ATA 24 - Electrical and Lighting Systems Module BE400

Beechjet 400A
ATA 24 – Electrical and Lighting Systems Module

Original
December 2020
Cover
Cover cae.com
Original
Copyright
Log of Revisions
Revision Number Date
Original December 2020
NOTICE: This Module is to be used for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for the manufacturer’s Pilot or Maintenance Manual.
Copyright 2020, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Beechcraft.
Printed in the United States of America.

Table of Contents
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i Single Starter-Generator Operation. . . . . . . . . . . . . . . 7
Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Table 1: Starter Generator Capacity. . . . . . . . . . . . . . 7
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii Generator Control Unit (GCU) . . . . . . . . . . . . . . . . . . 8
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . vii Generator Controls and Indicators . . . . . . . . . . . . . . 8

DC Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Electrical Systems and Lighting Overview. . . . . . . . . . 1
DC Ammeters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 1: DC Power Distribution (RK-243 and
After and those Airplanes RK-118; RK-140 DC Voltage Selector Switch. . . . . . . . . . . . . . . . . . . . . 9
and After Modified by Kit 128-5405) . . . . . . . . . . . 2
Figure 5: DC Voltage Selector Switch . . . . . . . . . . . . 9
Figure 2: DC Power Distribution (RK-118, RK140
Generator-Off Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . 9
thru RK-242 not modified by Kit 128-5405) . . . . . . 3
Generator MASTER Switches . . . . . . . . . . . . . . . . . . 10
DC Electrical Systems. . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 6: Generator Master Switches. . . . . . . . . . . . 10
Battery System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
GEN RESET Switches. . . . . . . . . . . . . . . . . . . . . . . . . 11
Airplanes RK-1 thru RK-97 Only . . . . . . . . . . . . . . . . . 4
Figure 7: Generator Reset Switches. . . . . . . . . . . . . 11
Battery Overheat Warning System . . . . . . . . . . . . . . . . 5
Figure 8: DC Electrical Configuration . . . . . . . . . . . 12
Airplanes RK-98 and after (RK-1 to RK-98 with
STC #SA49450). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 AC Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 3: 40 AMP Lead Acid Battery. . . . . . . . . . . . . . 5 AC Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . 6 Control and Indications. . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 4: Battery Switch . . . . . . . . . . . . . . . . . . . . . . . 6 Inverter Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 9: Inverter Switches. . . . . . . . . . . . . . . . . . . . 14
Starter-Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 10: INV SEL Switch. . . . . . . . . . . . . . . . . . . . . 14
Beechjet 400A iii ATA 24 – Electrical and Lighting Systems Module

December 2020 For Training Purposes Only Original
Table of Contents
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 15: AC BUS SHED Annunciator . . . . . . . . . . 23
Voltage Selector Switch . . . . . . . . . . . . . . . . . . . . . . 15 DC Power Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . 23

Figure 11: AC Voltage Selector Switch. . . . . . . . . . . 15 Power Source Distribution System. . . . . . . . . . . . . . . . 24
Inverter Fail Annunciators . . . . . . . . . . . . . . . . . . . . 15 Primary Power Distribution System . . . . . . . . . . . . 24
Bus Fault Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Figure 16: Power Source Distribution System . . . . 25
AC Inverter Control Circuit . . . . . . . . . . . . . . . . . . . . . . 16 Remote Control Circuit Breakers (RCCB). . . . . . . . 26

Figure 12: AC Electrical System. . . . . . . . . . . . . . . . 17 Figure 17: Main Circuit Breaker Panel. . . . . . . . . . . 26
External Power System. . . . . . . . . . . . . . . . . . . . . . . . . 18 Secondary Power Distribution System. . . . . . . . . . 27

Figure 13: External Power Receptacle. . . . . . . . . . . 18 Load Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Overvoltage Protection . . . . . . . . . . . . . . . . . . . . . . . . . 19 Nonessential Buses . . . . . . . . . . . . . . . . . . . . . . . . . . 27
RK-78, RK-87 and After . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 18: L and R Nonessential Buses. . . . . . . . . . 27
Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Radio Buses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Figure 19: Radio Master L-R-OFF Circuit
Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Standby Power System. . . . . . . . . . . . . . . . . . . . . . . . . 20 Overhead Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . 21 Emergency Power Distribution System . . . . . . . . . 29
Figure 14: Controls and Indicators. . . . . . . . . . . . . . 21
Circuit Breaker Panels . . . . . . . . . . . . . . . . . . . . . . . 29
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 20: DC Power Distribution. . . . . . . . . . . . . . . 30
Electrical Load Distribution . . . . . . . . . . . . . . . . . . . . . 22 Electrical and Electronic Junction Boxes. . . . . . . . . . 31
AC Power Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . 22 Electrical Junction Boxes. . . . . . . . . . . . . . . . . . . . . . . 31
Beechjet 400A iv ATA 24 – Electrical and Lighting Systems Module

Table of Contents
Electronic Junction Box . . . . . . . . . . . . . . . . . . . . . . . . 31 Tail Floodlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Lighting Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Figure 33: Tail Floodlight. . . . . . . . . . . . . . . . . . . . . . 37
Exterior Lighting System. . . . . . . . . . . . . . . . . . . . . . . . 32 Forward Recognition Light. . . . . . . . . . . . . . . . . . . . . . 38

Figure 21: Light Switches. . . . . . . . . . . . . . . . . . . . . 32 Figure 34: Forward Recognition Light. . . . . . . . . . . 38
Figure 22: Light Circuit Breakers. . . . . . . . . . . . . . . 32 Interior Lighting System . . . . . . . . . . . . . . . . . . . . . . . . 38

Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Flight Compartment Lighting. . . . . . . . . . . . . . . . . . 38
Figure 23: Left Wing Tip Light. . . . . . . . . . . . . . . . . . 33 Instrument Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 24: Right Wing Tip Light . . . . . . . . . . . . . . . . 33 Figure 35: Instrument Light Switches . . . . . . . . . . . 39
Anti-Collision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Figure 36: C/B Light Intensity Rheostat. . . . . . . . . . 39
Figure 25: Left Wing Anti-Collsion Light. . . . . . . . . 34 Figure 37: PILOT INST LT, CTR INST &
O/H PNL Light Intensity Rheostats. . . . . . . . . . . . 39
Figure 26: Right Wing Anti-Collision Light . . . . . . . 34
Figure 38: PILOT INST LT, CTR INST &
Figure 27: Tail Light. . . . . . . . . . . . . . . . . . . . . . . . . . 34 O/H PNL Light Intensity Rheostats. . . . . . . . . . . . 39
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Standby Instrument Panel Lights . . . . . . . . . . . . . . 40
Figure 28: Wing Inspection Light. . . . . . . . . . . . . . . 35
Electroluminescent Panels. . . . . . . . . . . . . . . . . . . . 40
Landing Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Map Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 29: Linear Actuated Landing Lights. . . . . . . 36
Figure 39: Map Light Switch. . . . . . . . . . . . . . . . . . . 41
Figure 30: Landing Light Switches. . . . . . . . . . . . . . 36
Cockpit Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 31: LDG LT EXT Annunciator . . . . . . . . . . . . 36
Figure 40: Cockpit Light Switch. . . . . . . . . . . . . . . . 42
Rotating Beacon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Cockpit Side Panel Lights . . . . . . . . . . . . . . . . . . . . 42
Figure 32: Rotating Beacon. . . . . . . . . . . . . . . . . . . . 37
Beechjet 400A v ATA 24 – Electrical and Lighting Systems Module

Table of Contents
Passenger Compartment Lighting. . . . . . . . . . . . . . 43 Servicing and Procedures . . . . . . . . . . . . . . . . . . . . . . 51
Cabin Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 41: Room Light Switch. . . . . . . . . . . . . . . . . . 43 Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 42: Indirect Lighting. . . . . . . . . . . . . . . . . . . . 44 Battery-Overheat Warning System
Figure 43: VIP Panel. . . . . . . . . . . . . . . . . . . . . . . . . . 44 Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . 51
Cabin Reading and Table Lights . . . . . . . . . . . . . . . . 45 RK-1 Thru RK-97. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 44: Cabin Reading and Table Lights . . . . . . 45 Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 52

Figure 45: PASS READ Circuit Breaker. . . . . . . . . . 45 Loss of Both Generators . . . . . . . . . . . . . . . . . . . . . 52
Cabin Sign Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 RK-1 Thru RK-48, Except RK-45 . . . . . . . . . . . . . . . . 52
Figure 46: Cabin Sign LIghts. . . . . . . . . . . . . . . . . . . 46 RK-45, RK-49 Thru RK-162. . . . . . . . . . . . . . . . . . . . . 52
Figure 47: Cabin Sign Switch. . . . . . . . . . . . . . . . . . 47 RK-163 And After. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 48: EMER LT Circuit Breaker. . . . . . . . . . . . . 47 Battery Overheat. . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Cargo and Service Compartment Lighting. . . . . . . 48 Battery Feeder Failure. . . . . . . . . . . . . . . . . . . . . . . . 54
RK-1 thru RK-86, except RK-78. . . . . . . . . . . . . . . . . 48 Emergency Bus Feeder Failure. . . . . . . . . . . . . . . . 54
Figure 49: Fuselage Door Switch. . . . . . . . . . . . . . . 48 Bus Feeder Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 54
RK-78, RK-87 and After. . . . . . . . . . . . . . . . . . . . . . . . 49 Battery Cutoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Emergency Lighting System . . . . . . . . . . . . . . . . . . . . 49 Single Generator Failure. . . . . . . . . . . . . . . . . . . . . . 55
Cabin Emergency Lighting. . . . . . . . . . . . . . . . . . . . 49 Inverter Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 50: Cabin Emergency Lighting. . . . . . . . . . . 49
Pitot Heat Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 51: Guarded Emergency Light Switch. . . . . 50
This page intentionally left blank.. . . . . . . . . . . . . . . 56
Beechjet 400A vi ATA 24 – Electrical and Lighting Systems Module

List of Effective Pages

i. . . . . . . . . . . . . . . . . . . . . . . . . . . . Original 11. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 30. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
i. . . . . . . . . . . . . . . . . . . . . . . . . . . . Original 12. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 31. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
ii. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 13. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 32. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
iii. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 14. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 33. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
iv. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 15. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 34. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
v. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 16. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 35. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
vi. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 17. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 36. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
vii. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 18. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 37. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
viii. . . . . . . . . . . . . . . . . . . . . . . . . . Original 19. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 38. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
1. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 20. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 39. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
10. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 29. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 48. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
Beechjet 400A vii ATA 24 – Electrical and Lighting Systems Module

List of Effective Pages

49. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
50. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
51. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
52. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
53. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
54. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
55. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
56. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
Beechjet 400A viii ATA 24 – Electrical and Lighting Systems Module

Electrical Systems and Lighting Overview

The Beechjet 400A airplane incorporates three electrical power systems:
DC electrical system
AC electrical system and
Standby power system.
The DC electrical system consists of two 28.5V DC, 400 ampere-hour, engine-driven starter-generators, either a 24V DC, 36 ampere-hour nickel cadmium
battery or a 24V DC, 40 ampere-hour lead acid battery, a power distribution system and a 28V DC external power system. The AC electrical system
consists of two inverters producing 115V AC and 26V AC, 400 Hz electrical power and a power distribution system. The standby power system consists
of a battery, an ON-ARM switch and indicators.
The lighting system consists of interior and exterior lights. Interior lighting includes systems for the flight and passenger compartments. Exterior lighting
includes:
Navigation
Anticollision
Landing
Taxi
Ice Detection
Logo Lights.
Beechjet 400A 1 ATA 24 – Electrical and Lighting Systems Module

ENG START
AHRS AUX BATT STBY BUS
MASTER
L GEN R GEN AHRS 1 STBY PWR STBY ATT IND
L GEN NORM GEN RESET LEFT LOAD BUS AHRS 2 STBY PWR STBY ALT VIB
OFF L NORM COPLT (STBY INST) LT
SELECT L BUS L ITT STBY
O L START GEN ANTI SKID PWR
R
F FDR FAIL NO.1 INV PWR LDG GR POS ENG EFC START
OFF AHRS AUX BATT COMM 1 SUPPLY
F L DEFOG BLOWER RUD TRIM POS
L WSHLD ANTI- ROLL TRIM RTU 1
RESET
PUSH TO
ICE CONT L THRUST REV CONT
EMER
DISENG L WSHLS ANTI- L ENG EFC
ICE PWR L VIB
LEFT GENERATOR L ENG ANTI-ICE L FUEL FLOW HOT BATTERY BUS
CONTROL UNIT LH STAB DEICE H STAB DEICE L OIL TEMP
BATT BATT VOLT
L TAIL FLOOD LT PWR MONITOR L FIRE DETECT ROOM LTS
OFF RECOG LT PWR L LDG LT CONT L WG FUEL QTY
INVERTER GND AUDIO/RTU
LEFT HF PWR PLT WARN LT XFEED VALVE
STARTER PLT INST LT FUSLG FUEL QTY LEFT RADIO BUS NO. 1
GND COMM
GENERATOR INST LT CONT L TRANS PUMP SDU 2 RAD ALTM PROC 1 HEAT
CABIN PRESS L FUEL TRANS FCS 1 GPS 1 CDU 1 ON
NUMBER 1 COPLT PITOT/
SHUNT LEFT L BLEED VALVE L JET PUMP PFD 1 FMS 1 ATC 1 INVERTER
MAIN BUS HYD PRES IND L AUTO BOOST ONE 1 STATIC HEATER FDR BUS
VENT BLOWER L BOOST PUMP OFF
EXTERNAL L GENERATOR COPLT PITOT/STATIC HEAT
L STARTER MASTER TEST A/P TRIM RK-163 AND AFTER AND
POWER L BUS
RELAY LINE CONTACTOR
FEED ICE DETECTOR AHRS AUX BATT LEFT OVHDBUS RX-148 WHEN MODIFIED
RELAY RCCB AVIONOCS ANN/DIM
1 2
3 4 L AOA HEATER ANTI-COLL LT BY KIT 128-3061
5 DAU A
EXTERNAL BATTERY
0 X 100 6
L PITOT HEAT WING INSP LT
L BUS PLY CLOCK
POWER TIE IN AMPS PILOT STATIC HEAT
TIE RCCB ADC 1
RELAY
LEFT NON-ESSENTIAL BUS EMERGENCY BUS
BATTERY BATTERY
BATTERY START BUS CHARGE BUS RECOG LT CONT TCAS STBY BATT
RELAY L LDG LT PWR GALLEY CONT EMERGENCY BUS BATT FDR PROT
LH BATT RH
COMPR GEN GEN HF CONT TIE RELAY NO. 2 INV EMER PWR
10 20
EMER FEED 0 30 EMER WARN LT
LOAD FLOOD INST LT
FEED RCCB VOLTS BUS TIE
RCCB
VOLT SEL CABIN SIGN
EMER LT
EMERGENCY EMER LDG GR POS
BATTERY FIRE BELL
RELAY
PASS OXYGEN CONT
FDR
ON
FAIL
R STARTER
R BUS RIGHT LOAD BUS RIGHT NON-ESSENTIAL BUS DOOR SEAL
TIE RCCB
O RELAY R DEFOB BLOWER RADIO PHONE L HYD VALVE
F EMER BUS R HYD VALVE
R START/GEN FLAP R WSHLD ANTI- CABIN DISPLAY
F FDR FAIL L ENG FIRE EXT
EMER NO.2 INV PWR NORM PITCH TRIM ICE CONT
PASS READ LT R ENG FIRE EXT
H STAB DEICE RUD TRIM
1 2
3 4 ROTAT BCN CONT L GND SAFE
REFRIG 0
5
6 CONT ROLL TRIM POS
X 100
R BUS TAIL FLOOD LT CONT EMER PITCH TRIM
COMPR R WSHLD ANTI- R THRUST REV
AMPS FEED CABIN TEMP IND TRIM WARN
R GENERATOR ICE PWR CONT
PWR RCCB RETRIC AIRCOND L THRUST REV POS
LINE CONTACTOR R ENG ANTI-ICE R ENG EFC
CONT R THRUST REV POS
WING ANTI-ICE R VIB
L TR EMER STOW
RIGHT R LDG LT PWR R FUEL FLOW
R TR EMER STOW
MAIN BUS R LDG LT CONT R OIL TEMP
SHUNT L TURBINE RPM
COPLT WARN LT R TURBINE RPM
CTR INST AND O/H R ITT
RIGHT OVHD BUS L FAN RPM
RIGHT L IGN
STARTER RH STAB DEICE PANEL LT R FAN RPG R AOT HEAT NAV LT L FUEL VALVE
GENERATOR R TAIL FLOOD LT PWR CTR PED LT R IGN ROTAT BCN PWR INVERTER R FUEL VAVLE
FLT HOUR METER C/B PANEL LT R FIRE DETECT NO. 2 L STALL WARN
MAP LT R WG FUEL QTY
GALLEY POWER SDU 1
AR COND FUEL TEMP ON
TOILET COPLT CLOCK
R BLEED VALVE R TRANS PUMP
CABIN LT HYD PRESS CONT R FUEL TRANS RIGHT RADIO BUS AHRS 1
VANITY NAV 1
SPEED BRAKE R JET PUMP MFD 1 CDU 2 OFF
MASTER REFRIG BLOWERS NUMBER 2 FLT DATA REC
L GEN R GEN LDG GR R AUTO BOOST FCS 2 ATC 2 INVERTER AURAL WARN
ENG START NORM R GND SAFE R BOOST PUMP PFD 2 DME 2 CKPT VOICE REC
CABIN AUDIO ADC 2 NAV 2
R GEN PLT AUDIO
DAU B ADF 2 COMM 2
OFF COPLT STBY AUDIO
GEN RESET AHRS 2 RADAR RTU 2
SELECT ADF 1
R STALL WARN FMS 2 GPS 2
R NORM R COPLT AUDIO
(RK-118, RK-140
PROC 2 HEAT THRU RK-229
OFF O CABIN SPKRS
RIGHT GENERATOR F R BUS WHEN MODIFIED
EMER
CONTROL UNIT F FDR FAIL BY SB 24-3199,
PUSH TO RK-230 AND AFTER)
DISENG RESET
Figure 1: DC Power Distribution (RK-243 and After and those Airplanes RK-118; RK-140 and After Modified by Kit 128-5405)

MASTER AHRS AUX BATT STBY BUS

L GEN R GEN
ENG START AHRS 1 STBY PWR STBY ATT IND
L GEN NORM
GEN RESET LEFT LOAD BUS AHRS 2 STBY PWR STBY ALT VIB
OFF L NORM COPLT (STBY INST) LT
L BUS L ITT STBY
SELECT O L START GEN ANTI SKID PWR
F FDR FAIL ENG EFC START
R NO.1 INV PWR LDG GR POS AHRS AUX BATT SUPPLY
F L DEFOG BLOWER RUD TRIM POS COMM 1
OFF RTU 1
RESET L WSHLD ANTI- ROLL TRIM
EMER ICE CONT L THRUST REV CONT
PUSH TO L WSHLS ANTI- L ENG EFC
DISENG ICE PWR L VIB
LEFT GENERATOR L WIPER L FUEL FLOW HOT BATTERY BUS
CONTROL UNIT L ENG ANTI-ICE L OIL TEMP
LH STAB DEICE BATT VOLT
BATT H STAB DEICE L FIRE DETECT ROOM LTS
OFF L TAIL FLOOD LT PWR MONITOR L WG FUEL QTY
RECOG LT PWR INVERTER GND AUDIO/RTU
LEFT L LDG LT CONT XFEED VALVE
STARTER
HF PWR PLT WARN LT FUSLG FUEL QTY LEFT RADIO BUS NO. 1
GND COMM
GENERATOR PLT INST LT L TRANS PUMP SDU 2 RAD ALTM PROC 1 HEAT
INST LT CONT L FUEL TRANS FCS 1 GPS 1 CDU 1 ON
NUMBER 1 COPLT PITOT/
SHUNT CABIN PRESS L JET PUMP PFD 1 FMS 1 ATC 1 INVERTER
LEFT L BLEED VALVE L AUTO BOOST STATIC HEATER FDR BUS
MAIN BUS MFD * ONE 1
HYD PRES IND L BOOST PUMP OFF
EXTERNAL COPLT PITOT/STATIC HEAT
L STARTER L GENERATOR VENT BLOWER A/P TRIM
RK-163 AND AFTER AND
POWER RELAY LINE CONTACTOR
L BUS MASTER TEST AHRS AUX BATT LEFT OVHDBUS RX-148 WHEN MODIFIED
RELAY FEED ICE DETECTOR AVIONOCS ANN/DIM
RCCB L AOA HEATER ANTI-COLL LT BY KIT 128-3061
1 2
3 4
5 DAU A
EXTERNAL
0 X 100 6 L PITOT HEAT WING INSP LT
BATTERY PLY CLOCK
L BUS PILOT STATIC HEAT
POWER TIE IN AMPS ADC 1
RELAY TIE RCCB
LEFT NON-ESSENTIAL BUS EMERGENCY BUS
BATTERY BATTERY
BATTERY START BUS RECOG LT CONT TCAS STBY BATT
CHARGE BUS EMERGENCY BUS
L LDG LT PWR GALLEY CONT BATT FDR PROT
RELAY LH BATT RH TIE RELAY
HF CONT NO. 2 INV EMER PWR
COMPR GEN GEN
10 20 EMER WARN LT
30
EMER FEED 0
FLOOD INST LT
FEED LOAD
RCCB VOLTS BUS TIE CABIN SIGN
RCCB VOLT SEL
EMER LT
EMERGENCY EMER LDG GR POS
BATTERY FIRE BELL
RELAY
PASS OXYGEN CONT
FDR FAIL
R BUS DOOR SEAL
ON R STARTER
TIE RCCB RIGHT LOAD BUS RIGHT NON-ESSENTIAL BUS L HYD VALVE
O RELAY EMER BUS
F R DEFOB BLOWER RADIO PHONE R HYD VALVE
F R WSHLD ANTI- CABIN DISPLAY FDR FAIL L ENG FIRE EXT
R START/GEN FLAP
EMER
NO.2 INV PWR NORM PITCH TRIM ICE CONT R ENG FIRE EXT
H STAB DEICE RUD TRIM R WIPER L GND SAFE
1 2
3 4
5 CONT ROLL TRIM POS PASS READ LT EMER PITCH TRIM
REFRIG 0 X 100 6
R BUS ROTAT BCN CONT TRIM WARN
COMPR FEED
R WSHLD ANTI- R THRUST REV
R GENERATOR AMPS ICE PWR CONT TAIL FLOOD LT CONT L THRUST REV POS
PWR LINE CONTACTOR
RCCB CABIN TEMP IND R THRUST REV POS
R ENG ANTI-ICE R ENG EFC
WING ANTI-ICE R VIB RETRIC AIRCOND L TR EMER STOW
R LDG LT PWR R FUEL FLOW CONT R TR EMER STOW
RIGHT
R LDG LT CONT R OIL TEMP L TURBINE RPM
MAIN BUS
SHUNT COPLT WARN LT R TURBINE RPM L FAN RPM
CTR INST AND O/H R ITT RIGHT OVHD BUS L IGN
RIGHT PANEL LT R FAN RPG L FUEL VALVE
RH STAB DEICE R AOT HEAT NAV LT
STARTER CTR PED LT R IGN R FUEL VAVLE
R TAIL FLOOD LT PWR ROTAT BCN PWR L STALL WARN
GENERATOR C/B PANEL LT R FIRE DETECT INVERTER
FLT HOUR METER NO. 2 SDU 1
GALLEY POWER MAP LT R WG FUEL QTY
AR COND FUEL TEMP COPLT CLOCK
TOILET ON AHRS 1
CABIN LT R BLEED VALVE R TRANS PUMP
HYD PRESS CONT R FUEL TRANS RIGHT RADIO BUS NAV 1
VANITY FLT DATA REC
REFRIG BLOWERS SPEED BRAKE R JET PUMP
MASTER
LDG GR R AUTO BOOST MFD * CDU 2 OFF NUMBER 2 AURAL WARN
L GEN R GEN
R GND SAFE R BOOST PUMP FCS 2 ATC 2 CKPT VOICE REC
NORM INVERTER
ENG START
CABIN AUDIO PFD 2 DME 2 PLT AUDIO
R GEN DAU B ADC 2 NAV 2 COPLT STBY AUDIO
OFF AHRS 2 ADF 2 COMM 2 ADF 1
SELECT GEN RESET R STALL WARN RADAR RTU 2 (RK-118, RK-140
R NORM R COPLT AUDIO FMS 2 GPS 2 THRU RK-229
CABIN SPKRS PROC 2 HEAT ND ** WHEN MODIFIED
OFF O BY SB 24-3199,
RIGHT GENERATOR EMER F R BUS
FDR FAIL RK-230 AND AFTER)
CONTROL UNIT F * 3-TUBE ** 4-TUBE
PUSH TO
DISENG RESET
Figure 2: DC Power Distribution (RK-118, RK140 thru RK-242 not modified by Kit 128-5405)

DC Electrical Systems
Two 28.5V DC, 400-ampere engine driven starter-generators normally supply electrical power to the airplane. On Airplanes RK-1 thru RK-97, a 24-volt,
36 ampere-hour nickel cadmium (NiCad) battery supplies electrical power for engine starting and emergency requirements. On Airplanes RK-98 and
After, a 24-volt, 40 ampere-hour lead-acid battery supplies electrical power for engine starting and emergency requirements. A 28V DC external power
receptacle is located on the L side of the aft fuselage for Airplanes RK-1 thru RK-86, except RK-78. For Airplanes RK-78 and RK-87 and After, the
receptacle is located on the lower right fuselage. is provided for connection of an external power unit.
Battery System
The battery power components are:
Battery relay
Battery switch
Battery feeder protection unit
Current transformers
Control relays
Indicating lights.
A battery feeder protection subsystem is provided to detect a ground fault that may occur in the secondary power (battery and external power) feeder line
between the main junction box and secondary power sources.
Airplanes RK-1 thru RK-97 Only

The battery system in these airplanes may be equipped with a 20-cell unit nickel-cadmium battery that is rated for 24V DC at 36 ampere-hours. It is used
as a secondary source of DC electrical power on the aircraft.

Battery Overheat Warning System

The battery overheat warning system provides a continuous indication of the battery temperature. The system consists of a
battery temperature sensor, a battery temperature indicator, and BATT OV HT annunciator, located on the annunciator panel.
The battery temperature indicator installed on the instrument panel has two warning lights:
An amber WARM annunciator that illuminates at 135°F (57°C) and
A red HOT annunciator that illuminates at 150°F (65°C).
The battery temperature indicator sends a signal to illuminate the BATT OV HT annunciator on the master warning panel
when the battery temperature reaches 150°F (65°C).
Airplanes RK-98 and after (RK-1 to RK-98 with STC #SA49450)

The battery system in these airplanes is equipped with a 24V DC, 40 ampere-hour lead acid battery. It is used as a secondary
source of DC electrical power on the aircraft.
Figure 3: 40 AMP Lead Acid Battery

Controls and Indicators

The BATTERY switch (Figure 4), located on the overhead panel, is a toggle type with ON, OFF and EMER positions. During
BATT normal operation, the BATTERY switch is in the ON position and the battery relay and battery tie-in relay remain energized.
CUT OFF Generator power is supplied to the battery through the battery charge and start buses. The generator also powers the
emergency bus through the battery relay. Placing the BATTERY switch to the EMER position will drop off the battery relay
INV 1 and battery tie-in relay, isolating the battery from the start bus. The battery will supply DC power only to the emergency bus
FAIL and the BATT CUT OFF annunciator, located on the annunciator panel, will illuminate.
Figure 4: Battery Switch

If a ground fault on the feeder line occurs, the battery feeder protection unit illuminates the BATTERY FDR FAIL light, located
on the overhead switch panel and drops off the battery and battery tie-in relays. A BATT FEED TEST switch located on the
overhead switch panel is a push button type, providing a test function for the battery feeder fault protection subsystem on
the ground.
The BATTERY FDR FAIL light illuminates when a feeder fault sensing signal is supplied from the fault sensing current
transformer network to the battery feeder protection unit, the battery feeder protection circuit breaker is tripped, or the
emergency feed RCCB is tripped. The light also illuminates when the system test switch is depressed.
The BATT CUT OFF annunciator illuminates when the bus connecting the battery relay and external power relay loses DC
electrical power.

DC Generation Single Starter-Generator Operation
Primary DC electrical power is fed to the airplane buses from two engine- Single starter-generator operation is more critical during single engine
driven starter-generators. The DC generation and control system output is operation as the loads of the operating engine must also be supplied by
divided by a split bus system. The L and R systems are independent, but the only operating starter-generator.
operate in parallel unless a fault condition isolates one side from the other. Maximum flight electrical demands on the DC generating system occur
during short-duration takeoff and landing regimes. These transients are
within the five minute 50% overload capability of the starter-generator.
Starter-Generators
High altitude cruise flight above 32,500 feet represents a special case
Two 28.5V DC, 400 ampere-hour engine-driven starter-generators are under single starter-generator operation as it reduces starter-generator
mounted on each engine accessory gearbox. They supply primary DC capacity (280 amperes) due to the engine accessory pad limitation.
power to the buses after engine starting.
Refer to Starter Generator Capacity Table below for the respective
Rotating power from the engine accessory drive pad is transferred to the maximum demand. These charts take icing conditions into consideration.
armature of the starter-generator through the drive shaft. The drive shaft The maximum altitude where icing conditions may be expected is 22,000
has a shear section that separates the starter-generator drive from the feet. Therefore, the icing protective system loads must be subtracted from
engine when torque exceeds 1,600 inch-pounds. This protects the engine the output totals when considering high altitude cruise flight where the
from overtorque should an internal failure of the starter-generator occur. engine accessory pad limitation is imposed.
Starter-generator output is supplied to the shunt field winding as excitation
voltage. The excitation voltage is adjusted by the GCU regulator circuit to
Flight Phase One Generator Two Generators
maintain starter-generator output at a constant voltage level.
400 AMPS
Normally, both starter-generators are coupled in parallel and operate in Up to 29,000 feet 280 AMPS
(icing conditions) 440 AMPS
conjunction. Paralleling is accomplished by an equalizer function built
into the GCUs that monitors each starter-generator’s output and adjusts 29,000 to 41,000 feet 280 AMPS 280 AMPS
excitation voltage to each starter-generator accordingly. Above 41,000 feet 260 AMPS 260 AMPS
The GCUs maintain the starter-generator outputs within 40 amperes of TRANSIENT (below
each other for the full operating range during normal operation. 20,000 feet, maximum 30 525 AMPS 525 AMPS
seconds)
The starter-generators are capable of supplying all electrical demands,
Table 1: Starter Generator Capacity
including ignition and normal battery charging current at idle engine speed.
With the battery completely depleted, the instantaneous battery charging
current will exceed the starter-generator output limit. Should this occur, it
will be necessary to disconnect the battery from the system by placing the
BATTERY switch in the OFF position.

Generator Control Unit (GCU)

A generator control unit is installed in the airplane for each starter-generator. The GCUs utilize solid-state integrated circuits
and amplifiers to provide control in both the starting and generating modes.
The starter-generators are connected to the main bus by GCUs through the generator relays. The line-contactor-control
circuit prevents reverse current from flowing into the starter-generator windings the instant the generator relay closes.
If a generating voltage deficiency is present and reverse current begins to flow to the starter-generator output, disconnection
of the faulty starter-generator from the system is automatically performed by the reverse-current-cutout relay.
Several protective functions are incorporated into the GCU circuitry. These functions interrupt starter-generator output and
will isolate the starter-generator from the system should a fault occur. They are as follows:
Overvoltage protection detects a voltage regulation failure. Output voltage is regulated to 28.5 ±2.5%.
Feeder-fault protection is provided by detecting a ground fault occurring in the starter-generator power feeder between
the starter-generator and main junction box.
Build-up ground-fault protection is provided to detect flight crew mishandling after a generator is tripped by the feeder-
fault protector.
Generator Controls and Indicators

Generator controls and indicators consist of the generator MASTER switches, the GEN RESET switches, two generator-off
lights, and an instrument cluster containing a DC voltage selector switch, a DC voltmeter and two DC ammeters (Figure 5).
The controls and indicators provide a means to control and monitor the DC generators.
DC Voltmeter
The DC voltmeter is located on the overhead instrument cluster. It indicates the voltage being supplied by the selected
voltage source. The meter’s scale ranges from 0 to 35 volts with a red arc ranging from 32 to 35 volts.
DC Ammeters
The two DC ammeters are located between the DC voltmeter and the DC voltage selector switch. They provide an indication
of the current load being carried by the generators. The meters are identical and have graduations from 0 to 500 amperes
and a red line at 440 amperes.

DC Voltage Selector Switch
The DC voltage selector switch is located with the DC voltmeter and two DC ammeters.
The switch has three positions:
LGEN
BAT
RGEN
The voltage selector switch is used to transfer the DC voltage to the desired DC voltage supply point while monitoring the
DC voltmeter.
Figure 5: DC Voltage Selector Switch
L GEN Generator-Off Lights

OFF Two amber L GEN OFF and R GEN OFF lights are located on the annunciator panel. These annunciators illuminate whenever
L BUS a generator has been isolated from its main bus. The MASTER CAUTION lights also illuminate when one of the GEN OFF
FDR FAIL lights comes on.
R GEN
OFF
R BUS
FDR FAIL

Generator MASTER Switches
There are two generator MASTER switches located on the overhead panel. They are toggle-type, two-position, guarded
switches. The two positions are labeled NORM and EMER.
For normal starter-generator operation, the switches are placed in the NORM position. The switches are held in the NORM
position as long as the switch guards are closed.
Lifting the red guards and placing the MASTER switches in the EMER position when the BATTERY switch is left on isolates
the generators and the battery from the distribution system. When the MASTER switches are in the EMER position, the
battery can be connected to the emergency bus by selecting EMER on the BATTERY switch.
.
Figure 6: Generator Master Switches

GEN RESET Switches
Two GEN RESET switches are located on the overhead panel.
They are the lever-lock, toggle type with three positions:
NORM
OFF
RESET
With the generator reset switches in the NORM position, control over starter-generator voltage regulation, protection and bus
connection is provided automatically by the GCUs. In the OFF position, the switches isolate the generators from the main
buses. The momentary RESET position resets a generator that has tripped due to overvoltage, feeder faults, or engine fire
switch actuation.
Figure 7: Generator Reset Switches

NORMAL DC OPERATION ONE GENERATOR OUT

LEFT GENERATOR OUT
GENERATOR POWER RIGHT GENERATOR OUT
L GEN OFF OR R GEN OFF FAIL INDICATORS
NO. 1 STBY STBY NO. 2 NO. 1 STBY STBY NO. 2

INVERTER BUS BATT INVERTER INVERTER BUS BATT INVERTER
LH RH LH RH
RADIO RADIO RADIO RADIO
BUS BUS BUS BUS
LH RH LH RH
OVERHEAD OVERHEAD OVERHEAD OVERHEAD
BUS BUS BUS BUS
LH NON- RH NON- LH NON- RH NON-

ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL
BUS BUS BUS BUS
LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

BUS BUS BUS BUS BUS BUS
LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

BUS CHARGE BUS BUS CHARGE BUS
BUS BUS
START BUS START BUS
LH RH LH RH
GENERATOR BATTERY GENERATOR GENERATOR BATTERY GENERATOR
BOTH GENERATORS OUT - BATTERY EMERGENCY BATTERY OFF - BATTERY OVERHEAT CONDITION
(RK-1 THRU RK-97 ONLY)
GENERATOR POWER GENERATOR POWER

L GEN OFF R GEN OFF FAIL INDICATORS BAT OV HT FAIL INDICATOR
NO. 1 STBY STBY NO. 2 NO. 1 STBY STBY NO. 2

INVERTER BUS BATT INVERTER INVERTER BUS BATT INVERTER
LH RH LH RH
RADIO RADIO RADIO RADIO
BUS BUS BUS BUS
LH RH LH RH
OVERHEAD OVERHEAD OVERHEAD OVERHEAD
BUS BUS BUS BUS
LH NON- RH NON- LH NON- RH NON-

ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL
BUS BUS BUS BUS
LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

BUS BUS BUS BUS BUS BUS
LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

BUS CHARGE BUS BUS CHARGE BUS
BUS BUS
START BUS START BUS
BJTM-EL002i
LH RH LH RH
GENERATOR BATTERY GENERATOR GENERATOR BATTERY GENERATOR
Illustrates a series of diagrams providing a visual representation of DC power sources and buses powered on the Beechjet 400A aircraft.
Figure 8: DC Electrical Configuration

AC Electrical System
The AC electrical system consists of two static inverters, six AC buses and the following controls and indicators:
Inverter Power Switches
Voltmeter
Voltage Selector Switch
Annunciators
Inverter Selector Switch
AC Inverters
AC power is supplied by two static inverters mounted in the nose electronic compartment. These inverters are designated No. 1 and No. 2 and are
controlled by INVERTER switches located on the overhead switch panel (Figure 9). The inverters are designed to produce 115 volts and 26 volts 400 Hz
AC, with apparent power rating of 50 volt-amperes each. The inverter operates when its respective INVERTER switch is placed to the ON position. DC
power from the L load bus is applied directly to the No. 1 inverter. Normally, the No. 2 inverter is powered from the R load bus through the No. 2 inverter
relay. If DC power on the R load bus fails, the No. 2 inverter relay is automatically de-energized and the No. 2 inverter is powered from the emergency bus.

Control and Indications

The AC electrical system’s controls and indications allow the crew to control and monitor the operation of the AC system.
Inverter Switches
The No. 1 and No. 2 INVERTER switches are located on the overhead switch panel. These toggle switches provide ON/OFF
control over their respective AC inverters. An INV SEL switch is wired into the circuit, allowing the crew to connect the desired
inverter output to the primary AC buses. The INV SEL switch is located on the main circuit breaker panel and is a guarded
toggle switch with three positions: No. 1, AUTO and No. 2.
INV SEL
NO 1
A
U
T
O
NO 2
Figure 9: Inverter Switches Figure 10: INV SEL Switch

Voltmeter
The AC voltmeter is located on the aft circuit breaker panel adjacent to the voltage selector switch and it indicates the output
voltage of the inverters. It also continuously indicates the voltage of any one of four AC power sources, depending on the
position of the voltage selector switch.
Voltage Selector Switch

An AC voltage selector switch is mounted on the aft circuit breaker panel. The selector switch connects one of four possible
inverter outputs to the AC voltmeter for display.
NO.1 INV
C/B IDENTIFICATION
115V
BUS RING
LH LOAD BLUE 115V 26V
50 100
RH LOAD YELLOW NO.2 INV
EMER RED
15
26V AC VOLTS
0
STBY PWR GREEN
NON ESSN WHITE/BLACK
AC PRIM PINK/BLACK
AC SHED/SEC GREEN/BLACK
Figure 11: AC Voltage Selector Switch
BATT Inverter Fail Annunciators

CUT OFF
The INV 1 FAIL and INV 2 FAIL amber caution annunciators are installed in the annunciator panel. They indicate a fault in the
INV 1 AC inverter system. The annunciators receive a ground signal from the No. 1 and No. 2 inverter failure monitor relays which
FAIL energize by a fault monitor signal from their respective inverters. If the fault monitor signal is removed, the No. 1 or No. 2
inverter fault monitoring relay is de-energized and either the INV 1 or INV 2 FAIL annunciator is illuminated. The annunciators
EMER BUS are illuminated by the inverter monitoring circuit any time the respective inverter is subjected to one or more of the following
FDR FAIL conditions:
INV 2 No voltage at the AC outputs after the inverter is selected ON,
FAIL An undervoltage condition (less than 90V AC) is present,
Short circuit in system wiring, and
Output signal frequency shifts beyond the limits of 370 and 430 Hz.

Bus Fault Protection

An AC bus fault protection circuit is incorporated in the system to protect both the primary and secondary buses. If either
inverter’s 115V AC or 26V AC bus is shorted to ground, its respective circuit breaker will open. When the circuit breaker
opens, a set of auxiliary contacts are closed to supply a ground and energize the AC power interrupt relay, which removes
inverter output from the faulted bus by opening its contacts.
AC Inverter Control Circuit

During normal operation, the INV SEL switch (located on the main circuit breaker panel ) is positioned to the AUTO position.
With the No. 1 and No. 2 INVERTER switches (located on the overhead switch panel) ON, DC power is supplied to both
inverters. Each inverter converts the 28V DC power input into separate 26 V AC and 115V AC, 400 Hz outputs which power
BATT the primary and secondary AC buses.
CUT OFF With the circuit in the AUTO mode, the primary AC buses receive power from the No. 1 inverter while the No. 2 inverter
INV 1 powers the secondary AC buses.
FAIL If the No. 1 inverter 115V AC output fails, both the No. 1 and No. 2 inverter control relays are de-energized. As a result, the
primary AC buses are powered from the No. 2 inverter. The secondary AC buses will lose their AC power source and the No.
EMER BUS 1 inverter fault monitoring relay will provide a ground for illumination of the INV 1 FAIL annunciator.
FDR FAIL Manual control of the AC inverter system allows the crew to power the primary buses from the No. 1 or No. 2 inverter as
INV 2 selected with the No. 1 or No. 2 positions on the INV SEL switch. If the INV SEL switch is in the No. 2 position and the No.
FAIL 1 inverter is operational, the No. 2 inverter output is supplied directly to the primary buses and the No. 1 inverter output
is supplied directly to the secondary buses. In the event of a No. 2 inverter failure, the No. 1 inverter is not automatically
connected to power the primary AC buses. The crew would then select AUTO or No. 1 to power the primary AC buses with
the No. 1 inverter.
NOTE: The AC BUS fault protection circuit only operates when the INV SEL switch is in the AUTO position.

PRIMARY
PRIMARY 26 V AC SHED BUS SECONDARY SECONDARY
115 V AC SHED BUS • FLAP POS 26 VAC BUS 115 VAC BUS
• LH OIL PRESS
• RH OIL PRESS
• REFRIG COMP
• FLAP ASYM
AC BUS SHED
(SHROUD PANEL)
PRIMARY PRIMARY
115 V AC BUS 26 V AC BUS
• GPWS • PITCH TRIM POS
• AC SHED IND LT
AC PRI BUS AC SEC BUS

26 V 115 V 26 V 115 V
2 2 INV SEL
2 2
NO 1
(MAIN CB) (MAIN CB)

A
U
T
O
INV 2
115V FAIL
NO 2
INV 1 115V 115V 115V 26V
FAIL
26V 26V 26V
(NO. 2
INVERTER)
NO.1 INV
115V
(NO. 1 115V 26V
INVERTER) NO.2 INV 50 100 (MAIN CB
PANEL)
15
26V AC VOLTS
0
NO. 2
0
LEGEND INVERTER
SWITCH
NO. 1 INVERTER
NO. 2 INVERTER BLOCKING
VOLTAGE AC VOLT
PRIMARY 115 V AC AND SELECTOR METER DIODE (2)
26 V AC BUSES SW
SECONDARY BUSES AND
PRIMARY SHED BUSES NO. 2
NO. 1 BATTERY POWER INVERTER
INVERTER RELAY
SWITCH NO. 1 GENERATOR POWER EMER BUS
NO. 2 GENERATOR POWER
EMER EMERGENCY
BUS TIE RELAY
RELAY
LH LOAD BUS RH LOAD BUS
BJ4TM-EL003i
LOAD BUS TIE
CIRCUIT BREAKER
TO EMER
TO LH MAIN BUS FEED RCCB
TO LH MAIN BUS
Figure 12: AC Electrical System

External Power System

The external power system components provide a means of connecting 28V DC external power to the airplane electrical system.
An external power receptacle is located on the L side of the aft fuselage for RK-1 thru RK-86, except RK-78. For RK-78 and RK-87 and after, the
receptacle is located on the lower right fuselage.
The external power relay for aircraft RK-1 thru RK-48, except RK-45 is located in the aft fuselage power relay box and on aircraft RK-45 thru RK-86,
except RK-78, the external power relay is located in the aft fuselage main junction box.
On airplanes RK-78 and RK-87 and after, the external power relay is located in the battery power distribution box on the right side of the airplane under
the main junction box.
An overvoltage protection system has also been added to the external power circuit.
Figure 13: External Power Receptacle

The external power receptacle is a three-pin receptacle housed in plastic material. The external power relay is a single-pole, single-throw relay, and will
connect a 28 VDC external power source to the airplane start bus when the External Power Circuit is energized.
Connecting a 28 V DC external power source, with the BATTERY switch ON, energizes the external power relay to supply external power to the start bus,
the battery charge bus, and the L and R main load buses.

The external power relay will energize if the following conditions are met:
Power supplied by the external power unit is already established at 28V DC.
The polarity of the external power unit matches that of the airplane electrical system.
The BATTERY switch has been placed in the ON position.
Both starter-generators are inoperative.
The battery feeder protection unit has not been energized by a ground fault.
RK-78, RK-87 and after: Overvoltage unit does not sense an overvoltage condition.
After the completion of engine start, the external power relay is automatically de-energized when either generator is online
NOTE: The external power system is also controlled by the feeder fault protection system.
Overvoltage Protection
RK-78, RK-87 and After
An overvoltage switch sensor and an overvoltage switch module have been added to the wiring circuit of the external power
relay. These units will prevent application of external power to the airplane if the output of the external power unit is greater
than 32 ±0.25V DC. Both units are located in the battery power distribution box.
The overvoltage switch sensor monitors the output voltage of the external power unit. If an overvoltage condition occurs, the
sensor will provide a low to the overvoltage module that will result in the removal of external power. The sensor can only be
reset by removal of the input power source by removing the output of the external power unit.
The overvoltage switch module receives power from the EXT PWR circuit breaker.
Starting Engines
The External Power Unit (EPU) must be capable of supplying 28V DC and 1,000 to 1,500 amperes output. External power
can be applied to the DC distribution system only if both generators are off. Following a start of the first engine, if the
associated generator switch is on, the generator will automatically connect to the bus system when the start select switch is
placed to OFF, or to the other engine start position, and will automatically disconnect the external power. Therefore, to start
the second engine using external power, the generator switch of the operating engine must be turned off.

Standby Power
Standby Power System
The standby power system, which is mounted in the nose electronics compartment, supplies emergency power to its loads for a minimum of 30 minutes.
The system provides power to the following:
Standby Attitude Indicator and Lighting
Standby Altimeter and Lighting
Standby Magnetic Compass Lighting
Left ITT indicator and Lighting
Standby Airspeed Indicator Lighting
No. 1 COMM
No. 1 RTU
This power is provided when normal and emergency power has failed. An additional 9 minutes of gyro data is available after the gyro flags during spin-
down.
The engine electronic fuel control (EFC) is powered from the standby bus when the engine start select switch is placed in the left or right start position.
This condition will be annunciated by the illumination of the EFC AUX PWR ON advisory light on the shroud panel.

Controls and Indicators

A STBY PWR pushbutton switchlight located to the lower left of the SDU is the control and indicator for the standby ower
system. This switchlight incorporates amber ON and green ARM lights, which indicate the actual status of the system.
2982
MDA 200 DH 200 MDA 200 DH 200

STBY T+4.2A STBY T+4.2A
5000 UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C 5000
80 80
200 RWØ4L 2NM 06:59 -MEASURED- RWØ4L 2NM 06:59 -MEASURED- 200
(INTC) 2NM (INTC) 2NM
60 10 SKORR 8NM SKORR 8NM 60 10
100 KJFK 66NM LB KJFK 66NM LB 100
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

JFK CRI VR 109 VR 109 JFK CRI
0.8 6.3 V1 102 0 FT 1 METSS SKORR 1 METSS SKORR V1 102 0 FT 0.8 6.3
200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
2.4NM (INTC) (INTC) 2.4NM
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
W OKJFK OKJFK (INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
UNIVERSAL TIME UNIVERSAL TIME
28 26 24
30
Figure 14: Controls and Indicators
Operation
When the airplane’s electrical system is activated and the STBY PWR button is pressed, the ON annunciation is blanked and
the ARM annunciation is displayed. The airplane’s electrical system then supplies the required electrical power.
On airplanes RK-122 and after, there is a 24.5V sensing ARM relay. When the battery is turned ON, and the STBY PWR
button is pressed, the ON or ARMED indication will illuminate, depending on the battery voltage.
If the airplane’s electrical system should fail, the annunciation will display ON and the battery pack, located in the nose
compartment, will supply the required electrical power. The battery pack is trickle-charged by the airplane’s electrical system.

Electrical Load Distribution

AC Power Distribution
The AC power, supplied by the inverters, is fed to six buses located in the main circuit-breaker panel in the cockpit. The buses are as follows:
Primary 115V AC bus
Primary 115V AC shed bus
Primary 26V AC bus
Primary 26V AC shed bus
Secondary 115V AC bus
Secondary 26V AC bus
All AC-powered systems are connected to one of these buses.
The 115V AC and 26V AC power outputs of each inverter are coupled and fed to either the primary or the secondary buses through distribution circuits.
The distribution circuits determine which buses receive power from an inverter. The interchange of the inverters between the buses is accomplished either
automatically by these circuits or manually by the pilot using the inverter selector switch.
Under normal conditions, both inverter control switches are in the ON position, and the inverter selector switch is in the AUTO position. In this configuration,
the No. 1 inverter supplies AC power to the primary 115V AC and 26V AC buses, and the No. 2 inverter supplies power to the secondary 115V AC and
26V AC buses.
If the No. 1 inverter fails, the No. 2 inverter transfers power to the primary buses, which leaves the secondary buses powerless. In addition, the INV 1 FAIL
annunciator illuminates.
If the distribution circuits fail to automatically transfer power, then the No. 2 inverter can be manually selected by setting the inverter selector switch to the
No. 2 position. This manually shifts primary buses to the No. 2 inverter.
If the loss of AC power to the primary buses is not due to a No. 1 inverter failure, power can be restored by selecting the No. 1 position of the inverter
selector switch. This connects the primary AC buses directly to the No. 1 inverter.

When the right load bus loses power and the No. 1 inverter has also failed, the No. 2 inverter automatically receives power
from the emergency bus. In this condition, the AC BUS SHED annunciator, located on the shroud panel, illuminates, and the
No. 2 inverter powers only the primary 115 and 26 volt buses, since the 115 and 26 volt shed buses have been shed.
AC BUS SHED SPD BRAKE EXT ICING
JFK
0.8
CRI
6.3
V2
VR
V1
80
60
40
FMS1
(INTC)
118
109
102
90 HDG 315
2.4NM
W
W
MDA
30
30
200
33
33
10
10
0 FT
DH 200
0
5000
200
100
000
100
200
29.82 IN
1 2 4
STBY
UTC 07:14
RWØ4L
(INTC)
SKORR
KJFK
TA ONLY
1 METSS
/2500A
TAS 0
2NM
2NM
8NM
66NM
SKORR
30
GS 0
314
T+4.2A
SAT 15C TAT 15C
06:59 -MEASURED-
33
(INTC)
OKJFK
LB
2982
STBY
UTC 07:14
RWØ4L
(INTC)
SKORR
KJFK
TA ONLY
1 METSS
/2500A
TAS 0
2NM
2NM
8NM
66NM
SKORR
30
GS 0
314
T+4.2A
SAT 15C TAT 15C
06:59 -MEASURED-
33
(INTC)
OKJFK
LB
V2
VR
V1
80
60
40
FMS1
(INTC)
118
109
102
90 HDG 315
2.4NM
W
MDA
30
200
33
10
10
0 FT
DH 200
0
5000
200
100
000
100
200
29.82 IN
1 2 4
JFK
0.8
CRI
6.3
ENG SYNC ON LDG FLAP DELAY
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
UNIVERSAL TIME UNIVERSAL TIME
28 26 24
30
EFC AUX PWR ON EMER LT NO ARM
Figure 15: AC BUS SHED Annunciator

AC bus fault protection is provided as a function of the inverters. If either the 115V AC or 26V AC bus develops a ground
during inverter operation, a bus fault protection circuit prevents 115V AC and 26V AC from being applied to the grounded bus.
DC Power Distribution
The DC power distribution system includes two independent systems: a left distribution system and a right distribution
system. Each has a power source and bus system to supply DC power to the various electrical system demands in the
airplane. The two systems operate in parallel and the generators share equally the airplane’s electrical load. However, in an
emergency, both systems can be supplied by one power source via the bus tie system.
The DC power distribution system is further divided into four subsystems:
Power source distribution
Primary power distribution
Secondary power distribution
Emergency power distribution

Power Source Distribution System

The power source distribution system includes (Figure 16):
Left main bus
Right main bus
Start bus
The battery charge bus
The left main bus is the distribution bus for the left generator and the right main bus provides power distribution for the right
generator. The start bus provides power distribution for the battery or for external power. The battery charge bus acts as a
connection bus for all DC power. All four buses are located in the main junction box. From the junction box, electrical power
is distributed directly to the electrical loads or through circuit breakers located in the cockpit.
The BATTERY switch, located on the overhead switch panel, controls the connection between the start bus and the battery
charge bus by controlling the battery tie-in relay. The BATTERY switch has three positions: ON, OFF and EMER. The battery
tie-in relay energizes only when the BATTERY switch is placed in the ON position.
The battery relay will also energize when the BATTERY switch is placed in the ON position, provided that the battery feeder
protection unit has not detected any faults.
During normal operation, the left and right main buses are connected by respective RCCBs that normally provide power to
the battery charge bus as well. If there is a generator failure on one side, power can crossfeed from the operating generator
to the inoperative side, thus making both buses operative from one generator.
L GEN
OFF Primary Power Distribution System
R BUS The primary power distribution system provides a connection between the power source distribution system and the load
FDR FAIL buses. The system consists of two identical sets of three feeder cables that are protected by circuit breakers. In each set,
only two feeder cables are active, while the third is considered a standby feeder.
R GEN A 100-ampere RCCB and circuit breaker at both ends of each wire are provided to automatically isolate faulty circuits. In each
OFF set, if either of the active feeder cables fails, the third becomes active and an L or R BUS FDR FAIL annunciator illuminates.
L BUS If all three feeder cables fail, the annunciator extinguishes.
FDR FAIL

PRIMARY POWER SECOND POWER
DISTRIBUTION SYSTEM DISTRIBUTION SYSTEM
AHRS
AUX BATTERY NO.1 NO.1
AHRS AUX INVERTER INVERTER
BATT SWITCH
TO AC
SWITCHING
AND
LH OVHD
BUSSES
LH LOAD
LH MAIN
LH RADIO
NONESS
LH
STANDBY
STBY ATT
IND
USED BY GCU STDBY
IF NOT PARALLEL PWR
ARM ON
LOAD EMER
BUS BUS
TIE TIE
LEGEND
BATTERY POWER
EMERG
NO. 1 GENERATOR
POWER EMER
NO. 2 GENERATOR BUS TIE
POWER RELAY STBY STBY
PWR PWR RCCB
NO. 1 INVERTER FDR FDR
NO. 2 INVERTER EMER
NONESS
BUS PWR
RELAY ARMING RELAY
USED BY GCU
RH
RH RADIO
IF NOT PARALLEL (24.5V SENSING)
RK 122 AND AFTER
RH OVHD
RH LOAD
RH MAIN
NO.2
INVERTER
MAIN
NO.2
GALLY
DIST.
BOX INVERTER TO AC
ON RELAY NO.2 SWITCHING
INVERTER AND
GALLEY SWITCH BUSSES
LH
RELAY
OFF
GALLEY CB
Figure 16: Power Source Distribution System

Remote Control Circuit Breakers (RCCB)

The remote control circuit breakers (RCCB) are used to interrupt major conductive DC current flow. The RCCB is controlled
by a remotely located, low current circuit breaker designated as an Indicator Control Unit (ICU). If the RCCB is overloaded
and trips, it will supply a current pulse through the control line to trip the ICU, which must be manually reset in order to reset
the RCCB. The RCCB control circuit breakers are located on the main circuit breaker panel and are placarded:
L BUS FDR NO. 1
L BUS FDR NO. 2
L BUS FDR NO. 3
L GEN
OFF R BUS FDR NO. 1
R BUS FDR NO. 2
R BUS
FDR FAIL R BUS FDR NO. 3
During normal operation, two parallel feeders supply power from the main bus to the load bus and the third remains in
R GEN standby. If one of the bus feed RCCBs trips, the respective amber L or R BUS FDR FAIL annunciator will illuminate.
OFF
L BUS
FDR FAIL
DC PWR
¾ ½ ½ ½ ½ ½ ½ ¾
LH NO 1 NO 2 NO 3 NO 1 NO 2 NO 3 RH
BUS BUS
TIE LH BUS FDR RH BUS FDR TIE
½ 100 100 100 100 100 100 100

EMER NO 1 NO 2 NO 3 NO 1 NO 2 NO 3 LOAD
BUS FDR BUS
LH BUS RH BUS TIE
Figure 17: Main Circuit Breaker Panel

Secondary Power Distribution System

The secondary power distribution system consists of eight buses:
Left and right load bus
Left and right nonessential bus
Left and right radio bus
Left and right overhead bus
Load Buses
The two load buses receive power from the primary distribution system through the feeders. The load buses are the power
distribution points for the secondary distribution system. They supply power for engine related electrical subsystems and the
airplane control electrical subsystems. It is not possible to power all electrical systems from these two buses; therefore, they
will supply power to the other buses in the secondary distribution system.
This distribution system incorporates a LOAD BUS TIE circuit which will connect the L and R load buses together. This bus tie
allows current flow from one bus to another when needed to aid in load distribution and is protected by a 100-AMP push-pull
type circuit breaker on the main circuit breaker panel.
Nonessential Buses
The L and R nonessential buses individually receive power from the L and R load buses. These buses may be manually
isolated from the load buses by toggle-switch type circuit breakers placarded L and R NON ESSN BUS.
NON ESSN
BUS
LH RH
OFF OFF
Figure 18: L and R Nonessential Buses

Radio Buses
Two toggle-switch type circuit breakers located on the radio master circuit breaker panel, are placarded RADIO MASTER
L-R-OFF. With the circuit breakers in the L and R positions, the left and right radio buses will connect to the left and right load
buses, and in the OFF position, the radio master bus is isolated from the load bus. The radio master buses supply electrical
power to the avionics equipment.
L R
RADIO
MASTER
OFF
Figure 19: Radio Master L-R-OFF Circuit Breaker
Overhead Buses
The two push-pull type circuit breakers marked OVHD L and OVHD R are located on the main circuit breaker panel. Power
for the L and R overhead buses comes from the left and right load buses. The exterior lighting systems and air data probe
anti-icing systems are connected to these buses.

Emergency Power Distribution System

The emergency power distribution system continuously supplies DC power to the indispensable subsystems under any
conditions. This system consists of the emergency bus, emergency feeder remote control circuit breaker (RCCB) and
associated relays and circuit breakers.
During normal operation, the emergency bus is powered by the generators through the emergency relay and the emergency
EMER BUS feed RCCBs. The circuit is such that the emergency bus may receive emergency power directly from the battery. If the
FDR FAIL emergency feeder RCCB faults, the EMER BUS FDR FAIL annunciator, located on the overhead panel, illuminates, the
INV 2 emergency relay opens and the emergency bus receives power from the left load bus.
FAIL During a starter-assisted air start, the emergency bus will also be powered by the left load bus. With the BATTERY switch in
emergency, the battery will power only the emergency bus through the emergency feeder.
Circuit Breaker Panels

The following circuit breaker panels are installed in the airplane:
Forward circuit breaker panel
Aft circuit breaker panel
Main circuit breaker panel
Aft main circuit breaker panel
Radio master circuit breaker panel
Galley circuit breaker panel (mounted in the galley).
The circuit breaker panels contain circuit breakers, switches, bus bars, diodes, a voltmeter and the associated insulators and
wire harnesses. All of the circuit breaker panels, with the exception of the galley circuit breaker panel, are located on the L
side panel in the flight compartment. A lighted panel that is placarded for individual circuit breaker and switch identification
illuminates each circuit breaker panel.

Electrical Load Distribution
POWER SOURCE PRIMARY POWER SECOND POWER

DISRIBUTION SYSTEM DISTRIBUTION SYSTEM AHRS DISTRIBUTION SYSTEM
MASTER AUX BATTERY NO.1
L GEN NO.1
NORM AHRS AUX INVERTER INVERTER
LH GCU A BATT SWITCH
TO AC
EMER
SWITCHING
AND
LH OVHD
BUSSES
LH LOAD
LH GEN
LH MAIN
LH RADIO
RELAY
LH STARTER
GENERATOR LH
NONESS
STARTER
RELAY
LH
V
STANDBY
LH
EMER
EXT BUS TIE
BUS FDR USED BY GCU STBY
POWER RCCB
FAIL IF NOT PARALLEL PWR
EXT PWR RELAY
RELAY ARM ON
LOAD EMER
BATTERY BATTERY BUS BUS
CHARGE
TIE IN TIE
START
TIE
BATT
BATT
RELAY
HOT
BATT
EMERG
RELAY
EMER EMER
FEED BUS TIE
RCCB RELAY STBY
BATT
BATTERY EMER
NONESS
FDR FAIL RH BUS PWR
STARTER RH BUS RELAY
USED BY GCU
RH
ON
OFF
RH RADIO
RELAY TIE RCCB IF NOT PARALLEL
EMER
RH OVHD
RH LOAD
RH MAIN
BATT FEED
RH STARTER TEST
RH GEN
GENERATOR
RELAY
NO.2
INVERTER
MASTER
MAIN
R GEN
DIST. NO.2
GALLY
NORM
BOX INVERTER TO AC
ON RELAY
A NO.2 SWITCHING
INVERTER AND
RH GCU GALLEY SWITCH BUSSES
LH
RELAY
EMER OFF
GALLEY CB
Figure 20: DC Power Distribution

Electrical and Electronic Junction Boxes

The electrical and electronic junction boxes (panels) include the main junction box, L control junction box, R control junction box, radio junction box,
junction panel, relay panels, and the resistor and relay panel.
Electrical Junction Boxes

The electrical junction boxes (panels) include the main junction box mounted in the upper aft tail cone area, the L control junction box mounted on the
cabin sidewall adjacent to the generator control units, and the R control junction box on the R cabin sidewall forward of the aft pressure bulkhead. The
resistor and relay panel include both electrical and electronic components. The relay panels are located in the center pedestal and L side panel. The
battery relay panel is incorporated into the main junction box.
Electronic Junction Box

Signals from individual components and systems that are used to control or supply information to other components or systems are switched or transferred
in the radio junction box.

Lighting Systems
The Beechjet 400A airplane incorporates three lighting systems: exterior lighting, interior lighting and emergency lighting. The
exterior lighting system includes landing lights and other lights normally mounted on the fuselage. The interior lighting system
includes lights used in the cockpit and the cabin areas as well as the cargo and service compartments. The emergency
lighting system includes emergency exit lights inside the airplane, as well as emergency cabin lights.
Exterior Lighting System

The exterior lighting system consists of navigation lights, anti-collision lights, a wing inspection light (right light
optional), landing lights, rotating beacon, forward recognition light, and optional tail floodlights. All the exterior lights are
individually controlled by switches located on the overhead switch panel and protected by circuit breakers located on the
aft circuit breaker panel.
LIGHT
L LDG L LDG PLT PLT INST FLOOD CABIN EMER
LT LT CONT WARN INST CONT INST SIGN LT
20 2 5 7½ 2 2 2 7½
R LDG R LDG COPLT CTR INST CTR C/B PASS

LT LT CONT WARN& O/H PANEL PED PANEL MAP READ
20 2 5 7½ 7½ 7½ 7½ 7½
Figure 21: Light Switches Figure 22: Light Circuit Breakers

Navigation Lights
Navigation lights are installed on the wing tips and the top rear most section of the vertical stabilizer. They are operated by
a switch-type circuit breaker, placarded NAV on the overhead switch panel in the EXTERIOR LIGHT group. The navigation
lights generate a stationary dual red (left wing tip), dual green (right wing tip), and white (tail) light respectively.
Figure 23: Left Wing Tip Light Figure 24: Right Wing Tip Light

Anti-Collision Lights
Anti-collision lights are installed on the left and right wing tips and on the rear most section of the fuselage. The lights are
operated by a switch type circuit breaker placarded ANTI COLL on the overhead switch panel in the EXTERIOR LIGHT
group. These lights generate white flashes at 50 to 60 cycles per minute.
Figure 25: Left Wing Anti-Collsion Light Figure 26: Right Wing Anti-Collision Light
Figure 27: Tail Light
CAUTIO
Do not turn the anti-collision lights on in clouds.

Wing Inspection Light

The wing inspection light is installed on the left side of the fuselage, just aft of the entrance door. An optional second light is
mounted directly opposite on the right side of the fuselage. They are used to inspect for ice formation on the leading edge of
the wings during night flight. The wing inspection lights are operated by a switch-type circuit breaker, placarded WING INSP
on the overhead switch panel in the EXTERIOR LIGHT group.
Figure 28: Wing Inspection Light
Landing Light
Linear actuated landing lights are installed on both sides of the airplane’s nose (Figure 29). They are individually controlled
for extension, retraction, and illumination by switches located on the upper right portion of the overhead panel in the LAND LT
group. Routine extension or retraction is accomplished by placing the switches to the EXT/ON or RET/OFF position (Figure
30), as appropriate. The landing lights will automatically retract when the landing gear handle is moved to the UP position,
even though the LAND LT switches are in the EXT/ON position. If the landing gear handle is subsequently moved to DN with
the LAND LT switches still in the EXT/ON position, the landing lights will automatically extend.
If the landing lights are extended and the landing gear is then cycled up, the LAND LT switches must be returned to RET/OFF
to arm the system for routine operation. Lights (L and R) aft of the switches and a LDG LT EXT annunciator on the shroud
panel will illuminate when the landing lights are extended and extinguish upon completion of the retraction cycle (Figure 29).
Once extended, the landing lights may be illuminated or extinguished as desired using the two pushbutton switches labeled
PUSH OFF/ON, located immediately forward of the extend/retract switches.

These pushbutton switches illuminate when the landing lights are on and extinguish when they are off. Landing light circuit
protection is provided by four circuit breakers placarded:
L LDG LT R LDG LT
L LDG LT CONT R LDG LT CONT
located in the LIGHT group on the aft circuit breaker panel.
WARNIN
The landing lights become very hot during ground operations. Therefore, they should be turned off or retracted as
soon as possible after landing.
Figure 29: Linear Actuated Landing Lights Figure 30: Landing Light Switches
Figure 31: LDG LT EXT Annunciator

Rotating Beacon Tail Floodlight

A rotating beacon is installed on top of the vertical stabilizer. It is operated by Optional tail floodlights may be installed on both sides of the horizontal
a switch-type circuit breaker placarded ROTAT BCN on the overhead switch stabilizer’s lower surface to illuminate the identification markings painted
panel in the EXTERIOR LIGHT group. The rotating beacon generates red on the vertical stabilizer. These lights should not be turned on while flying
flashes at 80 to 90 cycles per minute. The R NON-ESSENTIAL switch must in clouds. The TAIL FLOOD switch in the EXTERIOR LIGHT group on the
be on for the rotating beacon to operate. overhead switch panel operates the lights.
Figure 32: Rotating Beacon

Figure 33: Tail Floodlight

Forward Recognition Light Interior Lighting System

A recognition light is installed on the top leading edge of the vertical The interior lighting system consists of various combinations of lighting
stabilizer. This light provides increased airplane visibility from the front throughout the cockpit, cabin, and aft fuselage baggage compartment.
while in flight. The RECOG switch in the EXTERIOR LIGHT group on the
overhead panel activates the light.
Flight Compartment Lighting
The flight compartment lights include the instrument lights, map lights
and the cockpit room light. The primary lighting in the flight compartment
consists of white incandescent lights and electroluminescent panels. The
secondary lighting consists of variable-intensity map lights, instrument
lights, operation lights, advisory lights, the annunciators and the master
warning and caution lights (the annunciators and the master warning and
caution lights are discussed in ATA 31/34 – Avionics Systems Module).
The flight compartment lights provide general and local lighting for the
cockpit and for the instruments, controls and circuit breakers.
Instrument Lights
Instrument / circuit breaker panel lighting is divided into five groups: pilot’s
instrument panel, copilot’s instrument panel, center instrument and overhead
panels, center pedestal, and circuit breaker panels. Each group is powered
by an individual power supply that provides 5V DC for instrument lights
Figure 34: Forward Recognition Light and 110V AC for the electroluminescent panels. The INTEG switch located
in the INST LIGHT group on the overhead panel controls lighting. Light
CAUTIO intensity may be varied for individual preference using the PLT INST LT,
The forward recognition light should never be used on the ground. COPLT INST LT, CTR INST and O/H PNL, and CENTER PED LT rheostats
It may cause the lens to melt. located on the overhead panel, and the C/B PNL rheostat located on the
aft circuit breaker panel.

C/B LT
DIM BRT
Figure 35: Instrument Light Switches Figure 36: C/B Light Intensity Rheostat
COPLT INST LT
CENTER PED LT
MAP LT
Figure 37: PILOT INST LT, CTR INST & O/H PNL Light Intensity Figure 38: PILOT INST LT, CTR INST & O/H PNL Light Intensity
Rheostats Rheostats

Standby Instrument Panel Lights

The instrument panel floodlights are mounted along the underside of the instrument panel glareshield. The lights are controlled
by two switches in the INST LIGHT group (Figure 35) on the overhead panel. One is labeled INTEG and OFF while the other
is labeled FLOOD and OFF. Normally the INTEG switch is placed in the INTEG position and the FLOOD is placed in the OFF
position so that when the left load bus loses power, or when the INST CONT circuit breaker trips, the lights automatically
illuminate. Placing the FLOOD switch in the FLOOD position manually turns the lights on for maintenance, for checking the
cockpit and for supplementary instrument panel lighting.
The standby instrument floodlights are protected by the FLOOD INST circuit breaker which receives power from the 28V DC
emergency bus.
Electroluminescent Panels
Electroluminescent panels are used in three different areas of the cockpit. These panels are made up of a specially prepared
phosphorus sheet sandwiched between two sheets of plastic. When 110V AC power is applied to the phosphorus sheet, it
gives off a soft, cool light. These panels give off less heat than an incandescent lighted panel. The circuit breaker panels,
overhead panel (Figure 36, 37 and 38)) and center pedestal panel are electroluminescent lighted panels and are controlled
by their respective rheostats.

Map Lights
Map lights are located in the forward, outboard sections of the overhead panel. They are individually illuminated using the
MAP LT switch located immediately above the lights. Intensity is controlled by dimming rheostats located adjacent to the
lights. Circuit protection is provided by a MAP circuit breaker located in the LIGHT group on the aft circuit breaker panel.
Figure 39: Map Light Switch

Cockpit Light
The cockpit light is located on the overhead panel or the left cockpit side wall. This light is hot-wired to the aircraft’s 24V
DC battery and protected by the ROOM LIGHT circuit breaker on the main junction box in the tail of the aircraft. This light
illuminates only if the COCKPIT LIGHT switch is pushed on.
Figure 40: Cockpit Light Switch
Cockpit Side Panel Lights

Additional cockpit lighting is provided by lap/map lights mounted on the pilot and copilot’s side panel. They are attached to
the end of a flexible arm and covered by a hood. The lamp hood also rotates about the arm, providing directional control of
the light beam. The lamp base contains an ON/OFF switch and a dimming control rheostat. Both lights are powered through
the 28V DC emergency bus through the FLOOD INST circuit breaker.

Passenger Compartment Lighting

The passenger compartment lights include ceiling-mounted fluorescent and incandescent general area lights, reading lights,
sign lights, and the lavatory area lights. The passenger compartment lights provide general lighting for the cabin and the
entrance areas. Direct and indirect lighting are used, as well as utility lights and illuminated signs for passenger instruction.
Cabin Lighting
All cabin incandescent lighting illuminates when the ROOM LIGHT switch by the entrance door is pushed on. When the
entrance door is unlocked, the ROOM LIGHT switch is internally illuminated and will remain illuminated, whether the switch
is on or off, as long as the door is unlocked. The cabin courtesy lights, aft cabin toilet cabinet courtesy light (optional), and
aft cabin vanity footlight (optional) are controlled by the above-mentioned switch at the entrance door, the CABIN LIGHT
CONTROL switch, or the pilot’s CABIN LIGHT switch.
Figure 41: Room Light Switch

The fluorescent lighting is an indirect type of general area lighting in the cabin. Either the cockpit INTERIOR LT CABIN switch
or the INDIRECT LIGHTS ON/OFF switch located on the VIP panel accomplishes control of cabin indirect lighting. The cabin
lights may be illuminated from the cockpit by pressing the INTERIOR LT CABIN switch momentarily to the ON position and
then allowing the switch to return to the neutral position. The cabin illumination level can only be controlled by the VIP panel
INDIRECT (increase/decrease) switch. The fluorescent lights automatically illuminate when the cabin depressurizes to an
altitude of 12,500±500 feet or more.
Figure 42: Indirect Lighting
Figure 43: VIP Panel

The cabin courtesy lights and the fluorescent lights cannot be on at the
same time. The cold cathode light control relays are designed to prevent
both sets of lights being on simultaneously. Also, through landing gear
safety relay actuation, any time the airplane becomes airborne with the
cabin courtesy lights illuminated, they are automatically shut off.
Cabin Reading and Table Lights

Individually controlled reading lights are installed above each passenger
seat and above the card tables in the cabin. These reading lights are all
powered by the same circuit and protected by the PASS READ circuit
breaker located in the LIGHT group on the aft circuit breaker panel.
Figure 45: PASS READ Circuit Breaker
Figure 44: Cabin Reading and Table Lights

Cabin Sign Lights
The international cabin sign lights for no smoking and fasten seat belts are located on the forward cabin bulkhead, rear cabin
bulkhead, and one on the right rear cabin wall in the lavatory.
Figure 46: Cabin Sign LIghts

The CABIN SIGN switch, located on the cockpit overhead switch panel, controls the illumination of both signs. The switch
has three positions: SAFETY, FSB, and OFF. Placing the switch in the SAFETY position illuminates both the no smoking and
fasten seat belt signs. The FSB position illuminates the fasten seat belt sign only.
Figure 47: Cabin Sign Switch Figure 48: EMER LT Circuit Breaker
Should the cabin depressurize for any reason above 12,500±500 feet, the depressurized cabin light control relay is grounded
through the passenger oxygen manifold switch mounted on the aft cabin ceiling above the headliner. The relay is energized
to bypass the CABIN SIGN switch and automatically illuminate the no smoking signs only. Also both cold cathode light control
relays are energized at the same time and provide automatic illumination of the cabin fluorescent overhead lights.
An audible tone is generated over the cabin speaker system any time the cabin signs come on or go off to alert the passengers
to the change in the sign messages. This tone is also generated if the cabin depressurizes, because the no smoking sign
illuminates.

Cargo and Service Compartment Lighting

RK-1 thru RK-86, except RK-78
Cargo and service compartment lighting includes the aft compartment light and the aft fuselage baggage compartment light.
These lights are powered directly from the emergency bus (RK-1 thru RK-48, except RK-45) or from the battery bus (RK-45,
RK-49 thru RK-86 except RK-78) and are used to illuminate their respective compartments.
The aft fuselage door switch is mounted on the upper aft fuselage door and is controlled by the position of the lower aft
fuselage door. Opening the lower door will supply power to the aft compartment light switch and the baggage compartment
floodlight switch through the door switch. This series circuit arrangement will turn out the aft compartment light and baggage
compartment floodlight whenever the upper and lower doors are closed, regardless of the position of the light switches.
Figure 49: Fuselage Door Switch

The aft compartment light switch is located near the battery box and the aft compartment light is located in the rear of the
fuselage. The baggage compartment floodlight switch is on the door frame and the floodlight is on the ceiling panel of the
baggage compartment.

RK-78, RK-87 and After
Cargo and service compartment lighting includes the aft compartment light and the two baggage compartment lights. These
lights are powered from the battery bus and are used to illuminate their respective compartments.
The aft fuselage door switch is mounted on the upper aft fuselage door and is controlled by the position of the lower aft
fuselage door. Opening the lower door will supply power to the aft compartment light switch through the door switch. This
series circuit arrangement will turn out the aft compartment light and baggage compartment floodlights whenever the aft
compartment door is closed, regardless of the position of the light switch.
The aft compartment floodlight switch is on the door frame. The aft compartment light is in the overhead area above the aft
fuselage doors and the two baggage compartment lights are on the ceiling panel of the baggage compartment.
Emergency Lighting System

The emergency lighting system consists of both cockpit and emergency cabin lighting. This system supplies emergency
lighting for the airplane when all normally supplied electrical power is lost, rendering normal lighting inoperative.
Cabin Emergency Lighting

An emergency exit sign light is installed above the entrance and escape hatch doors in the cabin. In addition to the lighted
exit sign, an emergency outside light is mounted in the escape hatch door frame to illuminate the outside area around the
escape hatch. There is also an emergency outside light mounted near the cabin door frame to illuminate the outside area
around the cabin door.
Figure 50: Cabin Emergency Lighting

Two power supplies, installed under the floor contain batteries and supply power to the emergency lights.
The emergency lights are protected by a circuit breaker placarded EMER LT in the LIGHT group on the aft circuit breaker
panel. A guarded EMER LT switch located on the overhead panel controls all emergency lights. This switch, placarded TEST/
ON, ARM, and OFF is positioned to ARM when the guard is closed. When all power is lost, 6V DC power is supplied to the
emergency lights. The power supplies are charged by generator power when the emergency light switch is set in the OFF
or ARM position. Charging is stopped and the emergency lights are illuminated by their power supply when the EMER LT
switch is set to the TEST/ON position. When the EMER LT switch is placed in the OFF or TEST/ON position, the EMER LT
NOT ARM annunciator on the shroud panel illuminates.
Figure 51: Guarded Emergency Light Switch

With the EMER LT switch positioned to TEST/ON and the BATTERY switch in the ON position, a green light adjacent to the
switch will illuminate when the power supply batteries are fully charged.

Servicing and Procedures

Preflight
During the preflight inspection, turn the battery on and make sure there is a minimum of 22V DC. After checking the voltage, turn the battery off.
Servicing
There is no line-servicing procedure for the battery. Any servicing of the battery is to be carried out at an authorized facility.
Battery-Overheat Warning System Operational Test

RK-1 Thru RK-97
1. Verify that the BAT TEMP circuit breaker is engaged.
2. Place the master test switch on the overhead switch panel in the BATT OV TEMP position.
3. The NO GO light on the overhead switch panel should illuminate. It should extinguish when the needle reaches 150°F (66°C).
4. The battery-temperature-indicator needle should gradually sweep up the scale.
5. When the needle reaches 135°F (57°C), the amber WARM light on the indicator should illuminate.
6. When the needle reaches 150°F (66°C), the MASTER WARNING lights should flash and the following lights should illuminate:
7. Red HOT light on the indicator.
8. GO light on the overhead switch panel.
9. Red BATT OVHT warning annunciator.
10. Reset the MASTER WARNING lights. Both MASTER WARNING lights should extinguish.
11. Disengage the BAT TEMP circuit breaker and observe the following:
The GO light should extinguish and the NO GO light should illuminate.
The BATT OVHT annunciator light should extinguish.
The two HOT and WARM lights on the indicator should extinguish.
12. Place the master test switch in the OFF position.
13. Engage the BAT TEMP circuit breaker.

Emergency Procedures Instrument Floodlights

Swivel (gooseneck) Lights
Loss of Both Generators No.1 Comm

No.1 Radio Tuning Unit
Illumination of the L and R GEN OFF annunciators indicates a loss of both
generators. Ensure the GEN FLD and START/GEN circuit breakers are in. Pilot’s Headphone and Hand Mic (Interphone will be inoperative)
On the overhead panel, select RESET and back to NORM on the L and R Copilot’s Headphone/Speaker and Boom Mic/Hand Mic
GEN RESET switches. No. 1 Nav
If only one generator comes back on line, perform the single generator Pilot’s Sensor Display Unit (SDU 1)
failure procedure.
Pilot’s Attitude Heading Reference System (AHRS 1)
If neither generator comes back on line, set the battery, master generator
switches and pitch trim to EMER. Avoid any icing environment and land at The following hydraulically powered systems will not be functional:
the nearest suitable airport. –– Landing Gear (ALTERNATE GEAR EXTENSION)
Set the cabin pressure control and standby altimeter and confirm VREF, N1, –– Flaps
and LDG DIST. Turn on the cabin sign and carry out a verbal briefing. Since –– Speed Brakes
the flaps will not extend, set airspeed to VREF +20 KIAS. Extend the landing –– Thrust Reversers
gear using the alternate gear extension method. –– Antiskid System
When both master generator (MASTER) switches and the battery switch Landing distance will increase approximately 40%.
are selected to EMER, all electrical power except standby power and the
battery fed emergency bus is lost. RK-45, RK-49 Thru RK-162
Normal pitch trim is inoperative. Use emergency pitch trim when operating Standby Attitude Indicator
on the emergency bus. All right engine instrument indications will be lost. Standby Airspeed Indicator (not time-limited)
Each engine EFC will revert to manual with associated thrust loss. Engine
anti-ice valves will open, and appropriate thrust settings must be used. Standby Altimeter (not time-limited)
The following listed equipment will remain operable, some for a limited Standby Magnetic Compass (not time-limited)
duration, after the loss of both generators. Left Engine N1, N2, ITT and Lighting
Instrument Floodlights
RK-1 Thru RK-48, Except RK-45
Swivel (gooseneck) Lights or Map Lights
Standby Attitude Indicator
No.1 Comm
Standby Airspeed Indicator (not time-limited)
Standby Altimeter (not time-limited)
ADF 1 (when modified in accordance with Raytheon Aircraft Service
Standby Magnetic Compass (not time-limited) Bulletin 24-3199)
Left Engine N1, N2, ITT and Lighting Interphone

Pilot’s and Copilot’s Headphone/Speaker and Boom Mic/Hand Mic The following hydraulically powered systems will not be functional:
No. 1 Nav –– Landing Gear (ALTERNATE GEAR EXTENSION)
Pilot’s Sensor Display Unit (SDU 1) –– Flaps
–– Speed Brakes
–– Thrust Reversers
The following hydraulically powered systems will not be functional:
–– Antiskid System
–– Landing Gear (ALTERNATE GEAR EXTENSION)
Landing distance will increase approximately 40%
–– Flaps
–– Speed Brakes
–– Thrust Reversers Battery Overheat
–– Antiskid System If the battery temperature indicator amber light illuminates at 120°F
Landing distance will increase approximately 40% (RK-1 thru RK-48 except RK-45) or 135°F (RK-45, RK-49 thru RK-97),
monitor the battery temperature. Takeoff is not permitted if the temperature
RK-163 And After continues to rise.
Standby Attitude Indicator If temperature continues to rise and reaches 150°F (all serials) the BATT
OVHT annunciator will illuminate. Turn the battery off and monitor the
Standby Airspeed Indicator (not time-limited)
battery temperature. The temperature should decrease gradually. All
Standby Altimeter (not time-limited) electrical equipment will continue to receive power from the generators.
Standby Magnetic Compass (not time-limited) If the temperature continues to rise with the battery off, land at the nearest
Left Engine N1, N2, ITT and Lighting Instrument Floodlights suitable airport.
Swivel (gooseneck) Lights or Map Lights
No.1 Comm
ADF 1 (when modified in accordance with Raytheon Aircraft Service
Bulletin 24-3199, and RK-230 and after)
Interphone
Pilot’s and Copilot’s Headphone/Speaker and Boom Mic/Hand Mic
No.1 Nav
Pilot’s Sensor Display Unit (SDU 1)
Copilot Pitot/Static Heat

Battery Feeder Failure
Failure of the battery feeder denotes one of three conditions:
1. Battery ground fault (BATT CUT OFF and EMER BUS FDR FAIL annunciators will also be illuminated).
2. Emergency bus feeder circuit breaker disengaged (EMER BUS FDR FAIL annunciator illuminated).
3. Battery feeder protect circuit breaker disengaged.
If the BATT CUT OFF annunciator is illuminated, turn the battery off and then back on. If the annunciator re-illuminates,
or will not extinguish, turn the battery off.
If the EMER BUS FDR FAIL annunciator is illuminated, ensure the EMER BUS FDR circuit breaker (DC PWR) is set.
If neither of the above annunciators are illuminated, check that the battery FDR PROT circuit breaker is set.
The EMER BUS FDR FAIL annunciator illuminates whenever the circuit between the emergency relay and emergency
feed RCCB opens.
Emergency Bus Feeder Failure

BATT When there is a failure of the emergency bus feeder, the EMER BUS FDR FAIL annunciator will illuminate. Ensure the EMER
CUT OFF BUS FDR circuit breaker (DC PWR) is set.
INV 1 The emergency bus is powered by the left load bus with the emergency bus feeder circuit breaker disengaged. The battery
FAIL can no longer power the emergency bus. Should the left load bus fail in this condition, the emergency bus cannot be powered.
EMER BUS Bus Feeder Failure

FDR FAIL
Illumination of the L or R BUS FDR FAIL annunciator indicates that the No. 1 and/or No. 2 bus feed RCCB has tripped and
INV 2 the No. 3 bus feed RCCB has energized.
FAIL Individually pull and reset the No. 1 and/or No. 2 BUS FDR circuit breakers (DC PWR) (affected side) and monitor the
ammeters.
Battery Cutoff
Illumination of the BATT CUT OFF annunciator indicates the battery relay is open.
Normally, this annunciator illuminates any time the battery switch is in the OFF or EMER position, and electrical power is
being supplied by a generator. Battery charging will not occur with the BATT CUT OFF annunciator illuminated.

L GEN Single Generator Failure

OFF When the L or R GEN FAIL annunciator illuminates, determine the voltage of the malfunctioning generator. Check that the
L BUS generator circuit breakers (GEN) of the affected side are set. Select the affected generators GEN RESET to RESET and then
FDR FAIL back to NORM.
If the generator fails to reset, monitor the electrical load and reduce it if necessary. Turn the affected generators GEN RESET
R GEN switch to OFF and ensure that the engine with the operative generator maintains N2 of 58% minimum.
OFF
R BUS Inverter Failure
FDR FAIL The illumination of INV 1 FAIL or INV 2 FAIL annunciators indicates that there is a fault in the AC inverter system.
Ensure the inverter and inverter control circuit breakers (AC PWR & CONT) are set. If the annunciator light remains illuminated,
turn the inoperative inverter off.
Monitor the AC volts of the operative inverter. On the pedestal, select the operating inverter, if required.
BATT Illumination of the AC BUS SHED annunciator is advisory only and indicates a combination inverter/load bus malfunction that
CUT OFF will result in the loss of the flap position indicator and both oil pressure indicators.
INV 1
FAIL Pitot Heat Failure
EMER BUS Illumination of the PITOT HT OFF annunciator indicates that either the pitot heater switches are not on, or there is a failure
FDR FAIL in the system.
INV 2 Verify the pitot heat is on. If the pitot heat is on, check the operating lights to determine which system is inoperative.
FAIL Flight in visible moisture without pitot heat may result in erratic operation of the airspeed and mach indicators.
If erratic operation of the airspeed and mach indicator is observed, select the CROSS-SIDE ADC on the air data reversion
panel. Use the cross-side air data select panel for air data control.

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ATA 24 - Electrical and Lighting Systems Module BE400

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ATA 24 - Electrical and Lighting Systems Module BE400

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Beechjet 400A

ATA 24 – Electrical and Lighting Systems Module

Copyright 2020, CAE, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Table 1: Starter Generator Capacity. . . . . . . . . . . . . . 7

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii Generator Control Unit (GCU) . . . . . . . . . . . . . . . . . . 8

List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . vii Generator Controls and Indicators . . . . . . . . . . . . . . 8

Starter-Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 10: INV SEL Switch. . . . . . . . . . . . . . . . . . . . . 14

Beechjet 400A iii ATA 24 – Electrical and Lighting Systems Module

Voltage Selector Switch . . . . . . . . . . . . . . . . . . . . . . 15 DC Power Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . 23

AC Inverter Control Circuit . . . . . . . . . . . . . . . . . . . . . . 16 Remote Control Circuit Breakers (RCCB). . . . . . . . 26

External Power System. . . . . . . . . . . . . . . . . . . . . . . . . 18 Secondary Power Distribution System. . . . . . . . . . 27

Overvoltage Protection . . . . . . . . . . . . . . . . . . . . . . . . . 19 Nonessential Buses . . . . . . . . . . . . . . . . . . . . . . . . . . 27

RK-78, RK-87 and After . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 18: L and R Nonessential Buses. . . . . . . . . . 27

Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Radio Buses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Beechjet 400A iv ATA 24 – Electrical and Lighting Systems Module

Exterior Lighting System. . . . . . . . . . . . . . . . . . . . . . . . 32 Forward Recognition Light. . . . . . . . . . . . . . . . . . . . . . 38

Figure 22: Light Circuit Breakers. . . . . . . . . . . . . . . 32 Interior Lighting System . . . . . . . . . . . . . . . . . . . . . . . . 38

Beechjet 400A v ATA 24 – Electrical and Lighting Systems Module

Figure 44: Cabin Reading and Table Lights . . . . . . 45 Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 52

Beechjet 400A vi ATA 24 – Electrical and Lighting Systems Module

List of Effective Pages

Beechjet 400A vii ATA 24 – Electrical and Lighting Systems Module

List of Effective Pages

Beechjet 400A viii ATA 24 – Electrical and Lighting Systems Module

Electrical Systems and Lighting Overview

Beechjet 400A 1 ATA 24 – Electrical and Lighting Systems Module

Beechjet 400A 2 ATA 24 – Electrical and Lighting Systems Module

MASTER AHRS AUX BATT STBY BUS

Beechjet 400A 3 ATA 24 – Electrical and Lighting Systems Module

Airplanes RK-1 thru RK-97 Only

Beechjet 400A 4 ATA 24 – Electrical and Lighting Systems Module

Battery Overheat Warning System

Airplanes RK-98 and after (RK-1 to RK-98 with STC #SA49450)

Figure 3: 40 AMP Lead Acid Battery

Beechjet 400A 5 ATA 24 – Electrical and Lighting Systems Module

Controls and Indicators

Figure 4: Battery Switch

Beechjet 400A 6 ATA 24 – Electrical and Lighting Systems Module

DC Generation Single Starter-Generator Operation

Beechjet 400A 7 ATA 24 – Electrical and Lighting Systems Module

Generator Control Unit (GCU)

Generator Controls and Indicators

Beechjet 400A 8 ATA 24 – Electrical and Lighting Systems Module

Figure 5: DC Voltage Selector Switch

L GEN Generator-Off Lights

Beechjet 400A 9 ATA 24 – Electrical and Lighting Systems Module

Beechjet 400A 10 ATA 24 – Electrical and Lighting Systems Module

Figure 7: Generator Reset Switches

Beechjet 400A 11 ATA 24 – Electrical and Lighting Systems Module

NORMAL DC OPERATION ONE GENERATOR OUT

NO. 1 STBY STBY NO. 2 NO. 1 STBY STBY NO. 2

LH NON- RH NON- LH NON- RH NON-

LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

START BUS START BUS

GENERATOR POWER GENERATOR POWER

NO. 1 STBY STBY NO. 2 NO. 1 STBY STBY NO. 2

LH NON- RH NON- LH NON- RH NON-

LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

START BUS START BUS