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routed back to a motive flow ejector pump in each fuel
tank sump to generate the low pressure fuel supply
required by the engine driven pump and the two motive
flow scavenge pumps per tank that are located near the
sump. Fuel may be transferred from tank to tank as needed.
A vented surge tank is integrated near each wing tip.
Fuel levels are monitored by five passive capacitance
probes per wing and one dual channel signal conditioner
for accurate quantity indications which are shown on
the EICAS display. Refueling is accomplished through
over wing filler ports with flush mounted caps.
9.3 Hydraulic System
The primary components of the Mustang's hydraulic system
consist of an electric motor to drive a hydraulic
pump to charge an accumulator. A reservoir with a sight
gage, a control manifold, and associated plumbing and
actuators are also part of the system. The pump operates
intermittently to maintain accumulator pressure for
use by the landing gear retraction/extension system and
the power brake system. The accumulator pressure
varies from 1,100 to 1,500 psi. depending on the gear
handle position and squat switch logic in order to minimize
pump operation and maximize response time.
All major components are located in the lower left nose
section. There are no hydraulic system components in
the tailcone. No system indications are needed in the
cockpit except EICAS messages for malfunctions. Two
independent pneumatic systems are provided for emergency
gear extension and emergency braking.
10
September 2006
9.4 Electrical System
The Model 510 electrical power generation and distribution
system features traditional parallel bus architecture
designed to provide 600 amperes at 28 volts DC from
two engine driven 300 ampere starter/generators. One
28 ampere-hour sealed lead acid battery (or optional
NiCad at unit 5 and on) is used for initial engine starts
and serves as a limited backup to the generators.
Each generator is connected to a remote digital generator
control unit (GCU) in the tailcone. The two GCUs are
connected to each other to allow proportionate load
sharing. If one generator becomes disabled in flight, two
systems respond automatically to shed electrical load:
the vapor cycle air conditioning system will turn off and
the electric windshield heat, if selected, will protect only
one anti-ice zone per side. All other essential electrical
systems are supplied by the remaining generator
through the respective main and crossfeed busses.
All system controls are located on the LH tilt panel with
indications shown on the MFD. Left and right circuit breaker
panels are positioned on the lower cockpit sidewall
within easy reach of each pilot. The junction box is located
behind an access panel on the forward wall of the aft
baggage compartment. The battery, with quick disconnect,
is directly across from the baggage compartment
door behind an easy access panel. An external power
receptacle is provided below the right engine pylon.
12 volt DC power is provided for pilot and passenger use
through a DC-DC converter to two DC outlets in the
cabin: one in the RH forward storage cabinet and one in
the aft center console between the aft passenger seats.
9.5 Pressurization And Environmental Systems
The Mustang's pressurization and heating system is
divided into two separate systems: cabin and cockpit.
High pressure bleed air is drawn from the right engine
for the cabin while the left engine supplies the cockpit.
The air is conditioned through a heat exchanger in the
engine pylon, then passes through a pressure regulator
and muffler before entering the cockpit and cabin. Right
engine air is delivered to the cabin through sidewall
shoulder and floor vents while air from the left engine is
routed to the cockpit through foot warmers and sidewall
shoulder vents. If conditioned air to the cockpit is interrupted
a check valve redirects cabin air to the cockpit.
The pressurization control system automatically schedules
cabin altitude and change rate while maintaining a
nominal maximum pressure differential of 8.3 psi (.57
bar) which permits a sea level cabin altitude up to 21,280
feet (6,486 m), increasing to 8,000 feet (2,438 m) at the
maximum cruise altitude of 41,000 feet (12,497 m). The
basic components include an avionics linked digital controller
and two outflow valves mounted in the aft pressure
bulkhead. The MFD displays all pressurization
parameters and the PFDs provide pilot interface for
entry of landing field elevation. Other pressurization
switches are mounted on the RH tilt panel.
　
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