No Pylon Cooler Bypass Doors (Continuous By-Pass Air)
The pylon naca vents have been covered by a metal plate. In flight they get air just like the Excel does when it's on the ground, by diverted bypass air from the engine bypass duct aft of the main fan. Weight on Wheels in the Excel there is a door on the pylon that closes on this system and the naca vent door modulates in flight to regulate the bleed air temperature.
Pulse Light System Installed (Selector Button / Switch Located by Landing Light Switch)
PFD CHANGES: (List not all inclusive)
Graphics Clearer/Brighter
AOA Indicator on PFDs
Course Info/Terrain/TCAS Displayed on PFD
Vertical Barber Pole Appears @5 KIAS Prior to Limit
VSI Display is Different
Additional Flight/Course Information Displayed on PFD
MFD CHANGES:
PFD/MFD Selection Menu
V Speeds Input Selection on Center Pedestal
EGPWS Upgraded to TAWS
TCAS Can Be Displayed on Course Map or Lower TCAS Display
RMU-DME Hold w/Two Frequencies Above Hold Frequency
Davtron Clock Repositioned (Only 1 Clock Now)
Cockpit Voice Recorder Panel Moved
Wemac Fan Switch Removed
Right Reversion Panel Moved to Far Right Side of Panel
Side Vent Open/Close Valve Switches Removed
Altitude Selector Knob Repositioned
Wet Standby Compass Removed
Preview Course Selector on Mode Select Panel Added
Guard/Cover Over Cockpit Temp Sensor
Lighting Panel for Coffee/Cabin Lights Changed
Rheostat Added for Cabin Overhead Lights
Rear Cabin Closet Door Handle Changed
Cabin Seats Different
Cabin Tables Different
Cabin Rear Divider by Lav Improved
Emergency Descent Mode:
Above FL 300
A/P Engaged
Cabin Altitude Exceeds 14,500'
Descends to 15,000'
90 Degree Left Turn with Max of 24° Bank Angle
VMO ±10 KIAS
* Turn Ignition Switches On
* Altitude Cannot Be Selected With Autopilot Engaged
PULSE LIGHTS
Switch next to Landing/Rec/Taxi Light (Press Down to Turn On/Off)
Pulse Light Switch Pressed On and Landing Light Switch Forward (Landing Lights) No Pulse
Pulse Light Switch Pressed On and Landing Light Switch Aft (Rec/Taxi) Pulse Light Operate
On the ground while taxiing with Rec/Taxi Lights On - Press Pulse Light Switch Off (Amber ON light not visible) to turn off Pulse Lights
Max Ramp Weight
20,400 lb
Maximum Takeoff Weight20,200 lb
Maximum Landing Weight 18,700 lb
Zero Fuel Weight 15,100 lb
Maximum fuel Capacity 6,790 lb (@ 6.7 lb/gal)
Engines: Pratt & Whitney PW545B
Takeoff Thrust 3,990 lb
Bypass Ratio 3.8:1 Max Engine Oil Consumption: 1 Quart / 8 Hours
Outside Dimensions
Overall Length51’ 10”
Overall Height17’ 5”
Wingspan 55’ 8”
LIMITATIONS
ITT 720° C Continuous
720 - 740° C Yellow / Transient
740° C Transient 5 Min.
780° C Transient 20 Secs.
N2 Turbine Speed
Normal Operating 102.8%
Flashing Red Light, Steady Digital Readout > 102.9%
Oil Pressure 20 psi Min.
45 - 160 psi Continuous
250 psi Max. 400 Secs. (approx. 6 1/2 min)
0 psi 20 Secs. (During Start)
Oil Temp 10 - 121° C Continuous
10 - 135° C Takeoff
121 - 135° C 20 Secs.
-40° C Starting
EMERGENCY PROCEDURES
CHANGED: ENGINE FAILURE OR FIRE, OR MASTER WARNING DURING TAKEOFF
SPEED AT OR ABOVE V1 - TAKEOFF CONTINUED
1. ROTATE .............................. VR
2. LANDING GEAR ................... UP (after positive rate of climb)
3. AIRSPEED ............................ V2 until level off altitude
4. WING XFLOW ...................... ON (if wing anti-ice ON)
ADDED: WINDSHEAR WARNING
1. THRUST ........................................ T/O DETENT
2. AIRPLANE PITCH ATTITUDE ......... INITIAL PITCH OF 10 DEGREES
3. SPEED BRAKE ............................ CONFIRM RETRACTED
Brakes have been improved by elimination of the Excel's toe pedal-operated master cylinder system. The pedals now directly control the brake pressure-metering valve. Additionally, the standalone brake hydraulic power-pack has been moved from the nose to a bay aft of the wing, reducing cabin noise as it periodically cycles on to top off brake-accumulator pressure. This has allowed the forward avionics bay to be cleaned up, giving easier access for maintenance tasks.
The trailing-link main landing gear retracts into the wing, but the wheel wells are not covered. To reduce drag, Cessna has installed doughnut-shaped fairings around the wheel-well openings. At the same time thrust is increased, with the XLS's uprated Pratt & Whitney Canada PW545B turbofans producing 3,990lb (17.8kN), a 4.9% improvement made by tweaking fan-blade design and engine control software. At climb and cruise conditions above 37,000ft there is a 2% increase in available thrust.
The Honeywell Primus 1000 avionics suite is essentially unchanged from the Excel, with the exception of the displays. The XLS has three 200 x 255mm (8 x 10in) liquid-crystal displays that provide more useable area than the Excel's smaller cathode-ray tubes. Each pilot has a primary flight display (PFD) and shares a center-mounted multifunction display (MFD). The two forward-panel engine displays and two radio-tuning units are now active-matrix LCDs, providing enhanced legibility and reliability over the previous CRTs.
