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OPERATING MANUAL
APU

2A-49-10: General
The purpose of the Gulfstream V Auxiliary Power Unit (APU) system is to supply to the
flight crew with an auxiliary source of pneumatic power (bleed air) and electrical power
during flight, or ground operations.

NOTE:
For operational purposes, in-flight use of the APU is
designated as the Essential mode, while ground
operation is designated as the Non-essential mode of
operation.
The RE220(GV) APU is powered by a dedicated non-propulsion, single-shaft, constant
speed gas turbine engine. The system is self-governing with automatic start sequencing,
self-monitoring and normal commanded and/or automatic protective shutdown
sequences. The APU is guaranteed to start at or below 39,000 feet no later than the
second start attempt, with starts possible from 39,000 feet to 43,000 feet. The APU will
operate at altitudes up to 45,000 feet. Use of the generator is intended in flight only if one
of the main engine generators has failed, or is off-line.
At high altitudes, main engine bleed air is introduced into the APU air inlet duct to assist
APU starting. The Bleed Air Augmentation Valve (BAAV) opens above 35,000 feet to
allow engine bleed air to assist APU starting.
The APU requires only DC power, a fuel supply and control input signals from the aircraft
for operation. When operating limits are exceeded, automatic protective shutdown and
start inhibit functions are controlled by the Electronic Control Unit (ECU). Protective
shutdown or start inhibit may be overridden if the APU is in the Essential mode.
The APU is installed within a fireproof titanium housing (located directly behind the
baggage compartment) in the aft equipment (tail) compartment. One removable door is
located on the left side of the fuselage, aft of the baggage compartment door. Two
additional doors to provide maintenance, servicing and inspection are located on the side
of the APU housing, accessible through the tail compartment.
The APU system is divided into the following subsystems:
• 2A-49-20: APU Assembly Description
• 2A-49-30: APU Control and Operation Description

2A-49-20: APU Assembly Description

1. General:
The APU assembly is composed of the following subsystems:
• Powerplant System
• Starting and Ignition System
• Fuel Control System
• Lubrication System
• Fire Detection and Warning System
• Electrical Power System
• Bleed Air System

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2. Description of Subsystems, Units and Components:
A. Powerplant System:
(See Figure 1 through Figure 4.)
The APU powerplant system is powered by a single-shaft, constant speed
gas turbine engine designed to drive an attached accessory gearbox (to
which the APU generator is mounted) and to provide bleed air as a source
of pneumatic power.
It is composed of the following units and components:
(1) Air Intake:
The air intake consists of an air inlet door and a composite duct that
routes external ambient air into the APU and APU enclosure. Air
enters the inlet door on the aft side of the top left fuselage and then
flows into the inlet plenum, across the oil cooler and circulates
around the APU, exiting through the exhaust.
The air inlet door is controlled by the APU Electronic Control Unit
(ECU) and operated by an electrical actuator. The inlet door opens
when the APU MASTER switch, located on the Cockpit Overhead
Panel (COP), is selected to ON. When the air inlet door has opened
and the APU is ready to start, a READY light illuminates on the COP.
The air intake is closed by the inlet door when the APU is shut down
and the APU MASTER switch is selected off.
There are two sensors inside the APU inlet plenum that are used by
the ECU to detect ambient temperature and pressure. The ECU
uses these inputs for control of the APU.
(2) Oil Cooler Air Duct:
The oil cooler air duct routes APU inlet air through the APU oil
cooler. Ambient air is drawn across the cooler and is circulated
around the APU, exiting through the APU exhaust.
(3) Accessory Gearbox:
The accessory gearbox is powered by the APU drive shaft and is
used to drive the APU generator and lubrication (lube) pump. The
APU starter is mounted on the accessory gearbox to rotate the drive
shaft during starting. Within the gearbox is an integral 5.25 quart oil
reservoir containing an oil heating element, oil level sensor and
temperature sensor.
A speed sensor is installed on the gearbox to provide indicated
speed to the ECU for on-speed control and overspeed protection for
APU operation.
(4) Engine:
The APU engine is typical of the modern gas turbine engine,
consisting of an inlet, compressor section, combustion section,
turbine section and exhaust.
(5) Surge Control Valve:
A surge control valve is installed to control APU surge potential
when operating under electrical loads. When open, some
compressor section discharge air is discharged overboard near the
exhaust through a separate port.

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ECU logic commands the surge control valve open when sensed
altitude reaches approximately 16,500 feet. The valve is
commanded closed when main engine start or ECS pack air is
selected.
(6) Exhaust:
The APU exhaust gathers and directs exhaust gases overboard. An
exhaust pipe extends through the right side of the aircraft structure
and has a metal silencer to reduce exhaust noise. External walls of
the exhaust pipe are cooled through internal passages with
ventilating air from the APU enclosure and eductor system. The
exhaust pipe is oversized which creates a venturi effect while the
APU is operating, which draws air across the oil cooler.
B. Starting and Ignition System:
(See Figure 2 and Figure 3.)
(1) Starting System:
The electrical starting system supplies mechanical energy to turn
the rotational components of the APU from initial start through
lightoff. Once the APU has reached a self-sustaining speed, the
ECU commands starter cutout. Electrical power for the starter is
provided by the aircraft 28V DC power system. Starter duty cycle
limitations are given in Section 2A-49-30, APU Control and
Operation Description.

NOTE:
Provided starter duty cycle limitations are observed,
the starter is also capable of an immediate restart on
spool-down when APU RPM is at or below 7%.
(2) Bleed Air Augmentation Valve:
The Bleed Air Augmentation Valve (BAAV) allows heated main
engine bleed air to enter the APU air inlet duct during high altitude
starts. The BAAV function is altitude dependent and completely
automatic. During APU starting at altitudes of 35,000 feet and
higher, the ECU will command the BAAV open for fifteen seconds
prior to starter engagement. After the fifteen seconds elapses, the
APU starter is energized and the start cycle begins. At 90% APU
RPM, the ECU closes the BAAV.
(3) Ignition System:
The ignition system for the APU supplies an intermittent, high
voltage spark to burn fuel in the combustion chamber during the
APU ignition/starting sequence. It consists of a dual output ignition
unit, two ignition leads and two igniter plugs.
Operation of the ignition system is fully automatic and controlled by
the ECU. During ground starting (non-essential mode), ignition is
terminated at 50% APU RPM. During air starting (essential mode),
ignition is terminated at 98% APU RPM. Should an APU engine
flameout occur during operation, the ignition unit will automatically
start ignition through the Auto-Relight function of the ECU.

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C. Fuel Control System:
(See Figure 2, Figure 3 and Figure 6.)
The APU Fuel Control system provides and controls fuel to the APU. It is a
closed-loop control system which receives control inputs from the ECU.
The ECU calculates the appropriate control signals using inputs of
atmospheric pressure, temperature, load, RPM and other conditions. With
input from the ECU, APU operation is fully automatic.
Pressurized fuel from the left main fuel boost pump (controlled by the L
MAIN PUMP switch on the COP) is routed to the APU fuel shutoff valve
located on the left wing rear beam structure. Passing through the APU fuel
shutoff valve (controlled by the APU MASTER switch and the ECU), fuel
travels to the APU fuel control unit.

NOTE:
The right main fuel boost pump, controlled by the R
MAIN PUMP switch on the COP, can be used to
supply pressurized fuel to the APU if the fuel system
crossflow valve (controlled by the X FLOW switch on
the COP) is open.
The fuel control unit combines the fuel pump, fuel filter, fuel pressure
regulator and fuel metering valve into a single line replaceable unit. Its
primary function is to supply appropriately pressurized fuel to the APU,
based on ECU inputs. The ECU also provides inputs to energize the fuel
shutoff solenoid; opening a normally closed valve. The fuel is delivered to
the APU engine combustion section, where it is atomized for mixture with
compressor section air.
D. Lubrication System:
(See Figure 2 and Figure 3.)
The APU lubrication system provides a means of storage, delivery and
indication of lubricating oil for the APU. The two main areas in the APU that
require lubrication are the gearbox and turbine bearing. The APU
lubrication system uses a lube pump to lubricate and cool the gearbox,
bearings and shafts of the powerplant. External air is routed into the APU to
cool the oil system from the oil cooler air duct.
A thermostat-controlled oil heater is provided in the gearbox reservoir to
heat the engine oil for the purpose of ensuring high altitude start
capabilities. The oil heater functions independent of the APU system. For
aircraft SN 501-560 without ASC 67A, the heater receives power from the
Essential AC Bus on the ground and the Right Main AC Bus in flight, as
controlled by the Weight-On-Wheels (WOW) relay. For aircraft 561 and
subsequent and SN 501-560 with ASC 67A, the heater receives power
from the Right Main AC Bus during all phases of flight.
An internal thermostat actuates the heater when the APU oil temperature is
at or below 21°C and deactivates when the temperature reaches 43°C.
Should the oil temperature exceed 149°C for 10 seconds, the APU will shut
down if on the ground. However, this automatic shutdown protection is
inhibited while in flight (essential mode).
Checking the oil level and/or oil servicing can be accomplished by two

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different methods. It can be done manually by removing the gravity fill cap
on the oil tank and visually inspecting the oil level. If oil is needed, it can be
slowly poured into the tank until oil flows over the cap lip.
Oil level verification and servicing can also be accomplished automatically.
The APU oil level is electronically displayed on the oil replenisher, located
on the left side of the tail compartment, adjacent to the tail compartment
door. It is also displayed in the cockpit on the GROUND SERVICE PANEL
synoptic page. Automatic servicing is accomplished using the oil
replenisher. The oil replenisher receives power from the 28V DC Ground
Service Bus. For more information on oil servicing and oil replenisher
operation, see Section 09-02-30: APU Oil Servicing.
E. Fire Detection and Warning System:
(See Figure 1.)
Fire detection and warning for the APU is provided by a detector assembly
consisting of a stainless steel loop with a permanently attached sensor
element. The assembly is filled with helium gas and hermetically sealed.
Detector operation is based upon Boyle’s Gas Law, which states that if a
volume of gas is held at a constant pressure, an increase in pressure will
occur as a result of a rise in temperature. Thus, when heat is applied to the
detector assembly, the corresponding rise in pressure will trigger pressure
switches in the sensor element. The switches in turn will cause
annunciations to be prompted for display as described in the following
scenarios:
• High temperature increases above predetermined values occurring
within a small section of the detector assembly are considered to be
fire scenarios.
• Overall (ambient) temperature increases above predetermined
values occurring over large sections of the detector assembly are
considered to be overheat scenarios.
The ECU will automatically initiate an immediate protective shutdown if a
fire condition exists, bypassing the cool down mode. Automatic APU
shutdown is inhibited, however, during FIRE TEST checks. This allows
APU fire detection system testing with the APU operating.
Escape of the helium gas contained within the detector assembly (and thus
the proportional decrease in pressure) will trigger a pressure switch
causing a fault annunciation to be displayed.
The fire detection and warning system is self-resetting. Return of normal
pressures within the detector assembly will result in cancellation of
annunciations.
F. Services to the Aircraft:
(1) Electrical Power System:
(See Figure 1 and Figure 4.)
A 40 kVA generator is mounted on the APU gearbox for use on the
ground, or in flight when a primary electrical power source is not
available. It produces 3-phase, 400 Hz, 115V AC power. Once the
APU operating speed exceeds 99% for at least two seconds, the
ECU ready-to-load signal is sent to the aircraft via Aeronautical
Radio Incorporated (ARINC) 429 data bus and an electrical load

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may be applied. The APU generator is cooled and lubricated by oil
from the APU gearbox.
The APU generator is selected on and off using a control switch
(labeled APU GEN) located on the COP. For more information about
the APU generator, see Section 2A-24-20, AC Electrical Power
System.
(2) Bleed Air System:
(See Figure 4 and Figure 5.)
The APU bleed air system provides bleed air for engine starting an
the ground and in flight. It also provides bleed air for air conditioning
on the ground only.
APU bleed air may be used immediately after APU operating speed
exceeds 99% for at least two seconds. If the APU was started under
cold conditions, APU bleed air loading will be delayed for 60
seconds unless attempting a main engine start in flight. The ECU
automatically controls operating speed at 100% during loading and
unloading, and at approximately 16,500 feet, a surge control valve
opens to provide surge protection. The surge control valve will close
if main engine starting is commenced above 16,500 feet
(approximate).
The use and operational logic of APU bleed air is as follows:
(a) ECS Air:
ECS air is utilized only on the ground. Selection of the APU
BLEED AIR switch to ON opens the load control valve and
opens the isolation valve. APU bleed air is now available to
both ECS packs. Under normal conditions, the load control
valve is prevented from opening in flight as a function of
Weight-On-Wheels (WOW). If the APU BLEED AIR switch is
left in the ON position prior to takeoff, the valve will
automatically close when WOW shifts to the AIR mode.

NOTE:
During ground operations, the right ECS pack is
automatically inhibited when either the MASTER
CRANK or MASTER START switches, located on the
COP, are selected to ON. Also, when the L ENG
START or R ENG START switch is selected, the left
ECS pack is inhibited until the engine has completed
the start cycle.
(b) Main Engine Starting Air:
APU bleed air for main engine starting is available from the
ground to 30,000 feet MSL. Once the APU is running above
99% for greater than two seconds, APU bleed air is made
available by selection of the APU BLEED AIR switch to ON or
by selection of either the MASTER CRANK or MASTER
START switches to ON. The APU load control valve opens
and bleed air is available for main engine starting. When an
engine start sequence has begun, the APU ECU determines

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and schedules ECU-directed main engine starting air cutout.
Under normal conditions, engine-directed starter cutout
automatically occurs prior to the operating speed determined
by the ECU. However, if the main engine does reach the
ECU-determined operating speed, the ECU will automatically
close the load control valve to ensure main engine bleed air
backflow does not occur.
After one engine is running, APU bleed air can still be utilized
to start the second engine. Under normal conditions, APU
bleed air pressure is greater than the operating engine bleed
air pressure, thus APU bleed air would be used to assist in
the second engine start. From this point, the starting
procedure and logic are the same as the first engine start.
(c) APU Bleed Air Interlock:
An engine bleed air interlock ensures that backflow from an
engine to the APU does not occur. Both ground and in-flight
availability of APU bleed air is interlocked with the main
engine bleed air supply, depending upon the position of the
engine bleed air switches (L ENG / R ENG BLEED AIR) as
shown in the following table. Backflow of main engine bleed
air into the APU is also prevented by a check valve installed
in the APU bleed air supply duct.

Aircraft Location: L ENG and/or R ENG Result:

BLEED AIR Switch
Position:
On Ground ON The ECU will automatically
close the load control valve
when the main engine reaches
80% HP RPM.
On Ground OFF Interlock is not activated.
In Flight ON Selection of APU bleed air will
be inhibited by the ECU. (See
NOTE below.)
In Flight OFF Interlock is not activated. (See
NOTE below.)

NOTE:

In order to use APU bleed air for starter-assisted

airstarts in flight, both ECS pack control switches (L
PACK / R PACK) and both wing anti ice control
switches (L WING / R WING ANTI ICE) must also be
selected OFF, in addition to the L ENG / R ENG
BLEED AIR switches.
3. Controls and Indications:
See Section 2A-49-30, APU Control and Operation Description for APU system
controls and indications.

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4. Limitations:
See Section 2A-49-30, APU Control and Operation Description for APU system
limitations.

APU Compartment General Arrangement

Figure 1

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APU Components (Front View)

Figure 2

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APU Components (Aft View)

Figure 3

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APU System Simplified Block Diagram

Figure 4

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APU Bleed Air System Simplified Block Diagram

Figure 5

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APU Fuel System Simplified Block Diagram

Figure 6

2A-49-30: APU Control and Operation Description

1. General:
(See Figure 7.)
The APU control and operation system performs all functions necessary to safely
and reliably operate the APU. It is composed of the following components:
• Electronic Control Unit (ECU)
• APU Control Panel
• APU Generator (APU GEN) Switch
• APU BLEED AIR Switch

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• APU Start Inhibit Circuit (SN 680 & Subs)
2. Description of Subsystems, Units and Components:
(See Figure 8.)
A. Electronic Control Unit (ECU):
(1) General Description:
The APU ECU is located in baggage compartment Electronic
Equipment Rack (EER). It executes control of the APU and provides
an interface with all APU subsystems. In addition, the ECU
generates ARINC 429 data that is provided to the flight crew and
maintenance personnel.
The ECU receives 28V DC power from two sources: the Right
Essential DC Bus (Primary) and the Left Battery Bus (Alternate).
The power source is automatically selected by the ECU based on
sensed voltages. This provides redundancy and prevents APU
shutdown due to a loss of a single power source.
The ECU latches power when the APU MASTER switch is selected
ON. Power is held until five minutes after APU RPM drops below 5%
during a commanded shutdown, allowing the ECU to transmit
Exhaust Gas Temperature (EGT) and RPM signals, and ARINC 429
data to the flight crew.
During both loaded and unloaded phases of APU engine operation,
the ECU monitors ambient temperature, ambient pressure, engine
speed, EGT, oil pressure, oil temperature and components of
electrical system for over-current conditions. Selected parameters
are monitored for operational limits and if the limits are exceeded,
the ECU will automatically shutdown the APU on the ground (non-
essential mode) and in some cases, in flight (essential mode).
The ECU receives data from both Data Acquisition Units (DAUs) 1
and 2. It transmits data on ARINC 429 digital databus # 1. If ARINC
429 is lost, the APU can still be started and electrically loaded,
however, the APU cannot provide a pneumatic load and cannot
communicate failures.
(2) Operational Logic:
(a) Power-Up:

NOTE:
The flight crew will need to energize the left main
boost pump as part of the APU starting procedure.
On power-up (APU MASTER ON), the ECU performs the
following:
• Illuminates the ON legend in the APU MASTER switch
• Performs initialization and APU prestart Built-In Test
(BIT)
• Checks APU oil temperature
• Commands APU inlet air door open
• Commands APU fuel shutoff valve open

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If all prestart conditions are passed, ECU commands a signal
to illuminate the READY light (within 10 to 16 seconds),
indicating the APU is ready to start. During prestart BIT, if a
failure is detected that would critically effect mission success,
the ECU inhibits APU starting (except low oil temperature),
sends a Crew Alerting System (CAS) message and reports
the fault(s) to the Maintenance Data Acquisition Unit (MDAU).
An APU start under a cold condition can still be attempted
even though the READY light is not illuminated. When
illuminated, the READY light extinguishes when APU speed
reaches 12% RPM.
(b) During Start:
The start sequence is commenced when the APU START
switch is depressed. When the ECU receives the start
command, the following events occur:
• The ON legend in the APU START switch is
illuminated.
• The APU start sequence is initiated.
• If the ECU is in idle mode (READY light illuminated),
the ECU transitions to start mode and sends a
command to engage the starter for 12 seconds. If the
ECU senses oil temperature below -23.3° C (-10° F)
(READY light not illuminated), the starter motor may
be engaged for up to 50 seconds. If the APU was in
cool down mode, the ECU proceeds to ramp APU
speed back up to 100% RPM.
• When the APU reaches 5% RPM, the ECU opens the
APU fuel control unit, energizes the ignition system
and begins to control fuel flow. The ECU controls
lightoff acceleration speed by modulating fuel flow
based on ambient temperature and EGT. Ignition is
turned off at 50% RPM (on the ground) as the APU
accelerates through turbine operation. In flight, the
ECU commands ignition cutout at 99% RPM and APU
combustion continues without electrical ignition.
• During the start cycle, the starter cutout is controlled
by the ECU. At sea level, cutout of the starter is
approximately 46% RPM. At altitude, the starter cutout
may be as high as 60% RPM to ensure a positive
start. Since altitude start cycles may be longer,
electrical power is available to the starter for a longer
period of time, based on starter speed.
• The ON legend in the APU START switch is
extinguished at starter cutout: 46% on the ground and
up to 60% in flight.

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• At 99% APU RPM, the start sequence is completed.

NOTE:
When performing an APU start in flight, the ECU will
automatically sample inlet pressure to determine
aircraft altitude. If above 35,000 feet, the ECU will
command the Bleed Air Augmentation Valve (BAAV)
open to heat the APU inlet for 15 seconds prior to
starting.
(c) Commanded (Normal) Shutdown:
The APU is shut down by selection of the APU STOP switch
to OFF. When the ECU receives the shutdown command, the
following events occur:
• The ECU commands a cooldown period. If the APU
was loaded at the time of shutdown, the loads are
shed within two seconds entering the cooldown mode.
If on the ground and up to 20,000 feet, the ECU
decreases APU RPM on a linear scale for 60 seconds
(to 70% RPM), then shuts down the APU. If above
20,000 feet, the ECU will maintain APU RPM for 60
seconds, then shut down the APU. If the APU START
switch is depressed at any time during the 60 second
time period, the APU is commanded to 100% RPM. At
any time when the APU MASTER switch is selected
off, the APU will immediately shut down (APU fuel
shutoff valve commanded closed).
• When the APU speed decreases to 63%, the ECU
commands the APU air inlet door to 10% open. When
the door stops at 10% open, the ECU examines APU
speed and waits until the speed drops below 40%
RPM and then the door is commanded to close.
• After the cooldown period is completed, the ECU
performs a shutdown by testing the overspeed
protection circuitry within the ECU. At this point, the
only remaining load is the ARINC 429 databus. Any
faults detected during shutdown testing are sent to
CAS and/or the MDAU. The ECU then starts a five
minute timer to supply power to the EGT indicator,
RPM indicator and for closing the APU air inlet door.
The ECU will cause an advisory (blue) APU MASTER
ON message to be displayed on CAS until the APU
MASTER switch is selected off. If the APU MASTER
switch is selected off before the 5 minute timer
expires, the APU MASTER ON message will not be
displayed. Finally, 28V DC power is unlatched.

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• Recycling the APU MASTER switch off and then to ON
will reboot the ECU to begin another APU cycle.

NOTE:

The starter is capable of an immediate restart on

spool-down when the APU is at or below 7% RPM.

NOTE:
The cooldown mode is needed to stabilize turbine
temperatures and cool components. Selecting the
APU MASTER to OFF prior to completion of the
cooldown period could damage the APU.
(3) Failure Protection and Shutdown:
The ECU has the authority to inhibit starting of the APU, and to
automatically shut down the APU, when BIT indicates that starting or
continued operation of the APU may cause damage.
The two operational modes of the APU are flight (essential mode)
and ground (non-essential mode). When in the essential mode,
some protective shutdowns are disabled to allow continued
operation. Although the shutdown is disabled, fault messages are
still transmitted to the MDAU and CAS. If the APU is operating in the
essential mode prior to landing, the APU will continue to assume the
aircraft is in essential mode until the APU MASTER switch is
selected off.
The following table lists conditions for inhibition of starting and for
automatic shutdown in the essential and/or non-essential modes.
“SI” refers to “Starting Inhibited”; “N-ESS” refers to “Non-essential”;
“ESS” refers to “Essential”.

APU Mode:
Condition: Cause:
SI: N-ESS: ESS:
ECU Failure X X ECU Internal
Failure
Hardware Overspeed
Overspeed X X Detected: 106%
RPM
Software Overspeed
Overspeed X X Detected: 106%
RPM
Loss of Speed X X X Both Monopole
Sensors Failed
Loss of Overspeed ECU Overspeed
Protection X X X Protection Lost
APU Fire X X X APU Fire Signal
Slow Start 1 Lightoff Detected,
RPM Greater Than
X X 5%, Starter Does
Not Cut Out Within
30 Seconds

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APU Mode:
Condition: Cause:
SI: N-ESS: ESS:
Slow Start 2 Lightoff and Starter
Cutout Detected,
X X RPM Does Not
Reach 95% Within
30 Seconds
No Flame No EGT Detected
X X Within 17 Seconds
of Fuel Solenoid
Open Signal
No Acceleration Acceleration Less
X X Than 0.05% of
Normal 2.5% Per
Second
No Crank X X APU Starter Failure
Loss of Electrical X X X Loss of 28V DC for
DC 50 Milliseconds
Door Failed Closed Door Open
1 Command Not
X X X Received in 30
Seconds
Door Failed Closed Speed Greater
2 Than 95%, or At
X X Cooldown Speed
(70%) and Inlet
Door Closes to 5%
Open
Fallback APU Drops Below
X X 25% Speed After
Starter Cutout
Overtemperature EGT Limit
X Exceeded
Reverse Flow Inlet Temperature
X Exceeds Limits
With BAAV Closed
Loss of EGT Signal Both EGT
X X Thermocouples
Failed
Low Oil Pressure X Low Oil Pressure
Limit Exceeded
High Oil Oil Temperature
Temperature X Limit Exceeded
(On-Speed or Cool-
Down)
Underspeed Speed Less Than
X Reference Speed
(On-Speed or Cool-
Down)
Low Oil Pressure Oil Pressure Switch
Switch Fail Failed Open and
X RPM Less Than
7%.

A. APU Control Panel:

(See Figure 9.)
The APU control panel is located on the Cockpit Overhead Panel (COP)

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and is labeled APU. It provides all controls and the majority of indications
necessary for APU operation. It is composed of the following controls and
indicators, shown and described in the figures that follow:
• EGT Indicator
• RPM Indicator
• MASTER Switch
• START Switch
• STOP Switch
• READY Light
• FIRE EXT Switch
• FIRE Annunciator Light
• R COWL OPEN Annunciator Light (SN 680 & Subs)
B. APU Generator (APU GEN) Switch:
A brief description of the APU Generator (APU GEN) switch is given in
Figure 7. Additional details are presented in Section 2A-24-20, AC
Electrical Power System.
C. APU BLEED AIR Switch:
A brief description of the APU BLEED AIR switch is given in Figure 7.
Additional details are presented in Section 2A-36-20, Pneumatics
Distribution and Indication System.
D. APU Start Inhibit Circuit (SN 680 & Subs):
On airplanes SN 680 and subsequent, an APU start inhibit circuit is
incorporated. The purpose of this circuit is to prohibit APU starting when
the airplane is on the ground and the right engine lower fan cowl door is
open, thus preventing possible damage to the door by impingement of high
temperature APU exhaust on the door. This is accomplished by interrupting
the APU start signal from the APU START switch to the APU ECU.
When the airplane is on the ground and the right engine lower fan cowl
door is closed, a ground is applied through an unused, normally open
contact on each of the two (2) fan cowl door position sensing switches.
From the sensing switches the ground is routed through the Combined
Weight on Wheels (CWOW) relay to the negative contact of the APU start
inhibit relay, where it waits for the 28V DC power needed to energize the
relay. When the APU MASTER siwtch is selected ON, 28V DC is applied to
the positive contact of the relay and the relay is energized. When the APU
START switch is selected ON, 28V DC power is routed through the now-
energized relay to the APU ECU. From this point, the APU ground starting
logic and sequence is the same as those airplanes not having the start
inhibit circuit.
As noted in the previous paragraph, there are two (2) door position sensing
switches installed on the right engine lower fan cowl door. The APU start
inhibit circuit uses the normally open contact on each of the switches; the
normally closed contacts are used by the R COWL OPEN annunciator light
on the APU control panel shown in Figure 9. These contacts are connected
in parallel to prevent inadvertent interruption of the start circuit due to a
single switch failure or improper switch adjustment. Either switch in the
open position will trigger the R COWL OPEN annunciator light, whereas

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both switches must be in the open position to prohibit APU starting.
When the airplane is airborne, the fan cowl door position sensing switches
are removed from the APU start inhibit circuit by virtue of the CWOW relay
having shifted to the AIR mode. The APU airborne starting logic and
sequence is the same as those airplanes not having the start inhibit circuit.
Airplanes having the APU start inhibit circuit have an APU INHIBIT FLIGHT
BYPASS momentary switch installed on the system monitor test panel on
the left EER. This switch, when held in the ON position, will enable the APU
start circuit should the CWOW relay or APU start inhibit relay fail.
3. Controls and Indications:
A. Circuit Breakers:
The APU system is protected by the following circuit breakers (CBs):

Circuit Breaker Name: CB Panel: Location: Power Source:

APU CONT #1 LEER C-13 L ESS DC Bus
APU CONT #2 REER C-11 R BATT Bus
APU DOOR LEER C-12 L ESS DC Bus
APU PWR #1 LEER C-14 L BATT BUS
APU PWR #2 REER C-10 R ESS DC Bus
APU OIL HEATER (GND) LEER C-11 ESS AC Bus
(1)
APU OIL HEATER (AIR) REER C-12 R MN AC Bus

NOTE(S):
(1) Aircraft SN 501-560 without ASC 67A.
A. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

APU ECU APU ESSENTIAL Amber
APU ECU APU EXCEEDANCE Amber
APU ECU APU STARTER ENGAGE Amber
APU ECU APU DOOR Blue
APU ECU APU MASTER ON Blue
APU ECU APU MAINT REQD Blue

A. Other Indications:

NOTE:
A description of the APU/BLEED synoptic page
indications is provided in Section 2B-03-30: Crew
Alerting System Description.
4. Limitations:
A. APU Instrument Markings:
(1) EGT:
No limitations markings.
(2) RPM:

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• 106% and above: Red Arc
• 104% to 105%: Amber Arc
• 0 to 103%: White Arc
B. APU Operation:
(1) General:
The APU can be operated on the ground, during takeoff, in flight and
during landing. In flight it is an optional source of electrical power via
the APU GEN instead of one or both engine-driven generators. The
APU cannot be used to supply pressurization in flight. The APU may
be used for starter-assisted airstarts below 30,000 ft if required.
(2) Maximum Permissible EGT:
• Start: 1050° C
• Running: 732° C
(3) Maximum Rotor Speed:
The maximum rotor speed for all conditions is 106%
(4) APU Starting Limits:
Continuous operation of the APU starter when powered by airplane
batteries is limited to a maximum of three (3) consecutive start
attempts. A one (1) hour cool down period must be observed before
the next full starter cycle is commenced.
APU start attempts when powered by an external DC cart are limited
to a maximum of three (3) attempts. A fifteen (15) minute cool down
is required between start attempts to protect airplane wiring. A one
(1) hour cool down period must be observed before the next full
starter cycle is commenced.

NOTE:
Successful consecutive starts are limited to six (6) at
ten (10) minute intervals per start.

CAUTION

ALLOW FIFTEEN (15) MINUTES BEFORE ATTEMPT-

ING ANOTHER APU START USING EXTERNAL DC
POWER. THIS ALLOWS THE ELECTRICAL FEEDER
CABLE FROM THE EXTERNAL POWER
RECEPTACLE TO THE APU STARTER TO COOL.
C. APU Generator Electrical Load:
The APU generator can deliver 100% (40 kVA) electrical power on ground
or in flight from sea level to 45,000 ft.
D. APU Airstart Envelope:
For APU start limitations, see Figure 10: APU Start and Operating
Envelope. The APU is guaranteed to start at or below 39,000 ft. APU starts
are possible from 39,000 ft to 43,000 ft.

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E. Other Limitations:
There is no provision to manually open the inlet door if the door actuator
fails or electrical power is not available. If the inlet door is in transit and
electrical power is lost, the inlet door will stop in the position where power
was lost.

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APU Controls and

Indications Component
Locations
Figure 7

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APU Electronic Control

Unit (ECU) Block Diagram
Figure 8

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APU Control Panel

Figure 9 (Sheet 1 of 3)

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APU Control Panel

Figure 9 (Sheet 2 of 3)

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APU Control Panel

Figure 9 (Sheet 3 of 3)

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APU Start and Operating Envelope

Figure 10

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