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speed sensors, FADEC overspeed circuitry or fuel solenoid that
results in a loss of both overspeed systems.
X X
Overspeed − APU speed greater than 106%. X X
Loss Of Speed − Loss of both APU speed signals. X X
Fire − Fire input signal received by FADEC. X
DC Loss − Loss of DC power to the FADEC. X X
Slow Start − No crank, slow start, no acceleration, no flame or
fallback (Starter cutout speed and subsequentially drops below
25%).
X X
High Oil Temperature − Oil temperature limit exceeded. X
Low Oil Pressure − Low oil pressure condition detected. X
LOP Switch Fail − Low oil pressure switch failed. X
Loss of Both EGT Sensors − Failure of both EGT
thermocouples.
X
Reverse Flow − APU inlet temperature exceeded. X
Underspeed − APU drops below 80%. X X
Overtemperature − EGT exceeds scheduled limits. X
AUXILIARY POWER UNIT
Flight Crew Operating Manual Rev 3, Apr 25, 2005
CSP 700−5000−6
Volume 2
05−10−18
SYSTEM OVERVIEW SCHEMATIC
GF0510_014
EGT
RPM
APU BLEED
SELECTOR
GENERATOR OUTPUT
TO BUS DISTRIBUTION
LOAD
CONTROL
VALVE
GENERATOR
ON OFF
CONTROL
ENVIRONMENTAL
CONTROL
SYSTEM
BLEED AIR/ANTIICE
SYNOPTIC PAGE
LP
HP
L R
COND
AIR
40
PSI
40
PSI
HP
LP
APU
APU BLEED
AUTO
OFF ON
OFF
FAIL
APU GEN
PUSH
OFF/RESET
BLEED
MANAGEMENT
CONTROL
GENERATOR
CONTROL
UNIT
APU
FADEC
AUXILIARY POWER UNIT
Rev 3, Apr 25, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
05−10−19
ELECTRICAL POWER AND DISTRIBUTION
The electrical control of the APU consists of electrical sensing, starting, ignition and the electronic
control system through the FADEC.
APU electrical power may be used in flight or on ground. Electrical power is extracted from the APU
in the form of horsepower which drives the APU generator and may be used to feed the airplane
electrical power system.
Under high electrical load demands, the APUs electrical loads take priority over pneumatic load
demands.
The FADEC is mounted remotely from the APU in a compact enclosure located in the aft equipment
bay.
The FADEC is powered up when the BATT MASTER switch is selected ON. The BATT MASTER
switch powers the airplane battery bus, which provides electrical power to the FADEC.
The FADEC uses the APU acceleration rate to calculate when to deenergize
the starter motor and
the ignition exciter. The values shown (START CONTROL SCHEMATIC below) are the maximum
speeds at which the starter motor and the ignition exciter are permitted to operate.
START CONTROL SCHEMATIC
GF0510_015
APU STARTER
MOTOR
APU IGNITION
EXCITER
95% RPM
DE−ENERGIZED
60% RPM
DE−ENERGIZED
5% RPM
ENERGIZED
APU EGT AND RPM
INDICATIONS ON
EICAS STATUS
PAGE
DATA ACQUISTION
UNIT (DAU) #3
28 VOLT FADEC
DC
0% RPM
ENERGIZED
APU
RUN
OFF START
The FADEC control outputs include fuel metering, arming and regulation of the LCV and control of
the surge valve. It also performs protective shut downs when the APU is not within allowable
operating limits.
A builtintest
capability of the FADEC tests components for serviceability and initiates the start
sequence. It also enables reliable fault isolation within the system.
AUXILIARY POWER UNIT
Flight Crew Operating Manual Rev 3, Apr 25, 2005
CSP 700−5000−6
Volume 2
05−10−20
START CONTROL SCHEMATIC (CONT'D)
FADEC Inputs and Outputs
The following are input signals received by the FADEC:
· 28 VDC power, supplied by the DC Battery Direct Bus (the Avionics Battery Direct Bus is
used as a backup).
· ECS, fuel and engine start.
· Inlet door position.
· Feedback of all applicable parameters during start, acceleration, run and shut down.
· Fuel, bleed/air conditioning, antiicing,
engine start and electrical control panels.
· APU FIRE DISCH handle, APU SHUTOFF (external services panel and APU bay) and
WOW status.
The following are outputs generated by the FADEC:
· APU start and fuel feed shutoff.
· Door open and close operations.
· On speed loading of pneumatics/electrics.
· ARINC 429 Communication signals to EICAS.
　
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