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emergency situation. Actioning any or all of these procedures will result in immediate shut down.
Carrying out any of the following shut down procedures will cancel the “cooldown” mode and shut
down will occur immediately.
· BATT MASTER switch select to OFF (on the ground).
· APU DISCH handle pulled.
· APU SHUTOFF
button on the external services panel or APU SHUTDOWN SWITCH, located
inside the APU compartment (on the forward bulkhead) is pushed in momentarily and
released.
AUXILIARY POWER UNIT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
05−10−15
APU EMERGENCY SHUT-OFF BUTTONS
GF0510_012
APU
SHUTOFF
APU COMPARTMENT
APU SHUTDOWN SWITCH
FORWARD BULKHEAD
EXT AC EXT DC
GROUND BATTERY
SERVICE MASTER
LAMP
TEST
APU
SHUTOFF
HDPH MIC
LIGHTS
OFF
SERVICE
RESTART AFTER EMERGENCY SHUT DOWN
In order to restart the APU following an emergency shut down procedure, two conditions have to be
met:
· The BATT MASTER switch has to be in the ON position.
· The switch on the APU control panel must be placed to the OFF position, before moving it to
the momentary START position.
AUXILIARY POWER UNIT
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
05−10−16
PROTECTIVE SHUT DOWNS
The FADEC will automatically shut down the APU when any of the following are detected:
SHUT DOWN CONDITIONS GROUND FLIGHT
NOTE: An X in one or both right columns indicate when
shutdown can or will occur.
FADEC Failure − Internal failure. X X
Inlet Door − Not in commanded position. X X
Loss of Overspeed Protection − Loss of any combination of
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 percent. 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
percent).
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 percent. X
Overtemperature − EGT exceeds scheduled limits. X
AUXILIARY POWER UNIT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
05−10−17
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
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
05−10−18
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.
　
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