Table of Contents EV 2 Introduction... 05-01-01 Compartment... 05-01-01 APU Access Panel Locations... 05-01-02 APU Schematic... 05-01-03 Power Section and Gearbox... 05-01-04 Description... 05-01-04 Components and Operation... 05-01-04 Power Section... 05-01-04 Gas Generator... 05-01-04 Gearbox Assembly... 05-01-04 Air Intake and Exhaust... 05-01-05 Description... 05-01-05 Components and Operation... 05-01-05 Exhaust...05-01-05 Exhaust Gas Temperature... 05-01-05 Lubrication System... 05-01-05 Description... 05-01-05 Components and Operation... 05-01-05 Fuel Distribution... 05-01-06 Description... 05-01-06 Components and Operation... 05-01-06 APU Fuel Supply... 05-01-06 Fuel Control Unit and Fuel Shutoff Solenoid... 05-01-06 APU Shutdown Mode... 05-01-06 Start and Ignition... 05-01-07 Description... 05-01-07 Components and Operation... 05-01-07 Starter... 05-01-07 Ignition System... 05-01-07 System Operation... 05-01-07 Pneumatic Supply... 05-01-08 Description... 05-01-08 Components and Operation... 05-01-08 Bleed Valve Modulation/Bleed Air Loads... 05-01-08 Bleed Valve...05-01-08 Surge Control Valve...05-01-08 Bleed Air Availability... 05-01-08 Bleed Air Limitations... 05-01-08 Control and Indications... 05-01-09 Description... 05-01-09 External Power Control Panel... 05-01-09 Air Cond/Bleed Control Panel... 05-01-10 Electrical Control Panel... 05-01-11 Electrical Synoptic Page...05-01-12 ECS Synoptic Page...05-01-13 Fuel Synoptic Page... 05-01-14 EICAS Messages...05-01-15 May 06/2005 Flight Crew Operating Manual Volume 2 EV 2 CSP 100-6 05-00-01
INTODUCTI The Honeywell 36-150BD constant-speed gas turbine auxiliary power unit (APU) is installed in a fire-proof compartment in the tailcone of the airplane. The APU is a fully automated gas turbine powerplant with automatic fault detection, automatic and remote shutdown, and in the event of an APU fire on the ground, automatic fire extinguishing. The APU compartment is accessed by a single panel aft of the aft equipment bay door. The panel must be unscrewed from the fuselage underside. The APU is a self-contained unit. The primary purpose of the APU is to provide power for the gearbox-mounted 400-amp DC generator. Secondary functions of the APU are bleed-air supply for the environmental control system (ECS) and main engine starting. Under high demand, the APU electrical loads take priority over pneumatic loads. For APU maximum operating altitudes for ground and flight, and also for continuous starter attempts, refer to the Approved Airplane Flight Manual. The APU should not be started above speed limits stated in the Approved Airplane Flight Manual, as the APU may reverse windmill. An engine control unit (ECU) controls and monitors all facets of APU operation, including the recording of operating hours and start cycles. The DC-powered ECU sets up the appropriate fuel acceleration and EGT temperature schedules. It relays appropriate operating data to the pilots through the EICAS displays. APU start is initiated by one switch on the APU control panel in the flight compartment. Operational control of the APU electric and bleed-air systems is performed at the ELECTICAL and AI CD/BLEED control panels. COMPATMENT The APU is mounted in the airplane tailcone and is accessed via the access panel located on the fuselage underside. The APU compartment has a NACA inlet for ventilation. The air is pulled through the NACA inlet and routed through the compartment to cool the APU and its mounted components. This air is then exhausted overboard via the APU exhaust eductor. The APU-driven air-cooled DC generator also has a NACA inlet for cooling air flow. The air is pulled through the generator and dumped in the APU compartment. This air is then exhausted overboard via the APU exhaust eductor. APU LOCATI CFO0501002_002 EV 1 Sep 13/2004 Flight Crew Operating Manual Volume 2 EV 1 CSP 100-6 05-01-01
APU ACCESS PANEL LOCATIS SIDE ACCESS PANEL BOTTOM ACCESS PANEL CFO0501002_007 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-02 CSP 100-6 EV 1
APU SCHEMATIC TOQUE CTOL MOTO PESSUE EGULATO BLEED AI DUCT APU BLEED VALVE AMBIENT SENSING TEST POT SUGE VALVE SUGE DUCT AICAFT SKIN TO ECU AICAFT BLEED AI SYSTEM BLEED DIFFUSE FOM/TO APU SYSTEMS STATE MOTO FOM/TO AICAFT SYSTEMS GENEATO LOW OIL-PESSUE SWITCH FUEL CTOL UNIT OIL PUMP APU AI INLET INLET AI BLEED AI ELECTICAL CICUITS CFO0501002_005 EV 2 May 06/2005 Flight Crew Operating Manual Volume 2 EV 2 CSP 100-6 05-01-03
POWE SECTI AND GEABOX DESCIPTI The power section of the Honeywell 36-150BD APU consists of a gas turbine engine with integrated oil, ignition and start systems. The power section drives a gearbox that reduces the rotational speed of the APU for operation of the gearboxmounted accessories. The APU contains the following components: - Single-stage centrifugal compressor - Single-stage radial turbine - Accessory gearbox with an integral oil reservoir - Annular reverse flow combustor COMPENTS AND OPEATI POWE SECTI Engine power is developed through compression of ambient air by a centrifugal compressor. The compressed air, when mixed with fuel and ignited in the annular reverse flow combustor, drives a single-stage radial turbine. The rotating shaft of the turbine rotor drives the compressor, output drive shaft, and accessories. GAS GENEATO The gas generator contains the following components: - Compressor - Annular reverse flow combustion chamber - Turbine GEABOX ASSEMBLY The gearbox assembly provides power transfer from the starter motor to the accessories and power section during APU starting as well as to all gearbox-mounted accessories during on-speed operation. The APU accessories include: - Starter - DC Generator - Oil pump - Speed sensor - Fuel control unit and high-pressure pump The APU gearbox also serves as a sump for the lubrication system and incorporates the oil gravity fill cap and quantity sightglass. V 1 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-04 CSP 100-6 EV 1
AI INTAKE AND EXHAUST DESCIPTI The APU air intake is located above the APU compartment on the right side of the fuselage, below the vertical stabilizer. The APU exhaust gases are discharged by an exhaust duct and eductor through the tailcone of the aircraft. COMPENTS AND OPEATI EXHAUST The exhaust duct is covered by an insulated exhaust muffler. EXHAUST GAS TEMPEATUE The APU exhaust gas temperature (EGT) is displayed as a digital readout on the EICAS. LUBICATI SYSTEM DESCIPTI The APU has a self-contained lubrication system. Major components include a gearbox mounted oil pump and an integral gearbox oil sump. Intake air cools oil and ventilates of the APU enclosure. A magnetic chip collector provides visual indication of metal particles in the lubrication system. COMPENTS AND OPEATI The oil pump directs filtered oil under pressure to the APU bearings, gearbox, and generator bearings. Sep 13/2004 Flight Crew Operating Manual Volume 2 EV 1 CSP 100-6 05-01-05
FUEL DISTIBUTI DESCIPTI The Honeywell 36-150BD APU fuel system is a full-authority digital electronic engine (FADEC) controlled system. During start, the fuel system provides the correct amount of fuel to support combustion and smooth acceleration of the engine to full power. When full power is reached, fuel flow is modulated to meet electrical and pneumatic load while maintaining a constant engine speed. Protection from overtemperature during APU acceleration is provided by protective features incorporated in the ECU. The APU receives fuel from the right collector tank. The APU fuel system incorporates the right DC-powered fuel pump, fuel feed shutoff valve (SOV), fuel shutoff solenoid, fuel system filters, a high-pressure fuel pump (mounted on the APU), fuel control unit (FCU), and the fuel manifold assembly. COMPENTS AND OPEATI APU FUEL SUPPLY The right DC-powered fuel pump delivers fuel under pressure to the APU fuel control unit. When the right engine is running, the fuel pump ceases operation and fuel is delivered by the main engine ejector pump. FUEL CTOL UNIT AND FUEL SHUT SOLENOID The APU fuel control unit (FCU) meters fuel under command of the electronic control unit (ECU). During the start sequence, the fuel shutoff solenoid, located between the FCU and the fuel nozzles is opened by the ECU at 5% rpm. Fuel is supplied in accordance with a schedule that accelerates the APU throughout the start sequence. When the APU is stabilized, fuel scheduling is influenced by the rpm and EGT as well as generator and bleed air demands. During normal or automatic APU shutdown, an overspeed signal closes the fuel solenoid valve and torque motor at the APU and causes the APU to shutdown. APU SHUTDOWN MODE Engagement of the APU master switch to, remote stop, emergency/fire, or in the event of an exceeded limit, the ECU initiates the APU shutdown sequence by commanding the fuel off. When the shutdown sequence is complete, the ECU transitions to idle mode and then powers down if the APU master switch is in the position. The following is a list of all the APU protective shutdowns showing the ones that are inhibited in-flight (essential mode): * - An asterik indicates these shutdowns are inhibited in the essential mode. 28 VDC Power Loss Fire Indication* everse Flow* No Acceleration (during start)* Loss of EGT Signal* Overspeed Low Oil Pressure* Emergency Fire High Oil Temperature* Internal ECU Failure Overtemperature* Loss of Overspeed Protection Circuit No Flame (during start)* 1 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-06 CSP 100-6 EV 1
STAT AND IGNITI DESCIPTI The starting and ignition systems operate automatically during the APU start sequence. COMPENTS AND OPEATI STATE The APU start system consists of a DC starter and a series of relays controlled by the electronic control unit (ECU). The electrical power source is: - ECU battery bus - Starter APU battery direct bus To start the APU, the APU start contactor is closed and the right battery is connected to the APU starter. The right battery contactor is opened to isolate the right battery from the right essential bus during APU start to prevent a voltage drop on the essential busses. The left battery maintains power to the left and right essential busses during APU start It is important to delay starting the APU for five minutes after application of anti-icing fluid near the APU area. This allows any anti-icing fluid inadvertently directed into the APU inlet to drain out. Three consecutive APU start attempts may be made at 1 minute intervals, followed by a 20 minute wait. Two more start attempts may be made. No further attempts may be made for a period of at least 40 minutes. Six consecutive and successful APU starts may be made at 10 minute intervals with a one-hour waiting period prior to additional start attempts. IGNITI SYSTEM The APU ignition system consists of an ignition unit, igniter plug lead and a single igniter plug. The ignition system is energized during the APU start cycle and is de-energized when the APU start sequence is complete. To engage the APU, pull up on the switch, position the switch to UN for approximately 3 seconds until the APU indications are displayed on the left MFD. Then move the switch to STAT and hold until the STAT icon is displayed on the left MFD, the APU will then begin the start sequence. The APU ignition system consists of a single output ignition unit. Should a flameout occur during operation, the ignition unit automatically fires the igniter through the auto relight function of the ECU. An immediate restart (APU starter re engagement) can be initiated upon APU rolldown below 10% rpm. SYSTEM OPEATI The ECU uses 28 vdc power from the right aircraft battery bus to energize the ignition system during the ignition/start sequence. During the start sequence, the BATT switch is illuminated on the ELECTICAL panel and the flow line from BATT to the ESS BUS on the Electrical synoptic page is depicted in white. The ignition system is energized at 5% APU rpm and stays energized until 95% rpm. EV 2 May 06/2005 Flight Crew Operating Manual Volume 2 EV 2 CSP 100-6 05-01-07
PNEUMATIC SUPPLY DESCIPTI APU compressor bleed air is used to pressurize the right side of the bleed air manifold to provide pneumatics for engine starting and air conditioning. everse airflow protection is provided by a one way check valve. COMPENTS AND OPEATI The APU pneumatic control system consists of a bleed valve and a surge control valve. BLEED VALVE MODULATI/BLEED AI LOADS The pneumatic load on the APU is controlled by the ECU as a function of demands sent from the APU bleed valve. When the bleed valve is opened, a portion of the compressor discharge air is diverted from the plenum chamber to the right side of the bleed air manifold. The bleed valve opens when the flight deck APU bleed load switch is placed in the open position. The APU engine reaction to bleed loads is different from shaft loading. Bleed air extraction from the APU diverts pneumatic energy from the turbine and some of the cooling air from the combustion system. As with the shaft load, the rpm drops, and with the corresponding ECU command fuel flow increase, recovers to full governed speed. Air diverted into the aircraft bleed manifold is no longer available to drive the turbine or cool the combustion system. The loss of pneumatic energy is replaced with thermal energy (fuel) with significant temperature increase. The following variables influence exhaust gas temperature (EGT) under bleed air load conditions: - Aircraft demand for bleed air - Ambient air temperature and density Should EGT reach the limit, the ECU will reduce bleed air flow by modulating the bleed valve toward the closed position to prevent over temperature. BLEED VALVE The APU bleed valve controls airflow to the aircraft bleed system and protects the APU from an overtemperature condition. The valve is controlled electrically and the valve mechanism operates a butterfly valve pneumatically. When the bleed VALVE is open, the ECU adjusts the butterfly plate position to supply the correct quantity of bleed air. These adjustments are related to the required quantity of bleed air and APU EGT. SUGE CTOL VALVE The surge control valve is automatically controlled by the ECU. The surge valve is commanded open when the APU is supplying electrical loads at flight altitudes above 15 000 ft. This function reduces APU surge potential when operating in an unloaded condition. BLEED AI AVAILABILITY For the ECU to energize the bleed-air supply system, the APU must be more than 95% of its maximum speed. BLEED AI LIMITATIS efer to the Approved Airplane Flight Manual for bleed air limitations. Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-08 CSP 100-6 EV 1
CTOL AND INDICATIS DESCIPTI The APU control panel contains a single three position switch with, UN and STAT positions. For ground operations, a remote cutoff switch is located on the right side of the aircraft, aft of the wing and behind the electrical connection assess door. DC electrical power provided by the APU generator is controlled from the ELECTICAL control panel. Bleed-air services are controlled from the AI CD/BLEED control panel. APU system operation and fault presentation is provided on the EICAS pages. The FUEL, ECS, ELECTICAL synoptic pages monitor the APU system and services. APU UN STAT CFO0503002_003 EXTENAL POWE CTOL PANEL Gnd Service EXT DC APU Shutdown Lamp Test AVAIL IN USE EXTENAL POWE CTOL PANEL CFO0501002_006 Sep 13/2004 Flight Crew Operating Manual Volume 2 EV 1 CSP 100-6 05-01-09
CTOLS AND INDICATIS (Cont) AI CD/BLEED CTOL PANEL The APU bleed selection can be controlled from the AI CD/BLEED panel. and the bleed valve position is displayed on the ECS synoptic page. CABIN AI CD / BLEED MAN TEMP COCKPIT COLD AM AI HOT AI SOUCE NOM COLD PACK LY HOT TIM AI LY L BLEED XBLEED BLEED APU CFO0202002_003 EV 1 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-10 CSP 100-6 EV 1
CTOL AND INDICATIS (Cont) ELECTICAL CTOL PANEL The APU generator can be controlled by switches located on the ELECTICAL control panel. ELECTICAL L BATT EXT PW BATT AVAIL STBY INST BUS TIE L ESS ESS L AUX L MAIN MAIN AUX L GEN APU GEN GEN Shown with optional Hydraulic Motor Generator (HMDG) system. ELECTICAL L BATT EXT PW BATT AVAIL STBY INST HYD GEN BUS TIE L ESS ESS L AUX L MAIN MAIN AUX L GEN APU GEN GEN EV 2 May 06/2005 Flight Crew Operating Manual Volume 2 EV 2 CSP 100-6 05-01-11
CTOLS AND INDICATIS (Cont) ELECTICAL SYNOPTIC PAGE T V O 85.0 MCT 85.0 MCT TIM STAB AIL NI NU MACH HOLD 6.6 LWD WD UD ND L 93.0 61.0 600 600 ITT S 84.7 N2 84.7 S T T 46 OIL PESS 46 A A 115 OIL TEMP 115 T 7300 FF PPH 7300 T APU PM 100 APU EGT 250 FUEL QTY LBS TOTAL 12000 6000 6000 SPOILES CAB ALT CAB ATE 7300 1000 ELECTICAL 35 C 26 C L BATT 24.1V 0.0 V BATT 24.0 V FLAPS 0 EXT PW DN HYD GEN GEA DN DN 24.5 V L ESS BUS BUS TIE ESS BUS L AUX BUS L MAIN BUS MAIN BUS AUX BUS 20 A 0 A 30 A GEN GEN APU GEN MFD CTOL 28.5 V 0.0 V 28.0 V COM1 NAV1 ATC1/TCAS ADF1 HF1 COM3 COM2 118.000TX 108.00 1200 1799.5 2.0000 AM 118.000 118.000 118.000 108.00 STBY ABV 190.0 2.0000 118.000 118.000 25 L CAS AUTO PLAN CKLST SKIP SHLD SIDE FMT TFC T/WX ENTE SUMY A/ICE ECS ELEC FLT FUEL HYD CFO0701002_007 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-12 CSP 100-6 EV 1
CTOL AND INDICATIS (Cont) ECS SYNOPTIC PAGE The ECS synoptic page is used to monitor the APU load control valve. S T A T VIB 93.0 84.7 46 115 7300 85.0 MCT 600 IGN N1 MACH HOLD I T T IGN N2 OIL PESS OIL TEMP FF PPH EV VIB 84.7 46 115 7300 85.0 MCT 61.0 600 S T A T TIM STAB AIL NU 6.6 LWD WD UD ND L FLAPS 0 GEA DN DN DN SPOILES APU PM APU EGT 100 250 FUEL QTY LBS TOTAL 12000 6000 6000 CAB ALT CAB ATE 7300 1000 AM AI COCKPIT 22 C 24 C 16 C ECS MANUAL CABIN 24 C 28 C 25 C OXY QTY CAB ALT CAB ATE CAB AP LNDG ALT 1200 6200 1500 9.1 14000 PACK TIM AI XBLEED 45 60 PSI PSI MFD CTOL APU COM1 NAV1 ATC1/TCAS ADF1 HF1 COM3 COM2 118.000TX 108.00 7777 1799.5 2.0000 AM 118.000 118.000 118.000 108.00 STBY ABV 190.0 2.0000 118.000 118.000 L CAS AUTO PLAN CKLST SKIP SHLD SIDE FMT TFC T/WX ENTE SUMY A/ICE ECS ELEC FLT FUEL HYD CFO0305002_010 Sep 13/2004 Flight Crew Operating Manual Volume 2 EV 1 CSP 100-6 05-01-13
CTOL AND INDICATIS (Cont) FUEL SYNOPTIC PAGE Operation of the APU pump and fuel SOV is monitored on the FUEL synoptic page. 85.0 MCT 85.0 MCT TIM 61.0 STAB AIL 61.0 NI NU 600 600 ITT 6.6 LWD WD UD ND L FLAPS 0 GEA UP UP UP 84.7 46 115 7300 N2 OIL PESS OIL TEMP FF PPH 84.7 46 115 7300 SPOILES APU PM 100 APU EGT 250 FUEL QTY LBS TOTAL 9740 4870 4870 CAB ALT CAB ATE FUEL 7300 1000 TOTAL FUEL 9740 LBS FUEL USED 3900 LBS 43 C 4870 LBS 4870 LBS 135 C 135 C MFD CTOL APU COM1 NAV1 ATC1/TCAS ADF1 HF1 COM3 COM2 118.000TX 108.00 1200 1799.5 2.0000 AM 118.000 118.000 118.000 108.00 STBY ABV 190.0 2.0000 118.000 118.000 25 25 L CAS AUTO PLAN CKLST SKIP SHLD SIDE FMT TFC T/WX ENTE SUMY A/ICE ECS ELEC FLT FUEL HYD CFO0305002_013 Volume 2 Flight Crew Operating Manual Sep 13/2004 05-01-14 CSP 100-6 EV 1
EICAS MESSAGES The APU system messages are displayed on the EICAS. Inhibits, a brief description, and aural warnings (if applicable) are listed in the table below. MESSAGE INHIBITS MEANING AUAL WANING APU FIE The APU fire detection loop has activated. On the ground the system should automatically shut the APU down and activate the fire extinguisher. In flight the APU will not automatically shut down or activate the fire extinguisher APU FIE APU OVETEMP APU BLEED ALT LIMIT TO TO/LAND An APU EGT over temperature has been detected. On the ground, the APU will automatically shutdown APU bleed air has been commanded above 20 000 ft or the APU bleed modulated due to excessive EGT APU FUEL SOV FAIL TO/LAND The APU shutoff valve has failed APU OVESPEED TO/LAND The APU has shutdown due to an overspeed APU OIL PESS LOW TO/LAND The APU oil pressure is low while in flight APU OIL TEMP HIGH TO/LAND The APU oil temperature is high while in flight APU STATE FAIL APU FAULT APU SHUTDOWN TO/LAND TO/LAND TO/LAND Power is still being supplied to the APU starter when electronic control unit is not commanding a start A fault is indicated in the APU system. One or more of the following has occurred: - The APU bleed valve has failed - The APU fuel solenoid has failed - A start is prevented - The avionics are not communicating with the APU electronic control unit - everse flow has been detected The auxiliary power unit electronic control unit has shut down the APU for protective reasons Sep 13/2004 Flight Crew Operating Manual Volume 2 EV 1 CSP 100-6 05-01-15