FlightSafety

International

CHAPTER 2
ELECTRICAL POWER SYSTEMS

CONTENTS

Page
INTRODUCTION 2.1

GENERAL 2.1

DC POWER 2.3

Batteries 2.3

Generators 2.8

APU 2.19

Ground Power 2.20

Distribution 2.21
Operation 2.22

AC POWER 2.22
Alternators 2.22

Inverters 2.23
Control and Operation 2.24

Distribution 2.26
Operation 2.26

LIMIT ATIONS 2.26

DC Power 2.26
QUESTIONS 2.27

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ILLUSTRATIONS

Figure Title Page

2·1 Component Locations 2.2

2·2 Battery Locations 2.3

2·3 DC Bus Bar Control 2.3

2·4 Battery Power System 2.4

2·4A Battery Power System-Cold Start Capability 2.5

2·5 Battery Temperature Indicator 2.7

2·6 Generator Location 2.8

2·7 Power Generation (Configuration No. 1) 2.9

Power Generation (Configuration No. 2) 2.10

Power Generation (Configuration No. 3) 2.11

Power Generation (Configuration No. 4) 2.12

Power Generation (Configuration No. 5) 2.13

Power Generation (Configuration No. 6) 2.14

Power Generation (Configuration No. 7) 2.15

2·8 Power Generation-Cold Start (Configurations No. 1 & 2) 2.16

2·9 Generator Control s and Indicators 2.18

2·10 APU Location 2.19

2·11 Ground Power Receptacle 2.20

2·12 Ground Power Switch 2.20

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2·13 Main Distribution Panel 2·21

2·14 Aft Distribution Panels 2·21

2·15 Windshield Heat Schematic 2·22 :

2·16 Inverter Location (Both Main and Standby) 2·23

2·17 Inverter Controls and Indicators 2·23

2·18 AC Power System 2·25

.: ~

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CHAPTER 2
ELECTRICAL POWER SYSTEMS

INTRODUCTION

This chapter contains a description of the electrical power system used on the HS-125. Includ-
ed is information on the DC and the AC systems. The DC system consists of storage, genera-
tion, distribution, and monitoring DC power. The AC system consists of generation, distribu-
tion, and monitoring of the constant-frequency (inverter) and the variable-frequency (alter-
nator) AC systems. Also included in this chapter are specific limitations.

GENERAL
Basic electrical power of the HS-125 is provided supply from the generators and batteries has a
by the DC system. This system consists of two positive polarity and uses the low-resistance
30-volt, 400-ampere brush-type starter- bonded airframe as a return current path.
generators, one on each engine. An additional
starter-generator is available when an auxiliary
power unit (APU) is installed. Two main Power from the two main generators and the
airplane batteries are provided with an addi- APU generator (when fitted) is distributed to the
tional smaller, optional No. 3 battery. The DC airplane systems via a split bus bar system. A

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generator control unit (GCU) in each g~nerator time as a generator (main or APU) comes on
circuit stabilizes the bus bars at 28.0 ±O.7sy--iine. With any generator on line or with 28-volt
volts. With the generators on line, manual selec- external (ground) power connected, all DC bus
tion of a bus-tie switch enables the system to be bars are available.
paralleled or split into two single-channel
systems. Automatic splitting occurs when a bus NOTE
bar protection unit voltage sensor detects under-
voltage or overvoltage conditions. With only one generator on line,
the system must be paralleled (bus
Nos. 1 and 2 batteries, normally connected in tie switch to CLOSE, light out).
parallel, can be manually selected to pro vide DC
supplies for essential airplane services. No. 3
battery if installed is used to support the opera- Inverters, powered from the airplane DC sys-
tion of start circuit contactors, ignition units, tem, provide 11S-volt AC for the operation of
and engine instruments during main engine various aircraft systems and navigation equip-
starts. mento
DC power distribution is through a split bus bar Each of the two engine-driven alternators pro-
system (PS1 and PS2) and two ~ential systemj duces an independent 11S-volt supply for wind-
bus b!(s_(PE and PE.2). shield heating.
With only internal power (airplane batteries) Figure 2-1 shows the electrical system com-
available, the split bus bars (PS1 and PS2) are ponents locations.
isolated, but the essential bus bars (PE and PE2)
are available. This arrangement is required in
order to restrict loads on the batteries until such

ALTERflIATOR

Figure 2·1. Component Locations

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DC POWER ROOF PANEL

BATTERIES DOJOJ
The two main batteries are each rated at 24
volts, 23 ampere-hours. A third, smaller capaci-
ty battery may be fitted and is rated at 24 volts, 4
ampere-hours. All batteries are located in the
rear equipment bayo (See Figure 2-2.) All are the
nickel-cadmium type. For the main batteries,
high-temperature warning annunciators are pro-
vided in the flight compartment.

Figure 2·3. DC Bus Bar Control

Figure 2·2. Battery Locations
Electrical controls, indicators, and component
locations are shown in the following listing.
The main batteries maintain De power to the
BATTEAY OFF/ON/EMEAGency ELECTAICAL
PE bus bar in the event all generated power fails. switch section
The main batteries are also used as an internal EXT POWEA ON/OFF switch of the
power source for engine starting. Start control BATT NO CHG annunciator roof panel
circuits (Figure 2-3) are supplied from the main EXTernal BATTery CHG ON/OFF
batteries via the PE bus bar, and their integrity is switch
BATT HOT annunciator
supported by the No. 3 battery. BATT O/HEAT annunciator
GEN (1 or 2) FAIL annunciator
Bus bar PE2 is supplied from the PE bus bar and BUS TIE OPEN annunciator
additionally from the No. 3 battery if installed, Voltmeter
ensuring dual support for vital circuits in the Ammeter
Batt AMPS and 0·40
event of a main battery voltage fall-off during Pushbuttons
internal starts. Voltmeter selector switch

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AINII'I.IG

START PoWeR annunciator ENGINE START modes. The EMERG position of the switch is
switch section of the protected by a spring-Ioaded balk.
STARTER annunciator roof panel
switches, ENG 1 &
ENG 2 Switch Positions
The three-position BATTERY OFF/ON/ Refer to Figure 2-4 or Figure 2-4A when reading
EMERG switch enables Nos. 1 and 2 batteries to the text on utilization of the batteries at each set-
be used in the normal (ON) or EMERGency ting.

BUS TIE
OPEN

r------------ -- BATIERY
NO CHARGE -------------,

PWR ON INT START

PUSH FOR CONTACTOR
ABORT
BATIERY
BATIERY
SHUNT
SHUNT
BATIERY
BATIERY CONTACTOR
CONTACTOR

BATIERY
RELAY
VM
40
30
20
10
EMERGENCY EMERGENCY
CONTACTOR o .... CONTACTOR

Figure 2·4. Battery Power System

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•
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illFi)';"

HS-12S
~~~IEB 7'QQ A

Switch to ON No. 3 battery is connected to bus bar PE2 via a

relay.
With both generators off line and external
power selected to OFF, setting the BATTERY Bus bars PSI and PS2 are not energized unless
switch to ON closes emefgemW,€ohta~t:oI\SNos. external power is connected or a generator (main
1 and 2. With these contactors closed, No. 1 or APU) is on line. When a generator comes on
and No. 2 batteries are connected in parallel to line, ~:~glemergency contactors remain closed,
energize bus bar PE via diodes. When fitted, the and a battery is connected to the bus bar via

BUS TIE
OPEN

BATIERY
r------------ -- NO CHARGE -------------,

PWR ON INT START

PUSH FOR CONTACTOR
ABORT
BATIERY BATTERY
SHUNT SHUNT

BATIERY
BATIERY CONTACTOR
CONTACTOR
COLD
START
SELECTED
BATIERY
RELAY
VM
40
30
20

10
EMERGENCY EMERGENC'I
CONTACTOR o CONTACTOR

Figure 2·4A. Battery Power 5ystem-Cold 5tart Capability

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NI

closure of the appropriate battery contactor. No. 2 batteries to a start bus bar. Bus bar PE re-
When the buses are tied, both battery contactors mains energized, with the BATTERY switch
close to connect No. 1 and No. 2 batteries to the ON, to supply essential services such as fire pro-
PS bus bars for battery charging. tection during engine starting.

NOTE
Switch to EMERGency
Battery life is adversely affected by
Setting the switch to E~E~9¿","el~-Aes bothr consistent use of the batteries for
emergency coIitactors, vtá. fá:riérÍlati~e.
étJ:lC'tl¡:~S¡;'to i engine starting. A suitable external
connect No. 1 and No. 2 batteries to the PE bus power supply should be used
bar. The EMERG position also causes the bat- whenever available.
tery contactors to open, thereby disconnecting
the batteries from their charging circuit.
Cold Start Switch (When Fitted)
1
When the batteries are fully charged and the COf- This sequential switch has an integral COLD
rect emergency procedure is carried out, No. 1 START SELECTED annunciator. With
and No. 2 batteries can maintain essential ser- START PWR on, pressing the COLD START
vices for approximately G.Q)minutes.If the bat- switch lights the COLD START SELECTED
teries are less than fully charged and prompt ac- annunciator and primes the start circuit for the
tion in off-Ioading all nonessential services is not connection, in series, of No. 1 and No. 2 bat-
accomplished, the time of service is shortened.1.@ teries to the start bus bar. Battery connection oc-
@; curs when ENG 1 or ENG 2 STARTER switch is
operated.
START PWR SWitch
With the batteries connected in series, the PE
This sequential push-on, push-off switch, with bus bar is energized from No. 1 battery via a
an integral PWR ON/PUSH FOR ABORT an- series battery contactor.
nunciator, functions as a start master switch for
either external or internal starts. Pressing the , •• Battery High·temperature
START PWR switchlight illuminates the PWR •
ON/PUSH FOR ABORT annunciator. Starting
is now available via STARTER ENGine 1 or •
• '.
• Warnings
:-An amber BATTERY HOT annunciator and a
ENGine 2 switch.
red BATTERY OVERHEAT annunciator are
If the START PWR switch is selected on before ~ connected to thermal switches integral to the
external power is connected, operation of the ~ No. 1 and No. 2 batteries. Both annunciators are
EXT POWER switch is ineffective. 't- included in the master warning system (MWS).

During external starts, with start power selecte . BATTERY HOT illuminates when either battery
and ground power connected, an interlock with temperature reaches approximately 135 o F (57 o V
a ground power contactor prevents operation of C), and BATTERY OVERHEAT warning oc-
an internal start contactor. curs at approximately 158 o F (70 o C). V
'..1

Internal starting should be used only when exter- Battery Voltage Indication
nal power is not available. In these conditions,
pressing the START PWR switch energizes an A voltmeter on the DC POWER part of the
internal start contactor to connect No. 1 and roof panel indicates the voltage of the respec-

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tive batteries when the adjacent selector switch is In the event of battery isolation due
set to Bl, B2, or B3, as appropriate. to abnorinal ground supply
voltages, switch off the EXT
POWER, disconnect the ground
Battery Charging supply, investigate and rectify the
problem. Close the bus tie before
Under normal conditions, with the bus tie closed attempting to reinstate power.
the main batteries are charged whenever a
generator is on lineo Following appropriate Battery Temperature Indicator
switch selection, the rates of charge are dis- (Completion Center Option)
played on the generator ammeters.
The battery temperature indicator is located on
When the airplane is equipped with a No. 3 bat- t~e right of the copilot's instrument panel. (See
tery, it is kept charged by power from bus bar FIgure 2-5.) The indicator contains electric cir-
PE. This battery cannot be charged from a cuitry, a temperature meter for each main bat-
ground power source. tery, an amber WARM light, and a red HOT
light. The temperature scale on the meter s reads
With an external power supply connected and from 100° F to 190° F. Each scale is range
EXT POWER switch on, Nos. 1 and 2 batteries marked green below 120°, yellow from 120° to
may be charged by selecting the EXTernal BAT- 150°, and red aboye 150°. A TEST switch is
Tery CHG switch to ON. This action energizes mounted below the indicator. When the switch is
both battery contactors (via the ground supply pressed, both needles will travel from the bot-
contactor, a "battery hot" relay, and an under- tom of the scale to the top smoothly and evenly.
volts/overvolts relay) to connect No. 1 and No. The rate of travel depends on ambient battery
2 batteries to PSI and PS2 bus bars. When the temperature. As the needles pass 120° F, the
indicated rates of charge are less than 5 amperes, WARM light will illuminate as will the HOT
the EXT BATT CHG should be switched off. ight when they reach 150° F.

With bus bar PE energized, a BATTERY NO

CHG annunciator illuminates whenever either
No. 1 or No. 2 battery is not receiving a charge
either from the airplane generators or from an
external supply.

OFF=
NOTE ISO=- ISO=-
- -
lSO:- ISO=-
- -
If, during external charging, a bat- 140=-
-
140=-
-
tery gets hot, or ground supply 120:-
-
120:-
- -
-
voltages become abnormal, Nos. 1
and 2 batteries are automatically
isolated from the airplane bus bars.
This action ensures that battery
charging ceases.

If battery isolation is due to a bat-

tery hot condition, charging auto- TEST
matically starts again when battery Figure 2·5. Battery Temperature
temperature drops to a safe level. Indicator

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ply or by the airplane main batteries connected

GENERATORS in parallel. If cold start is installed, the main bat-
A 30-volt DC 4OO-ampere starter-generator is teries may be connected in series.
mounted on each engine. (See Figure 2-6.) The
generators are self-exciting and produce rated The generator controls, indicators, and annun-
power output when the engine reaches self- ciators, with the exception of an ELECT annun-
sustaining speed.

--

Figure 2·6. Generator Location

ciator on the center instrument panel, are all .

Each generator is cooled from an air intake in
the engine cowling. The cooling air is vented located on the roof panel.
overboard via a duct in the lower cowling. Cool-
ing during ground operation is provided by an Engine Starting
integral fan on each generator.
The function of the engine starting circuits dur-
The output voltage of each generator is stabil-
íng the full starting sequence is described,
ized by an associated generator control unit
(GCU). The GCU's provide load equalization together with the associated controls and in-
when the generator outputs are tied in parallel. dicators, in Chapter 7, "Powerplant." The elec-
trical functions of starting, as well as other cir-
For engine starting, the generator operates as a cuit configurations, are as follows and are
starter motor powered by a 28-vdc ground sup- shown in Figures 2-7 and 2-8.

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GEN 1 GEN 2 I APU GEN APU GEN

FAIL L.__ F_A"",IL""_--I CONTACTaR FAIL
1I
GEN SHUNT GEN SHUNT ",,-
NO. 1 NO.2

PS 2 BUS

BATIERY
NO CHARGE

BATIERY BATTERY
SHUNT SHUNT
NO.1 NO.2

BATIERY
RELAY .

EMERGENCY EMERGENCY
CONTACTaR CONTACTaR

BATTERY SWITCH-ON OR EMERGENCY POSITION

BUS POWER SOURCE

• BATIERY D GROUND POWER UNIT
D GENERATOR D AUXILlARY BATIERY

Figure 2·7. Power Generation (Configuration No. 1)

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;;;- 2"'"

..H.-~eS
BE~IEB700

-
-

START
CONTACTOR

GEN UNE
CONTACTOR ,-__
GEN 2
F_A_IL
__ ..;.¡.
I APU GEN
CONTACTOR
APU GEN
FAll
.___GF_~_~l_1_
...11 NO.1 11
APU GEN
GEN SHUNT SHUNT
NO.1

PS 1 BUS PS 2 BUS

BATIERY
BATIERY
SHUNT
SHUNT
NO.2
NO.1

BATIERY
RElAY

EMERGENCY EMERGENCY
CONTACTOR CONTACTOR

INTERNAl START:
BATTERV SWITCH-ON
START POWER SWITCH-IN

Figure 2-7. Power Generation (Configuration No. 2)

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START
CONTACTaR

I
GEN 1 APU GEN
APU GEN
FAIL .___G_E_N_2_...
_ FAIL . CONTACTaR FAIL

APU GEN
SHUNT

PS 2 BUS

BATIERY
RELAY

EMERGENCY EMERGENCY
CONTACTOR CONTACTaR

INTERNAL START:
BATTERY SWITCH-ON
START POWER SWITCH-IN
NO. 2 STARTER SWITCH-IN
Figure 2·7. Power Generation (Configuration No. 3)

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SERIES 700 A

-
-

START START START

CONTACTOR CONTACTOR CONTACTOR

STARTER BUS

I
GEN UNE APU GEN
APU GEN
CONTACTOR __G_E_N
_2_ .... CONTACTOR
11
L....._GF_~_~1:._1_
.... ....- ....... NO.2 L
FAtL • FAII:.

GEN SHUNT GEN SHUNT APU GEN

NO.1 NO.2 SHUNT

PS 2 BUS

-- -,
I

BATTERY BATT
SHUNT SHUNT
NO.1 NO.2

BATTERY
REI:.AY

EMERGENCY EMERGENCY
CONTACTOR CONTACTOR

PE BUS

NO. 2 GENERATOR ON UNE

BAnERY SWITCH-ON
START POWER SWITCH-IN
BUS TIE CONTACTOR-OPEN
Figure 2·7. Power Generation (Configuration No. 4)

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START START START

CONTACTOR CONTACTOR CONTACTOR

STARTER BUS

I
GEN 1 APU GEN
FAIL __ G_E_N_2_
. .... CONTACTOR
FAIL .
...
GEN SHUNT APU GEN
NO.2 SHUNT

PS 2 BUS

BATIERY
SHUNT
NO.1

BATIERY
RELAY

EMERGENCY EMERGENCY
CONTACTOR CONTACTOR

PE BUS

NORMAL FLIGHT CONDITION:

BATIERY SWITCH-ON
80TH GENERATORS ON UNE
BUS TIE CONTACTOR-CLOSED
Figure 2·7. Power Generation (Configuration No. 5)

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START START
CONTACTOR CONTACTOR

STARTER BUS

GEN 1 APU GEN

FAIL FAIL

PS 2 BUS

TIERY
SHUNT
NO.1

BATIERY ~
CONTACTOR eA .••••..
NO.2 + __
BATIERYI ":'
RELAY

EMERGENCY EMERGENCY
CONTACTOR CONTACTOR

PE BUS

GPU CONNECTED:
EXTERNAL POWER SWITCH-ON
EXTERNAL BATTERY·CHARGING SWITCH-ON
Figure 2·7. Power Generation (Configuration No. 6)

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External Start Power Generation

The transition from starting to generating mode
With external power connected, a supply is is performed automatically by the generator
available at the EXTernal POWER switch. Set- control unit (OCU). The OCU senses a reference /'"
ting this switch to ON completes a circuit, via voltage and signals a generator line contactor/ "1
normally closed contacts of an internal start (OLC) to close, thus connecting the generator tÚ" 1
contactor to energize a ground supply contactor. the associated bus bar (PSI or PS2). When a
With this contactor energized, ground power is • OLC closes, the associated OEN FAIL light goes
connected to all bus bars. With the BATTERY : out.
switch ON, pushing the START PWR switch
ON illuminates an integral PWR ON/PUSH
•
In the generating mode the OCU operates as a
FOR ABORT annunciator and brings the start .voltage regulator. The OCU also signals the
circuit to a state of readiness for engine start
OLC to open when reverse current, overexcita-
switch selection.
tion, or overvoltage is detected. Additionally, to
avoid reverse current flow, the OCU prevents
Internal Start closure of the OLC when bus bar voltage is
higher than the generator terminal voltage.
Setting the BATTERY switch to ON and push-
ing the START PWR switch on energizes the in-
ternal start contactor via closed contacts of the NOTE
deenergized ground supply contactor. These
selections connect Nos. I and 2 batteries in Overvoltage or overexcitation, in
parallel to the starter bus bar and bring the start addition to opening the OLC, also
circuit to a state of readiness for engine start trips the generator field circuit. The
switch selection. opening of the field circuit occurs
on detection of these faults whether
or not the OLC is closed.
¡-W?e~ C<?LD START is selected, the st~ter cir-
) cuít IS pnmed for Nos. I and 2 battenes to be Any fault detection and opening of the OLC
..
Q ¡ connected, in series, to the start bus bar. Battery takes the generator off line and lights the OEN
. connection occurs when a STARTER switch, FAIL and MWS ELECT annunciators. An at-
L_ENO I or ENO 2, is operated. tempt to reinstate can be made by momentarily
holding the associated OEN CLOSE/TRIP
The PE bus bar remains energized during a nor- switch to CLOSE.
mal internal start and during a cold start.
NOTE
For either type of start the starting sequence may
be terminated at any time by a second applica- With EXT POWER on, closure of
tion of the START PWR switch (now annun- the OLC is inhibited.
ciating "PWR ON/PUSH FOR ABORT").
This action deenergizes the internal start contac- Bus Tie Contactor
tor, the engine start contactor, and, if cold start
is used, the series battery contactor to isolate the The bus tie contactor splits the main bus bars in
start circuits and extinguish the PWR the event of power supply failure or malfunc-
ON/PUSH FOR ABORT and OPERATINO tion. The mechanically latched type contactor is
lights. manually controlled by a spring-loaded BUS
TIE CLOSE/OPEN switch or automatically

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 FlightSafety Intemational

opened by the voltage-sensing unit in over- Overvoltage Protection /'

voltage or undervoltage conditions.
The GCU overvoltage protection device operates
to open the generator field circuit when
With the bus tie contactor open, bus bars PSI generator terminal voltage is 32.5 volts or aboye. e
and PS2 are split, and the generator-equalizing At the same time, the GLC is signaled to open
circuit is open. Additionally, a supply is con- and thus disconnect the generator from the
nected to light an amber BUS TIE OPEN an- associated bus bar (PSI or PS2).
nunciator and ELECT annunciator on the MWS
panel. With any generators connected to the bus Generator Control Switches
bar system, the "close" coil can be operated by
selecting the BUS TIE switch to CLOSE. This A three-position GENerator control switch,
selection connects a supply from bus bar PE, via labeled "CLOSE/TRIP," is connected into
the generator line contactor, to close the bus tie each generator circuit. (See Figure 2-9.) The
contactor. switch, spring-loaded to the center position, can
be used either to reinstate an off-line generator
or to take a malfunctioning generator off lineo
With the bus tie contactor closed, the BUS TIE
OPEN light goes out, the main bus bars are
linked together, and the generator-equalizing
circuit is completed.

The equalizing circuit ensures equalload sharing

between generators when the systems are paral-
leled and serviceable.

The voltage-sensing unit opens the bus tie con-

tactor automatically when an overvoltage or
undervoltage condition occurs on the main bus
bar. The unit incorporates sensing circuits which
~lose a pair of contacts when the voltage exceeds
V 29.5 ±O.5 volts or falls below 24.5 >±'O.5volts./
Time-delay circuits in the voltage-sensing unit
prevent the bus tie contactor being operated by
transients.
Figure 2·9. Generator Controls
With PSI and PS2 bus bars split, the serviceable and Indicators
channel restores to 28 volts. The unserviceable
channel may be switched off automatically by Momentary selection of the GEN switch to
the operation of the GCU overvoltage or TRIP opens the GLC and generator field circuit.
reverse-current protection devices. Alternative- With a generator off line due to TRIP selection
ly, the unserviceable channel can be switched off or because of operation of any of the GCU pro-
manually by selecting the associated GENerator tection devices, holding the GEN switch to
control switch to TRIP. With the unserviceable CLOSE may reinstate the generator. The
generator off line, operating the bus tie switch to generator comes back on line, provided no fault
CLOSE closes the bus tie contactor. exists, when the switch is released.

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Ammeters Voltmeter
A dual ammeter is provided. (See Figure 2-9.) A voltmeter (Figure 2-9)indicates the voltage of
The left ammeter indicates No. 1 generator load Nos. 1, 2, and 3 batteries or the voltage on bus
or No. 1 battery charge rate; the other indicates bars PS2, PE, or PSI when an adjacent six-
No. 2 generator load or No. 2 battery charge position selector switch is set appropriately. The
rateo A BATT pushbutton and a 0-40 pushbut- positions are labeled "Bl/B2/B3/PS2/PE/
ton are also fitted. PSI."

With generators on line, each ammeter normally

indicates the load on the associated generator in APU
the range from O to 450 amperes. Readings
should be approximately equal if the equalizing Either of two types of APU's may be installed.
circuit is functioning correctly. The maximum Both perform the same functions, to provide a
permissible discrepancy between readings is supply of electric power and to cool the airplane
10OJo. while on the ground. The two manufacturers are
Garrett/ AiResearch and Solar. While control
When the BATT button is pressed, the charge particulars vary slightly, their general operation
rates of No. 1 and No. 2 batteries are indicated. is quite similar. The Solar unit is certified for in-
If the battery charge rate cannot be read easily flight use.
on the full instrument scale, the 0-40 switch
should also be pressed. With both buttons
pressed, the value of the graduations on both General
ammeters is divided by 10, and the ammeter
scales represent a range of 0-40 amperes. This The auxiliary power unit AiResearch APU can
facility may only be used when the charging rate be used, on the ground only, to provide OC
is less than 40 amperes. (Immediately after an in- power and bleed air for the air-conditioning
ternal start, theyrging rate may be as high as system. The unit comprises a single-speed gas
150 amperes). turbine fitted with a starter-generator. The in-
stallation, in the rear equipment bay (Figure
A red segment is marked on each instrument dial 2-10), is provided with an independent fire pro-
to cover the range aboye 400 amperes; the 300 to tection system.
400 amperes range is marked in yellow.

CONTROL PANEL

••
••
WARNING LlGHTS ••
Figure 2·10. APU Location

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GROUND POWER o o
A standard 3-pin, 28-volt DC ground power
rnoo 0 0 0 rrrrr
receptacle is provided at the right rear fuselage.
(See Figure 2-11.)

Figure 2·12. Ground Power Switch

Ground power supplies are connected to the

airplane bus bar system and to the starter supply
lines through a ground supply contactor. Con-
tactor operation is controlled by an EXT
POWER ON/OFF switch supplied from the
third pin of the ground supply plug.

Switching EXT POWER on connects the

Figure 2·11. Ground Power Receptacle ground power source to the bus bars. In this
condition, auxiliary contacts in the ground con-
For external starts, a ground power unit capable tactor normally ensure that the airplane batteries
of producing 28 volts at loads up to 1,000 and/or generators are isolated from the bus
amperes with a negligible voltage drop must be bars. However, manual selection of an external
used. The ground power unit must be fitted with battery-charging switch connects Nos. 1 and 2
a current limiter whose operating rating is 1,100 airplane batteries to the bus bars, thereby allow-
amperes. ing them to be charged from a ground power
supply.
For ground testing the airplane electrical ser-
vices, a 28-volt DC battery cart is adequate. With EXT POWER switch on and EXT BATT
CHG switch off, the airplane batteries are
The EXT POWER ON/OFF switch (Figure isolated from the bus bars, and operation of the
2-12) is located in the electrical section of the BATTERY switch to ON has no effect except
roof panel. when attempting to start the engines or APU.

2·20 FOR TRAINING PURPOSES ONL y

APRIL 1983
 FlightSafety
international

HS-~2S RILOTTRAIÑINGMANUAL
SERIES '700 Ji.. .. . . . . ..

NOTE The DC bus bar system also includes three

panels in the rear equipment bay area. (See
If the START PWR switch is in- Figure 2-14.) These panels contain circuits and
advertently selected on before fuses- for certain essential services. A negative
ground power is plugged in, the ground return is provided through the airplane
EXT POWER switch will be inef- structure via grounding points below the panel s

'.
fective. in the equipment bay.
DISTRIBUTION
Distribution of electrical power is made via a
main distribution panel located just aft of the
copilot's seat. (See Figure 2-13.) The panel em-
bodies two general service circuit-breaker panels
and three circuit-breaker panels for ancillary,
navigation, and radio services.

Figure 2·13. Main Distribution Panel Figure 2·14. Aft Distribution Panels

The general-service circuit breakers on the panel Nonessential systems which are duplicated, or
aft of the copilot's seat are identified by labels where the load is divisible, are supplied from bus
showing the systems and a grid. The grid is bar PSI or PS2 so that a power supply failure on
marked in numbers horizontally and letters ver- either bus bar will not result in a complete failure
tically. Circuit breakers protecting unswitched of these systems. Nonessential systems which are
PE systems are marked with a white ring for ease not divisible are supplied from either PSI or
of isolation in the event of smoke or fire. The PS2. All essential systems are supplied from bus
push-pull button of each circuit breaker is bar PE.
marked with the appropriate ampere rating.

APRIL 1983 FOR TRAINING PURPOSES ONL y 2·21

 FlightSafety
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OPERATION flight compartment lighting and check that all

switched PE loads, fuel pumps, external lights,
If a ground power supply is available, check that pitot heaters, radio, and radar instrument
the plug is in firmly. The ground power unit switches, etc., are off. A battery capacity check
must be fitted with a current limiter operating at as found in the flight manual should be made if
1,100 amperes. external power is being used.

Before starting the external inspection, carry out If ground power is not available, return the
a preliminary check in the flight compartment. BATTERY switch to OFF until immediately
Switch on the entry light if required and confirm prior to engine starting.
that the fire extinguisher switches are off and
that all circuit breakers are in. If ground power
is not connected, set EXTernal BATTery CHG AC POWER
switch to OFF, EXTernal POWER switch to
OFF, and BATTERY switch to ON. With ALTERNATORS
ground power connected, leave EXTernal BAT-
TERY CHG switch off, and set EXTernal Power for windshield heating is supplied from a :
POWER switch to ON. Press one MWS red 4.4 KVA alternator driven from the No. 2 •
lamp to cancel both. Press the MWS TEST but- engine. (See Figure 2-15.) The alternator is not •
ton and check that all the MWS annunciators self-exciting and is controlled by an ALT 2
light, the ELECT repeater flashes, and the MWS ON/OFF switch located on the roof panel.
red lamps flash. Release the test button and Whenever there is no output, an ALTR FAIL
cancel the MWS flashers. Switch on minimum annunciator light and the ICE PROT annun-
ciator flashes.

••
ALTR2
••
•

ALTR 1

LEGEND
NORMAL
••
D ALTERNATOR POWER O/HEAT
••
D TEMPERATURE CONTROL ••••
Figure 2·15. Windshield Heat Schematic •••
•
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With Mod 256821, an additional alternator, fit-

ted to No. 1 engine and controlled by an ALT
ON/OFF switch, powers the left windshield;
No. 2 powers the right. If one alternator fails,
the other automatically powers both wind-
shields.

To prevent overheating on the ground, an alter-

nator voltage control unit restricts the supply
voltage so that only one-third full heat is ob-
tainable. After takeoff with the main gear strut •
fully extended, a microswitch operates a relay in •
the control unit to connect a full voltage supply
and thus provide full heat.

Premod 256821
No. 2 engine alternator
Windshield heat, left and right
Mod 256821
No. 1 engine alternator Figure 2·16. Inverter Location (80th Main
Windshield heat-Ieft and Standby)
No. 2 engine alternator
Windshield heat-right Both 6- and 26-volt AC supplies are provided via
two transformers. The No. 1 transformer is
powered from the XE bus and the No. 2 from
the XS1 bus.

INVERTERS Inverter controls, indicators, and locations are

shown in Figure 2-17 and are contained in the
following listing.
Single-phase, 115-volt, 400-Hz AC is provided
by two static main inverters, installed in the rear
equipment bay (Figure 2-16). The airplane may
be fitted with either 1,250-va or 2,500-va in-
verters. Normally, No. 1 inverter feeds XS1 and • •
XE distribution lines, and No. 2 inverter feeds • •
XS2. Either inverter is, however, capable of
feeding all distribution lines, and changeover is
achieved automatically if one inverter fails.

In the event of failure of both main inverters,

AC supply is automatically provided by a mnd-
by- 250-va static inverter installed in the rear
eq~nt bay. The output from this inverter is
connected to distribution line XE and supplies Figure 2·17. Inverter Controls and
only the essential AC-operated systems. Indicators

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Item Location
STOP/START switches, INVerters 1 and 2 ELECTRICAL
STBY INVerter ARM/OFF switch AC POWER
Frequency/voltage selector switch, XS1, XE, sectton
and XS2 ofthe
FREQuency meter roof
VOLTS meter panel
STBY INVerter ON annunciator
FAIL annunciators, INV1, INV2, XS1, XS2
(amber), and XE (red)

ELECT annunciator MWS center panel

CONTROL ANO OPERATION and XE failure lights.

The AC system is shown schematically in Figure In the event of failure of one main inverter, the
2-18. Each main inverter is controlled by a three- associated FAIL annunciator lights, the MWS
position, START /STOP switch. The switch is ELECT repeater flashes, and the applicable in-
spring loaded from START to the center (nor- verter relay changes over to connect the output
mal running) position. No. 1 and No. 2 inverters of the serviceable inverter to XE, XS1, and XS2
and the distribution lines (XS1, XS2, XE) are lines; the contactor is deenergized and the failed
each provided with a FAIL annunciator; with main inverter stops. With the changeover com-
the main and standby inverters off, all five an- plete, the XS1, XS2, and XE FAIL annunciator
nunciators are lit. Any AC FAIL warning il- and the FAIL annunciator of the serviceable in-
luminates the ELECT annunciator on the MWS verter remain out.
center panel. The XE FAIL warning also ac-
tivates the MWS flashers. If any distribution line becomes deenergized, an
associated relay opens to light its FAIL annun-
Holding the INVerter 1 switch to START ciator and to operate the MWS ELECT
energizes a contactor and a relay to start the in- repeater.
verter and connect its output to XS1 distribution
lineo Contacts in the protection unit close to pro- The STBY INV switch is set to ARM for flight.
vide a lock-on circuit for the contactor and to With ARM set, the standby inverter immediately
extinguish the INV 1 FAIL light. The inverter comes into operation in the event of failure of
switch should now be released to the center posi- both main inverters. The output of the standby
tion. Energizing XS1 operates a relay to ex- inverter is connected only to the XE lineo A
tinguish the XS1 FAIL light and to connect XS1 STBY INV ON annunciator lights whenever the
with XE. Another relay, operated from XE, ex- standby inverter is operating.
tinguishes the XE FAIL light. The XS2 FAIL
light is extinguished, because XS2 is powered via s-vclt and 26·YOlt Supplies
the relaxed No. 2 inverter relay. Positioning the
control switch to STOP deenergizes the contac- Two unswitched transformers convert the
tor and shuts down the inverter. 115-vac supply from the inverters into 6 yac and
26 yac. These voltages are required for (1) sorne
The No. 2 inverter system operates similarly but instrument lighting, (2) operation of sorne of the
supplies XS2 and, when brought on line, ex- navigation equipment, and (3) engine oil
tinguishes the INV 2 FAIL and the XS2, XS1, pressure gages.

2·24 FOR TRAINING PURPOSES ONL y APRIL 1983

 NO. 2 6/26 VAC NO. 1 6/26 VAC
INST TRANSFORMER INST TRANSFORMER

BUS POWER SOURCE

• oc POWER
O NO. 1 INVERTER

D NO.2 INVERTER

• STANDBY INVERTER FREQ VOLTS

Figure 2·18. AC Power System

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Power Supplies light and all FAIL lights out except INV 1
FAIL.
Power distribution to the system is as follows:
PE bus bar START INVerter 1. Check aH lights out.
Standby inverter
STBY INV ON annunciator
XSI, XS2 and XE FAIL annunciators
••
•
••
INV I and 2 FAIL annunciators

PSI bus bar PS2 bus bar

No. I inverter No. 2 inverter

XE line XSI line

No. I transformer No. 2 transformer Battery life is adversely affected by
consistent use of the batteries. Use
a ground power supply or run the
DISTRIBUTION APU whenever available.

AC Power Distribution
Constant-frequency AC outputs from the in-
LIMITATIONS
verters are fed to certain airplane's systems via
distribution terminal blocks (bus bars) XS 1, DC POWER
XS2, and XE, and relevant circuit breakers. The
general service AC circuit breakers are located Batteries
on a subpanel just aft of the copilot's seat.
Minimum battery voltage is 23 volts.
OPERATION
Generators
With DC power established, turn the inverters
on and check that the MWS lights are ex- The generators are limited to 300 amperes-
tinguished. continuous. ••
Check the inverters as follows: Ground Power
J~ With INVertersU and3 ofrland the STand- The ground power unit, when used for engine
BY INVerter O'F, cneck aH AC FAIL an- starting, must be capable of producing 28 volts
nunciator lights on. Select STBY INY at up to 1,OOO-ampere load with negligible
ARM, check that XE FAIL lighf goes out, voltage drop. It must also be fitted with a load
and STand BY INVerter ON líght il- limiter so that currents greater than 1,100
luminates. amperes cannot be drawn.

START INVerter 1. Check STBY INV ON

light and aíí FAIL lights out .~xceRtINV 2
fAIL. STOP INVerter (STBY INV ON
light and all FAIL lights on except XE
FAIL).

START INVerter 2. Check STBY INV ON

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QUESTIONS
1. What is the electrical rating for each main 6. Where is the ground power receptacle
battery? located?
A. 23 volts, 34 ampere-hours A. On the left forward fuselage
a. 24 volts, 23 ampere-hours fJ. L B. On the left engine nacelle
C. 30 volts, 24 ampere-hours C. On the right rear fuselage
. D. 28 volts, 23 ampere-hours D. In the right main gear wheelwell
2. How long will the batteries maintain essen- 7. For engine starting, what power must a
tial service during a dual generator failure? ground power unit produce?
A. 10 minutes maximum A. 28 volts, 1,000 amperes
B. 20 minutes minimum B. 28 volts, 1,100 amperes
C. 40 minutes minimum C. 30 volts, 1,100 amperes
D. 50 minutes maximum ~ '(', D. 28 volts, 1,200 amperes
3. What is the maximum continuous 8. How are circuit breakers protecting •
•
generator loading limit? unswitched PE circuits marked to ease :
A. 250 amperes isolation in the event of smoke or fire?
/'B. 300 amperes A. With fluorescent paint
C. 350 amperes B. With a white ring
D. 200 amperes C. With large irregular-shaped
beads
4. When a generator is off the line and the D. With a grid of numbers and let-
GEN FAIL and ELEC annunciators are il- ter s
luminated, how can the generator be
reinstated? 9. . What device supplies electrical power for
A. Position the generator switch to windshield heating?
TRIP then release . A. An engine-driven generator
B. Reset the generator circuit breakers. B. A static inverter
21 Position the generator switch to C. An engine-driven alternator '7_.
CLOSE then release. D. A nicad battery
D. Turn external power to ON.
10. What is the electrical rating for the stand-
5. How can the battery-charging rate be by inverter?
monitored?
~. 2,500-va
A. Depress the BATT ammeter push- x:_@ 250-va
button.
~. 1,250-va
B. Turn off one battery and monitor the
D. 125-va
voltmeter.
C. Depress the generator ammeter 0-40
button.
D. Monitor the ammeter with one bat-
teryoff.

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 FlightSafety
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CHAPTER 4
MASTER WARNING SYSTEM

CONTENTS

Page
INTRODUCTION 4·1

GENERAL 4·1

MASTER WARNING LIGHTS 4·2

CENTER ANNUNCIATOR PANEL 4·2

ROOF ANNUNCIATOR P ANELS 4·3
TEST 4.5

DIM 4·5

SYSTEM OPERATION 4·5

AUDIBLE WARNINGS 4·6

Engine Fire Detection 4·6

Landing Gear Horn Warning 4·6

Airbrakes Horn Warning 4·6

Throttles Below 45070-55070 RPM 4·6

Speed Warning 4·7

Testing 4·7
Cabin Depressurization 4·7

Airframe Deicing 4·7

QUESTIONS 4·8

APRIL 1983 FOR TRAINING PURPOSES ONLy 4·j

 Flight~jl!~ty

ILLUSTRATIONS
Figure Title Page

4·1 TEST Switch and DIM Controls 4·5

4·2 Fire BeUIsolate Switch 4·6

4·3 Landing Gear Horn Cancel Button 4·7

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

The master warning system consists of two master warning lights on the glareshield panel, a
center annunciator panel, five roof annunciator panels, and a system of audible warnings.
The capability to dim and test all annunciators is provided. The system provides a visual
and/or audible indication of system status and directs the pilot's attention to any problem
area.

GENERAL
will automatically extinguish. Should the fault
The master warning system (MWS) is designed not be corrected, the annunciator will remain il-
to bring together all serious warning indications luminated but at the dimmed level. Any subse-
on one panel. This panel is located on the center quent problem that illuminates an annunciator
instrument panel as shown in Appendix B. will cause all annunciators to come to full
Warnings that require immediate crew action il- brilliance.
luminate red (WARNING) and cause two red
(MWS) lights on the glareshield to flash. Press- The red glareshield lights will not operate when
ing the face of either glareshield light will ex- an amber annunciator illuminates. To dim the
tinguish both lights and cause the warning an- annunciators, pressing either of them will ini-
nunciator to dim. If the fault causing the annun- tiate the dimming circuit. As with red warnings,
ciator to illuminate is corrected, the annunciator any subsequent caution light will cause the an-

APRIL 1983 FOR TRAINING PURPOSES ONL y 4·1

 FlightSafety
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nunciators to come to full brilliance if the fault is also reduces lighting intensity of any red (except
still in existence. engine fire), amber, or white annunciator to a
preselected level.
Indications of less urgency are illuminated in
amber (CAUTION) and are engraved to identify
system association. The amber lights at the top
of the center annunciator panel labeled CENTER ANNUNCIATOR
"FUEL," "ELEC," and "ICE PROT" are : PANEL
repeaters. Each is engraved with a vertical point- ••
ing arrow, and, when illuminated, directs the
pilot's attention to the appropriate section of the The center annunciator panel is located on the
roof panel (Appendix B). center instrument panel and contains red warn-
ing, amber caution, and white advisory annun-
The "DUCT O/HEAT" light comes on when • • ciators. The annunciators/colors and causes for
there is an overheat condition in the air- illumination are given in the following listing.
conditioning ducting. If the light comes on, it
flashes and directs the pilot's attention to the
air-conditioning system controls in the en-
vironmental section of the roof panel. When Annunciator Cause for IIlumination
corrective action is not taken, the light will cycle
Fuel rool panel annunciator is
on and off as the system cycles. illuminated.

White lights are provided as an indication of

Annunciator on either DC or AC
completed operations and as system status in- power roof panel is illuminated.
dicators. They can be dimmed by pressing the
face of either glareshield light (these will not be
Annunciator on ICE
flashing), but will come to full brilliance when PROTECTION roof panel is
any annunciator initially illuminates. illuminated.
An overheat condition exists in
DC power to the master warning system and test the air-conditioning ducts.
circuits are supplied from bus bar PE.
An engine ice protection system
is selected.

MASTER WARNING Wing fuel crossfeed transfer

LIGHTS lever is in crossfeed or transfer
position.
Indicated fuel filter
differential is excessive.
Two red lights, one in front of each pilot, are
labeled "MWS" (Appendix B) and flash
whenever a red warning annunciator is displayed
or when the TEST switch is depressed. An
uneven rate of flash indicates failure of one of
the duplicated red warning circuits. Fuel temperature in the
indicated engine fuel pumps is
aboye normal.
Pressing the face of either light cancels both red
flashing lights. In normal conditions, this action

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UAL

Annunciator Cause for lIIumination Annunciator Cause for IIlumination

Indicated engine fu el Indicated engine bleed air
computer has failed or the temperature is excessive.
switch is in the manual position.

Indicated main bleed air valve is Indicated pylon has an overheat

not in selected position (time condition.
delay of 15 seconds) or the valve
is open while the airplane is on
MAIN AIR the ground.
VALVE 2

Indicated engine oil pressure is The entry door is not properly

less than 25 psi. secured.

One or both rudder bias

switches are in the OFF
position.

HYO 1
Pressure from the respective
hydraulic pump is 1,500 psi or
GROUND-Rudder bias system
is not inhibited.
••
LO PRESS
less. IN FLlGHT-Air on throttle is ••
HYO 2
not at idle. ••
LO PRESS

Auxiliary hydraulic tank level is

AUX HYO
not full.
LO LEVEL ROOF ANNUNCIATOR
HYO SYS
Main hydraulic system has PANELS
overheated.
O!HEAT There are five groupings of annunciators on the
roof panel plus the engine fire lights. Under the
Emergency brake accumulator is
EMRG BRK 2,300 psi or less. appropriate heading, the annunciators/colors
LO PRESS and causes for illumination are given in the
following listings.
For SOLAR APU's, this light
APU WARN reads APU WARN for a high WINDSHIELD HEAT
EGT or overspeed condition, or
it reads APU FIRE. For Annunciator Cause for lIIumination
AiResearch APU's, this light
reads APU DOOR OPEN to Indicated enqlne-driven
indicate that the door is open. alternator has failed.

Cabin altitude has reached 9,300

feet.

An overheat exists in the rear Indicated windshield has

equipment bayo reached the overheat limit.

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ICE PROTECTION DC POWER (CONT)

Annunciator Cause tor lIIumination Annunciator Cause tor IIlumination
Indicated engine air is available Indicated generator has failed.
for anti-icinq.

The PS1 to PS2 bus tie

contactor is open.

AC POWER
Airframe ice has been detected. Annunciator Cause tor lIIumination
Indicated AC bus bar has failed.

FUEL
Annunciator Cause tor IlIumination
Auxiliary fuel transfer lever is in
the open position.

Indicated inverter has fai led.

Fuel pressure in the supply line
to the respective engine is low.

ENG 1
LO PRESS
The stand by inverter is on and
Any valve in the refuel system is
REFUEl operating.
not in the closed position.
ON

DC POWER ENGINE FIRE LlGHTS

Annunciator Cause tor lIIumination Annunciator Cause tor illumination
Either battery temperature is A fire or overheat is detected for
high. Il the indicated engine.
~\,

One or both batteries are not

charging.

Either battery temperature is out

of limits high. ~,
r.,':J

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TEST The rheostat is adjacent to the center annun-

ciator panel and sets the annunciator's intensity
level when dimmed.
The TEST switch (Figure 4-1) is located adjacent
to the center annunciator panel and is used to The DIM O/RIDE-NORM switch is for bypass-
test critical electronic warning circuits and lights. ing the dimming circuit in the event of a
Operating this push-button switch illuminates all malfunction. Any malfunction is indicated by il-
master warning system annunciators at max- lumination of the ANN DIM FAIL annunciator.
imum intensity and flash es the MWS red light With the DIM switch set to NORM, lighting in-
and annunciator panel repeaters. tensity of all MWS annunciators (except ENG
FIRE 1 and 2) can be varied by rotating the
rheostat.
DIM
If, because of a dimmer circuit fault, an in-
The dim function consists of a rheostat, a DIM dividual annunciator fails to operate correctly,
O/RIDE-NORM switch, an ANN DIM FAIL, the ANN DIM FAIL annunciator illuminates. In
and a circuit tied to the red MWS lights. The this event, DIM O/RIDE must be selected. With
controls and light are shown in Figure 4-1. O/RIDE set, the dimming circuit is bypassed,
any illuminated annunciator goes to full bright
intensity, and the ANN DIM FAIL warning
cancels. In this switch position, pressing the
MWS red lights has no effect on the intensity of
any annunciator.

SYSTEM OPERATION
When a system status change or fault occurs, the
appropriate individual annunciator illuminates
at maximum intensity. In the event of a red
warning, both MWS red lights flash, and, if the
red annunciator is located on the roof panel, the
associated repeater illuminates steady. If the
roof panel annunciator is amber, the repeater
flashes.

Pressing either MWS red light reduces the an-

nunciator's (and repeater's, if applicable) inten-
sity to the lighting level selected by the MWS
dimmer switch (rheostat), and the repeater, if
flashing, changes to steady. Should an addi-
tional system status change or fault occur, the
relevant annunciator illuminates at maximum in-
tensity and any dimmed annunciator becomes
full bright. Subsequent dimming is achieved by
pressing either MWS red light. This dim lighting
level is maintained until the system fault clears
Figure 4·1. TEST Switch and DIM Control s and causes the annunciator to extinguish.

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The landing gear lights and the emergency brake LANDING GEAR HORN
lights have set dimming and cannot be varied WARNING
with the MWS rheostat. The lights go to a dim
condition when the navigation lights switch is The horn gives a continuous steady note when
on. the gear is in any position other than down and
locked and the flap handle is in APP or LAND.

AUDIBLE WARNINGS AIRBRAKES HORN WARNING

Warnings of an audible nature are generated for The horn gives a continuous steady note if the
the systems described in the following gear is down and locked, both throttles are
paragraphs. The sounds used are a bell, a horn, aboye approximately 50070NI rpm, and the air-
and a chime. The horn sound may be emitted brakes are open.
either intermittently or continuously.

THROTTLES BELOW
ENGINE FIRE DETECTION 45%-55% RPM
Each engine fire overheat detector system is con- When the landing gear is in any position other
nected to an associated FIRE warning light, to than down and locked, and either throttle is
the MWS flashers, to an HP cock warning light, moved below approximately 50% of NI rpm,
and, via a relay, to a warning bello Bell operation and if the airspeed is below 150 knots, the horn
may be cancelled by setting a switch to BELL will emit a continuous steady note. Operation of
ISOLATED (Figure 4-2). the horn CANCEL button (Figure 4-3), on the
No. 1 throttle lever, interrupts power to the
Each detector circuit is provided with a FIRE horno The horn remains silent until the throttles
warning TEST push switch. Pressing the switch are both aboye approximately 50% NI rpm or
operates the associated warning system. the airspeed is aboye 150 knots.

Figure 4·2. Fire Bell Isolate Switch

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This warning overrides any other horn warning

that may be operating.

TESTING
Four push switches are located on the test sec-
tion of the roof panel, one for the low VMO and
one for the VMo/MMO of each of the airspeed
indicators or the air data computers. Low VMO
tests only with fuel in the ventral tank.

CABIN DEPRESSURIZATION
If the cabin altitude rises aboye 9,300 feet a
pressure-operated switch closes. This causes:
Figure 4·3. Landing Gear Horn • The warning horn to sound (continuous
Cancel Button steady note)
• The red CABIN ALTITUDE light on the
master warning panel to illuminate at full
SPEED WARNING brilliance
• The red MWS annunciators on the
An intermittent horn warning will occur if the
glareshield to flash
airplane is flown aboye the prescribed speed
limits, i.e., 280 knots (with fuel in long-range
To cancel the warning:
tanks) or 325 knots (with long-range tanks emp-
• Press the horn isolate button on the No. 1
ty).
throttle lever. This will cancel the horn's
The warning is initiated by relays within the sound.
airspeed indicators, and the relays cause the • Press either red MWS annunciator
flashing light on the glareshield. This will
horn to sound in an interrupted manner. An air
stop the flashing and cause the CABIN
data computer system initiates this warning
AL TITUDE light to dim to a preset level.
when installed in lieu of relays within the
airspeed indicators.

The low-speed warning is achieved by the use of AIRFRAME DEICING

the Iow-level float switch in the ventral tank.
This ensures that the low-speed limit warning is Anytime the airframe deicing timer switch
inhibited as soon as the low-level float senses returns to zero, a chime sounds, indicating
that the vertical tank is empty. pump shutoff.

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 FlightSafety international

QUESTIONS

~ How can the annunciators be dimmed? 5. How can the master warning lights be ex-
(A. With the DIM O/RIDE switch tinguished?
Turning the MWS dimmer clockwise A. Reset the MWS circuit breaker.
~/~ Pressing the face of either red MWS B. Press the TEST switch.
V'<S)
glareshield annunciator © Press the
nunciator
face of either red MWS an-
on the glareshield.
D. By individual system dimmers
D. With the DIM O/RIDE switch
2. With the exception of DUCT O/HEAT,
what do the arrows on the center annun- 6. Which of the following actions will il-
ciator panel's flashers signify? luminate all annunciator lights?
A. That the indicated system's tempera- fA"'J Press the TEST switch.
ture is increasing ~ Position the DIM O/RIDE switch to
B. They point to the glareshield O/RIDE.
flashers. C. Press the face of either MWS red an-
C. They suggest turning up indicated nunciator.

® system's temperature.
They alert to a roof panel illuminated
annunciator.
D. Turn the MWS dimmer full dock-
wise.

I
7. How can the DIM circuit be bypassed?
3. What do white annunciators indicate? A. Position the DIM O/RIDE switch to
® Completed operations and system DIM.
status B. Press the ANN DIM FAIL light cap-
B. Associated system is off sule.
C. A system malfunction c. Position the MWS dimmer fully
D. A system failure clockwise.
Po sitio n the DIM O/RIDE switch 10
4. Which bus bar powers the master warning O/RIDE.
system?
A. PSI
® PE
C. PS2
D. XE

4·8 FOR TRAINING PURPOSES ONL y APRIL 1983