2.
Component Location
__________________
(Ref. Fig. 001)
-------------------------------------------------------------------------------FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA
DOOR REF. -------------------------------------------------------------------------------59KD ELECTRONIC CONTROL BOX (ECB) 152 827 49-61-34
ENG IDENT MODULE 315 315AL 49-73-31
3. System Description
__________________
(Ref. Fig. 002)
The analysis of the APU is divided into two main groups:
-
APU life data,
-
APU fault data.
The BITE memory of the ECB keeps the information. Access to the information
is through the CFDS. The ECB transmits the information, through an ARINC 429
bus, to the CFDS with the label 356.
A.
APU Life Data
(1) For purposes of long-term trend monitoring, the APU control system records the engine operating parameters. The recordings are in the form of snapshots taken at the beginning (or before) the starting state or at the end of the cooldown period after all the loads are removed from the APU. The following parameters are recorded at the starting state:
-
Aircraft Type,
-
Aircraft I.D.,
-Engine I.D. Number,
-
ECB Serial Number,
-
ECB Part Number.
The following parameters are recorded in the cooldown state:
-NVM data record number,
-Date,
-GMT,
-
APU Operation Hours,
-
APU Start Cycles,
Analyzers - Component Location
Figure 001
CES
Analyzers - Block Diagram
Figure 002
CES
-
EGT 1,
-
EGT 2,
-Speed,
-P Inlet,
-T Inlet,
-Fuel Servo Valve current.
(2)
In addition to the condition monitoring snapshot, the ECB software records the following parameters for operating history:
-Engine I.D. Number,
-
ECB Serial Number,
-
ECB Part Number,
-
APU Start Attempts counted when the ECB is in starting state and speed is > 2%.
-
APU Start Cycles
counted when the ECB enters the run state.
-
APU operating hours, measured in one minute increments and recorded in one hour increments from the time the engine speed is greater than 55% until entering the shutdown state.
-Oil Level Test Results,
-Flight Leg.
The condition monitoring data are associated with the engine I.D.
number, the ECB serial number and the actual date.
(3)
The ECB records the following starting data for the APU:
(a)
Data recorded at (or before) entering the starting state:
-
Aircraft Type,
-
Aircraft I.D.,
-Engine I.D. Number,
-
ECB Serial Number,
-
ECB Part Number,
-APU Operating Hours
-
EGT 1,
-
EGT 2,
-Speed,
-P Inlet,
-T Inlet,
-GBX Oil Temperature,
-IGV Position,
-BCV Position.
(b)
Data recorded during the starting state:
-NVM data record number,
-Date,
-GMT,
-Speed at EGT light-off,
-Peak Valid EGT,
-EGT1 at time of peak valid EGT,
-EGT2 at time of peak valid EGT,
-Speed at time of peak valid EGT,
-Fuel Servo Valve current at time of peak valid EGT,
-
APU Operating State at time of peak valid EGT,
-
APU Start Attempts,
-
APU Start Cycles,
-Start elapsed time.
(4)
An engine identification module (I.D. module), in the form of a connector, is provided as an integral part of the engine. The module has resistors to provide the control unit with three voltage lines, matched to the engine I.D. number. The engine I.D. number is read and stored in memory as part of the power-up initialization, after it is validated by taking three consecutive readings of the I.D. module. The I.D. module is considered failed when all inputs are shorted, one or all inputs are open, a number greater than 2048 is read in or the three consecutive readings are not identical. The engine serial number shall be the sum of the I.D. number and the number 1000.
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