g150 ptm

FlightSafety International, Inc.Marine Air Terminal, LaGuardia Airport

Flushing, New York 11371(718) 565-4100

www.flightsafety.com

FlightSafetyinternational

VOLUME 2AIRCRAFT SYSTEMS

GULFSTREAM G150PILOT TRAINING

MANUAL

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Courses for the G150 Series and other Gulfstream aircraft are taught at the followingFlightSafety learning center:

FlightSafety InternationalDFW Learning Center3201 East Airfield DriveDFW Airport, TX 75261-9428(972) 534-3200

Copyright 2006 by FlightSafety International, Inc.All rights reserved.

Printed in the United States of America.

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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original ...... 0............ July 2006Revision ..... 1 ....... August 2006Revision .... 2 ........ March 2008

NOTE:For printing purposes, revision numbers in footers occur at the bottom of every pagethat has changed in any way (grammatical or typographical revisions, reflow of pages,and other changes that do not necessarily affect the meaning of the manual).

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

*Zero in this column indicates an original page.

Page *RevisionNo. No.

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NOTICE

The material contained in this training manual is based on information obtainedfrom the aircraft manufacturers Airplane Flight Manual, Pilot Manual and Mainten-ance Manuals. It is 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 manufactureror the FAA, that of the manufacturer or the FAA shall take precedence.

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

FOR TRAINING PURPOSES ONLY


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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 UNIT

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 OXYGEN SYSTEM

MANEUVERS AND PROCEDURES

APPENDIX

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CHAPTER 1AIRCRAFT GENERAL

CONTENTS

Page

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

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

DIMENSIONS ........................................................................................................................ 1-2

AIR CONDITIONING............................................................................................................ 1-3

APU......................................................................................................................................... 1-3

ENGINE INDICATING AND CREW ALERTING SYSTEM (EICAS) ............................... 1-3

ELECTRICAL......................................................................................................................... 1-3

FIRE PROTECTION .............................................................................................................. 1-3

FLIGHT CONTROLS............................................................................................................. 1-3

FUEL....................................................................................................................................... 1-4

HYDRAULICS ....................................................................................................................... 1-4

ICE AND RAIN PROTECTION ............................................................................................ 1-4

LANDING GEAR AND BRAKES ........................................................................................ 1-4

LIGHTING.............................................................................................................................. 1-4

OXYGEN ................................................................................................................................ 1-5

PNEUMATICS........................................................................................................................ 1-5

POWERPLANT ...................................................................................................................... 1-5

PRESSURIZATION................................................................................................................ 1-5

LIMITATIONS........................................................................................................................ 1-5

Performance..................................................................................................................... 1-5

Publications...................................................................................................................... 1-6

Aircraft Walkaround ........................................................................................................ 1-6

GULFSTREAM G150 PILOT TRAINING MANUAL

1-iFOR TRAINING PURPOSES ONLY

ILLUSTRATION

Figure Title Page

1-1 G150 Aircraft ........................................................................................................... 1-2

TABLE

Table Title Page

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


1-iiiFOR TRAINING PURPOSES ONLY


Revision 2 1-1FOR TRAINING PURPOSES ONLY

INTRODUCTIONThis chapter is an overview of G150 systems and characteristics.

GENERAL

CHAPTER 1AIRCRAFT GENERAL

The Gulfstream G150 is a swept-wing, twin-engine monoplane designed to accommodatea crew of two and a maximum of eight to ninepassengers. The aircraft features a large, op-timized cabin, highly integrated avionics, andexceptional performance capabilities. It is apressurized transport-category aircraft uti-lizing an all- metal airframe. Composite ma-terials are used in secondary structures whereappropriate (Figure 1-1).

The aircraft incorporates a low-drag/high-liftwing that has been optimized for both high-speed/high-altitude flight and low approachspeeds. The aircraft's double-swept, varied

dimensional airfoil allows excellent high-speed performance. The leading-edge slatscombine with trailing-edge slotted fowlerflaps for excellent low-speed characteristics.Winglets provide drag reduction by control-ling tip vortices, allowing higher takeoffweights under high and hot conditions andimproving long-range cruise performance.

The custom design includes the cockpit, pas-senger cabin, and lavatory. Ample allowancefor baggage stowage is provided in the 55cubic foot baggage compartment with accessthrough a side opening door.

DIMENSIONS Table 1-1 gives aircraft dimensions.

1-2 FOR TRAINING PURPOSES ONLY


Figure 1-1. G150 Aircraft

Overall Length

Overall Height

Overall Span

EXTERIOR DIMENSIONS

CABIN DIMENSIONS

BAGGAGE COMPARTMENT

KEY AREA SIZE

Length

Height

Width

Volume

Volume

Baggage Volume

Weight

Floor Loading

Wing Area

Flap Area

Spoiler Area

Aileron Area

Winglet Area

Vertical Stabilizer Area

Rudder Area

Horizontal Area

Elevator Area

56 ft 9 in.

5 ft 9 in.

5 ft 9 in.

18 ft 5 in.

55 ft 7 in.

17 ft 8 in.

465.0 cubic ft

25 cubic ft

1,100 lb

105 lb/sq ft 2

55 cubic ft

337.2 sq ft

44.8 sq ft

12.7 sq ft

12.9 sq ft

5.56 sq ft

99.03 sq ft

12.6 sq ft

150.67 sq ft

21.7 sq ft

Table 1-1. DIMENSIONS

AIR CONDITIONINGThe air conditioning system provides condi-tioned air for ventilation, cabin pressurization,and cabin temperature control. The electron-ically controlled system is designed to behighly automatic. It uses LP and HP air fromengines, APU, or RAM air. The system con-sists of a single air cycle machine (ACM), anozone filter, and cabin ducting.

APUAn auxiliary power unit (APU) is standardaboard the aircraft with in-flight start and usecapabilities. The APU provides electricalpower, air conditioning, and heating duringground operations. These same capabilities areavailable in flight if required.

ENGINE INDICATINGAND CREW ALERTINGSYSTEM (EICAS)The EICAS is the interface between the avion-ics system and the aircraft systems. TheEICAS collects and concentrates engine andother subsystem information for display on theadaptive flight displays (AFDs).

The EICAS is made up of one dual-channeldata concentrator unit (DCU), two radio in-terface units (RIU), and two cursor controlpanels (CCPs). The DCU accepts discrete,analog, and serial digital inputs from the en-gines, flight control surfaces, and other air-craft subsystems and concentrates these inputsonto high speed serial digital buses for de-livery to the AFDs. The DCU generates the air-craft EICAS voice messages, aural alerts andcontrols aural alert prioritization (includingTCAS and TAWS). The RIUs receive com-mands from the DCU to generate voice mes-sages and aural alerts that are broadcast overthe flight deck audio system. Processed EICASdata is supplied to the cross-side DCU chan-

nel, the AFDs, and the RIUs via the inter-grated avionics processing system IAPS andsystem bus structure. Controls on the CCPs areused to operate the EICAS message list.

ELECTRICALEach engine is equipped with a 28V, 300 AMPstarter-generator. The APU is equipped withan identical 28V, 300 AMP starter-genera-tor. The electrical system can be powered bybatteries (two nicad), external power, or withany one of three 28V, 300 AMP generators(two starter generators and one APU starter-generator). Two 24V, 27 AMP-HR batteriesare in the baggage compartment.

FIRE PROTECTIONFire protection is available to both engines aswell as the APU through a fixed fire fightingsystem. Each engine is equipped with fire de-tection and suppression equipment. The rightfire bottle also protects the APU. The systemis constantly and automatically monitored.

The cabin is equipped with two portable fireextinguishers: one Halon and one water.Another Halon extinguisher is in the cockpit.

FLIGHT CONTROLSPrimary flight controls consist of ailerons,rudder, and elevators. Rudder and elevatorsare manually actuated. Ailerons are manuallyactuated with hydraulic assistance. The rud-der and the elevator are protected against gustdamage while on the ground. Trim is providedin all three axes.

Secondary flight controls consist of flaps,slats, and airbrakes. Flaps and slats are elec-trically actuated while airbrakes are hy-draulically actuated. Dual-channel autopilot(elevator and aileron) and series yaw damper



are standard. Autopilot must be disengagedbelow 200 AGL enroute, 400 AGL during non-precision approach, and 80 AGL on precisionapproach with full flaps. Yaw damper must bedisengaged during takeoff.

FUELFuel is stored in tanks contained in the fuse-lage and wing sections of the aircraft. Thefuel system consists of fuel storage and tankventing, distribution and feed, control and in-dication, jettison, and pressure or gravity re-fueling. Maximum capacity is 10,300 lbs.

HYDRAULICSThe hydraulic system consists of a main andan auxiliary system. Both systems operate at3,000 psi.

An engine-driven pump on each engine pow-ers the main system. The main system com-ponents are as follows:

Ailerons

Normal brakes with anti-skid

Landing gear

Nosewheel steering

Airbrakes

An electric pump powers the auxiliary sys-tem. The auxiliary system components are asfollows:

Ailerons

Emergency/parking brakes

Thrust reverser

A high-pressure nitrogen bottle is availableto extend the landing gear should the mainhydraulic system fail. Additionally, a nitro-gen charged accumulator is available for ei-ther emergency/parking brake operation orthrust reverser deployment should a total hy-draulic failure occur.

ICE AND RAINPROTECTIONIce and rain protection consists of pneumaticdeicing and bleed air or electrical anti-ice.Deicing is provided for the inboard leadingedge of the wing, for the slats , and for the hor-izontal stabilizer. Bleed-air anti-icing systemsare provided to prevent ice formation on thecritical areas of the nacelle air inlet. Electricalanti-icing systems are provided to prevent iceformation on the engine PT2TT2 probe, thepitot probes, the static ports, the angle of at-tack sensor, and the windshields.

LANDING GEARAND BRAKESAll landing gear have dual wheels for safetyand stability. The aircraft is easy to land withits low-wing, leading-edge devices and tri-cycle type with air/oil shock struts trailinglink gear. Aircraft main landing gear areequipped with an anti-skid device on eachwheel. The nose landing gear is a direct tele-scope type and is equipped with an electro-hy-draulic steering system.

LIGHTINGThe lighting system provides interior and ex-terior lighting required for ground and flightoperations of the aircraft. Both systems use 28-VDC power and are controlled by switches onthe cockpit overhead panel, instrument pan-els, and in the passenger compartment. Anemergency lighting system is installed to pro-vide the crew and passengers lighting in caseof an emergency.

Revision 21-4 FOR TRAINING PURPOSES ONLY


OXYGENOxygen is provided for all occupants. Crewpositions are equipped with the EROS quick-donning mask and oxygen is available at alltimes. Passengers are provided with drop-down masks, which can be deployed eithermanually or automatically.

PNEUMATICSThe pneumatic system provides pressurizedbleed air for pressurization, deice, air condi-tioning, anti-ice, door seal, and hydraulic tankpressurization. Either or both engines or theAPU can provide pressurized bleed air.

Emergency pressurization is available from theright engine LP bleed.

POWERPLANTThe aircraft is powered by two HoneywellTFE731-40AR-200G advanced-technology,turbofan engines that generate 4,420 poundsof static thrust up to 76F. The aircraft enginesincluding thrust reversers are pylon mountedon the upper aft fuselage.

PRESSURIZATIONThe pressurization system regulates condi-tioned-air outflow from the cabin at the ratesrequired to maintain cabin altitude pressure ac-cording to preset schedules. The pressurizedspace includes the flight compartment, andpassenger cabin. The system primarily oper-ates in the automatic mode but may operatemanually as the situation requires.

LIMITATIONS

PERFORMANCEThe Gulfstream G150 has been certified as atransport category aircraft under FAA Part 25as well as corresponding JAA, and CAAIregulations.

Range 2,950 NM

Total usable fuel weight 10,300 lb

WeightMax ramp 26,250 lbMax takeoff 26,100 lbMax landing 21,700 lbMax zero fuel 17,500 lbMin flight 13,200 lb

VMO/MMO (Normal Ops, autopilot engaged orMach trim operative):Sea level8,000 ft 310 KIAS8,00012,000 ft 310330 KIAS12,00029,260 ft 330 KIASAbove 29,260 ft 0.85 Mi

VMO/MMO (autopilot disengaged and Machtrim becoming inoperative in flight):Sea level8,000 ft 310 KIAS8,00012,000 ft 310330 KIAS12,00024,770 ft 330 KIASAbove 24,770 ft 0.78 Mi

Maneuvering Speed (VA):Sea level20,000 ft 272287 KIAS20,00 029,300 ft 287330 KIASAbove 29,300 ft 0.85 Mi



RVSM OPERATIONALLIMITATIONS

The difference between pilot and copilot al-timeter readings shall not exceed 45 ft.

Maximum slats/flaps operating/extended(VSE/VFE)Slats 250 KIASFlaps 12 250 KIASFlaps 20 225 KIASFlaps 40 180 KIAS

Do not operate slats and flaps above 20,000 ft.

Auto slats operation and manual retractionare not altitude limited.

Maximum landing gear operating/extended(VLO/ VLE) 180 KIAS

Do not operate landing gear above 20,000 ft.

Maximum tire ground speed 182 KTS

Minimum control speed/air (VMCA):Flaps 0, 12 and 20 91 KIAS

Minimum control speed/ground (VMCG):Flaps 0, 12 and 20 103 KIAS

Maneuvering flight load limits:Flaps and landing gear up +2.77/1.00 gGear or flaps extended +2.00/0.00 gSlats extended +2.00/0.00 g

Maximum landing altitude 14,000 ft

Maximum operating altitude 45,000 ft

Maximum altitude for autopilot and yawdamper inoperative 31,000 ft

PUBLICATIONS Airplane Flight Manual

Operations Manual

Training Materials

AIRCRAFT WALKAROUNDRefe r t o A i r c r a f t Wa lka round Video /Presentation.



Altitude (ft) Speed Limits

29,000 TO 41,000 0.54 Mi0.84 Mi

2-i

CHAPTER 2ELECTRICAL POWER SYSTEMS

CONTENTS

Page

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

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

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

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

BATTERIES ............................................................................................................................ 2-4

General ............................................................................................................................. 2-4

Operations ........................................................................................................................ 2-5

EMERGENCY POWER ......................................................................................................... 2-5

BATTERY TEMPERATURE MONITORING ....................................................................... 2-5

EXTERNAL DC POWER....................................................................................................... 2-6

General ............................................................................................................................. 2-6

Operation.......................................................................................................................... 2-7

Control ............................................................................................................................. 2-7

DC POWER DISTRIBUTION................................................................................................ 2-8

General ............................................................................................................................. 2-8

Buses ................................................................................................................................ 2-8

GENERATORS ..................................................................................................................... 2-10

General........................................................................................................................... 2-10

Generator Control Units ............................................................................................... 2-10

OPERATION ......................................................................................................................... 2-11

Battery Charging ............................................................................................................ 2-11



Load Operating Conditions............................................................................................ 2-11

Engine Start.................................................................................................................... 2-12

AC SYSTEM......................................................................................................................... 2-15

General........................................................................................................................... 2-15

System Operation........................................................................................................... 2-15

Controls and Indications ................................................................................................ 2-15

MFD Indications ............................................................................................................ 2-16

Circuit Breakers ............................................................................................................. 2-16

LIMITATIONS ...................................................................................................................... 2-17

DC Starter-Generator Limits.......................................................................................... 2-17

Battery Limits ................................................................................................................ 2-17

EMERGENCY AND ABNORMAL OPERATIONS ........................................................... 2-17

EICAS Messages ........................................................................................................... 2-17

QUESTIONS......................................................................................................................... 2-19


Revision 22-ii FOR TRAINING PURPOSES ONLY

Revision 2 2-iii

ILLUSTRATIONS

Figure Title Page

2-1 Electrical Component Locations .............................................................................. 2-2

2-2 DC Electrical System ............................................................................................... 2-3

2-3 Overhead Switch Panel ............................................................................................ 2-4

2-4 Electrical Visual Indications..................................................................................... 2-6

2-5 External Power Receptacle and Controls ................................................................. 2-7

2-6 Distribution Feeder Cables....................................................................................... 2-9

2-7 Generator Location................................................................................................. 2-10

2-8 APU Running/Right Engine Start .......................................................................... 2-13

2-9 External Power/Right Engine Start ........................................................................ 2-14

2-10 MFD Indications .................................................................................................... 2-16

2-11 Electrical Circuit Breaker Locations...................................................................... 2-17

2-12 Electrical EICAS Indications ................................................................................. 2-18



INTRODUCTIONThe Gulfstream G150 aircrafts primary electrical power supply is a 28-VDC system. A 60Hz 115 VAC system is provided for passenger convenience items only.

GENERALThe main power supply system includes:

Two 28-VDC starter-generators drivenby the engines

Two nickel-cadmium batteries

DC external power receptacle

Auxiliary power unit (APU) equippedwith a starter generator

The APU starter generator can be connectedto the aircraft DC buses and will operate in par-allel with the engine driven starter generators.The APU is non-essential for the engine startand flight operations.

The two batteries are used for aircraft enginestarting, APU starting, and for emergencyflight operations.


CHAPTER 2ELECTRICAL POWER SYSTEMS


The main electrical system is divided into twosubsystems: No. 1 and No. 2. Each subsystemincludes a battery, a generator power source,and respect ive buses tha t supply powerthroughout the aircraft.

The electrical system consists of the follow-ing major components (Figure 2-1):

Overhead switch and circuit breakerpanel

A Forward relay panel

Two 24 volt nickel-cadmium batteries

An aft relay panel

Two DC contactor boxes

Three generator control units

Two engine driven starter-generators

APU starter-generator

External power connector

External power relay

60 Hz 115 VAC inverter

EICAS display

DC POWER SYSTEM

GENERALThe DC generators normally operate in par-allel. Each generator is connected to a separatemain bus (No. 1 or No. 2), through generatorline contactors (GLCs) (Figure 2-2).

The starter-generators function primarily asgenerators, and also starter-motors. They neverperform both functions simultaneously. Thestarter energizes the starter function from thebattery bus and through the respective gener-ator start contactors (GSCs).



EICAS DISPLAY

EXTERNAL POWEROVER VOLTAGE RELAY

OVERHEAD SWITCH ANDCIRCUIT BREAKER PANEL

FORWARDRELAY PANEL

STARTERGENERATOR

APU STARTERGENERATOR

LEFT/RIGHTDC CONTACTOR BOXES

AFT RELAY PANEL

LEFT/RIGHT BATTERY

LEFT/RIGHT GENERATORCONTROL UNITS

APU GENERATORCONTROL UNIT

EXTERNAL POWERCONNECTOR

60 Hz 115 VACINVERTER

Figure 2-1. Electrical Component Locations

GU

LF

ST

RE

AM

G1

50

PILO

T T

RA

ININ

G M

AN

UA

L

Revision 2

2-3F

OR

TR

AIN

ING

PU

RP

OS

ES

ON

LY

NO. 1 DISTRIBUTION BUS

RCB

UTILITYBUS

RCB

50A

50A

35AEACH

50AEACH

2525

DISTRIBUTION BUS TIE CB

APUGEN

BLCBLC

BLC


BATTERY BUS

60 HZA/C

INVTR

NO. 1 MAIN BUS NO. 2 MAIN BUS

GEN-STARTCONTACTOR

GCU

GCU

AVION AND ACCES

RCB

PRIORITY BUS

BUS TIE 200 AMP

BUS TIE200 AMP

BATTERY BUS

AVIONAND

ACCES

R. LC

APU LC

APUGSC

VOLTS

GEN-STARTCONTACTOR

NO. 2GEN

35AEACH

50AEACH

L. LC

VOLTS

AMPS AMPS

NO. 2BATT

NO. 1BATT

EPC

OVERVOLT

RELAY

CT

CT

EXR PWRSWITCH

EXT POWER PLUG

GCUNO. 1GEN

CT

CT

Figure 2-2. DC Electrical System

Two batteries connected in parallel are thesecondary source of DC power and are avail-able for engine and APU starting. They alsoprovide assistance to the generators or exter-nal power during engine start.

An external power system with overvoltageprotection is available to charge batteries,start engines, and energize the entire electri-cal system.

The auxiliary power unit (APU) has a 28-VDCstarter-generator which is electrically connectedto the DC buses, and operates in parallel withthe primary DC power system. The APU is non-essential for engine start and flight operations.

A network of buses interconnected by circuitbreakers and contactors distribute DC power.All components, controls and wiring are in-stalled so that failure of one unit does notadversely affect the operation of other unitsessential for safe operation.

Associated switches for the DC system arelocated on the overhead panel(Figure 2-3).

Visual indications of the operating items aredisplayed on the engine indicating and crewalerting system (EICAS). These messages ap-pear on the upper right corner of the multifunction displays (MFDs).

BATTERIES

GENERALTwo 24-VDC, 20 cell, 27 AH nickel-cadmiumbatteries are located in a sealed chamber in theforward LH side of the baggage compartment.The top of the chamber acts as the floor of thebaggage compartment and has the same floorloading of 105 lbs/sq ft.



Figure 2-3. Overhead Switch Panel

The batteries vent overboard through hosesconnected to the battery case vent ports. Thevent system produces airflow through the bat-teries to aid in venting. Visual indications ofbattery temperatures and voltages appear onthe secondary EICAS page (Figure 2-4).

OPERATIONSWhen the BATT switch is selected to the ONposition, the battery line contactors (BLCs)connect the bat ter ies to the bat tery bus.Operating in parallel, the batteries supply powerto start the first engine. With the first genera-tor on line, both batteries begin charging.

As soon as the generators start supplying power,generator voltage output is reduced 1.5 voltsbelow normal VDC for two minutes to preventoverheating of the batteries. After two min-utes, generator voltage increases to the normaloutput level of 28 0.1 VDC.

The external power source may also be usedto charge the batteries.

A caution of battery discharge while the air-craft is on the ground is provided by the beacon(BCN) light as follows:

When one battery is connected to themain bus AND

External power or one of the generatorsis not connected to the bus system.

This caution occurs regardless of the BCNswitch position.

EMERGENCY POWERThe batteries provide the emergency powersupply to essential flight instruments andemergency equipment.

Hot battery circuits for each battery are asfollows:

No. 1 battery:

Entrance lights

Step lights

Baggage lights

Left battery voltage

No. 2 battery:

Pressure refueling test

Right battery voltage

BATTERYTEMPERATUREMONITORINGThe battery temperature monitoring systemdisplays dual temperature and a caution mes-sage on the MFD display. Testing capabilityis available through the MFD (Figure 2-4).



The system consists of a thermistor (temper-ature sensor) in each battery and a circuitbreaker on the overhead panel. The thermis-tor transmits the battery temperature to theMFD display. The dual battery temperaturedisplays the temperature of each battery asfollows:

Normal50 to 140F (10 to 60C)

Caution140 to 160F (60 to 71C). Batteryshould be manually disconnected through theappropriate (L or R) BATT DISC circuitbreaker. EICAS Message and temperaturereadout will be amber.

Emergency160 to 200F (71 to 93C). Landas soon as possible. Temperature readout willturn red.

EXTERNAL DC POWER

GENERALThe external power system (Figure 2-5) con-sists of a 28-VDC external power receptaclebeneath the left engine and an EXT POWERswitch on the overhead panel.

External power is available to charge the bat-teries, assist during engine start, or supplypower to the electrical systems. Overvoltageand reverse polarity protection is also pro-vided by the external power source. The unitmust furnish 28 VDC at a minimum rating of1,000 amperes for engine starting.



Figure 2-4. Electrical Visual Indications

OPERATIONWhen the aircraft is connected to an externalpower source and the EXT switch is selectedto the ON position, external power flows to thebattery bus through a 250-ampere fuse andthe external power contactor in the left DCpower box.

If the external voltage is 29.5 volts or above,the overvoltage relay disconnects the externalpower. Battery line contactors open automat-ically to prevent battery drain.

When external power is connected, externalvoltage from the battery bus charges the bat-teries through the battery line contactor. Theexternal power relay disables the line con-t ac to r t o p r even t a con f l i c t be tweenstarter-generator power and external poweron the main buses.

CONTROLThe EXT POWER is a two position switch(Figure 2-5):

ONConnects the external power source tothe battery bus through the external powercontactor and prevents the generators fromcoming on line.

OFFDisconnects the external power cir-cuit.



Figure 2-5. External Power Receptacle and Controls

DC POWERDISTRIBUTION

GENERALDuring normal operation, the No. 1 and No. 2generators supply DC power to the both mainbuses (see Figure 2-2). Each main bus then sup-plies respective power as follows:

Battery bus

Main bus

Avionics and accessory bus

Utility bus

Priority bus

Distribution bus

BUSES

Battery BusEach battery is connected through a battery linecontactor (BLC) to the respective battery bus.The battery buses are also connected to eachother by a hard wire to form one battery bus.

The battery buses are connected to the mainbuses through the main bus tie contactors.External power is connected to the batterybus through the external power contactor. TheAPU generator is connected to the battery busthrough the APU generator line contactor.The battery provides power directly to theAPU starter generator for APU engine start.The battery bus provides power to the desiredengine for start through the generator startcontactor.

Main BusThe No. 1 and No. 2 main buses supply powerto charge the batteries through bus-tie con-tactors (normally closed), and current sensors.Since both generator systems are intercon-nected through bus-tie contactors and thebattery bus, they operate in parallel and forman integrated electrical system.

Each main bus also supplies power directly toits respective avionics and accessories busand to some high load consumers. This pre-vents overloading of the distribution buses.

Avionics and Accessory BusThe avionics and accessory buses are con-nected to their respective avionics equipment,and customer non-essential load. Each bus isconnected to its main bus, respectively, via aremote controlled circuit breaker (RCCB).The RCCBs are controlled by the L and Ravionics switches and control circuit break-ers. The avionics switches operate in serieswith the control circuit breakers. Selecting theavionics switch to the OFF position or pullingthe control circuit breaker opens the RCCBand removes power from the respective avion-ics and accessory bus.

The left and right avionics (AV) and accessory(ACC) switches are located on the overheadswitch panel.

Utilities BusThe 28-VDC utilities bus powers non-essen-tial equipment including the cabin power andgalley equipment. A RCCB protects the bus.

Priority BusA priority bus in the electrical system ensuresa continuous supply of electrical power tocertain critical equipment. Both distributionbuses power the priority bus through circuitbreakers and diodes.



Distribution BusEach main bus supplies power to its respec-tive distribution bus through three feedercables (Figure 2-6). Each feeder cable is pro-tected by a circuit breaker at each end.

There are three (35 amp) feeder circuit break-ers in the flight compartment overhead foreach distribution bus. The breakers are la-beled DISTR BUS L FDRS and DISTR BUSR FDRS (see Figure 2-2).

The feeder circuit breakers at the aft end ofeach feeder are in the DC contactor box, andare 50 amp circuit breakers. The circuit break-ers on the DC contactor boxes are inaccessiblein flight.

The 50 amp circuit breakers at the aft end ofeach feeder contain a built in switch. Theswitches are wired in parallel. If any of the aftfeeder circuit breakers open it will illuminatethe respective DISTR FEEDER OPEN mes-sage on the MFD.

Any unaffected feeder cable will continue tosupply power to the distribution bus.

Failure of two feeder cables will likely befollowed by a failure of the third feeder cable.When all feeder cables fail (indicated by fail-u r e o f a l l c o n s u m e r s o f t h e a f f e c t e ddistribution bus), the respective distributionbus is disabled.

Closing the normally open DISTR BUS TIEcircuit breaker on the overhead panel allowsthe operative bus to repower the disabled bus.

All three DISTR BUS FDRS circuitbreakers of the affected bus must beopened before closing the DISTRBUS TIE circuit breaker to isolate thefailure and avoid supplying powerto the failed bus. Do not reset anytripped feeder circuit breaker whenthe DISTR FEEDER OPEN messageis visible or while the DISTR BUSTIE circuit breaker is closed.

CAUTION



35 A

50 A

DISTRIBUTION BUS

MAIN BUS

L/R DISTRFEEDER OPEN

Figure 2-6. Distribution Feeder Cables

GENERATORS

GENERALEach engine has one starter-generator mountedon the accessory gearbox center drive pad(Figure 2-7). Ambient air cools the generatorsthrough a scoop located just below the engineair inlet. Each generator produces 28 voltsDC and is rated at 300 amperes.

Generator output and load paralleling areautomatically regulated. A generator con-trol uni t (GCU) protects each generatoragainst over-voltage and feeder faults (over-e x c i t a t i o n ) . T h e s e c o n d i t i o n s t r i p t h erespective GCU, thereby deenergizing thegenerator magnetic field.

If there is a loss of power from one of the gen-erators, the main bus-tie contactor (BTC)permits the opposite power source to supplypower to the buses. The aircraft structure isused as the negative side of the aircraft elec-trical system.

GENERATOR CONTROL UNITS There are three GCUs: one for each engine andthe APU. The engine GCUs are located abovethe service compartment and APU access doorsand provide the following functions:

Voltage regulationRegulates genera-tor output to 28.5 0.1 volts during allload and environmental conditions forwhich the generator is designed.

Load divisionLoad difference be-tween the generators does not exceed30 amperes(with both generators func-tioning).

Over-voltage protectionAn over-volt-age sensing circuit continually monitorsthe generator output voltage. When thevoltage exceeds a preset level, the re-spective generator is deenergized withoutdeenergizing the other generator.

Starter field current control (field weak-ening)The starter field current controlcircuit controls the field flux of thestarter. Allows maximum output torqueat a low starter rpm while still permit-ting the starter to reach a relatively highrpm occurring at starter cutout.



LEFT/RIGHTBATTERY

LEFT/RIGHTGENERATORCONTROL UNITS

APU GENERATORCONTROL UNIT

Figure 2-7. Generator Location

Current l imit (generator) controlRegulates its generator to a load nogreater than 400 amps by controllingthe voltage output of the generator elec-tronically.

Overspeed ( runaway) protect ionPrevents an unloaded unit from runningaway (if a shaft breaks) during starting.

Generator (line) contactor controlAutomatically connects the generatoroutput to the generator bus when thecontrol switch is in the ON position andthe generator output voltage has risen towithin 0.3 VDC of the main bus voltage.

Reverse-current protectionVoltagedifferential greater than +0.22 volts au-tomatically tr ips the generator l inecontactor, thereby removing the gener-ator from the bus.

Feeder (ground) fault protectionAcurrent flow to ground removes that gen-erator from the generator bus.

OPERATION

BATTERY CHARGING

External PowerWith external power connected to the aircraftand the EXT POWER switch selected to theON position, the external power contactorcloses to energize the battery bus. When theBATT switch is in the ON position, the bat-teries close the contactors BLC-1 and BLC-2to charge the batteries from the battery bus.

APU GeneratorWith the APU running and the generator switchselected to the ON position, the APU LC (linecontactor) closes and energizes the batterybus with 28 VDC. When the battery switch isin the ON position, contactors BLC-1 andBLC-2 close to charge the batteries from thebattery bus.

Starter-Generators With an engine running, the starter-generatorenergizes the main bus through the GLC. Whenthe BATT switch is in the ON position, the bat-teries close the contactors BLC-1 and BLC-2.This charges the batteries from the battery bus.

LOAD OPERATINGCONDITIONSWith the BATT switch in the ON position,BLC-1 and BLC-2 close to supply 24 VDCf rom the ba t t e r i e s t o t he ba t t e ry bus .Simultaneously the BTC-1 and BTC-2 close.

With external power applied and the EXTPOWER switch ON, 28-VDC external poweris applied to the battery bus. Simultaneouslythe BTC-1 and BTC-2 close.

Complete distribution of DC power is possi-ble if both bus-tie contactors are closed.Normally, they are automatically energizedwhen power is available on the battery bus.However, a contactor deenergizes if:

Opposite engine is being started duringbattery only start

Too much amperage goes through thecontactor (more than 200 amperes)

Its main bus-tie circuit breaker in theoverhead panel is open.

Automatic Load-ShedUnder normal operating conditions, the gen-erators operate in parallel to share the entireDC electrical load equally.

During single generator operation due to gen-erator failure or crew selection, an automaticload-shedding circuit disconnects these non-essential loads:

Galley equipment

Windshield heat



Baggage heat

60 Hz 115 VAC inverter

Opening of either generator line contactor(GLC) results in loss of power to emergencydisconnect relay causing an automatic load-shedding of non-essential systems.

Placing the battery switch in the OVRRDLOAD REDUCT position bypasses the EDRrelay circuit allowing the crew to reselect nec-essary systems. In this manner, the crew mayoverride the load-shed system.

APU StartingAPU start power is supplied by the right bat-te ry only. A second power source mustprovide power to the ECU for APU enginecontrol. The start sequence is as follows(Figure 2-8):

Select the APU master switch to the ONposition.

APU PRESS TO TEST Pushbutton,press to test APU fire loop and squib.

NOTECompleting the APU press to testafter the master switch is on will lockin an APU fire fault in the ECU pre-venting an APU start.

Select the APU start switch momentar-ily to START position

When the APU energizes, it removespower from the right battery line con-tactor (BLC-R) causing it to open anddisconnects the right battery from therest of the electrical system.

APU start relay receives its groundfrom the right battery relay, only if itis deenergized.

Right battery line contactor opens,disconnecting it from the battery bus.A secondary power source is requiredfor APU ECU operation.

When the APU start relay energizes, itcloses the APU start contactor and startsthe APU.

The APU electronic control unit (ECU)provides starter cut-out at 77% rpm.

NOTEAPU start may also be terminated bymomentar i ly se lec t ing the APUSTART switch to the STOP position.

ENGINE STARTEach engine is started with its starter-gener-ator. The following can power the starter:

Aircraft batteries

External power

APU

The battery bus powers the engine start control.

Engine Start SequenceBatteriesFigure 2-9 depicts the after engine start se-quence as follows:

Select right start switch momentarily toSTART positionSwitch returns to OFFposition when released.

Select right GEN switchCloses theright generator start contactor (GSC)which powers the right starter-genera-tor (S/G).

Digital engine electronic controller(DEEC) starter cut-out is provided at50% N2 engine speedTerminates thestart.

When the GCU receives the cut-out sig-nal it depowers, which deenergizes theengine start relay.

When the relay deenergizes, it opensthe GSC and terminates the start.

The opposite side main bus tie contac-tor opens, deenergizing the oppositeside to reduce load during battery start.



GU

LF

ST

RE

AM

G1

50

PILO

T T

RA

ININ

G M

AN

UA

L

Revision 2

2-13F

OR

TR

AIN

ING

PU

RP

OS

ES

ON

LY

Figure 2-8. APU Running/Right Engine Start

AVIONAND

ACCES

NO. 1 MAINBUS TIE


RCB

UTILBUS

AVIONAND

ACCES

RCB RCB

NO. 2 MAIN BUS

NO. 2 MAINBUS TIE

NO. 2BATT

PRIORITY BUS

50ADISTRIBUTION BUS TIE CB

GCUAPUGEN

BLCBLC

NO. 1BATT

BLC

EPC

EXR PWRSWITCH

EXT POWER PLUG

GEN-STARTCONTACTOR

APUGSC

APU LC

GEN-STARTCONTACTOR


OVERVOLT

RELAY

BATTERY BUS BATTERY BUS

NO. 2GEN

R. LC

NO. 1GEN

L. LC

AMPS

CT

CT

VOLTS

60 HzA/C

INVTR

NO. 1 MAIN BUS

AMPS

VOLTS

GCU GCU

2525

35AEACH

35AEACH

50AEACH

50AEACH

50A

300A

200A200A

GU

LF

ST

RE

AM

G1

50

PILO

T T

RA

ININ

G M

AN

UA

L

Revision 2

2-14F

OR

TR

AIN

ING

PU

RP

OS

ES

ON

LY

Figure 2-9. External Power/Right Engine Start

AVIONAND

ACCES

NO. 1 MAINBUS TIE


RCB

UTILBUS

AVIONAND

ACCES

RCB RCB

NO. 2 MAIN BUS

NO. 2 MAINBUS TIE

NO. 2BATT

PRIORITY BUS

50ADISTRIBUTION BUS TIE CB

GCUAPUGEN

BLCBLC

NO. 1BATT

BLC

EPC

EXR PWRSWITCH

EXT POWER PLUG

GEN-STARTCONTACTOR

APUGSC

APU LC

GEN-STARTCONTACTOR


OVERVOLT

RELAY

BATTERY BUS BATTERY BUS

NO. 2GEN

R. LC

NO. 1GEN

L. LC

AMPS

CT

CT

VOLTS

60 HzA/C

INVTR

NO. 1 MAIN BUS

AMPS

VOLTS

GCU GCU

2525

35AEACH

35AEACH

50AEACH

50AEACH

50A

300A

200A200A

NOTEThe start sequence may also be ter-minated by momentarily selectingthe START switch to STOP position.

The second engine start is normally a crossstart. In this mode the operating engine andAPU, if running, will aid the batteries in thestart. Both generator start contactors (GSCs)will close on the second engine start. No buseswill lose power at this time as the operatingengine generator will continue to power its re-spective bus. The current limiting circuit of theGCU will limit the operating generators out-put to 400 amps.

AC SYSTEM

GENERALOne KVA static inverter provides the 115-VAC, 60 Hz power for optional customeritems.

SYSTEM OPERATIONThe left main bus powers the static inverter tosupply 115 VAC, 60 Hz.

AC power from the static inverter is suppliedto the electrical outlets in the cabin and lava-tory areas.

CONTROLS AND INDICATIONS

Control SwitchesThe overhead switch panel (see Figure 2-3)power section has the following switches:

EXTOFFDisconnects the external power cir-cuit.

ONConnects external power to the batterybus through an overvoltage relay and prevents

generator line contactors from closing.

BATTOFFDisconnects both batteries from thebattery bus.

ONConnects both batteries in parallel tothe Battery bus, if the BATT DISCONNECTcircuit breakers are selected to the IN position

OVRRD LOAD REDUCTOverrides auto-matic load reduction resulting from an enginegenerator off-line. Enables the windshieldheat, baggage heat, 115 VAC inverter, cabin andthe galley loads to operate with only one en-gine generator off-line.

GENERATOR (L/R)OFFDisconnects the generator output fromthe main bus. Illuminates the respective CASmessage GEN OFF (does not deenergize thegenerator).

ONConnects the generator output to themain bus. Extinguishes the respective CASmessage GEN OFF if its respective genera-tor voltage is sufficient.

RESETMomentary position spring-loadedto OFF. Reflash the magnetic field in thegenerator.

AVIONICSOFFOpens the RCBs between respectivemain bus and avionics bus.

ONCloses the RCB and powers the bus fromits respective main bus.

UTILITIESCABIN and GALLEYOFFOpens the RCBs between #2 main busand the utility bus, thereby depowering thebus.

ONCloses the RCB and powers the utility busfrom the #2 main bus.



Engine StartSTOPOpens the respective start circuit toabort a start cycle below 50% N2.

OFFNo electrical power.

STARTInitiates a start cycle.

MFD INDICATIONSThe following indications appear on the elec-trical synoptic page of MFD (Figure 2-10):

Battery temperature and voltage

Generator amps and voltage

APU amps and voltage

CIRCUIT BREAKERSDISTR BUS TIENormally open. Whenclosed, connects both distribution buses.Ensure all three DISTR BUS FDRS CBs of thedisabled bus are disconnected before closingthe DISTR BUS TIE (Figure 2-11).

DISTR BUS L/R FDRSEach set of three(Land R) DISTR BUS FDRS is used for dis-connection of the distribution bus from therespective main bus. There are no associatedEICAS messages for a tripped CB.

GEN CONTR and APU GENWhen tripped,the field circuit opens, disabling the genera-tor. Trips when GCU anti-cycle circuit fails.Used to trip the generator manually.

MAIN BUS TIETrips when excessive cur-rent flows through the bus tie contactor (frommain bus to battery bus). Also used to open bustie contactors.

BATT DISCONDisconnects the batteryfrom the BATTERY BUS when required.

OVERRD LOAD REDUCTProvides thecontrol power to the EDR operation. When theEDR is deenergized in case of an engine gen-erator failure or the CB is pulled manually,the non-essential loads automatically discon-nect. CB connected to No.1 distribution bus.

ENGINE STARTProvides the control forthe starting circuit relay.

AVIONICS BUSIntended for control ofRCCBs from the overhead panel which con-nect the L and R AV BUSES to L/R MAINBUSES accordingly.

PRIORITY BUS 1 and 2Intended for pro-tection of priority bus.

UTILITIES BUSControls the RCCB thatconnects the utilities bus to MAIN BUS 2.



Figure 2-10. MFD Indications

LIMITATIONSThe limitations contained in Section One ofthe Airplane Flight Manual (AFM) must becomplied with regardless of the type of oper-ation. Consult the AFM for references tospecific pages or figures within this section.

DC STARTER-GENERATORLIMITSGround and flight operations300 A maxi-mum continous.

BATTERY LIMITSDo not take off if battery temperature remainsabove 140F or BATT OVERHEAT (L/R) mes-sage appears.

Minimum voltage above 0C is 24 V

Minimum voltage below 0C is 23 V

EMERGENCY ANDABNORMALOPERATIONS

EICAS MESSAGESAll messages appear on the MFD primarypage. Caution messages are accompanied bya single-chime aural tone. All electrical sys-tem messages appear as follows (Figure 2-12):

CAUTION APU GEN OVERHEATAPU over-

heat condition

APU GEN OVERLOADLoad is above300 amps for more than 40 seconds or400 amps for more than 10 seconds.

BATT DISCHARGEBoth main bat-tery voltages are below 25 VDC whenat least one generator is active and onebattery is connected.

BATT OFF (L/R)Indicates that leftor right battery is disconnected from thebattery bus.

BATT OVERHEAT (L /R)Temperature above 140F (60C).

DISTR FEEDER OPEN (L/R)One ormore of the aft three distribution busf eede r c i r cu i t b r eake r s a r e open .Normally accompanied by the respectiveDISTR BUS FDRS circuit breaker trip.



Figure 2-11. Electrical Circuit Breaker Locations



GEN OFFGenerator not connected tothe appropriate main bus or the genera-t o r sw i t ch i s s e l ec t ed t o t he OFFposition:

Green400 amps or less

AmberAfter 10 seconds if greaterthan 400 amps

GEN OVERHEATOverheat condi-tion.

GEN OVERLOADLoad is above 300amps for more than 40 seconds or 400amps for more than 10 seconds.

STATUS APU GEN OFFAPU operating but

APU generator disconnected.

APU GEN OVERHEATAPU GEN OVERLOADBATT DISCHARGEBATT OFFBATT OVERHEATDISTR FEEDER OPENGEN LOAD UNBALANCEGEN OFFGEN OVERHEATGEN OVERLOAD

Figure 2-12. Electrical EICAS Indications

1. Automatic DC load shed will occur if:A. One battery is disconnectedB. The bat tery switch is at OVRRD

LOAD REDUCTC. A BATT OVERHT light illuminatesD. One engine generator is off or failed

2. Which of the following will cause a gen-erator to automatically trip?A. OvervoltageB. Feeder faultC. Over excitationD. All of the above

3. If the BATTERY MASTER is left ON orOVRRD LOAD REDUCT and neitherexternal power nor any of the generatorsare connected, what indication of batterydischarge will occur during ground op-erations?A. Warning CAS message displayed on

the MFDB. Position lights illuminateC. Beacon light illuminatesD. BATT DISCHG amber CAS message

appears on the MFD

4. If the battery temperature readout isamber, the appropriate action is:A. Land as soon as possibleB. Battery switch to OFFC. Ba t t e ry manua l l y d i s connec t ed

through the L/R BATT DISC circuitbreaker

D. A and C

5. Which of the following electrical circuitbreakers on the overhead panel is nor-mally in the OPEN position?A. GalleyB. UtilityC. No. 2 main busD. Distribution bus tie



QUESTIONS

CHAPTER 3LIGHTING

CONTENTS

Page

INTRODUCTION................................................................................................................... 3-1

GENERAL .............................................................................................................................. 3-1

SYSTEM DESCRIPTION ...................................................................................................... 3-1

Flight Compartment Lights (Cockpit) ............................................................................. 3-2

Passenger Compartment Lighting(Cabin) ...................................................................... 3-4

Exterior Lighting ............................................................................................................. 3-5

Emergency Lighting ........................................................................................................ 3-8

Baggage Compartment Lighting .................................................................................... 3-9

Annunciator Lights .......................................................................................................... 3-9

LIMITATIONS...................................................................................................................... 3-10

EMERGENCY AND ABNORMAL OPERATIONS ........................................................... 3-10

QUESTIONS......................................................................................................................... 3-12



ILLUSTRATIONS

Figure Title Page

3-1 Lights........................................................................................................................ 3-2

3-2 Map Light Switch .................................................................................................... 3-3

3-3 Airstair Lights .......................................................................................................... 3-5

3-4 Exterior Lighting...................................................................................................... 3-5

3-5 Emergency Lighting................................................................................................. 3-8

3-6 Lighting EICAS Indications .................................................................................. 3-11





INTRODUCTIONThe Gulfstream G150 lighting system incorporates flight compartment, passenger, bag-gage area, exterior and emergency lighting.

GENERAL

CHAPTER 3LIGHTING

The G150 lighting system provides interiorand exterior lighting required for ground andflight operations of the aircraft. Both systemsuse 28 VDC and are controlled by switches onthe cockpit overhead panel, instrument panelsand in the passenger compartment. An emer-gency lighting system is installed to providethe crew and passengers lighting in case of anemergency.

SYSTEM DESCRIPTIONThe lighting system (Figure 3-1) is dividedinto five subsystems:

Flight compartment (cockpit)

Passenger compartment (cabin)

Baggage compartment

Exterior

Emergency

FLIGHT COMPARTMENTLIGHTS (COCKPIT)The flight compartment lights provide light-ing for the flight crew. The DCU A providesthe crew with the capability to test the flightcompartment annunciators.

The overhead and pedestal lighting providesdimming control of the edge light panelsand some instrument displays in the flightcompartment.

Pilot and copilot lighting system includescontrols for the cockpit floodlights, domelights, map lights and step lights.

PotentiometersThe COCKPIT LIGHTSCONSOLES,INSTR PNL, OVERHEAD and FLOOD poten-tiometers (Figure 3-1) adjust the brilliance ofthe equipment displays and overhead panels.

CONSOLES potentiometer illuminates thefollowing display devices:

Passenger oxygen control panelrightconsole

Cockpit voice recorder control panelleft console

Audio control panelsboth consoles

Selector switchpedestal

Nosewheel steering handleleft console

Audio options panelsboth consoles

Control display units pedestal

Pedestal edge light panels

Reversion switch panelpedestal

Cursor control panelsboth pedestals

INSTR PNL potentiometer illuminates thefollowing display devices:

Digital clocksinstrument panel

Standby instrumentscenter instru-ment panel

Display control panelglarescreen

Display dimming panelsinstrumentpanel

Flight guidance panelcenter

OVERHEAD potentiometer illuminates thecockpit overhead circuit breaker panel andthe cockpit overhead panel. The MASTERswitch on the cockpit overhead panel con-trols the application of electrical power. Thepanels receive 28 VDC from the No. 1 distri-bution bus through VARIABLE DIMMINGcircuit breaker.

FLOOD potentiometer on the overhead panelcontrols the flood lights which are located onthe lower surface of the instrument panelglareshield.

MASTER LightThe MASTER light switch (Figure 3-1) illu-minates the cockpit overhead panel. When inthe ON position, the switch supplies electri-cal power to the OVERHEAD potentiometerwhich illuminates the instrument, edge and icedetection lights. The switch supplies 28 VDCto the DC/DC converters.



Figure 3-1. Lights

DC/DC ConvertersTwo DC/DC converters are located in the leftcockpit console and receive 28 VDC from theNo. 1 distribution bus. The converters receivea variable resistance value from the CON-SOLES, INSTR PNL, OVERHEAD andFLOOD potentiometer to control the bril-liance of instrument displays.

Dome LightOne dome light is located above the left ceil-ing panel above the pilot. This light is con-trolled by the DOME Light switch located inthe cockpit overhead panel and receives 28VDC power from the No. 1 distribution bus.

Pilot and Copilot LightsThe flight compartment pilot and copilot light-ing system includes controls for the step lightsand map lights which receive electrical powerfrom the No. 2 distribution bus through MAPFLOODDOME/CMPSS circuit breaker.

Step LightTwo step lights are located on the face of thestep leading into the cockpit and illuminatewhenever electrical power is applied to the air-craft.

Map LightTwo swiveling map lights are above the pilotand copilot. Each map light is controlled bya switch on the respective control wheel(Figure 3-2).

The intensity of each map light is controlled bya dimming control located next to each light.

Emergency Lights The EMERG LTS guarded switch (Figure 3-1) on overhead panel operates the emergencylights manually or arms them automatically inthe event of electrical power loss.

Emergency Lighting DistributionUnit (ELDU)There are two emergency light distributionunits (ELDUs). The ELDUs are controlled bythe EMERG LTS switch on the cockpit over-head panel.

With EMERG LTS switch selected tothe ON position the ELDUs supplyemergency battery power to the inte-rior and exterior emergency lights.

With EMERG LTS switch selected tothe ARM position the ELDUs supplyemergency battery power to all the emer-gency lights during electrical power loss.

With EMERG LTS switch selected tothe OFF position the emergency light-ing system is disabled.

The forward ELDU supplies power to the rightoverwing emergency light and the entrancedoor emergency light.

3-3FOR TRAINING PURPOSES ONLY


LEFT CONTROL WHEEL

RIGHT CONTROL WHEEL

MAP LIGHT SWITCH

MAP LIGHT SWITCH

Figure 3-2. Map Light Switch

The aft ELDU supplies power to the left over-wing emergency light.

Both ELDUs supply power to the left andright ground emergency lights.

Emergency Lights BatteryThere are two four-ampere-hour emergencylight batteries designed to provide power fora duration of ten minutes, one for each of theELDUs. The emergency light batteries are lo-cated adjacent to their associated ELDU. Thebatteries are charged by aircraft power throughthe ELDUs.

In the event the aircraft loses electrical power,the ELDUs connect the emergency lights bat-teries to the emergency lights. Each emer-gency battery has a circuit breaker, batterycondition LEDs and a TEST SWITCH.

NOTEEmergency batteries are designed toprovide power for ten minutes only.

PASSENGER COMPARTMENTLIGHTING(CABIN) The passenger compartment (cabin) lightingsystem consists of the following:

Instruction lights

Reading lights

Indirect lighting

Airstair lights

Instruction LightsThe instruction lights consist of seat belt andno smoking lights. These lights, mounted onthe forward and aft cabin partition walls, arecontrolled by the pilot control switch.

NO SMOKE and BELTS switches provide se-lective control (see Figure 3-1).

Reading Lights and IndirectLightingReading lights and indirect lighting are pro-vided based on the individual operator sspecified configuration.

Indirect lighting is supplied by fluorescenttubes installed in the roof lining behind thewindow frames.

Airstair LightsThe aircraft entrance door airstair is providedwith lighting on each step of the airstair forsafety and visibility at night (Figure 3-3).

There are two airstair light switches:

Main entrance door

Right side of the airstair

When the door is opened and either the airstairswitch or the entrance door switch is selectedto the ON position, lighting is provided to theairstair.

When the door is closed, the switch disconnectsthe power from the airstair lights without plac-ing either switch to the OFF position. Airstairlights are powered by the No. 1 battery.



EXTERIOR LIGHTINGThe exterior lighting (Figure 3-4) providesaircraft identification and is divided into foursubcategories:

Landing and taxi lights

Navigation lights

Exterior surface inspection lights

Provisional lighting

Landing and Taxi LightsThe landing and taxi lighting systems are usedfor landing, takeoff and taxiing operations atnight and under conditions requiring enhancedvisibility.

Both landing and taxi lights are equipped withadjustable sealed-beams. The landing light isinstalled in each wing root leading edge andthe taxi light is mounted on each side of thenose landing gear strut (Figure 3-4).

LANDING SwitchesThe EXTERIOR LIGHTSLANDINGswitches are located on the cockpit overheadpanel (see Figure 3-1). These switches providecontrol signals to the pulse light control unit.

The LANDING switches have three positionsas follows:

ONLanding lights illuminate

PULSEEnable the pulse light controlunit to flash the left and right landinglights alternately

OFFLanding lights off



Figure 3-3. Airstair Lights

CABIN WALL LEFT AND RIGHT

EMERGENCY LIGHTS BATTERY

EMERGENCY LIGHTS

BATTERY

FUSELAGEEXTERIOR

LEFT AND RIGHT

FUSELAGEEXTERIOR LEFT

INTERIOR COCKPIT STEP

CABIN LIGHT

Figure 3-4. Exterior Lighting

Both L and R landing lights are supplied 28VDC power. The left landing light is pow-ered by the No.2 distribution bus through theL LANDING & TAXI circuit breaker and theright light is powered by the No. 1 distribu-tion bus through the R LANDING & TAXI cir-cuit breaker.

TAXI SwitchThe EXTERIOR LIGHTSTAXI switch (seeFigure 3-1) is located on the cockpit over-head panel. When the TAXI switch is ON, theswitch applies electrical ground to the noselanding gear down lock switch. When thenosewheel is down and locked, the switchcloses enabling power to the PLCU, lightingthe taxi lights.

Both taxi lights are supplied with 28 VDC. Theright taxi light is powered by the No. 2 distri-bution bus through the R LANDING & TAXIcircuit breaker. The left taxi light is poweredby the No. 1 distribution bus, through the LLANDING and TAXI circuit breaker.

Pulse Light Control UnitThe pulse light control unit (PLCU) is a dualchannel controller which receives control sig-nals from the TAXI and LANDING switches.These switches enable both taxi and or land-ing lights to flash on alternately.

The pulse light control unit also receives aninput from the traffic collision avoidance sys-tem transmitter/receiver which causes thelanding lights to flash regardless of the land-ing light switch position.

Navigation System LightsThe navigation, strobe and beacon lights allowthe aircraft to be more visible in low lightconditions and provide the aircraft with re-quired navigational lighting.

Navigation LightsThe navigation lights (see Figure 3-4) providethe aircraft directional recognition at nightor in reduced visibility and are located in eachwing tip. Each NAV light is made up of anarray of five green or red LED elements. Thetail cone houses two (white) navigation lightsand a strobe light.

The NAV switch receives 28 VDC from the No.1 distribution bus through the NAV circuitbreaker. When the NAV switch is in theNAVSTROBE position, 28 VDC is appliedto both wings and tail cone Navigation lights.

The power supply provides high voltage to thestrobe light flash tubes, causing them to flash.Each strobe assembly receives high voltage bya separate power supply.

The EXTERIOR LIGHTSNAV switch is athree-position switch as follows:

NAVenables the Navigation lights

OFF

NAVSTROBEenables the naviga-tion and strobe lights



Strobe LightsStrobe lights (see Figure 3-4) are installed ineach wing tip. A tail cone strobe light is alsoinstalled and is housed in common with thenavigation light.

The NAV switch receives 28 VDC from theNo. 1 distribution bus through the STROBEcircuit breaker. When the NAV switch is in theNAVSTROBE position, 28 VDC is appliedto the strobe power supply. They are synchro-nized by a SYNC signal connected betweenthem.

The power supply provides high voltage to thestrobe light flash tubes, causing them to flash.Each strobe assembly is supplied high volt-age by a separate power supply.

Beacon Light (BCN)The red flashing beacon light (see Figure 3-4) is mounted atop the vertical stabilizer. TheEXTERIOR LIGHTSBCN switch is locatedon the cockpit overhead panel (see Figure 3-1). The BCN switch receives 28 VDC from theNo. 2 distribution bus through the BCN cir-cuit breaker.

The BCN energizes automatically when theBATT master switch is in the ON positionand the following conditions are met:

GeneratorsOFF

APUOFF

EPUOFF

Wing Inspection and LogoLights The wing inspection lights located on each sideof the fuselage illuminate the wing leadingedges.

The logo lights are installed in the upper sur-face of each horizontal stabilizer and illumi-nate both sides of the vertical stabilizer andrudder .

The WING/LOGO switch on the cockpit over-head panel is a two position switch as fol-lows:

WING INSPECTPower applied to theleft and right wing inspection lights

LOGOIlluminates both sides of thevertical stabilizer

The switch receives power from the No. 2distribution bus through the LIGHTSWINGINSPECT circuit breaker.



EMERGENCY LIGHTINGThe emergency lighting system provides thecrew, passengers and ground crew lighting incase of an emergency.

The interior emergency lighting system pro-vides lighting in the entrance door exit signand the over wing emergency exit signs.Escape path lighting is provided on the cabinfloor.

The exterior emergency lighting system pro-vides lighting of the wing surface, the leftand right emergency exits and below the wingsurface during emergency evacuation.

Main Entrance Door Exit SignThe main entrance door exit sign (Figure 3-5) is located above the main cabin door andilluminates to indicate where the main cabindoor is located.

Entrance Door EmergencyLightThe entrance door emergency light (Figure3-5) is located on the lower right corner of themain entrance door and illuminates the mainentry door stairs.

Overwing Emergency Exit SignThe overwing emergency exit signs (Figure 3-5) are located over each overwing emergencyexit. They illuminate to indicate where theoverwing emergency exits are located.

Overwing Emergency LightThe overwing emergency lights (Figure 3-5)are located on the lower right corner of the leftand right emergency window exits. Theselights illuminate the top portion of the wing.

Ground Emergency LightsThe ground emergency lights (Figure 3-5) arelocated under the aircraft on each side of thebottom fairing. These lights illuminate theground just in front of the forward wing root.



MAIN ENTRANCEDOOR EXIT SIGN

EXIT

EXIT

EXIT

LEFT AND RIGHTEMERGENCY EXIT LIGHTS

EMERGENCY LIGHTON LOWER FUSELAGE

EMERGENCY LIGHT

OVERWINGEMERGENCYEXIT SIGN

Figure 3-5. Emergency Lighting

BAGGAGE COMPARTMENTLIGHTING Baggage compartment lighting provides gen-eral illumination for baggage loading.

Baggage Dome LightThe baggage compartment dome light is lo-cated in the ceiling of the baggage compart-ment. The light is controlled by a two positiontoggle switch on the left side of the baggagedoorway.

A microswitch mounted in the door frame ap-plies power to the baggage compartment lightswitch and sends a signal to the integratedavionics processor system (IAPS) that thebaggage compartment door is open.

Baggage Inspection LightThe baggage compartment inspection light islocated on the underside of the left enginepylon. This light is connected in parallel withthe baggage compartment light. The inspec-tion light illuminates whenever the baggagecompartment light is selected to the ON po-sition.

The baggage compartment lighting is con-trolled by two switches in series. The bag-gage compartment door switch provides anelectrical ground to the baggage compartmentlight and the baggage inspection light. Thebaggage compartment switch receives 28 VDCfrom the battery bus through circuit breaker.

When the baggage compartment switch is inthe ON position, power is applied to the bag-gage compartment and inspection lights. Thebaggage compartment door switch removeselectrical power from the baggage compart-ment switch when the baggage compartmentdoor is closed, preventing the baggage com-partment light from draining the main battery.

ANNUNCIATOR LIGHTSThe annunciator lights test and dim systemsare actually two subsystems:

Indication test subsystem

Day/night subsystem

Indication Test SubsystemIND/WARN/SYS TESTIND LIGHTS switchpositions are as follows:

DCU A AND LTS

All pushbutton switches to illumi-nate

Integrated avionics processor system(IAPS) initiates the left aural test

DCU B

IAPS initiates the right aural test

Day/Night SubsystemThe day/night subsystem controls the commonsupply voltage to the annunciator and switchindicators. It also applies 28 VDC for fullbrilliance or a reduced voltage and controls thebrilliance of the lighted pushbutton switchesand annunciators.

PUSH DIM SwitchThe PUSH DIM switch is part of the day/nightsubsystem and is located on the pilot side ofthe instrument panel. The PUSH DIM switchselects full brilliance or dim. When the PUSHDIM switch is depressed, it energizes controlrelays in the dimming box.



LIMITATIONSThe limitations contained in Section One of theAirplane Flight Manual (AFM) must be com-plied with regardless of the type of operation.

EMERGENCY ANDABNORMALOPERATIONSRefer to Figure 3-6 for the EICAS messagedisplayed on the MFD for this system. Theonly EICAS message associated with the light-ing system is as follows:

EMERG LIGHT SWEMERG LTS switchnot in ARM position





Figure 3-6. Lighting EICAS Indications



1. An illuminated CAS message EMERGLT SW indicates:A. Emergency lights switch is in the ON

positionB. Emergency lights switch is not in the

ARM positionC. Emergency lights switch is in the ON

position and no generator is on lineD. Emergency lights switch is in the OFF

position

2. The Emergency Lights can be armed by:A. Pushing the switch on the light panel

over the main entry doorB. Pushing the EMERG LT SW to ONC. Pushing the switch near the CEO seatD. Pushing the EMERG LT SW to ARM

3. The EMERG LT SW CAS message willilluminate on the MFD when:A. DC power i s ava i l ab l e and t he

EMERG LT switch is not ARM B. EMERG LT switch is in ARM and

one generator is offC. Emergency batteries are dischargedD. DC power is not available

4. The MASTER SWITCH located on theoverhead panel supplies power to COCK-PIT LTSOVERHEAD potentiometerwhich illuminates:A. Instrument, console and panel lightsB. Instrument, console and ice detection

lightsC. Instrument, ice detection and edge

lightsD. Instrument, flood and console lights

5. In the event of a dual generator failure andloss of DC power, the EMERG LT systemwill activate. The recommended practiceis to:A. Position the EMERG LT switch from

ARM to OFF until landing is assuredB. Keep the EMERG LT switch in the

ARM positionC. Position the EMERG LT switch to

OND. Position the EMERG LT switch to

OFF

QUESTIONS



CHAPTER 4MASTER WARNING SYSTEM

CONTENTS

Page

INTRODUCTION................................................................................................................... 4-1

GENERAL .............................................................................................................................. 4-1



ILLUSTRATION

Figure Title Page

4-1 Multi-Function Display (MFD)................................................................................ 4-2

4-2 MASTER WARNING/CAUTION........................................................................... 4-2

TABLES

Table Title Page

4-1 Warning Messages.................................................................................................... 4-3

4-2 Caution Messages..................................................................................................... 4-6

4-2 Advisory Messages ................................................................................................ 4-14

4-2 Status Messages ..................................................................................................... 4-15



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