Auxiliary Power Unit: Pilot Reference Manual

Pilot Reference Manual
AUXILIARY POWER UNIT
Auxiliary Power Unit

15 December 2000
For Training Purposes Only 3-1
Introduction
The auxiliary power unit (APU) is a fully automated gas turbine powerplant
with automatic fault detection, automatic shutdown and in the event of an
APU fire on the ground, automatic fire extinguishing. The APU’s primary
function is to operate the accessory gearbox mounted 30 KVA generator. Its
secondary function is to supply bleed air for air conditioning and engine
starting. The maximum operating altitude of the APU is 37,000 feet.
The APU is installed inside a fireproof enclosure located in the aft
equipment bay. The titanium enclosure is designed to contain an APU fire
and prevent it from spreading to the aft equipment bay. A removable rear
panel on the enclosure provides access for servicing the APU.
A fully automated digital electronic control unit (ECU) controls and monitors
all facets of APU operation. The DC powered ECU sets up the appropriate
fuel acceleration and EGT temperature schedules and relays appropriate
operating data to the pilots through the EICAS displays.
40
Max Operating Alt. 37000. Ft
35
Max APU Start 30000 Ft. .85 M
30
Altitude X 1000 Ft.
.80M
25
20
15000 Ft. Max APU Bleed
15
10 13000 Ft. Max Main Engine Start 335 Kt

5
0
100 200 300 330 Kt
Calibrated Speed (Knots)

(M) Mach
Figure 3.1 APU Operating Envelope

15 December 2000
3-2 For Training Purposes Only
Power Section and Gearbox
Description
The APU power section 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 to a speed more appropriate for operation of
the gearbox-mounted accessories.
Components and Operation
Power Section
The gas turbine compressor power unit has three main sections. The
compressor, combustor, and turbine sections. The flow of air through the
compressor is controlled by the variable geometry diffuser (VGD). The VGD
is controlled by the electronic control unit (ECU) that sends electrical signals
to the VGD actuator to regulate the discharge airflow from the compressor
impeller.
Gearbox
The APU gearbox reduces the turbine shaft rpm to a speed suitable to
operate the gearbox-mounted accessories. Accessories include an AC
generator, oil pump, fuel control unit (FCU), oil cooling fan, and a DC electric
starter.

15 December 2000
Intake Door
FW
D
Exhaust
Cooling Air
Intake
Figure 3.2 Auxiliary Power Unit

15 December 2000
Air Intake and Exhaust
Description
The APU combustion air intake is located on the upper left side of the rear
fuselage. The intake door opens outward and into the air stream. This
position isolates the intake from the exhaust gases of the APU and engine
and prevents runway water, slush or FOD from entering the APU. The APU
exhaust gases are expelled through a silencer on the right side of the
fuselage.
Air Intake Door Control

A three-position intake door is operated by an electric actuator that is
powered and controlled by the ECU. The ECU signal positions the intake
door open, mid, or closed. Door position is a function of aircraft true
airspeed and altitude. During normal and automatic APU shutdown, the
ECU controls the door closure.
Maintenance override of the intake door is provided in case of door actuator
failure. The door can be mechanically positioned to any of its three
positions. This provision allows the aircraft to be dispatched with an
unserviceable door actuator.
CAUTION
If the intake door is failed open or if the APU door position
is unknown, airspeed is restricted to 300 KIAS or the APU
must remain in operation.

15 December 2000
Exhaust
The APU exhaust gases are discharged overboard through an APU
exhaust duct located on the lower right side of the fuselage. The exhaust
duct is also a silencer. An APU exhaust danger area of 15 ft. (4.6m) exists
when the APU is operating.
APU
100 476
RPM EGT
DOOR OPEN
APU Door Position RPM Exhaust Gas

Temperature (EGT)
Figure 3.3 APU Indications

15 December 2000
Lubrication System
Description
The APU is provided with a self-contained lubrication system. Major
components include a gearbox mounted oil pump, an integral oil tank and
the oil cooler assembly. A gearbox driven fan draws air through a screened
duct on the left side of the rear fuselage to provide APU oil cooling and
ventilation of the APU enclosure.

The oil pump directs filtered oil under pressure to lubricate the APU
bearings, gearbox and generator bearings.
An accessory gearbox-mounted fan provides cooling air to the APU oil
cooler. The fan draws air from a screened air intake located on the rear left
side of the fuselage and directs the air across the oil cooler. Air heated by
the oil cooler is discharged into the APU enclosure to assist in ventilation.
This and ventilation air from the APU enclosure is exhausted overboard by
the venturi action created by a gap around the APU exhaust.

15 December 2000
THIS PAGE IS INTENTIONALLY LEFT BLANK

15 December 2000
APU Fuel Distribution
Description
The APU receives fuel from both wing tanks through a distribution manifold
that it shares with the Fuel Crossflow System. The Fuel System
incorporates a XFLOW/APU pump, an APU fuel feed shut off valve (SOV), a
fuel solenoid SOV and a fuel control unit (FCU).
XFLOW/APU Pump
The XFLOW/APU pump draws fuel from both wing tanks and delivers the
fuel to the APU. Should the XFLOW/APU pump fail, the APU receives fuel
from the pressurized right engine fuel feed manifold via the APU negative
gravity relief valve.
P
XFLOW/APU
Pump
Left Wing Right Wing
APU Feed Right

Line Check Engine
Valve Feed
Manifold
APU Pump APU Negative-

Fuel Feed Gravity
Shutoff Relief Valve
Valve
To APU
Figure 3.4 Schematic – XFlow/APU Pump

15 December 2000
APU Fuel Feed Shutoff Valve
The APU fuel feed shutoff valve (SOV) is used to interrupt the supply of fuel
to the APU. The SOV is activated open by pushing in the PWR FUEL
switchlight on the APU control panel. It is closed automatically by the ECU
when an APU fire is detected, or manually when the PWR FUEL or APU
FIRE PUSH switchlight is pressed.
Fuel Control Unit and Fuel Solenoid SOV

The APU fuel control unit (FCU) meters fuel under command of the ECU.
During the start sequence, the fuel solenoid SOV, located between the FCU
and the fuel nozzles, is activated open by the ECU at 4% rpm. Fuel is
supplied to the APU and the FCU schedules fuel to accelerate 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.
To effect normal or automatic APU shutdown, a simulated overspeed signal
is generated to close the fuel solenoid SOV. Closing the SOV interrupts the
supply of fuel causing the APU to shutdown.

15 December 2000
PWR FUEL
Initiates the APU pre-start sequence.
PUMP FAIL – Indicates failed
XFLOW/APU pump
SOV FAIL – Indicates failed APU fuel
feed SOV.
APU PUMP
FAIL START
SOV
FAIL AVAIL
PWR START /
FUEL STOP
TOTAL FUEL
FUEL FUEL USED
4800 LBS 3500 LBS
0 LBS
-29°C P P
2500 LBS 2300 LBS
35°C 35°C
APU
Figure 3.5 APU Control Panel and Fuel Synoptic Page

15 December 2000
THIS PAGE IS INTENTIONALLY LEFT BLANK

15 December 2000
Start and Ignition
Description
The start and ignition systems operate automatically during the APU start
sequence.
Components and Operations
APU Start System

The APU start system consists of a DC starter and a series of relays that are
controlled by the ECU. During the start sequence, the starter disengages at
50% rpm or when starter engagement time exceeds 60 seconds. The status
message APU START is displayed on EICAS when the starter is engaged.
Figure 3.6 Starter Engagement Limitation Charts

15 December 2000
NOTE
It is recommended that a 2-minute delay be observed
between cranking attempts to allow for APU combustor
fuel drainage and cooling of the starter and the start
contactor.
High Energy Ignition

The APU ignition system consists of a high-energy ignition unit and two air-
gap igniter plugs. The ignition system is energized during the APU start
cycle and is de-energized when the APU start sequence is complete.
APU PUMP
FAIL START
SOV
FAIL AVAIL
PWR START /
FUEL STOP
START / STOP
Press to start or stop APU.
START – APU starter motor engaged.
AVAIL – APU is available for bleed
air extraction.
Figure 3.7 APU Control Panel – Start Switchlight

15 December 2000
Start Sequence
When the APU PWR FUEL switchlight is pressed in, the control system:
• performs a self test (APU IN BITE status message appears for 5 seconds
then disappears)
• RPM AND EGT gauges are displayed on the status page
• opens the APU intake door (door status appears on status page)
• opens the APU fuel shutoff valve (APU SOV OPEN status message
appears on status page)
• starts the XFLOW/APU fuel pump
When the START/STOP switchlight is selected to START, the ECU:
• energizes the start motor, APU START status message appears on status
page and the START light on the switchlight illuminates.
• fuel and ignition introduced at 4% rpm
• at 50% rpm the ECU de-energizes the start motor, the APU START status
indication disappears, and the switchlight START indication extinguishes.
• at 99% rpm plus 4 seconds, the AVAIL switchlight illuminates and the
APU LCV OPEN status message appears.

15 December 2000
APU START
FLT NO. RJ 1
AIL -TRIM- STAB
NU
LWD RWD ND
RUDDER
NL NR
OXY 1850
APU
10 50 C ALT 0
RATE 0
P 0.0
LDG ELEV 100
RPM EGT BRAKE TEMP
DOOR OPEN 01 01 01 01
Figure 3.8 Status Page – APU Start Sequence

15 December 2000
NOTE
Both the APU and main batteries are required to start and
operate the APU. Minimum battery voltage is 22 volts. The
maximum starting altitude of the APU is 30,000 feet. In
flight the APU PWR FUEL switchlight and APU START/
STOP switchlight must be pressed in rapid succession (no
more than a 5 seconds interval). If the APU is windmilling
at a speed greater than 8% rpm prior to selecting the
START switchlight, the APU starter will not engage due to
APU ECU inhibit logic.
Stop Sequence
When the START/STOP switchlight is selected to STOP, the fuel solenoid
SOV closes and the APU shuts down. As the rpm winds down, the intake
door is commanded closed and the ECU initiates a 60-second BITE test.
The APU cannot be restarted until the test is complete. The PWR/FUEL
switchlight can be deselected when the AVAIL light extinguishes.
NOTE
It is recommended that a 2-minute delay be observed
between cranking attempts to allow for APU combustor
fuel drainage and cooling of the starter and the start
contactor.

15 December 2000
Protective Shutdowns
The APU will automatically shutdown under certain conditions. The level of
protection on the ground is greater than when airborne because the APU
was designed to operate unattended during ground operations.
In flight, during certain faults, the APU will not automatically shutdown. The
applicable APU caution message will be displayed but the APU will
continue to operate.
An X in one or both columns indicates when automatic shutdown will occur.
SHUTDOWN CONDITIONS GROUND FLIGHT

Fire: APU Fire detected X X
Overspeed: RPM> 107% X X
ECU Failure: loss of DC pwr or subsystem X X
fault detected
DC power loss X X
Loss of RPM signal X X
Loss of EGT signal X Note 1, 2
Slow start: Starter engaged for more than 60 X X
seconds
EGT over temperature > 743°C EGT X Note 2
> 974°C (<50% RPM)
High oil temperature X Note 2
Low oil pressure X Note 2
Intake Door position: Loss of door position X Note 2
signal
Overcurrent: An electrical short detected on a X Note 2
circuit
Note 1: When the EGT signal is lost in flight, APU bleed air is not
available.
Note 2: Sixty seconds after landing, the APU control logic reverts to the
ground mode and APU protective shutdown occurs.
Figure 3.9 Protective Shutdown Conditions

15 December 2000
Pneumatic Supply
Description
APU compressor bleed air is used to pressurize the 10th-stage bleed air
manifold and provide pneumatics for engine starting and air conditioning.
Reverse airflow protection is provided by a one way check valve and the
interlock protection function of the 10th-stage bleed air switches.

The compressor discharge air is modulated by a load control valve (LCV)
and delivered to the aircraft’s 10th-stage bleed air manifold.
APU Variable Geometry Diffuser

The APU variable geometry diffuser (VGD) is controlled by the APU ECU to
protect the compressor from surging or stalling. Installed at the compressor
discharge, the vanes are commanded open to increase the flow of air
through the compressor, or closed to decrease the compressor airflow. The
VGD opens fully to satisfy the large air demands of engine starting or
operation of both air-conditioning systems.
Load Control Valve Modulation

APU bleed air is supplied to the 10th-stage manifold by pushing in the APU
LCV switchlight located on the BLEED AIR control panel.
During combined APU generator and APU bleed air loading, exhaust gas
temperature (EGT) increases significantly. When this occurs, the LCV is
modulated proportionally towards closed to reduce the amount of air bled
from the APU compressor. Operation of the AC generator has priority over
the bleed air service.

15 December 2000
APU Bleed Air Protection
The engines are capable of supplying bleed air to the 10th-stage bleed air
manifold at a much higher pressure than the APU. If this high-pressure air
were to reverse-flow to the APU, APU compressor stall or surge could
result. A check valve is installed in the APU bleed air duct to prevent
reverse flow of manifold air to the APU compressor.
A second level of compressor stall and surge protection is provided by the
APU LCV interlock function of the 10th-stage bleed air switches. For
additional information on interlock protection refer to the Pneumatics
chapter of this manual.
BLEED AIR
NORM 14TH STAGE
TEST LOOP A
DUCT DUCT
LOOP B FAIL FAIL
OPEN
CLOSED CLOSED
L ISOL R
DUCT
MON 10TH STAGE
DUCT DUCT
FAIL FAIL FAIL
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
APU LCV OPEN
Figure 3.10 BLEED AIR Control Panel – Load Control Valve

15 December 2000
APU Bleed Air Availability
The green “AVAIL” light on the START/STOP switchlight indicates that the
APU is ready to accept bleed air loading. The light illuminates four seconds
after the rpm reaches 99% during the start sequence.
APU PUMP
FAIL START
SOV
FAIL AVAIL
PWR START /
FUEL STOP
AVAIL Switchlight
Figure 3.11 APU Control Panel - AVAIL Switchlight

Illumination of the “OPEN” section of the APU/LCV switchlight on the
BLEED AIR panel indicates that the load control valve is open. The load
control valve position is displayed on EICAS both as a status message and
pictorially on the ECS synoptic page.
APU Bleed Air Limitations

APU bleed air may be used for main engine starting up to 13,000 feet. The
APU can supply bleed air for air conditioning up to 15,000 feet.

15 December 2000
Controls and Indications
Description
The APU control panel provides control and system indications for the APU
System.
During ground operations, remote cut-off switches located outside of the
flight deck can be used to shutdown the APU during a ground emergency.
AC electrical power provided by the APU generator is controlled from the
ELECTRICAL POWER SERVICES control panel. Bleed air services are
controlled from the BLEED AIR control panel.
APU System operation and fault presentation is provided on the primary
and status EICAS pages. The FUEL, ECS and AC ELECTRICAL synoptic
pages are used to monitor the APU system and services.
PWR FUEL
Initiates the APU pre-start sequence.
PUMP FAIL – Indicates failed
XFLOW/APU pump
SOV FAIL – Indicates failed APU fuel
feed SOV.
APU PUMP
FAIL START
SOV
FAIL AVAIL
PWR START /
FUEL STOP
START / STOP
Press to start or stop APU.
START – APU starter motor engaged.
AVAIL – APU is available for bleed
air extraction.
Figure 3.12 APU Control Panel

15 December 2000
Remote Cut-off Switches
The aircraft is equipped with two APU emergency cut-off switches and a
warning horn for use during ground operations.
A External Services Panel
B ECU
D
C
D Apu Cut-Off Switch
Figure 3.13 APU Remote Cutoff Switches

15 December 2000
BLEED AIR Control Panel
The BLEED AIR control panel is used to control the operation of the APU
LCV. The APU LCV position is displayed on EICAS as a status message
and pictorially on the ECS synoptic page.
The APU LCV interlock function of the 10th-stage bleed air switches provide
a level of APU compressor stall and surge protection.
BLEED AIR
NORM 14TH STAGE
TEST LOOP A
DUCT DUCT
LOOP B FAIL FAIL
OPEN
CLOSED CLOSED
L ISOL R
DUCT
MON 10TH STAGE
DUCT DUCT
FAIL FAIL FAIL
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
APU LCV
Commanded closed by
left 10th stage bleed
switch being pressed in.
Figure 3.14 Bleed Air Control Panel - APU LCV Interlock

15 December 2000
Electrical Power Services Control Panel
The ELECTRICAL POWER SERVICES control panel is used to control the
operation of the APU generator.
ELECTRICAL POWER SERVICES

DC BATTERY
SERVICE MASTER
AVAIL AVAIL
OFF OFF
IN USE IN USE
ON ON
DC AC
IDG 1 AC POWER IDG 2
FAULT FAULT
ALTN
DISC DISC
AC ESS XFER
DISC DISC
APU GEN
ON – Generator on line. GEN 1 APU GEN GEN 2
OFF/RESET – Generator OFF/RESET OFF/RESET OFF/RESET
off line and resets the ON ON ON
FAIL FAIL
generator control unit.
OFF AUTO OFF
XFER
DC POWER
CLOSED CLOSED CLOSED
TIE 1 TIE 2 ESS TIE
Figure 3.15 ELECTRICAL POWER SERVICES Control Panel

15 December 2000
Status Page
Flight compartment indications of intake door position are displayed in the
lower left-hand corner on the EICAS status page.
The possible door indications are:
• DOOR CLSD
• DOOR MID
• DOOR OPEN
If mechanically selected, the EICAS door indications would be:
• DOOR INHBT/CLSD
• DOOR INHBT/MID
• DOOR INHBT/OPEN
If the door position is unknown, the EICAS indication is a white DOOR with
amber ---.
APU
100 476
RPM EGT
DOOR OPEN
APU Door Position RPM Exhaust Gas

Temperature (EGT)
Figure 3.16 Status Page APU Indications

15 December 2000
APU rpm and EGT indications are presented when the APU PWR/FUEL
switchlight is selected. The APU intake door position is continuously
displayed.
RPM
• green 0 –100%
• amber 101 - 106%
• red 107% or greater (automatic shutdown)
EGT
• green 0 – 712 0C
• amber 713 – 742 0C
• red 743 0C or greater or 974 0C <50% during start

15 December 2000
ECS Synoptic Page
The ECS synoptic page can be used to monitor the APU load control valve.
ECS
CABIN TEMP
28°c
COCKPIT CABIN
22°c 23°c
PACK 1 PACK 2
0 PSI 0 PSI
40 0
PSI PSI
APU
CPAM PRESS CONT 2

C ALT 100 100 FT
RATE 0 0 FPM
P 00 00 PSI
LDG ELEV 100 FT
APU LCV open
Figure 3.17 ECS Synoptic Page

15 December 2000
AC ELECTRICAL Synoptic Page
The AC ELECTRICAL synoptic page can be used to monitor the APU
generator.
AC ELECTRICAL
UTIL BUS 1 UTIL BUS 2
SERV BUS
BUS 1 BUS 2
ESS BUS
115 V EXT
400 HZ AC
0 KVA 18 KVA 0 KVA

0V 115 V 0V
0 HZ 400 HZ 0 HZ
GEN GEN GEN

1 2
IDG1 APU IDG2
APU Generator Supplying
Figure 3.18 AC ELECTRICAL Synoptic Page

15 December 2000
FUEL Synoptic Page
XFLOW/APU fuel pump operation can be monitored on the FUEL synoptic
page.
TOTAL FUEL
FUEL FUEL USED
5190 LBS 4560 LBS
200 LBS
P XFLOW/APU
Fuel Pump
Distribution
17°C P P
Manifold
2490 LBS 2500 LBS
SOV
35°C 35°C
APU
APU
Figure 3.19 FUEL Synoptic Page

15 December 2000
EICAS Messages
The APU system messages are shown on the EICAS primary and status
pages. In the figure below are the APU system messages, inhibits and aural
warnings are listed. A brief explanation of each message is provided.
E2K Version
AURAL
MESSAGE INHIBITS MEANING
WARNING
APU FIRE Fire or overheat detected in APU enclosure Firebell & exterior
APU fire horn
APU OVERSPEED 2 APU RPM readout greater than 107% Aural inhibit 2 “APU”
APU OVERTEMP APU EGT readout indicates greater than 743 C “APU”
APU LCV FAIL 1,2,3 APU load control valve did not close
APU OIL PRESS 1,2,3 APU low oil pressure. APU shuts down 60 seconds after landing
APU OILTEMP 1,2,3 APU oil temp high. APU shuts down 60 seconds after landing
APU SOV FAIL 1,2,3 APU SOV not in confirmed position
APU SOV OPEN 1,2,3 APU fuel feed SOV did not close after APU shutdown due to fire.
APU BLEED ON 1,2,3 APU supplying bleed air above 15000 feet
APU FAULT 1,2,3 APU fault has been detected.
XFLOW / APU PUMP 1,2,3 XFLOW / APU pump has failed
MESSAGE MEANING
APU SOV CLSD APU fuel shutoff valve is confirmed closed during an APU fire condition
APU IN BITE APU under BITE prior to start
APU LCV OPEN APU load control valve open
APU SOV OPEN APU SOV confirmed open (no APU fire)
APU START APU start in progress
APU ECU FAIL APU ECU is inoperative and APU unable to start
Figure 3.20 EICAS Messages

15 December 2000
Power Supply and Circuit Breaker Summary
Panel # and Location

CB panel 2 B 5
Row on panel
CB number
Electrical Power Panel # and

CB Label
Source Location
APU Controls
APU BAT CONT APU BATT DIR 5B2
APU ACT MAIN BATT DIR 5A3
APU Electronic Control Unit
APU ECU DC BATT 1N12
Fire Extinguishing
APU FIRE EXT DC EMERGENCY 1R5

1R6
APU Fuel Pump
XFER/APU CONT DC BATT N11
XFER/APU FUEL DC BATT N10

PUMP
Figure 3.21 Circuit Breakers for Auxiliary Power Unit

15 December 2000

Auxiliary Power Unit: Pilot Reference Manual

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Pilot Reference Manual

AUXILIARY POWER UNIT

Auxiliary Power Unit

10 13000 Ft. Max Main Engine Start 335 Kt

Calibrated Speed (Knots)

Figure 3.1 APU Operating Envelope

Auxiliary Power Unit

Components and Operation

Auxiliary Power Unit

Figure 3.2 Auxiliary Power Unit

Auxiliary Power Unit

Components and Operation

Air Intake Door Control

Auxiliary Power Unit

APU Door Position RPM Exhaust Gas

Figure 3.3 APU Indications

Auxiliary Power Unit

Components and Operation

Auxiliary Power Unit

THIS PAGE IS INTENTIONALLY LEFT BLANK

Auxiliary Power Unit

Components and Operation

Left Wing Right Wing

APU Feed Right

APU Pump APU Negative-

Figure 3.4 Schematic – XFlow/APU Pump

Auxiliary Power Unit

Fuel Control Unit and Fuel Solenoid SOV

Auxiliary Power Unit

Figure 3.5 APU Control Panel and Fuel Synoptic Page

Auxiliary Power Unit

THIS PAGE IS INTENTIONALLY LEFT BLANK

Auxiliary Power Unit

Components and Operations

APU Start System

Figure 3.6 Starter Engagement Limitation Charts

Auxiliary Power Unit

High Energy Ignition

Figure 3.7 APU Control Panel – Start Switchlight

Auxiliary Power Unit

Auxiliary Power Unit

Figure 3.8 Status Page – APU Start Sequence

Auxiliary Power Unit

Auxiliary Power Unit

SHUTDOWN CONDITIONS GROUND FLIGHT

Figure 3.9 Protective Shutdown Conditions

Auxiliary Power Unit

Components and Operation

APU Variable Geometry Diffuser

Load Control Valve Modulation

Auxiliary Power Unit

L APU LCV ISOL R

APU LCV OPEN

Figure 3.10 BLEED AIR Control Panel – Load Control Valve

Auxiliary Power Unit

Figure 3.11 APU Control Panel - AVAIL Switchlight

APU Bleed Air Limitations

Auxiliary Power Unit

Auxiliary Power Unit

A External Services Panel

Figure 3.13 APU Remote Cutoff Switches

Auxiliary Power Unit

L APU LCV ISOL R