Cessna Citation XLS - Electrical

GENERAL
Electrical power for the Citation XLS comes primarily from DC sources originating with the starter/
generators, the Auxiliary Power Unit (APU) or the battery. A receptacle below the left engine pylon is
provided for connection of a 28 VDC external power unit.

ALTERNATING CURRENT (AC) POWER

The Citation XLS utilizes a single alternating current (AC) inverter to power the electroluminescent
panel lighting. In addition, AC power from engine-driven alternators is used to power the electrically
heated windshield. For a complete system description, refer to Anti-Ice/Deice description in this
section.

NOTE
Avionics equipment in the Citation XLS is DC-powered, and therefore does not
require the use of AC inverters.

DIRECT CURRENT (DC) POWER

The direct current (DC) power distribution system consists of two separate and independent DC
power sources which supply the system. In the event these DC power sources fail, the battery
system will supply emergency power to selected systems. The direct current (DC) power distribution
system consists of a battery system, an APU system, two 300 amp starter/generators, two Generator
Control Units (GCUs), a distribution system, a battery switch, an avionics switch, two generator
control switches, two ammeters and a voltmeter with a selector switch. A description of various
components follows.

BATTERY SYSTEM
The battery system consists of the battery, the battery disconnect relay and associated switches. The
44-amp battery is used to provide power for engine starting, and to provide power to the emergency
battery bus in the event of a dual generator failure.

The battery is located in the left hand aft fairing and has an overboard vent. A battery disconnect
relay is provided for the battery. During normal operation, the relay remains in a de-energized
position. During a battery overtemperature condition, the battery may be disconnected by operating
the BATTERY DISCONNECT switch on the pilot’s circuit breaker sub-panel. The switch is also
intended for ground operation in the event a starter relay becomes welded closed.

The battery condition may be continuously monitored using the cockpit temperature gage. Battery
temperatures should remain well below 63°C (145°F) during all operations. Anytime battery
temperature exceeds 63°C (145°F), the red BATT O’TEMP annunciator illuminates. If temperature
continues to climb and exceeds 71°C (160°F), the red BATT O’TEMP > 160° annunciator will flash
and trigger the MASTER WARNING annunciator.

NOTE
• The battery must be serviced per the Maintenance Manual when the battery
temperature exceeds 63°C (145°F).

• The emergency lights, if illuminated in emergency operation, will continue to use

the airplane battery power until the airplane battery voltage is lower than its own
emergency battery pack voltage.

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 Cessna Citation XLS - Electrical

The three-position control switch for the battery is normally located on pilot’s switch panel, and is
labeled BATT, OFF and EMER. Placing the switch to the BATT position closes the battery and
emergency relays and powers the battery bus, emergency bus and both main DC buses. This
position also enables external power to supply the entire system.

In the OFF position, battery or external power is isolated from all but the hot battery bus. With the
battery switch in the EMER (emergency) position and both generators OFF, a properly charged
battery will supply power for approximately 30 minutes to the following equipment:

LH and RH Start PCB's Fwd and Aft Emergency Light Battery Packs
LH and RH Ignition Standby Pitot and Static Heaters
COMM 1 Pilot’s and Copilot’s Audio Panels
NAV 1 Glare shield and Overhead Floodlights
AHRS 2 Standby HSI
LH Eng Display Standby Radio Control Head
RMU I Interior Entry Lights
Flap Control Landing Gear Control and Indication
Two-Position Stabilizer Hydraulic Control

The standby flight display unit will continue to operate on its own emergency battery pack. This
battery pack also provides 5 volt emergency instrument lighting.

NOTE
In some cases, it may be prudent to turn OFF unneeded systems in order to conserve
the airplane’s battery.

APU SYSTEM
The onboard auxiliary power unit (APU) generates and provides auxiliary bleed air and auxiliary
electric power. Auxiliary bleed air is used for the environmental system and door seals. Auxiliary
electric power may be used to power all onboard electrical systems. The APU can provide both
auxiliary bleed air and electric power on the ground without the engines running or in the air up to an
altitude of 30,000 feet.

The Auxiliary Power Unit (APU) electrical system consists of a 300 Amp starter/generator, starter
relay, control and monitor PC boards, and associated switches. The APU system is used to provide
battery assisted engine starts and ground cooling.

STARTER/GENERATORS
A starter/generator is located on each engine and is wired directly to the power Junction Box. The
starter/generator is driven by engine rotation through the accessory gear box, and is air cooled using
engine bypass air. In ground operations (ground idle) each starter/generator is rated at 200 amps
(which may be exceeded momentarily for start). At maximum operating altitude, each starter/
generator is rated at 300 amps.

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 Cessna Citation XLS - Electrical

DIRECT CURRENT SIMPLIFIED SCHEMATIC

Figure 2-13 (Sheet 1 of 2)

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 Cessna Citation XLS - Electrical

DIRECT CURRENT SIMPLIFIED SCHEMATIC

Figure 2-13 (Sheet 2)

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 Cessna Citation XLS - Electrical

GENERATOR CONTROL UNIT (GCU)

Two GCUs, one for each starter/generator, are installed in the tailcone area above the aft power
junction box. The GCU is used to control the operation of the starter/generator and provides the
following control features:

1. Voltage regulation at 28.5 VDC.

2. Load sharing to within 40 amps in parallel operation.
3. Overvoltage protection at 35.0 VDC.
4. Reverse current control of the line contactor.
5. Generator feeder ground fault protection.
6. Start contactor control and field-weakening during start.
7. Overspeed sensing and protection resulting from sheared starter shaft.
8. Generator self-excitation and subsequent regulation without an external source of power
(such as a battery).
9. Generator deactivation when the firewall shut-off is activated.

EXTERNAL POWER
External direct current (DC) power can be connected to the airplane through a receptacle located on
the left side of the fuselage. When external power is connected, the external power relay energizes
and connects the power source to the hot battery bus. Positioning the battery switch to BATT
energizes the battery and emergency relays allowing external power to be connected to the entire
DC system. Ground power requirements dictate a 28-volt unit, with a nominal capability of 1000
amperes current. If an adjustable power unit is used, it should be adjusted to provide a setting of
1000 amperes. A ground power unit with a soft start capability is preferable. The battery should be
disconnected if the airplane is to be on a ground power unit for a prolonged period of time.

DIRECT CURRENT (DC) POWER INDICATORS

The indicators consist of two ammeters, a voltmeter and two amber generator failure lights. The
ammeters function as load meters indicating the load being carried by each generator.

The voltmeter is wired through the battery switch and will indicate the voltage of the hot battery bus
any time the battery switch is in the BATT or EMER position. The voltmeter selector switch can be
rotated to the LH or RH GEN positions to check generator voltage output. Since the voltmeter reads
the highest voltage on the bus, an accurate check of one generator is obtained only with the opposite
one off the line.

Should either generator fail, the associated power relay will open, removing the generator from the
system and illuminating the appropriate L or R GEN OFF annunciator panel light. Should both
generators fail, the MASTER WARNING light will also illuminate. This is the only condition under
which amber annunciator light illumination will trigger the MASTER WARNING.

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 Cessna Citation XLS - Electrical

ELECTRICAL BUSSES
EMERGENCY BUS AVIONICS BUS GENERATOR BUS ELECTRICAL BUS
(continued)
AHRS 2 ADC 1 LH GENERATOR LH OIL PRESS
AUDIO 1 (only when EMER is ADC 2 RH GENERATOR RH OIL PRESS
selected, otherwise this is on the
Avionics Bus)
AUDIO 2 ADF 1 LH START CONTROL PCB LH PANEL LTS
COMM 1 ADF 2 RH START CONTROL PCB RH PANEL LTS & MAP
LH START PCB AFIS LH VOLTMETER LTS
RH START PCB AHRS 1 RH VOLTMETER PITCH TRIM
LH ENGINE DISPLAY AUDIO 1 (WARN) LH PITOT/STATIC
FLAP CONTROL AUDIO 2 (WARN) ELECTRICAL BUS RH PITOT/STATIC
FLOOD LIGHTS CABIN DISPLAY AHRS AUX BATT PULSE LIGHTS
GEAR CONTROL COMM 2 ANTI-COLLISION LTS PWR BRAKES
GEAR WARNING DISPLAY CONTROL 1 AOA RUDDER BIAS
LH IGNITION DISPLAY CONTROL 2 AOA HEATER SKID CONTROL
RH IGNITION DME 1 A/P SERVO SPEED BRAKES
NAV 1 DME 2 AUTO TEMP STANDBY (ATT) PWR
STAB CONTROL ETAWS BATT TEMP LH START
STANDBY HSI FLIGHT PHONE LH BOOST PUMP RH START
STANDBY P/S HEATER HF RH BOOST PUMP TAIL DEICE
IC 1 CABIN DOOR MONITOR TAS HEATER
BATTERY BUS IC 2 CENTER CLOCK LH THRUST

AFT EMERG LTS MFD CENTER PNL LTS REVERSER

AFT/FWD COMP LTS MFD CONTROL CVR RH THRUST
BATTERY DISC RELAY NAV 2 EL PNL/PNL FLD REVERSER
BATTERY VOLTAGE PFD 1 EMERG PRESS WARNING LTS 1
CABIN DOOR PFD 2 LH ENGINE ANTI-ICE WARNING LTS 2
ELT (AVN) RAD ALT RH ENGINE ANTI-ICE WING INSPECTION LT
FWD EMERG LTS RADAR LH ENG COMP W/S AIR
INTERIORS RADAR CONTROL RH ENG COMP LH W/S ANT-ICE
LH START CONTROL PCB TCAS RH ENGINE DISPLAY RH W/S ANTI-ICE
RH START CONTROL PCB WARN ENGINE VIB MON
XPDR 1 LH FIRE DETECT
FEED BUS XPDR 2 RH FIRE DETECT

LH BUS SENSE FLT HOUR METER

RH BUS SENSE CROSSFEED BUS FUEL CONTROL

LH LANDING/RECOG LTS COCKPIT WEMAC FAN LH FUEL QTY

RH LANDING/RECOG LTS LH IGNITOR SOURCE RH FUEL QTY
LH LIMITER RH IGNITOR SOURCE LH F/W SHUTOFF
RH LIMITER LH LANDING LTS RH F/W SHUTOFF
OXY/SEAT BELT LH LANDING/RECOG LTS GLARESHIELD FANS
LH PRECOOLER CONTROL MANUAL TEMP
RH PRECOOLER CONTROL NAV
TAIL FLOOD LTS NORM PRESS

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 Cessna Citation XLS - Electrical

LEFT CIRCUIT BREAKER PANEL

Figure 2-14 (Sheet 1 of 2)

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 Cessna Citation XLS - Electrical

RIGHT CIRCUIT BREAKER PANEL

Figure 2-14 (Sheet 2)

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 Cessna Citation XLS - Electrical

ENGINE STARTING
Depressing either engine start button closes the respective start relay and provides DC power to the
engine starter. Power to close the solenoid start relays and energize ignition comes from the battery
bus, requiring the battery switch to be in the BATT position. Automatic ignition sequencing takes
place with both engine ignition switches in the NORM position.

A white light in each starter button indicates power on the contacts of the respective start relay. The
starter operation is terminated when the speed sensor in the generator control unit removes power
from the start relay at approximately 38% N2. The automatic start sequence can be terminated at any
time by pushing the cockpit START DISG switch located between the start buttons, which will open
the start relay and halt the start sequence. During engine start, when the generator output exceeds
battery voltage and/or is in parallel with the other generator (within 40 amperes), the starter/
generator reverts to generator operation. The power relay closes and supplies power to the
respective DC bus. Current will then flow from either main DC bus through the battery bus, battery
relay and hot battery bus, providing battery charging. The APU system also provides battery assisted
engine starts.

The airplane is equipped with a cross start capability which utilizes the generator of an operating
engine to assist starting the second. This is accomplished by both start relays closing when the
second start is initiated routing power through the hot battery bus to the other engine. On all cross
starts, the operating engine should be set at 52 to 53% N2 to ensure proper torque on the generator
shaft. Cross generator start capability is disabled with weight off the left main gear squat switch in
order to prevent cross starts in flight.

Starts being made with external power may be accomplished with the generator switches in either
the ON or OFF position, however, it is recommended that they be turned OFF during the start. If the
generator switch is placed in the ON position the generator control unit will automatically initiate the
generator mode after engine start. If the generator switch is placed in the OFF position, the generator
mode will be initiated by manually placing the generator switch to the ON position. External power is
automatically disconnected when either generator is supplying power to the bus. In order to start the
second engine by external power, the generator supplying voltage to the bus must be disconnected
by placing the generator switch to the OFF position.

An overvoltage protection system is provided during use of an external power. The control unit
monitors the external power voltage and will de-energize the external power relay if the voltage is
above 32.5 volts. External power cannot be reapplied to the airplane until the voltage has been
interrupted, after a start termination which has been caused by an overvoltage condition.

For battery starts and under all normal flight conditions, the generators are left in the GEN position.

CIRCUIT BREAKERS
Push-to-reset, pull-off type circuit breakers, with the amperage rating marked on each breaker, are
installed in panels located on both sides of the cockpit. The panels are readily accessible to the flight
crew during flight. The panels shown are typical installations for the XLS.

Additional circuit breakers to which flight crew access is not essential, are located in the tailcone
junction boxes.

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