to the GENposition after an engine has been started.

A switch located near the upper forward bag-gage door sill (Figure 2-3) closes the batterydisconnect relays and allows the EPU to chargethe batteries. It is labeled BATT CHARGEand is covered by a black guard. With theswitch in the CHRG posi t ion, g round isremoved from both battery disconnect relays,causing them to remain closed while EPUpower is supplied, thus allowing the batteriesto charge. The BATT CHARGE switch shouldbe in NORM when connecting or disconnect-ing the EPU and during engine starting. EPUcharging of the batteries is accomplished byadjusting EPU voltage to 28.5 .5 volts andconnecting the unit to the airplane while theBATT CHARGE switch is in NORM. Theswitch is then placed to CHRG and the voltagereadjusted to maintain 28.5 .5 volts. To stopcharging, place the switch to NORM and closethe guard.

NOTEDo not charge the batteries with anEPU:

If battery voltage is less than 23volts

If OAT exceeds 100F (38C)

NOTEBoth bat ter ies must be chargeds imul taneous ly in dua l -ba t t e r yinstallations (both batteries must beconnected to the airplane with theBATT DISC switch in the cockpitpositioned to NORM).

An overvoltage protection system is providedduring use of an external power unit. The con-trol unit monitors the external power unit volt-age and deenergizes the external power relayif the voltage exceeds 32.5 volts. Externalpower cannot be reapplied to the airplane untilthe voltage is reduced below 32.5 volts andthe control unit is deenergized to reset themonitor. This is accomplished by removingand then reinserting the EPU plug with theproper voltage set.

DIStrIButIOn

GeneralDirect current is distributed throughout theearly 650 serial numbers by ten buses and inlater serial numbers by 12 buses (Figures 2-5and 2-6). Located in the main junction box inthe baggage compartment are two feed DCbuses, the crossfeed bus, and the hot batterybus. Located in the cockpit are the pilot andcopilot circuit breaker panels which containthe circuit breakers for the two extension buses,ve branch buses and the emergency bus.

The two DC feed buses (left or right) are nor-mally powered by the respective generator andare tied together by the crossfeed bus. Theymay also receive power from the batteries,APU, and EPU.


Figure 2-4. external power receptacle



2 ELECTR

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S


GC

U

GC

UG

CU

HO

T B

ATT

BU

S

O'V

OLT

SE

NS

OR

EP

U

LH F

EE

DX

FE

ED

RH

FE

ED

A

A V

A VV

INV

ER

TER

2IN

VE

RTE

R 1

EM

ER

RH

EX

T

LH B

RA

NC

H

EM

ER

BR

AN

CH

LH E

XT

RH

BR

AN

CH

BA

TT 2B

ATT 1

LH C

B P

AN

EL

RH

CB

PA

NE

L

15 A 3

5 A

35 A

75 A

75 A

20 A

20 A

80 A

80 A

300

A30

0 A

RH

STA

RT

EM

ERO

FF

BA

TT

EM

ER

BA

TTE

RY

DIS

CO

NN

EC

T

AP

UP

OW

ER

RH

PO

WE

RB

ATT

LHS

TAR

T

LH PO

WE

R

35

EX

TP

OW

ER

LH GE

N

FIE

LDR

ELA

YR

HG

EN

FIE

LDR

ELA

Y

AP

UG

EN

FIE

LDR

ELA

Y

LEGEND

INV

ER

TER

1

INV

ER

TER

2

GR

OU

ND

CIR

CU

ITS

EX

TER

NA

L D

C

NO

. 1 G

EN

ER

ATO

R

NO

. 2 G

EN

ER

ATO

R

NO

. 3 G

EN

ER

ATO

R

BA

TTE

RY

35

Fig

ure

2-5.

e

lect

rica

l Sys

tem

Dis

trib

utio

n: e

arly

Mo

del

Ser

ial n

umb

ers



2 ELECTRICAL POWER

SYSTEMS


GC

U

GC

UG

CU

HO

T B

ATT

BU

S

O'V

OLT

SE

NS

OR

EP

U

LH F

EE

DX

FE

ED

RH

FE

ED

A

A V

A VV

INV

ER

TER

2IN

VE

RTE

R 1

EM

ER

LH B

RA

NC

H U

RH

EX

T

LH B

RA

NC

H L

EM

ER

BR

AN

CH

RH

BR

AN

CH

U

LH E

XT

RH

BR

AN

CH

L

BA

TT 2B

ATT 1

LH C

B P

AN

EL

RH

CB

PA

NE

L

15 A 5

0 A

50 A

75 A

75 A

10 A

10 A

10 A

80 A

80 A

300

A30

0 A

RH

STA

RT

EM

ERO

FF

BA

TT

EM

ER

BA

TTE

RY

DIS

CO

NN

EC

T

AP

UP

OW

ER

RH

PO

WE

RB

ATT

LHS

TAR

T

LH PO

WE

R

35

EX

TP

OW

ER

LH GE

N

FIE

LDR

ELA

YR

HG

EN

FIE

LDR

ELA

Y

AP

UG

EN

FIE

LDR

ELA

Y

LEGEND

INV

ER

TER

1

INV

ER

TER

2

GR

OU

ND

CIR

CU

ITS

EX

TER

NA

L D

C

NO

. 1 G

EN

ER

ATO

R

NO

. 2 G

EN

ER

ATO

R

NO

. 3 G

EN

ER

ATO

R

BA

TTE

RY

35

Fig

ure

2-6.

e

lect

rica

l Sys

tem

Dis

trib

utio

n: L

ater

Mo

del

Ser

ial n

umb

ers



2 ELECTR

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The batteries are connected directly to the hotbattery bus. The hot battery bus can also receivepower from the APU or an EPU. With the gen-erator switches in OFF, the battery switch inOFF, and the batteries or EPU connected, onlythe hot battery bus is powered (Figures 2-7,2-8, and 2-9).

Primary items that receive power directly fromthe hot battery bus are:

LightsCabin entrance, baggage com-partment, tailcone, emergency exit (bat-tery switchEMER)

Auxiliary hydraulic pump

Primary pitch power

Primary pitch control

Voltmeter

Fuselage tank ll

Ignition (start only)

Battery disconnect switch

Nosewheel steering accumulator dumpvalve

emergency BusPlacing the battery switch to EMER energizesthe emergency relay and connects the emergencybus to the hot battery bus (Figure 2-10). Theemergency bus is located in the cockpit on theright side circuit breaker panel. Items on theemergency bus are primary communicationsand navigation equipment necessary for ight.

Emergency bus items for SNs 00010178 arethe following:

Standby attitude indicator

Air data computer No. 1

Directional gyro No. 1 (pilot C14D gyro)

Navigation radio No. 1/OBI (audio via headset)

Communications radio No. 1 (audio viaheadset)

Rad io magne t i c i nd i ca to r No . 1(EFIS-equipped airplanes only)

Cockpit oodlights (SNs 00010066)

Horizontal stabil izer tr im advisory (indicator and clacker)

Emergency branch bus circuit breaker

Navigation transfer (SNs 00670178)

Emergency bus items for SNs 02000202and 02070241 are the following:

Standby attitude indicator

Digital air data computer No. 1

Communications radio No. 1

Navigation radio No. 1/OBI

Radio magnetic indicator No. 1

Audio (overhead speakers) 1 and 2

Standby Nav/Comm (Primus II only)

Directional gyro No. 2

Radio management unit No. 1 (PrimusII only)

Emergency branch bus circuit breaker


Emergency bus items for SNs 01790199,02030206, 70017119 are the following:

Standby attitude indicator (SNs 01790199 and 02030206)

Digital air data computer No. 1

Communications radio No. 1

Navigation radio No. 1/OBI

Radio magnetic indicator No. 1

Audio 1 and 2

Pilot altimeter


Attitude and heading reference systemNo. 2

Standby Nav/Comm (Primus II only)

Radio management unit No. 1 (PrimusII only)




2 ELECTRICAL POWER

SYSTEMS


HOT BATT BUS

O'VOLTSENSOR

EPU

LH FEED X FEED RH FEED

A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

RHGEN

APUGEN

LEGENDGROUND CIRCUITS

EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCU

EPU

FIELDRELAY

FIELDRELAY

FIELDRELAY

Figure 2-8. electrical Circuit ConditionBattery Switch Off, epu Connected

GCU

GCU GCUHOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

RHGEN

APUGEN


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

FIELDRELAY

FIELDRELAY

FIELDRELAY

Figure 2-7. electrical Circuit ConditionBattery Switch Off



2 ELECTR

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S


HOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTARTEMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

RHGEN

FIELDRELAY

FIELDRELAY

FIELDRELAY

APUGEN


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCU

Figure 2-10. electrical Circuit ConditionBattery Switch in eMer

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

HOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

RHGEN

APUGEN


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

GCU

GCU GCU

EPU

FIELDRELAY

FIELDRELAY

FIELDRELAY

Figure 2-9. electrical Circuit ConditionBattery Switch Off,epuConnected, Charge Switch in ChrG



2 ELECTRICAL POWER

SYSTEMS

emergency Branch BusThe emergency branch bus is connected to theemergency bus by a circuit breaker locatedon the copilot circuit breaker panel. The emer-gency branch bus is wired across the cockpitand located on the pilot circuit breaker panel.The emergency branch bus provides power toequipment necessary for monitoring theengines and operation of secondary pitch trim(backup). Emergency branch bus items are:

Left/right fan rpm (N1) (all aircraft)

Left/right ITT (all aircraft)

Secondary pitch trim (all aircraft)

Cockpit oodlights (all aircraft exceptSNs 00010066)

Left/right re detection (all aircraftexcept SNs 00010151)

Left/right rewall shuto (all aircraftexcept SNs 00010151)

Left pitot-static anti-ice (all aircraftexcept SNs 00010178)

AC inverter No. 1 (SNs 01790199,02030206, 70017119 only)

Crossfeed and Left and rightFeed BusesPlacing the battery switch to BATT energizesthe battery relay closed and connects the cross-feed bus to the hot battery bus (Figure 2-11).With the batteries or an EPU connected, thebattery switch in BATT, all current limitersintact, all circuit breakers in, and both gener-ator switches in OFF, all buses are poweredby the batteries or the EPU.

Main DC power is distributed from the hotbattery bus through the battery relay to thecrossfeed bus. The crossfeed bus is a bus tiethat connects the left and right feed buses.The crossfeed bus also serves as the directpower source for the aps. It also powers theemergency buses when the battery switch isnot in the emergency position. Each feed busi s connec t ed t o t he c ro s s f eed b us by a300-ampere current limiter for protection.

On SNs 00010173 only, the feed buses,crossfeed bus, and hot battery bus are locatedin the overhead of the baggage compartmentin the main electrical junction box. Two aux-iliary junction boxes are located in the tailcone.


TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCUHOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

Figure 2-11. electrical Circuit ConditionBattery Switch in Batt



2 ELECTR

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These J boxes are connected directly to thefeed buses for power distribution to anti-iceequipment. On later SNs the junction box isattached to the rear bulkhead of the baggagecompartment.

Left and right extension BusesDC electrical power is distributed to the cockpit via three wires in parallel from eachfeed bus to its respective extension bus. Thesewires are protected by 80-ampere current lim-iters on the feed buses and are connected tothe extension buses by three 75-ampere circuitbreakers located on each cockpit circuit break-er panel. The left extension bus is located onthe pilot circuit breaker panel and the rightextension bus on the copilot circuit breakerpanel. The three 75-ampere circuit breakersare labeled No 1, No 2, and No 3 LHRHFEED and are located on the lower rear sec-tion of each cockpit circuit breaker panel.

Left and right Branch BusesThe extension buses are further expanded bythe branch buses, which are wired across thecockpit to the opposite circuit breaker panel.The left branch buses are located on the rightcircuit breaker panel, and the right branchbuses are located on the left circuit breakerpanel. The branch buses and associated wiringare protected by two extension bus circuitbreakers located on the lower rear section oftheir opposite circuit breaker panel. Thisbranch bus conguration is necessary to log-ically group circuit breakers together. As anexample, the left and right engine instrumentcircuit breakers are grouped together on thesame circuit breaker panel but are poweredby dierent buses. All major airplane systemscircuit breakers are located on the left (pilot)circuit breaker panel. Avionics, APU, andaccessory circuit breakers are located on theright (copilot) circuit breaker panel.

If the battery switch is in BATT (battery relayclosed) with the engines running and the gen-erator switches in GEN, the starter-generatorsconnect directly to the feed buses and supply

all DC power for the entire DC bus system. Inthis conguration, the generators keep thebatteries charged (Figure 2-12).

prOteCtIOn

GeneralTwo generator control units (GCUs) regulate,protect, and parallel the generators. Each unitcontrols a power relay connecting the generatorto its DC feed bus (Figure 2-12), permittingthe relay to close when the starter-generatoris out of the start mode, the generator switchis in GEN, and the generator voltage equals orexceeds system voltage. A eld relay, locatedin the GCU, allows or prevents eld excitationwithin the generator. When open, this relaydeprives the power relay solenoid of its ground,causing the power relay to also open. An inter-nal feeder fault (short circuit) or an overvoltage,when sensed, causes the eld relay to open.The relay also opens when the engine re switchis activated. A reverse current (10% of totalload) or undervoltage opens the power relayand thereby protects the 300-ampere currentlimiters and the generators.

The three parallel circuits between each DCfeed bus and its extension bus are protectedby three 80-ampere current limiters on themain bus and three 75-ampere circuit breakerson the corresponding cockpit circuit breakerpanel. Two circuit breakers at each extensionbus are circuit protection to the branch buseslocated behind the opposite circuit breakerpanel. A 15-ampere circuit breaker on the rightcircuit breaker panel at the emergency branchbus is circuit protection to the emergencybranch bus on the left circuit breaker panel.Various other circuit breakers at the junctionbox and the auxiliary junction boxes in thetail, protect against overloads.

Between each DC feed bus and the crossfeedbus, a 300-ampere fuse limiter protects thesystem from overloading. Loss of either currentlimiter causes the system to split and becometwo independent systems, a left and a right.




2 ELECTRICAL POWER

SYSTEMS

Generator-assisted StartWhen one generator is operating and connectedto its main load bus, it is necessary to protectthe 300-ampere current limiter on that sidefrom the high amperage required to start theopposite engine. To provide this protection,the battery relay opens the circuit between thehot battery bus and the crossfeed bus duringthe second engine start. This prevents highamperage ow through that current limiter(Figure 2-13).

Overvoltage epuShould EPU voltage be excessive, an over-voltage sensor opens the external power relay,breaking the circuit to the hot battery bus.

External power disable relays also disconnectthe EPU from the hot battery bus whenever apower relay closes, bringing a generator onthe line.

COntrOLControl of the DC power system is maintainedthrough the battery switch and two generatorswitches. The battery switch has three posi-tions: BATT, OFF, and EMER. With the switchin OFF, the hot battery bus is isolated fromthe other buses, and the emergency bus is con-nected to the crossfeed bus. The BATT positioncloses the battery relay, and the emergencybus remains connected to the crossfeed bus.In the EMER position, the battery relay isopened, isolating the hot battery bus from therest of the system, but the emergency bus isconnected to the hot battery bus.

The generator switches have three positions:GEN, OFF, and RESET. Placing the switch toGEN allows the GCU to close the power relay,connecting the generator to its DC feed bus.With the switch in the OFF position, the powerrelay does not close, and the generator doesnot assume any load. Placing the switch in theRESET position should close the generatoreld relay if it has opened.


LH FEED

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU

O'VOLTSENSOR

EPU

A

A

V

A

V V

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

MULTIPLEPOWERSOURCES

GCU

BATT2

BATT1

RH FEED

35

X FEED

HOT BATT BUS

Figure 2-12. electrical Circuit ConditionBattery Switch in Batt, Generators On Line



2 ELECTR

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S

On the center panel are two engine start buttons.When depressed, they apply DC power to thestart circuit, which closes the start relay, allowingcurrent to ow from the hot battery bus directlyto the starter-generator. A starter disengage but-ton, located between the starter buttons, can beused to open the start relay if manual terminationof the start sequence is required.

Other switches such as the BATT DISC switchin the cockpit and the STARTER DISABLEswitch in the baggage compartment are discussedin the Operations section of this chapter.

MOnItOrInGThe DC electrical system is monitored by avoltmeter, two ammeters, GEN OFF LHRHwarning lights, BATT OTEMP 1 or 2 warninglights, and an optional battery temperaturereadout (Figure 2-14).

When illuminated, a GEN OFF annunciatorlight indicates an open power relay, breakingthe circuit between the generator and its feedbus, thus prevent ing the generator f rom

accepting a load. If both GEN OFF annunci-ator lights are illuminated, the MASTERWARNING RESET switchlights on the instru-ment panel ash.

A voltmeter selector switch permits the pilotto read voltage from the hot battery bus andfrom a point between each generator and itspower relay. It is spring-loaded to the hot bat-tery bus. With the switch in BATT, the voltageon the hot battery bus can be read regardlessof the battery switch position. The voltmeterindicates the highest voltage of the sourceproviding power. When one generator is online and the voltmeter selector switch is ineither BATT or the corresponding generator


TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCUHOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

Figure 2-13. electrical Circuit ConditionGenerator-assisted Start

Figure 2-14. DC electrical Indicators



2 ELECTRICAL POWER

SYSTEMS

position, the voltmeter reads the generatorsvoltage. If the voltmeter selector switch ismoved to read the opposite generators output(the generator not connected to the buses), itindicates the voltage of that generator.

The ammeters read the current ow from theirindividual generators to the DC feed bus. Dur-ing normal operation, their indication shouldbe approximately equal (10% of total load).Amperage through the start relays does notindicate on the ammeter.

A temperature sensor in each battery initiatesa steady BATT OTEMP 1 or 2 light on theannunciator panel (with ashing MASTERWARNING RESET switchlights) when the bat-tery temperature rises to 60C. If the temperaturecontinues to rise to 71C, the BATT OTEMP1 or 2 light ashes (again, with ashing MAS-TER WARNING RESET switchlights).

An optional digital temperature gauge readsthe temperature of each battery. At 60C ayellow light on the gauge illuminates, and at71C a red light illuminates and the yellowlight extinguishes. The lights are controlledby the gauge and are independent of the annun-ciator warning lights. When the rotary testknob is placed in the BATT TEMP position,the BATT OTEMP 1/2 and the MASTERWARNING RESET switchlights ash, the yel-low and red lights on the gauge illuminate,and the temperature displays read 188C.

In each start button, a light illuminates whenthe start relay closes, completing a circuitbe tween t he ho t ba t t e r y b us and t he starter-generator.

An open circuit breaker on the main or auxil-iary junction boxes is indicated by illuminationof the AFT J-BOX CB annunciator light. Illumination of the AFT J-BOX LMT lightindicates failure of either the left or right300-ampere current limiter.

OperatIOn

nOrMaL

engine StartsDuring the internal preight cockpit inspec-tion, the generator switches should be placedto GEN unless a start using an external powerunit is intended. In this case the switchesshould be placed to OFF. The battery voltageshould be checked for 24 volts minimum. Dur-ing the rst preight inspection of the day,the batteries should be checked for signs ofdeterioration or corrosion and proper connec-tion. Raising a door on the oor of the baggagecompartment provides access to the batteries.

Battery StartsBefore starting the engines, the generatorswitches should be rechecked for proper posi-tion and battery voltage veried. The batteryswitch must be in the BATT position in orderto provide power to the left and right extensionbuses to close the respective start relays.

Located on each extension bus is a 7.5-amperecircuit breaker labeled LH or RH START.Power must be available through these circuitbreakers in order to close the respective startrelay and energize the start circuit. Eitherengine may be started rst. When a start buttonis depressed, closure of the start relay is indi-cated by illumination of the light in the startbutton. At this time, the electric fuel boostpump is energized, the engine instrument andcockpit oodlights illuminate, and the ignitionsystem is armed (ignition lights are not illu-minated). Closure of the start relay connectsthe hot battery bus to the starter motor forengine rotation. At 10% turbine (N2) rpm andindication of fan (N1) rpm rotation, the throttleis brought from CUT OFF to the IDLE detent.Ignition is activated by a throttle switch, anda green light over the ITT tape illuminates,indicating electrical power to the exciter box.Fuel is introduced as the throttle is advanced,and combustion should occur within ten sec-onds and be evidenced by rising ITT. As the


engine accelerates, at 42 to 48% N2 rpm, thestart sequence is automatically terminated bya speed-sensing switch in the starter-generator.At termination, the electric boost pump andignition deactivate, the start relay opens, thestar ter button light extinguishes, and theengine instrument and cockpit oodlightsextinguish (Figure 2-15).

At start termination, the starter-generatorreverts to generator operation, and the GCUcloses the power relay to bring it on the linewhen generator voltage equals or exceeds system voltage. This is indicated when theassociated GEN OFF annunciator light extin-guishes, a load is shown on the associated DCammeter, and the DC voltmeter reads 28.5volts. At this point, the generator is supplyingelectrical power to the entire electrical systemand recharging the battery.

Generator-assistedBatteryStartFor a subsequent engine start on the ground,the operating generator assists the battery inproviding current to the starter motor. Theoperating engine must be stabilized above61% N2 rpm minimum to prevent the operatingengine speed from decreasing below N2 idlerpm during the second engine start. Amperageon the operating generator is allowed to dropbelow 200 amps. Upon activating the starterbutton, the electric boost pump operates, igni-tion is armed, engine oodlights illuminate,both start relays close, and the light in eachstart button illuminates. This indicates thatboth start relays are closed and there is a directpath of current ow from the operating gen-erator through the hot battery bus to the starteras electrical assistance for the battery. Theoperating generator must be on line (powerrelay closed) to provide generator assist duringthe second engine start.



2 ELECTR

ICAL POW

ERSYSTEM

S


TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCUHOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

GCU

Figure 2-15. electrical Circuit Conditionright engine, Battery Start

To prevent high amperage ow through theassisting generators 300-ampere current lim-iter, the battery relay automatically opens. Thisprevents the high current from seeking an alter-nate path to ground and disabling the currentlimiter. Each starter normally requires anexcess of 1,000 amps to initiate engine rotation.The generator power relay remains open onthe starting engine side and prevents highamperage f rom owing th rough tha t300-ampere current limiter. After the secondengine start sequence is terminated (by actionof its respective starter-generator speed-sensingswitch) and the generator comes on line, bothGEN OFF annunciator lights are extinguishedand the DC ammeters indicate equal load.

In-Flight engine StartsGenerator-assist capability is disabled in ight.This is to prevent power drain from the mainDC buses and to protect the operating gener-ator during an engine start utilizing the startbutton. Either main gear squat switch preventsthe opposite start relay from closing duringstarter engagement in ight.

Depressing the start button to restart an enginein ight is strictly a battery start, and batterylimitations must be observed. Only one startbutton light illuminates. The battery relay stillopens to protect the 300-ampere current limiteron the side of the operating generator.

epu StartsAn external power unit (EPU) may also beused for engine starts. Prior to use, the unitshould be checked for a voltage of 28.5 voltsand the capability of delivering at least 1,000amps (but not more than 2,000 amps).

The battery disconnect relays open when theEPU is plugged in, thus preventing batterydischarge during engine starts (Figure 2-16).When external starts are intended, check thevoltmeter for 28.5 volts, and be sure that thegenerator switches remain in the OFF positionuntil both engines have been started. All mon-itoring procedures remain the same as batterystarts except that the generators do not comeon the line after each start.



2 ELECTRICAL POWER

SYSTEMS


TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCUHOT BATT BUS

O'VOLTSENSOR


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTART

EMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

EPU

35

35

Figure 2-16. electrical Circuit Conditionright engine, epu Start



2 ELECTR

ICAL POW

ERSYSTEM

S

Provided the generator switches are in OFF,the second engine start may be initiated imme-diately after the rst start sequence is termi-na ted . Only the r e spec t ive s t a r t bu t tonilluminates during EPU starts. After bothengines are started, place the generator switch-es to GEN and disconnect the EPU.

preBight electricalSystemCheckAfter both engines are started and the gener-ators are on line, the electrical system shouldbe checked for proper operation prior to ightas follows:

Check that both generators are accepting theirshare of the total electrical load equally byobserving both DC ammeters. They shoulddisplay equal amps within 10% of total load.

The generators may be checked individuallyby turning o each generator switch one at atime. When the switch is o, observe theon-line generator accepting the total amperageload and read the voltage. Check the o-linegenerator voltage by placing the voltmeterselector switch to that generator position. Itshould indicate 28.5 volts. Proper voltageindications, load acceptance, and sharing dur-ing these checks should validate proper oper-ation of each generator and associated GCU.

All other cockpit and annunciator lights thatpertain to the electrical system should beextinguished.

aBnOrMaLMonitoring the ammeters may provide thepilot indication of impending generator prob-lems. A dierence in amperage readings indi-cates that the generators are not parallel. Whena GEN OFF light illuminates on the annunci-ator panel, a check of the voltmeter indicateswhether the eld relay or only the power relayhas opened. An open eld relay could be causedby a feeder fault (short circuit), overvoltage,or actuation of the engine re switch. A trippedeld relay is indicated by near-zero generatorvoltage and can possibly be reset with the gen-

erator switch. An undervoltage or reverse cur-rent causes the generator control unit to openthe power relay. If any voltage is observed onthe voltmeter when that generator is selectedwith the voltage selector switch, generatorreset is not probable.

In-ight operations with one generator shouldno t pose a s e r i ous p robl em a s l ong a ssingle-generator amperage load restrictionsare observed based on airplane altitude.

Loss of Both GeneratorsIn-ight operations with the battery supplyingall the electrical power requirements pose aserious problem due to rapid battery discharge.Placing the battery switch to EMER sheds theload requirements of the main DC buses (Fig-ure 2-17). This is done by opening the batteryrelay, thus isolating the hot battery bus fromthe crossfeed bus. The emergency bus andemergency branch bus are still connected tothe hot battery bus through the emergencyrelay. In this conguration, the battery provideselectrical power for minimum ight-sustainingnight IFR equipment, and it should last approx-imately 30 minutes.

In addition to essential DC electrical powersupplied by the hot battery bus and the emer-gency DC buses, essential 26-volt AC poweris supplied by the pilot C14D gyro inverterfor the following items (SNs 00010178):

ADC/pilot altimeter

HSI 1 (mechanical only)

No. 1 NAV (EFIS only)

No. 1 Mach/airspeed

The pilot C14D gyro is powered from the emer-gency DC bus.

Battery OverheatBattery overheat could result from an excessiveamount and rate of charge or internal batterydamage. The greatest damage which can resultfrom a battery overheat lies in the possibility ofrunaway heating, in which internal failures causethe heat to continue building out of control.


Battery overheat is indicated initially by asteady BATT OTEMP light on the annunciatorpanel and ashing MASTER WARNINGRESET switchlights which can be cancelled.Battery temperature has reached 60C. Thebattery temperature gauge, if installed, canverify the temperature and, above 60C, dis-plays a yellow light. Continued rising tem-perature (71C) causes the BATT OTEMPlight to ash and reilluminates the MASTERWARNING RESET switchlights. When thegauge reaches 71C, the yellow light extin-guishes and a red light illuminates. Wheneveran overheat condition exists, select the over-heated battery with the battery disconnectswitch to remove the battery from chargingpower (Figure 2-18).

On single-battery aircraft, place the batteryswitch in OFF to isolate the battery. (Refer tothe checklist/AFM for the proper procedures.)Aircraft congured with a single battery donot have a battery disconnect switch.

Bus Disabling proceduresShould it be necessary to disable the circuitbreaker panel at the pilot position, it can beaccomplished by pulling the three 75-amperecircuit breakers labeled LH FEED BUS and,on the copilot circuit breaker panel, the twocircuit breakers labeled LH CB PNL PWRand the 15-ampere EMER CROSSOVER cir-cuit breaker. The rst three circuit breakersdisconnect the left main bus extension, thenext disconnects the branch buses from theright extension bus, and the last disconnectsthe emergency branch bus. A similar procedurecan be used to disable the copilot panel. Thethree 75-ampere circuit breakers on the paneland the two branch circuit breakers on thepilot panel should be pulled. In addition, thefollowing emergency item breakers on thecopilot panel should be pulled (SNs 00010178): EMER CROSSOVER, STDBY ATTIND, DIRECT GYRO 1, COMM 1, NAV 1,ADC, H TRIM ADVISE: RMI 1 (EFIS), NAVXFER. (SNs 0179 and subsequent): DADC1,COMM1, NAV1, RMI1, AUDIO 1/2, PILOT



2 ELECTRICAL POWER

SYSTEMS


HOT BATT BUS

O'VOLTSENSOR

EPU


A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTARTEMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

RHGEN

FIELDRELAY

FIELDRELAY

FIELDRELAY

APUGEN


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCU

Figure 2-17. electrical Circuit ConditionGenerators Off Line, Battery Switch in eMer

ALT, H TRIM ADVISE, AHRS2, STDBYNAV/COMPRIMUS II only, RMUPRIMUSII only. In addition, the AC power switch shouldbe positioned to OFF (SNs 00010178).

NOTEWhen the three 75-ampere main busc i rcu i t b reakers a re pul led, thebranch buses to the opposite circuitbreaker panel are also disabled.

NOTEPulling the EMER CROSSOVERcircuit breaker disables the emer-gency branch bus on the pilot circuitbreaker panel.

300-ampere Feed Bus CurrentLimiterFailureFailure of a 300-ampere current limiter canbe recognized by illumination of the AFTJ-BOX LMT light on the annunciator panel.If the generator switch is turned o for theside of the blown current limiter, a completeloss of electrical power results on all that sidesmain DC buses (feed bus, extension bus, andbranch bus). Loss of power to one extensionbus can be easily recognized by the steadyi l lumina t ion o f a MASTER WARNINGRESET switchlight for the same side of thecockpit as the failed extension bus. The lightcannot be reset in these circumstances. Oags come into view on the engine instrumentsfor the same side except N1 and ITT to furtherverify a loss of power. Failure of a 300-amperecurrent limiter prior to starting engines pre-vents starting an engine on the side of the fail-ure. DC power through the LH or RH STARTcircuit breaker on the respective extensionbus is required to start the respective engine.



2 ELECTR

ICAL POW

ERSYSTEM

S


RH FEEDLH FEED

TO LH EXTBRANCH BUS

TO RH EXTBRANCH BUS

TO EMER BUSES

GCU

GCU GCU

O'VOLTSENSOR

EPU

A

A

V

A

V V

BATT2

BATT1

80 A 80 A300 A 300 A

RHSTARTEMER

OFF

BATT

EMER

BATTERYDISCONNECT

APUPOWER

RHPOWERBATT

LHSTART

LHPOWER

35

35

EXTPOWER

LHGEN

FIELDRELAY RH

GEN

FIELDRELAY

APUGEN

FIELDRELAY


EXTERNAL DC

NO. 1 GENERATOR

NO. 2 GENERATOR

NO. 3 GENERATOR

BATTERY

MULTIPLEPOWERSOURCES

X FEED

HOT BATT BUS

Figure 2-18. electrical Circuit Con

Documents

Flight Safety Cessna Citation 650 Series Pilot Training Manual Decryped