CESSNA 525 1. ELECTRICS

A good battery should supply power to the hot battery bus and the emergency bus for approximately: 2 hours. 1 hour. 30 minutes. 10 minutes.

The crossfeed bus serves as: A power-off DC source. an emergency power source. An extension bus. A generator tie bus.

In flight, with the generators on line, the battery is isolated from any charging source when the battery switch is in: OFF. BATT. EMER. Both A and C.

If manual termination of a start sequence is desired, the switch to press is: ENGINE START. START DISG. L START. R START.

The voltage read on the voltmeter with the selector switch in BATT is sensed from the: Crossfeed bus. L feed bus. Hot battery bus. R feed bus.

If the generators are not operating, the voltmeter reads battery voltage when battery switch is in: OFF. BATT. EMER. B AND C.

The light in each engine start button illuminates to indicate: starting is complete. Opening of the start relay. Closing of the start relay. Generator disconnect.

The generator field relay opens when: An internal feeder fault is sensed. An overvoltage condition is sensed. An engine fire switch is activated. All of the above.

If a battery start is intended, the generator switches should be placed to: OFF. GEN. RESET. ON.

With the battery as the only source of power and the battery switch in the OFF position, the bus(es) powered are: Crossfeed bus, hot battery bus. Hot battery bus. Emergency bus, crossfeed bus. Emergency bus, crossfeed bus, hot battery bus.

With the battery as the only source of power and the battery switch in the EMER position, the following bus(es) are powered: Crossfeed bus, hot battery bus. Emergency bus, crossfeed bus, hot battery bus. Emergency bus only. Emergency bus, hot battery bus.

With the battery as the only source of power and the battery switch in the BATT position, the following condition exists: All DC buses are powered for 10 minutes. All buses except the emergency bus are powered. Only the left and right main DC buses are powered. Only the battery, emergency, and hot battery buses receive power.

The primary item that receives power directly from the hot battery bus is: Seat belt sign. Nose baggage compartment light. L pitot-static heater. Audio 1 and Audio 2.

In flight, an engine start accomplished with the start button (not a windmilling start): Is a generator-assist start to prevent excessive battery drain. Is not possible; only windmilling air starts are possible. Is a battery start as the generator assist is disabled in flight to protect the operating generator. Must be manually terminated by the started disengage button.

Regarding the engine starting sequence (battery start on the ground): It is normally terminated by the pilot with the START DISG button. The boost pumps and ignition switches must both be on the ON position before the start button is depressed. A minimum of 57% N2 is required on the operating engine prior to starting the second engine. It is terminated by the 45% N2 speed-sensing switch on the starter-generator.

The most correct statement is: The illumination of the engine START DISG button is a function of the panel lights control night-dim switch. The generator switches are placed in the OFF position for an EPU sart. A failed left 225-ampere current limiter prevents starting of the left engine. All of the above.

With the electrical system operating normally (both generators on the line with the battery switch in BATT): The generator control units (GCUs) serve to automatically regulate, parallel and protect the generators. The battery will supply power to the hot battery and emergency buses. Each generator will supply power to the equipment on its respective feed and feed extension buses. The voltage of the battery and generators may be read by momentarily selecting the desired position with the voltage selector switch.

Placing the battery switch in EMER with the generators on the line: Will cause loss of power to the emergency bus since the generators are on the line. The emergency bus is powered by the battery. Will still provide charging power to the battery. Should result in the battery voltage remaining at 29 volts.

Loss of both generators: R and L GEN OFF annunciator light illuminates. R and L GEN OFF annunciator light will not illuminate, but the MASTER CAUTION will flash. R and L GEN OFF annunciator light will and MASTER CAUTION light illuminate. R and L GEN OFF annunciator light and MASTER WARNING lights illuminate.

During engine start the speed sensing switch will terminate the start sequence this removing power from the: Starter-generator, engine-driven fuel pump, and the fuel firewall shutoff valve. Electric fuel boost pump, ignitors and the starter-generator. Electric fuel boost pump, motive flow shutoff valve and the fuel low pressure sensor. Starter-generator, generator power relay and manual fuel shutoff valve.

The NiCad BATT O’TEMP light comes on steady and remains steady when the flashing MASTER WARNING is pressed out: A fire and explosion hazard now exists. Move the battery switch to EMER and see the amps and volts drop. Select BATT switch to OFF according to the emergency procedure. All of the above.

Both engines are started and the “AFT J-BOX LMT” light is observed on: You are airworthy; go ahead and fly. The start relay is stuck closed. A 225 amp current limiter is blown repair this before flight. If a generator fails, the other one will be able to pick up the load.

The battery disconnect switch is used for. Stuck start relay. Stuck battery relay during battery overtemperature. Test. All of the above.

Under which one of the following conditions will the aircraft battery not be receiving charging power?. The generators on the line and the battery switch in the BATT position. External Power Unit connected with the battery switch in the OFF position. The generators on the line and the battery switch in the EMER position. External Power Unit connected with the battery switch in the EMER position.

Select the one correct statement concerning electrical system circuit breaker protection. do not reset CB´s if not stated in the respective abnormal checklist. The pilot and copilot circuit breaker panels may be completely disabled by turning both generator switches to OFF. All the electrical system circuit breakers are located on the pilot and copilot circuit breaker panel. Only circuit breakers on the DC Extension buses and Crossover buses are found on the pilot and copilot circuit breaker panel.

The voltmeter on the pilot´s switch panel will. register voltage of the hot battery bus only when the battery switch is in BATT or EMER position. always read selected generator voltage. always read battery voltage if the voltmeter is in the BATT position. will read generator voltage if the voltmeter selector is in the BATT position, regardless of the battery switch position.

If both generators are off the line in flight and the battery switch is in EMER position, which of the following equipment will be operative?. COMM 2, NAV 1, N2 GAUGE. Pilot´s altimeter, instrument lights, hydraulic system. OAT gauge, fuel flow, flight director. R/H pitot/static heat, NAV1, cockpit flood lights, emergency exit flood lights.

With both generators off the line and the battery switch OFF, which of the following will be operative?. Cockpit white flood lights. Emergency exit flood lights. Voltmeter gauge. COMM 1.

If the BATT O´HEAT annunciator light illuminates, which position should the pilot select on the battery switch?. BATT. OFF. EMER. RESET.

Performing the correct step in the last question will. cause all aircraft electrical buses to be powered from the battery. remove generator charging power from the battery. cause all aircraft electrical buses to be powered from the generators. remove electrical power from all buses except the emergency and hot battery buses.

During engine start, if the automatic start sequence termination fails,. a hot start will result. the pilot will have no cockpit indication. the start may be terminated by pushing the starter disengage button. the engine must be shut down and restarted.

When making engine starts from an External Power Unit, the. generator switches are turned OFF to insure that both engines are started from the power cart. battery switch is turned OFF to insure, that the battery is disconnected on the starter sequence. battery switch is turned OFF to protect the 225-amp current limiters. second engine start is a generator assist start from the EPU and operating generator.

With a blown 225-amp current limiter. the generators cannot be paralleled by the Generator Control Units. the pilot will be unable to detect the failure on any electrical system check. the engine on the side with the failed current limiter can be started normally. the aircraft may be safely flown.

Equipment on the Emergency Bus may be disabled by. pulling the Emergency Bus circuit breaker on the pilot´s circuit breaker panel. pulling the three 75-amp CBs on the copilot´s breaker panel. pulling the three 75-amp CBs on the copilot´s breaker panel and the on 35-amp CB on the pilot´s breaker panel. individually pulling the circuit breakers for the equipment powered from the Emergency Bus.

If a battery overheat occurs and proper corrective action is taken, the indication that the battery is no longer receiving charging power is. illumination of both GEN OFF lights. at least a 1-volt drop in Hot Battery Bus voltage within 30 seconds. a drop in amperage to zero on both ammeters. illumination of the AC FAIL light and the MASTER WARNING lights.

When dealing with a failed 225A current limiter. The remaining generator can take over the whole electrical load in case of generator or engine failure. The ampere meter with less current indicates which limiter has failed. The ampere meter with more current indicates which limiter has failed. The battery will be charged by both generators.